22 32 1900 http://seafarerslog.org/archives/files/original/9248b501ae1a1c47057e1dd4244c41e1.PDF bb65648b4b894dbf325d4dd9605a0d77 PDF Text Text SlU Calls For Tax On Runaways To Assist U.S. Fleet .Story On Page 8 Floundering Niagara Saved By SlU Crew ^^ story On Page 2 Seafarer Honored The Seamar, fourth of six troop­ ships being converted for SIUcontracted Calmar Steamship Company at Baltimore, was launched last week by Mrs. J. Schenk, wife of Seafarer Joseph Schenk (right above). Mrs. Schenk was named sponsor of the new vessel in honor of Seafarer Schenk's long-term (20-year) service with Calmar. Seamar captain W. S. Musi is at right. Already in Service are the reconverted Marymar, Cal­ mar and Pennmar, For com­ plete story see page 7. SlU Protests Move To Let Foreign- Flags In U.S.-P.R. Trade .Story On Page 3 Complete Text Of Constitution Seafarers International Union Atlantic, Gulf Lakes & Inland Waters District (See Supplement) mm • n M M than 400 pickets turned out in San Juan to protest a proposal to open the Puerto union frOfeSf# Rico-US trade to foreign flag shipping. The demonstration outside the El San Juan hotel was called by the Puerto Rico SIU and the NMU to coincide with a Chamber of Commerce meeting inside the hotel being addressed by Federal Maritime Commission chairman John Harllee. Complete story is on page 3. �rate lire SEAFARERS rtiojury 19, 19tt LOG Quick Action By SlU Crew Saves Fioundering Niagara By Paul Holi A proposal to make big U.S. oil companies and other American shipping interests who maintain large runaway-flag fleets pay their Running before a stonn 600 miles off the Azores, her aft plates buckled and ripped away fair share of taxes on the huge profits they make, was presented last by the mounting seas, the SlU-contracted Niagara (Sea Transport) survived her trial by week by the SIUNA to the fourth meeting of the Maritime Advisory ocean thanks only to the quick-thinking of her bosun and the skillful, untiring seamanship Committee. Many of you may remember that the late President Ken­ nedy made this same recommendation in his tax message of April 20, of her crewmembers. 1961. Not only do we think that U.S. corporations who operate foreign the storm, the captain ordered the bosun's sugges­ The almost tragic story began two days affiliates should be taxed, but the proceeds from such a tax could tion to wire the weakened parts of the ship put after the Niagara left the port of Rotterdam, into effect. Jones set to work on the tricky rigging be used to rebuild the declining bulk-carrier fleet. Holland, bound-for Houston. The converted job, his efforts hampered continually by the rough The U.S. shipping operators who register their vessels under T-2 tanker, built in 1945 and displacing 11,564 seas. Panamanian, Liberian and Honduran flags have been enjoying the gross tons, had been tramping various world The bosun fixed two cables to the aft winches best of all tax worlds for too many years, as the SIU has pointed out ports since September, 1964. She had left an ore and ran them around the stem. Then each cable time and again. By running up the Pan-Lib-Hon flag, the runaway cargo in Holland and was headed unloaded back was run into a pipe at the stern so that they would operator can exploit low-paid foreign seamen to reap fantastic profits. to the Gulf. not damage the rudder or screw. The cables were An even more important advantage that the runaway operator has The heavy seas and continuing rain squalls in weighted so that they would drop quickly. By 10 is that he doesn't have to worry about paying taxes on these excessive the Atlantic were taken in stride by the crew until A.M., both cables had been sufficiently tightened profits either to the U.S. or the country where the ship is actually the morning of January 26. ABs Elmert DeQuartel so that the ship could get under way again. Speed registered. A quick look at some of this country's major runaway-flag tanker and Ernest E. Puras said they awakened at 7 A.M. was naturally reduced, so that the 600 miles to to the sound of breaking up noises from the aft the Azores port of San Miguel would take at least operators illustrates the magnitude of the profits involved. Giant oil companies, such as Standard Oil of New Jersey, Texaco, Gulf, Standard section. DeQuartel, who turned in after coming off five days. watch at 4 A.M., piled topside with Puras and other Later that afternoon, the ship laid to again and Oil of California and Socony Mobil wracked up total earnings in the crewmen to see what was happening. another cable was wrapped around the damaged first six months of 1964 of over $1.3 billion for themselves and their Plates Cracking section of the vessel. Jones later told the LOG foreign affiliates. These five oil giants, incidentally, operate more They found that the steel plates on the port that he had learned the trick of cabling up loose than half of the 264 tankers in the Pan-Lib-Hon fleet. U.S. Treasury Would Benefit side, just aft of the midships house, were cracking plates from stories told to him by two now departed If these foreign tax havens were barred to runaway U.S. corporations away from the ship's »de with the pounding of the old timers. One of the oldtimers, Connie Knowles, heavy swells. Bosun -Leroy Jones, told Jones he had once wired a ship from bow to who operate overseas subsidiaries, and the 52 percent corporate tax Was to be imposed on their profits, it is estimated that over $25 million a native of Mobile, alerted the stern to keep her from sinking. in revenue would flow into the U.S. Treasury. It is these funds that Captain. Jones suggested that Pump Room Flooded steel cables be run around the The feeling was that if the cabling job had not could be used as a starter to begin the urgently needed rebuilding of damaged section of the ship to been done, the plates would have torn loose clear our country's bulk freighters and tankers, which are now nearing total hold the weakening plates in place. to engine room so that the ship would have had to obsolescence. If this proposal were followed, the rejuvenation of the The captain held off an immedi­ be abandoned. As it was, damage was considerable. U.S. dry and liquid bulk fleet could be accomplished at little or no ate decision on Jones' suggestion, During the slow five-day trip to the Azores, the cost to the American taxpayer, a fact that should please a great many but ordered the Niagara to lay to pump room became flooded when a line into the of our Congressmen. The need for a modern bulk cargo fleet is obvious to anyoqe who and ride out the storm. A radio room washed away. The Columbia hovered close call was sent out to the SIU- by during the trip, keeping a protective watch on wants to see this country assume its rightful place as a maritime power Jones of the first magnitude. At the present time bulk cargoes account for contraoted Columbia, a sister ship the Niagara. of the Niagara running on a parallel course. After All crewmembers served around the clock during about 85 percent of our foreign trade. The U.S. has become almost an anxious day of waiting, the Columbia finally the hazardous trip to the Azores. Jones said the completely dependent on runaway-flag vessels for its strategic imports, appeared at 10 P.M. that night. deck gang was tough and experienced. He said such as oil, manganese, copper, aluminum, iron ore and tin. A strong U.S.-flag bulk fleet, built in part with revenues from But the stormy seas had taken a toll of the it was one of the best crews he worked with in his Niagara during the day she drifted about with her 18 years at sea. "I worked them so hard that I was taxes on American corporation runaways, would mean that this power shut down. A huge portion on the port side, almost ashamed of myself," the bosun added. But country would have an adequate fleet to carry its strategic supplies, measuring 60-by-25 feet, had been torn away, in­ crewmen didn't mind the round-the-clock work. and not be forced to rely on the discredited myth called "effective cluding an eight-foot section below the water line. Their only thought at the time, according to Puras control." Exchange Of Views The number nine and ten port wing tanks were and DeQuartel, was to save their ship. One of the most important accomplishments of last week's Maritime The Storm Breaks filled with water. Crewmen were thankful that the With the help of all hands and a little luck, they Advisory Committee meeting was the full, frank exchange of views ship was empty of cargo. The crew felt more secure, however, with the pulled her through. As the. ship approached the on what role the group would have in making a decision on a new Columbia nearby and ready to render assistance Azores,, the storm broke and seas calmed for the program for the nation's merchant marine. Although Maritime Ad­ if the decision was made to abandon ship. Later, first time in many days. When the Niagara reached ministrator Nicholas Johnson has been engaged in considerable public the men of the Niagara voted the officers and port, the Columibia turned off and continued on discussion about the future direction of the U.S. Maritime policy. crew of the Columbia a hearty measure of thanks. hm: run. The Niagara was laid up in San Miguel Secretary of Commerce John T. Connor, chairman of the committee, • Rolling Continued where patching repairs were begun to put the ship told members that the Johnson Administration was not committed to Though efforts had been made to stabilize the into a seaworthy enough condition to be towed to any new, specific course of action regarding the merchant marine. Since the Advisory Committee is composed of members representing ship by flooding various tanks on the undamaged Houston. side, the rolling continued and the damage on the Second Officer Fonce Kellams was so impressed labor and management from every sector of the shipping industry. port side grew worse. In addition, the fury of the by the skillful seamanship displayed by bosun Chairman Connor decided to set up a special subcommittee that will storm continued to build during the long night. Leroy Jones that he recommended him for officer's define the committee's role in the creation of any new maritime policy established by the Administration. At 6 A.M. the next morning, at the height of training. • Cracked plates along the side of the SlU-contracted Niagara (Sea Transport) are clearly visible in this photograph taken when the ship reached the Azores and was submitted to the LOG by bosun Leroy Jones. Faint vertical line at right-center of photo is one of cables wrapped around ship by the crew which kept plates from peeling away and saved the vessel. Hole is 60 by 25 feet. i , ,J : ! r'.^f ' •> : i. . .. . 'J ..I c ; ; . s * * The SIUNA once again has been forced to send a stiff protest to Maritime Administrator Johnson following announcement of his pro­ posal to grant Public Resolution 17 waivers on export-import bank cargoes to Spanish ships. We had formerly protested the granting of these waivers at the last meeting of the Maritime Grievance Com­ mittee in November, when we pointed out that Spain, in complete disregard of U.S. State Department requests, consistently traded with Castro's Cuba. We again reminded the Maritime Administrator that the SIU has gone on record continuously in opposition to granting these waivers under any drcumetance since the MA has no legal power to do so unless U.S. ships are clearly unavailable. Issue Unresolved The SIU letter pointed out that the basic issue of the MA's authority to grant general PR 17 waivers is still unresolved despite the fact that it claims that information it has received about these Spanish ships resolves the specific issue we placed before the Grievance Oonunittee. We told Johnson, as we told the first meeting of the Maritime Advisory Committee last August 10, that the issues whieli we placed before the Grievance Committee were not being resolved, but were simply being disposed of. This latest action by the Maritime Administration is just another in a long series of decisions injurious to the health of the American merchant marine. While the Grievance Committee was set up to handle our protests on unauthorized waivers such as these, the lack ofvresults that maritime labor has experienced indicates that the Government still fails to luiderstand the needs of the American merchant fleet. * + * Another instance where a policy, turn-about by Washington threatens the jobs of American seamen are recent attempts by the Government to open the Puerto Rican intercoastal trade to foreign-flag shipping. In the light of the Administration's performance in ignoring the 50-50 cargo preference statutes, this news isn't too surprising. However, the SIU has no intention of letting this long-established ship-American policy go by the boards. Last week. Seafarers, in a joint effort with the NMU in Puerto Rico participated in mass picket line demonstra­ tions against revising t^ lawj ^bioh has been , in effect snce 1936. �si AF A*k E 11 S Shipping Resumes As striking longshoremen returned to work this week in most East and Gulf Coast ports, shipping returned to normal at SlU hiring halls, such as New York (above). Longshoremen returned to work at all struck ports with the exception of Texas and the South Atlantic port area where negotiations are continuing. Tax Runaways To Finance New U.S. Ships, SlU Urges WASHINGTON —The SIU has urged the Administration to subject the earn­ ings of American-owned runaway-flag ships to U.S. taxes, and to use the proceeds of the levy to rebuild the bulk-carrying segment of the American merchant marine. 4 The SIU proposal was was also discussed by committee aco. Gulf, Standard Oil of Cali­ fornia, and Socony Mobil. These set forth in a presentation members. five oil companies and their for­ The Maritime Advisory Commit­ by international president eign affiliates between them had Paul Hal! to the Maritime Ad­ visory CAnmittee, which held its fourth meeting here recent­ ly. The question of whether the Administration would es­ tablish a new maritime policy SIU Pushes Fight To Save PHS Hospitals For Seamen I The SIU, pushing its fight for the maintenance of Public Health Service facilities for seamen, has asked for a meeting with Secretary of Health, Education and Welfare Anthony Celebrezze to discuss the proposed closing of seven USPHS Hospitals and other changes in the system which insures ade­ quate medical care for Ameri­ tail medical services to merchant Service program begun in 1798. In his communication to Secre­ seamen." can sailing men. The request for a meeting fol­ lowed the dispatch of a wire by SIU president Paul Hall to Presi­ dent Johnson, Secretary Cele­ brezze and other Administration and Congressional leaders pro­ testing the proposed changes in the USPHS hospital sytem, Includ­ ing the closing of seven hospitals. Hall's wire was answered by the White House, which said that "the planned closing of .seven amall PHS Hospitals over the next three or four years will not cur­ The White House maintained that the closings are part of a "plan to improve the quality of care for seamen patients and make hospital care more readily acces­ sible to them." In a similar letter to Hall, Secretary Celebrezze said medical care for seamen' in the areas affected by the hospital clos­ ings would be provided by Vet­ eran's Administration hospitals. The SIU, along with the rest of maritime labor, has consistently opposed any changes which would alter or weaken the Public Health Ti^ t od tary Celebrezze, Hall said that "it is essential that American sea­ men do not suffer any loss or re­ duction in the quality and avail­ ability of medical service and bospitalization under the USPHS Hospital system." Seafarers and families are nrged to write to their Con­ gressmen and Senators ask­ ing for their support in the preservation and maintenance of USPHS facilities for sea­ men and others. tee was created by executive or­ der of President Johnson in June recovered earnings of over $1.3 1964 to consider the problems of billion during the first six months American shipping. It consists of of 1964 alone. The Union presentation pointed the Secretary of Commerce, Secre­ tary of Labor and 15 non-Govern­ out that these huge earnings, un­ ment members representing the der present law, are not subject maritime industry, maritime labor to U.S. taxation and that the clos­ and the general public. In addi­ ing of this loophole had been rec­ tion to President Hall, maritime ommended by the late President labor was also represented by Kennedy in his tax message of April 20, 1961. NMU President Joseph Curran. $25 Million Tax Yield The meeting marked the first time that newly appointed SecreThe SIU estimated that applicatary of Commerce John T. Connor tion of the 52 percent U.S. corsat as chairman of the Committee. ! porate tax, to the earnings of the runaways, could produce revenues Cause of Decline The SIU asserted in its presen­ of over $25 million annually. The statement noted that, under tation that the rapid growth of the American-owned runaway-flag the onslaught of the runaways, the fleet, in the year since World War American-flag bulk carrying fleet II, has been a fundamental cause of uncompetitive war-built freight­ of the decline of the American- ers and tankers had been pushed flag fleet during this same period. to the brink of obsolescence and The runaway fleet consists of ves- 1 bankruptcy, although bulk cargoes sels flying the flags of Panama,' —dry and liquid—now make up Liberia and Honduras. .about 85 percent of our total forThe American-owned Pan-Lib-1 trade. The Federal Government, the Hon fleet now numbers over 400 vessels, which makes It nearly half SIU further noted, has been the size of the present Amierican- spending about $100 million annu­ flag deep sea fleet. The SIU fur­ ally on construction subsidies for ther noted that some 264 of the liner-type vessels, while at the American - owned Pan-Lib-Hon same time it has allowed the vital ships are tankers, and that more bulk-carrying fleet to be virtually than half of these are owned by driven off the seas and has made five American oil companies— this country almost entirely deStandard Oil of New Jersey, Tex(Continued on page 14) SIU Protests Opening P.R. Trade To Foreign Flags Some of the more than 400 pickets who turned out to protest a proposal to allow foreign flag ships to enter the U.S.-Puerto Rico trade hear Federal Maritime Commission Chairman John Harllee assure them that he would recommend only U.S.-flag vessels for such service. The demonstration was a joint effort of the Puerto Rico SIU and the NMU and had the support of other' Puerto Rico labor unions. ' ' ' '" SAN JUAN—At a joint demonstration here, the SIU and the NMU strongly protested attempts by the government and certain industry leaders on the island to allow foreign-flag shipping to enter the Puerto Rico trade. Keith Terpe, president of Part of that protest was aimed stration held at the hotel where the SIU of Puerto Rico and head of the Puerto Rico Cen­ at recent statements accredited to the Chamber of Commerce meet­ tral Labor Council, warned that Harllee about the possibility of ing was taking place, Keith Terpe the Introduction of foreign-flag allowing non-American-flag ship­ also noted that the Federal Gov­ shipping into the island'^ trade ping in the Puerto Rican trade. ernment now subsidizes .'Americancould result in the unemployment The Admiral assured the pickets flag shipping companies involved that he will back the exclusion of in direct competition with foreignof 20,000 seamen. foreign ships at any meeting on flag vessels on overseas routes. Terpe was joined in the warn­ the subject at the Maritime Com­ Under present regulations, no for­ ing by Thomas Martinez, head of mission. "I believe," he said, "that eign-flag vessels are allowed to the Puerto Rican branch of the we can find a just and clear solu­ participate in America's domestic NMU. Foreign-flag shipping in tion to this problem." oceanborne trade. Puerto Rico woilld mean the loss Some segments of the Puerto The maritime trade meeting was in wages alone of $100 million an­ Rican business and industrial com­ sponsored by the Puerto Rico nually the union spokesmen said. Chamber of Commerce and in­ munity have been complaining of In response to the demonstra­ cluded representatives from Alaska high freight rates by Americantion by the two sea-going unions. and Hawaii, the two non-mainland flag shipping companies. Others Admiral John Harllee, chairman states of the U.S. also affected by maintain that the rates are at a of the Federal Maritime Commis­ shipping rate controversies. Mem-; reasonable level. Governor sion, promised a "confident, deter­ bers of the 12-member panel of j Sanchez is believed to favor the mined and aggressive effort" to industi-y men offered often con­ introduction of foreign-flag ships aid in the solving of the Puerto flicting solutions to the freight into the island's trade. Rico freight rates controversy. He The attempt by certain Puerto said that such a solution should be rates problem. Rican industrial and government Subsidies Asked found without having to resort to interests, backed by segments of the use of foreign-flag vessels in The head of the Chamber, Justo the Federal Government, to bring Puerto Rican trade. Pastor Rivera, and Senator-at- foreign shipping into a domestic large Antonio Fernos Isern both route is reminiscent of the pres­ Unionists Hear Harllee Addressing the union pickets in called for subsidies for American- sure by Pacific Northwest lumber San Juan, Harllee said: "We can­ flag shipping in the Puerto Rico interests a few years ago to allow not afford solutions which might trade. Robert Mackey, president foreign-fiag ships into their do­ aid Puerto Rico but hurt the ship­ of the Propeller Club and a par­ mestic trade. The lumbermen ping companies." Before the meet­ ticipant at the meeting, also spoke managed to get Congress, to pass ing Harllee spoke before a large against foreign shipping in Puerto a bill to that' effect, but the bill was not re-enacted and died, after group of SIU and NMU pickets Rico. At the joint SIU-NMU demon- jone year. protesting foreign-flag shipping. �fake FMir S^^FAn^RS watrvm 19, tm LOe Latin Labor Group Tours Headquarters By Earl (Bull) Shepord, Vice-President, Allantle Seafarers On The Job Again Twenty-five labor leaders from 13 Latin American countries visited SlU headquarters lifst week as part of a field trip in which they saw American labor in action. The tour was sponsored by the American Institute of Free Labor Development of Washington, D.C. The group's SlU tour included visits to the shipping hall, clinic, LOG offices and the Research Department where this picture was taken. Story Of The Last Ten Years U.S. Ocean Trade Doubled, U.S. Flag Share Down 2/3 WASHINGTON—Despite the spectacular doubling of America's oceanborne foreign trade in the decade since 1955, the U.S.-flag merchant fleet has continued on a headlong decline, according to the latest figures released by the U.S. Maritime Administration. While our nation's trade -f our tanker cargoes In 1954, car­ flags of Panama, Liberia and was reaching new heights, the ried only four percent in 1963. Honduras. Whiie U.S. ships car­ percentage of that trade ried 8.5 percent of U.S. trade, run­ carried in American bottoms dropped from a low 27.9 percent to a drastic 8.5 percent. The fig­ ures mean simply that 91.5 per­ cent of U.S. commerce is now moved in foreign-flag ships. The share for liner-type ships dropped from 38 to 29 percent of American liner-carried cargoes. The share of U.S. trade carried by U.S. tramp ships fell from 18 to five percent. American-flag tank­ ers, which carried SO percent of During this period, the Mari­ time Administration report shows, U.S. exports rose by 123 percent and U.S. imports increased by 88 percent.- The sharp upward trend of our nation's trade is expected to continue well into the future, according to most observers. The sharp decline in the share of commerce carried by U.S.-fiag ships was in contrast to the great­ er role being played by U.S.owned ships flying the runaway Mississippi ice-Jam away flag ships carried 19.4 per­ cent. The Maritime Administration considers 12.6 rtillion tons of PanLib-Hon shipping under so-called "effective control" of the United States. Of that total, only 70 per­ cent is engaged in U.S. trade. And even the runaway ships have been carrying a steadily declining por­ tion of our commerce. When the Pan-Lib-Hon total Is added to the U.S.-flag total, America-owned shipping account­ ed for only 28 percent of our trade, a decrease of 5.8 percent in the years between 1960 and 1963. Many of the runaway ships are owned by independent oper­ ators who charter them to oil, iron, steel and aluminum im­ porters."^ SEAFARERS LOG Feb. 19,1965 Vol. XXVIi, No. 4 Official Publication of the SIUNA Atlantic, Gulf, Lakes & Inland Waters District, 'AFL-CIO Executive Board PAUL HALL, President CAL TANNER EARL SHEPARD Exec. Vice-Pres. Vice-President AL KERR LINDSEY WILLIAMS Sec.-Treas. Vice-President . ROB. A. MATTHEWS AL TANNER Vice-President Vice-President HERBERT BRAND Director of Organizing and Publications Managing Editor: MIKE POLLACK; Art Editor: BERNARD SEAMAN; Asst. Editor: NATHAN SKYER; Staff Writers: ROBERT ARONSON. ALVIN SCOTT. PETE CARMEN. The Mlssissippf River has had its problems with ice this year, as'the picture above amply demonstrates. On one day reeently, ice floes tore a total of 13 barges from their moor­ ings. The Alton, Illinois da^jisjat top right in picture. Publlshsd blwsekly at the haadquarteri of the Seafarers International Union,.. At­ lantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, NY, 11232. Tel. HYaclnth 9-6600. Second class postage paid at the Post Office In Brooklyn, NY, under the Act of Aug. 24,. 1912. 120 -iiiir'i r-p > 'rt- 'Ct. SIU men stuck high and dry on the beach here in New York and other East Coast ports while Longshoremen negotiated for a new contract,, heaved a sigh of relief and braced themselves for the big rush to the shipping counters when ILA leaders ordered their men back to the piers. On the first reguiar day of business after the walk­ out ended, three times the normal number of Seafarers shipped out of Brooklyn headquarters. No^ all ports were included in the shipping boom created by tho dockers' back to work movement. ILA negotiators were at a stale­ mate over new contract terms in Hampton Roads, Va., and ports from Wilmington, N.C. south to Tampa, Fia., as well as all Teitas ports along the Gulf. Negotiations in these ports are continuing. The Calmar Steamship Corp. made the launching of one of its new C-4'6, the Seamar, the occasion to honor Joseph Schenk, an SIU mem­ ber who is the company's oldest employee. Mrs. Joseph Schenk, wife of the SIU veteran, did the honors at the christening ceremonies held at Bethlehem Steel Corporation's Key Highway in Baltimore, ^henk, who is a machinist, first went to work for Calmar in 1925, and is the company's oldest sea-going employee. His SIU brothers add their heartie^ congratulations along with their wishes for continued smooth sailing. ^ New^York ward Galien, who was last on the A lot of old faces turned up in Overseas Eva, is one < of the boys tbe New York hall to wait for the who is chomping at the bit to put end of the ILA walkout. We heard his sea legs in action again. Luis Figueroa announce that he's Baltimore • ready for a bosun's - job as soon With the longshoremen back on as one comes across the board. Figueroa has been an SIU mem­ the piers cleaning up the huge ber for 24 years now, and recent­ backlog of cargo, the shippinng sit­ ly spent 22 months on the Los uation looks very good in Balti­ Angeles. W.Lovett's friends were more for the next few weeks. SIU all glad to see him on his feet ships waiting to sign on crews in­ with a fit-for-duty slip after being clude the Bethflor, Bethtex, Kentaken sick on the Columbia. Lovett mar, Afoundria and Azalea City. says he is ready and willing to Charles Hemmish has been tell­ sign-up for the first Group 1 ing his friends in the Baltimore steward department job he sees. hall how much progress the Union Rick (Windy) Adamson is keeping has made in the 20 years he has his eye peeled for an electrician's been sailing. Hemmish, who re­ job on the Fairland, while J. Gau- cently piled off the Robin Lockstheir is biding his time as he waits ley where he was chief electrician, for a third cook or salon mess- says he was happy to take advan­ tage of the unexpected vacation he man's call. got because of the dock walkout. Boston Seafarers around the hall are hop­ Shipping was down to a slow ing Alexander Potorski gets out crawl in Beantown as everybody of the hospital with a fit-for-duty was marking time waiting for the slip soon. Potorski recently paid Longshoremen to return to work. off the Globe Progress where he With the dockers now back on sailed in the deck department. the job, the Steel Navigator and Eugene Graves is another brother the New Yorker are expected to who took advantage of the ILA clear quite a few jobs off the strike to get some medical atten­ board. tion. Graves, who paid off the Boston Seafarers were all glad Yorkmar, says he wants a Far East to hear that John Kulas' son was run since he's had enough of inrecovering from a recent illness. tercoastal trips for a while. Kulas, who was an oiler on the Norfolk Mount Vernon Victory, had to pay Shipping has been fair in Nor­ off the ship and rush home when his boy was hospitalized. Bob folk, even though a few local is­ Eaton has been seen around the sues still remain to be settled be­ hall, ready to grab the first avail­ fore the ILA dockers go back able AB job he sees. Bob was to work. Once the current dead­ flat on his back in a Puerto Rican lock breaks, job calls should real­ hospital for a while, but is now ly begin rolling across the rotary board. fully recovered. Julian Wilson, an AB, hopes to The ILA walkout gave George get back on the New Yorker as Stanley a chance to get up to soon as he gets a fit-for-duty slip. Maine and see his family, but he's Douglas Wilson piled off the Re­ ready to ship on the first carpen­ becca in Galveston since he had ter or bosun job he finds. Charles some business to take care of back Krause, who sails In the steward home. He'll be looking for an AB department, says he will take the job when things start moving first job that comes along. Krause again. Roy Cuttarell left his oiler's was glad to get home after ship­ job on the Henry after spending ping on the Puerto Rico on the seven months relaxing on his farm, sunshine run. Puerto Rico Philadelphia We went down to San Juan re­ Shipping has been slow in Phila­ cently to represent the SIU at delphia because of the longshore­ ceremonies when the Central La­ men'; strike, but a few jobs have bor Council was officially present­ been moving to ease the situation ed its charter from the AFL-CIO. a bit. With the dockers returning Charlie Slateff rushed down to work, the job picture is expect­ here to the "sun and sand" after ed to get eonsiderably brighter. paying off the Puerto Rico in cold, TTie walkout didn't bother Yas- windy New York. Juan Hernandez want Soman!, who said he enjoyed said he hated to leave the Alcoa a good visit on the beach after Trader, but hopes to get another shipping as bosun on the Steel good ship when things start mov­ Seafarer. Harry Celko is recuper­ ing again. Oliver Ortiz waved ating after spending five months goodby to his friends in the hall laid up in the hospital. He says and took off for New Yotk where he's looking forward to shipping he intends to ship oiit on the put in Ed­ �rtknunr U. IMI Three More SlU Oldtimers Added To Pensioner Ranks By Al Kerr, Secretery-Treasurer What About Emergency Care? We have received many inquires from various members regarding emergency treatment in hospitals other than Public Health Service installations. The Public Health Service will assume the cost of emergency medi­ cal care obtained from other sources only under the following cir­ cumstances: 1. When a seaman Is too HI or badly Injured to travel to a USPHS facility, the seaman or someone acting in his behalf must request authorization from the Medical Officer in Charge of the nearest PHS hospital, out-patient clinic or out-patient office. When the Medical Officer in Charge is satisfied that the seaman is eligible and his con­ dition is a true emergency he will grant authority for the requested care. 2. Request for authorization must be made Immediately when the seaman seeks treatment. THIS IS IMPORTANT. Use of telephone or telegraph facilities provides early consideration of the request. NO CONSIDERATION WILL BE GIVEN TO REQUESTS RECEIVED AFTER DISCHARGE FROM THE HOSPITAL. It should be understood that any authorization given will be condi­ tional upon the seaman's eligibility being established. If a seaman does not show evidence of eligi--*bility, the PHS will not assume duty, is required for eligibility the responsibility for the cost of to receive the benefit. If the dis­ the care. This means the m'ember ability continues after the sevenwill have to pay the doctor's bill day waiting period, payments can himself. begin, retroactive to the fifth day The out-patient hospital benefit from the initial date he was de­ under the Union's Sickness and clared not fit for duty. Filing Requirement. Claims for Accident Program is available to members while confined to private the S&A benefit must be filed hospitals if they meet the eligibility within 60 days after discharge requirements, and the Union is from a hospital or the beginning notified that the member is in the of the disability period, if no hos­ pitalization is required. Each hospital. claimant is required to submit In-patient benefits are available medical proof of his disability. to Seafarers who meet eligibility This proof will be evaluated by requirements at the rate of $56 per the trustees of the welfare plan week. These benefits are payable to determine eligibility for pay­ at the rate of $8 per day to a mem­ ments. The trustees can also re­ ber who is an in-patient in any quire further examination of the USPHS hospital, or a private hos­ applicant by a doctor selected by pital that has received official ap­ the welfare plan, or they may ask proval, in the United States, for a mor-e complete certification. Puerto Rico, the Virgin Islands or Once an initial claim has been Canada. The S&A in-patient bene­ filed for a disability, it will not fit can be paid for a period of 39 weeks, and begins on the first day be necessary to file additional claims for weekly payments for a member is hospitalized. the same disability period. It Members receiving out-patient should be noted that a member is benefits also are paid $56 per week required to submit medical proof at the rate of $8 per day. To be of his continued disability, stating eligible, a seaman must be disabled its cause, before any subsequent and receiving treatment within the payments can be made. United States, Puerto Rico, the Duration of Benefit. An eligible Virgin Islands or Canada. Should is entitled to a maximum of 39 an eligible seaman elect to receive weeks of payments during any one medical care from a private phy­ period of disability, including insician; the welfare plan trustees hospital and out-patient time. reserve the right to evaluate the Where there has been a waiting medical proof submitted to deter­ period, the 39-week period starts mine the eligibility of the claim. when benefits are payable. How­ If a member has become dis­ ever,' an eligible shall not receive abled as a result of his own will­ total benefit payments in excess of ful misconduct, he will not be 39 weeks in any 12-m6nth period, eligible to receive the S&A out­ and the 12-month period for the patient benefit. A member will determination of the 39-week max­ also be ineligible for this benefit imum payment begins on the first If he is getting out-patient treat­ day an employee is eligible for ment outside the U.S., Puerto Rico, payment. the Virgin Islands or Canada. If an eligible is receiving or is A waiting period of seven days, entitled to receive maintenance starting with the first calendar day and cure payments, the Plan shall a member is declared not fit for (Continued on page 10) Cash Benefits Paid — January, CLAIMS Hospital Benefits Death Benefits Pension-Disability Benefits Maternity Benefits Dependent Benefits Optical Benefits Out-Patient Benefits Summary Vacation Benefits 7,884 33 678 53 724 586 5,238 15,196 1,647 • 16,843 NEW YORK—Three more Seafarers have joined the growing ranks of SIU members receiving $150 per month pensions that enable them to spend their retirement without fi­ nancial hardship after a lifetime of sailing. Trustees of the Seafarers Welfare plan approved pensions for the'>three SIU veterans, all mem­ card in New York. Joining as a An experienced member of the bers of the Atlantic and Gulf member of the steward depart­ deck department. Proper joined District.. The new pensioners are Hemsley Guihier, 57; Antonio J. Corral, 69; and Lawrence Proper, 64. Guinier joined the Union in the port of Baltimore. A steward de­ partment veteran when he became a member, he sailed as chief steward. He last sailed aboard the Westfield (SeaLand). Guinier, a native of the British West InGuinler makes his home in Brooklyn, N.Y. Corral took out his first SIU Corral Proper New Services Added To SIU Coast Cllnics Seafarer members of the A&G District are now able to receive diagnostic services at the SIU Pacific District Clinic in San Francisco and Pacific District members are eligible for similar health services at SIU East and Gulf Coast Clinics under an agree­ ment aimed at bettering health protection for members of the SIUNA. Since all Pacific District mem­ bers on the Ea'st coast are cur­ rently dispatched from the ports of New York and New Orleans, the Clinics in those ports will handle the yearly and sign-on medical examinations for west coast members. Atlantic and Gulf District Seafarers will be able to take their yearly exams in San Francisco. West coast Clinics will also be established soon in the ports of Wilmington, Portland and Seattle. Records of the examinations will be kept in the effected Clin­ ics and at periodic intervals they will be balanced against each other so that any differences in cost can be charged to either the SIU Welfare Plan or the Pacific District Welfare Plan. The agreement will facilitate 1965 the program of medical examina­ AMOUNT PAID tions for members of the A&G $ 59,056.40 and the Pacific District so that all members will be able to obtain a 100,773.34 complete annual examination. In 101,700.00 addition. Pacific Coast members 10,600.00 will be able to obtain the sign-on examination required in their con­ 82,985.20 tract. 7,262,29 The SIU system of east and gult coast clinics was begun in 1957 27,024.00 with the opening of the first fa­ 389,401.23 cility in New York. Today, every 548,301.98 east and gulf coast port, with the exception of Norfolk, has such a facility. A Norfolk C'inic will be >$937,703.21 opened in the immediate future. SlU Welfare, Vacation Plans TOTAL WELFARE, VACATION BENEFITS PAID THIS PERIOD; P^e FJvt SmAFARER^. LAf-G ment, he sailed as chief cook and night cook and baker. A native of the Philippine Islands, he now lives in Brooklyn, N.Y. His last trip was aboard the Kyska (Water­ man). the SIU in Baltimore. He last sailed aboard the Venore (Venore Transportation). He intends to live in comfort on his SIU pension in Baltimore. SIU Alaska Salmon Fishermen Urge U.S. Catch Protection WASHINGTON—The SIUNA affiliated Alaska Fisher­ men's Union has urged government officials and lawmakers to take a firm stand upholding the rights of American fisher­ men in negotiations with ^ Japan on the protection of salmon, after providing, by regu­ lation, 71.6 million escapement to Bristol Bay red salmon. The urging came at a meeting between the AFU, the Association of Pacific Fisheries and admin­ istration officials and legislators concerned with the fisheries problem. Representing the AFU at the meeting was its president George Johansen. The meeting was called by Senator Warren G. Magnuson (D.-Wash.), chairman of the Senate Commerce Committee. The meeting revolved around the International North Pacific Fisheries Convention, ratified by Japan, Canada and the U. S. in 1953. Under the Convention, the Japanese have not fished for salmon on the high seas east of 175 degrees west longitude. The implication at several subsequent Convention meetings was that Japan would like to abandon the abstention principle. The representatives of the AFU and the Fisheries Assn. have held that the abstention line should be moved 10 degrees farther west, a proposal which, the>' contend, would "substantially protect Alaska salmon from Japanese high seas fishing. In a brief presented at the meet­ ing, the AFU and the Assn. said that during the last nine years the Japanese have harvested 27.2 million red salmon of Bristol Bay origin in their high seas fishing west of the provisional abstention line. During the same period, the brief said, the U. S. fisheries harvested only 60.7 million red Artist Goes Underwater To Paint A New York artist has taken to painting seascapes from the in­ side out. When Shaney Frey, the artist, feels the urge to create coming on strong, she dons a bath­ ing suit and scuba gear and carries her easel down to the ocean floor. Shaney got .the idea from her husband. Hank, who is an under­ water photographer. From there it was easy. The only problem Shaney finds is keeping her brushes from getting soggy. So she uses pallete knives. Water colors are out of place in the water, so she uses oil paints. Her easel is held fast by a lead-weighted diving belt. She concentrates mainly on capturing the beautiful, color-filled and sometimes strange undersea land­ scapes. ' V . perpetuate the runs. Thus, the brief contends, the Japanese have harvested 31 per­ cent of the total catch of Bristol Bay red salmon. In most years, this has placed U. S. fisheries in an unfavorable position. The AFU and the Association maintain that this is a clear violation of the in­ tent of the treaty, Bristol Bay, whose residents depend entirely on the salmon run for their liveli­ hoods, has been declared a dis­ aster area by the White House on three occasions. Attending the meeting called by Magnuson were Senator Bartlett and Representatives Rivers of Alaska, Secretary of the Interior Udall, Under Secretary of State W. Averill Harriman and other government officials. Tug & Dredge Elections To Start March 8 DETROIT—The Great Lakes Tug and Dredge Region of the SIU Inland Boatmen's Union will hold elections for Regional Offi­ cers and Port Presidents during March and April, in accordance with the Union constitution. Candidates for the various offices were selected during the December, 1964 nominations period. The balloting for Regional Officers will begin on March 8, 1965, and continue through March 20, 1965. The election of Port Presidents will be conducted at the regular April membership meeting of the Great Lakes Tug and Dredge Region IBU-SIU. All members have been mailed a special election supplement con­ taining the Regional Director's re­ ports on Election Ballot and in­ structions for voting, nominations for Port Presidents, nominations for Officials, and instructions for election of Port Presidents. The supplement also includes a select­ ed voting guide for polls commit­ tees and a letter concerning pro­ cedures for mall ballots. Elections will be conducted in the ports of Ashtabula, Ohio; Buf­ falo, New York; Chicago, Illinois; Cleveland, Ohio; Detroit, Michi­ gan; Duluth, Minnesota; Lorain, Ohio; Milwaukee, Wisconsin; Sault Ste. Marie, Michigan and Toledo, Ohio? ' ' '' �( race ^ SEAFARERS Febmary 19, 1965 LOG (Figures On This Page Cover Deep Sea Shipping Only in the SIU Atlantic Gulf Lakes and Inland Waters District.) January 30-February 12 Shipping picked up somewhat during the last two weeks, although all East and Gulf Coast ports remained tied up by the striking longshoremen. Ships carrying military cargoes continued to move, however, from the strikebound ports, creating jobs for 850 Seafarers, com­ pared with 623 in the previous two weeks. Job calls on the East Coast picked up considerably from the previous period as all ports showed an increase in shipping with the exception of Jacksonville. In the Gulf, shipping dipped slightly in New Orleans, although job calls continued to move at a brisk pace. Tampa also had a slowdown in the number of jobs available, while Mobile and Houston shipping picked up considerably. Shipping in Seattle was much improved over the pre­ vious two weeks. Shipping gained slightly in San Fran­ cisco but fell off somewhat in Wilmington. The shipping picture by department was brightened by the increased number of jobs on the Rotary Board in all departments. Deck department jobs accounted for most calls. Ship Activify Registration continued at very nearly the same pace as during the previous two weeks. Total registrations were 1,159, compared with 1,152 during the prior period.* The number of Seafarers registered and on the beach con­ tinued to climb, however, as more ships were laid up by the dockerworkers strike. A total of 5,549 Seafarers were on the beach at the end of the period, just a day before the strike ended in a few East Coast ports and some ports in the Gulf. With many men on the beach, the seniority situation was changed considerably during the reporting period. The ratio of full book members shipping comprised 61 percent of the total compared with 55 percent in the previous period. Shipping activity was off slightly, with over one-third of the SIU fleet laid up in East and Gulf Coast ports. There were 48 payoffs, compared with 56 in the previous period, 16 sign-ons, contrasted with 19 in the prior two weeks, and 55 in transit visits, against 54 in the last re­ porting period. Pay Sign In Offs Ons Trans. TOTAL 0 1 4 0 0 6 0 3 0 0 0 0 2 0 1 4 4 6 1 5 2 1 7 3 2 8 7 5 4 5 20 15 7 8 2 7 5 11 13 7 7 12 TOTALS ... 48 U 55 119 Boston New York ... . Phllodefpfiia .. Boltimoro ... . Norfolk ... Jacksonville . . Tompa Mobile New Orleans. . Houston .... Wilmington . . Son Francisco . Seattle . 14 8 2 1 9 DECK DEPARTMENT Registered CLASS A Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle TOTALS Registered CLASS B Shipped CLASS A Shipped CLASS B Shipped CLASS C GROUP GROUP GROUP GROUP GROUP 1 2 3 ALL 1 2 2 3 ALL 1 3 ALL 1 2 3 ALL 1 2 10 0 21 0 0 0 0 8 '2 0 0 0 0 1 1 0 0 0 51 2 38 17 3 9 11 5 10 31 22 14 9 17 0 6111 2 1 10 0 7 8 6 7 5 1 13iI 1 2 6 1 1 1 9 0 0 7 0 18 0 7 0 3 4 5 11 2 3 1 2 3 0 - 0 4 3 6 0 6 7 14 0 2 3 2 0 1 5 1 2 2 0 0 3 2 0 1 0 0 0 3 0 0 2 1 5 1 0 0 0 0 3 6 0 0 2 0 2 0 0 1 2 1 1 0 1 1 0 1 34 0 13 23 1 21 4 5 7 4 1 3, 0 9 12 6 1 0 17 26 7 33 2 34 44 6 84 1 44 9 17 8 6 161 1 0 31 6 51 6 10 16 32 5 23 3 11 18 1 21 22 8 1 1 5 3 5 0 0 0 2 9 0 1 0 1 0 2 0 0 2 0 11 1 3 4 3 JO 0 3 0 5 - 4 2 1 5 3 1 2 0 13 6 25 0 8 13 0 12 16 6 15 . 0 4 1 4 13 2 3 42 33 1 87 2 108 172 34 1 314 12 64 81 1 157 50 127 42 1 219 12 6 TOTAL Shipped Registered On The Beach CLASS A CLASS B CLASS GROUP GROUP 3 ALL A B C ALL 1 2 3 ALL 1 2 3 ALL 0 0 2 0 0 2 6 16 25 0 3 2 6 8 3 61 2 17 3 81 129 216 49 394 19 51 83 156 0 13 0 9 0 22 8 26 5 39 0 7 22 29 0 7 0 0 10 67 3 92 22 181 2 40 24 66 1 1 6 2 1 9 20 22 3 . 45 14 12 11 37 0 0 1 0 0 1 10 21 2 33 6 15 14 35 1 2 2 1 2 5 10 15 3 28 1 3 7 11 0 0 23 3 0 26 53 64 16 133 3 1 31 35 1 2 33 16 51 124 132 23 279 4 2 57 105 166 0 2 31 18 2 51 103 106 29 238 11 49 67 127 0 0 5 0 0 5 16 16 8 40 1 5 9 15 0 10 0 3 0 13 26 30 8 64 2 12 15 29 3 6 25 15 6 46 19 18 5 42 0 7 5 12 8 1 16 219 87 "16 1 322 >91 774 176 11541 63 261 402 1 726 ENGINE DEPARTMENT Registered CLASS A Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco r Seattle GROUP 1 2 0 3 20 3 1 14 5 4 1 4 ' 0 4 3 4 8 12 10 32 17 22 5 1 3 7 3 7 TOTALS ~56 Port 137 CLASS B Registered Shipped CLASS; A Shipped CLASS B GROUP GROUP 3 ALL 1 3 ALL 1 2 3 ALL 2 3 0 3 0 0 0 1 0 0. 2 25 3 16 11 2 9 4 35 3 49 15 1 0 7 11 0 10 3 1 9 1 10 0 5 3 8 0 0 9 9 1 6 1 10 1 5 8 1 10 4 0 4 1 0 0 0 1 1 2 1 8 0 0 1 0 0 0 0 0 0 8 3 10 16 1 21 0 4 4 3 4 46 7 25 10 17 23 42, 5 1 40 3 1 34 4 9 16 15 4 1 0 6 0 3 0 0 4 1 1 1 0 10 1 3 7 2 6 4 12 3 17 14 0 2 5 4 2 4 3 9 15 1 208 17 75 54 1 146 31 110 19 1 160 • Shipped CLASS C GROUP GROUP 1 2 3 ALL 1 2 0 0 0 0 0 0 25, 1 4 10 11 7 0 4 3 3 'i 0 0 2 2 • 4' 0 2 0 2 7 0 6 0 0 0 0 0 0 0 0 0 2 2 0 2 0 3 1 4 0 0 18 i 0 1 8 0 9 2 5 6 13 0 1 0 3 0 3 0 1 2 3 6 1 1 0 0 3 7 2 4 4 9 44 « 1 96 4 20 TOTAL Shipped CLASS 3 ALL A B 0 0 0 0 10 49 2 25 1 4 10 7 0 2 9 4 0 0 10 1 0 0 1 0 0 2 0 2 0: 16 0 4 2 18 2 23 0 1 9 13 0 3 1 4 0 6 1 12 0 6 17 7 5 1 29160 96 Registered On The Beach CLASS A CLASS B GROUP GROUP C ALL 1 2 3 ALL 1 2 3 ALL 0 0 6 16 3 25 0 2 6 8 10 84 76 168 29 273 11 55 59 125 21 4 3 26 2 31 1 .7 11 19 15 23 2 89 15 127 2 61 26 33 17 0 5 15 3 23 1 10 20 31 0 1 3 21 1 25 3 10 5 18 2 4 6 12 20 0 2 3 4 7 0 20 23 54 7 84 1 20 23 44 2 43 44 23 17 184 13 70 58 141 1 23 39 130 8 177 23 60 66 149 8 5 1 15 4 6 24 5 15 4 19 11 1 38 6 65 2 15 12 29 30 . 6 6 19 3 28 1 6 6 13 29 1 285 250 726 100 11076 63 290 307 1 660 STEWARD DEPARTMENT Registered CLASS A Registered CLASS B Mob.... NO Hou.... Wil SF .... Sea .... 1-s 1 4 0 4 0 0 1 2 12 4 1 2 3 GROUP 1 2 3 ALL 0 3 4 0 30 10 5 11 0 1 1 0 3 4 13 2 2 1 4 1 1 0 3 2 4 3 12 4 5 6 9 22 6 35 75 22 23 3 3 13 5 1 11 3 10 4 TOTALS 34 67 34 78 I 213 10 Poll Bos NY Phil Hal ... Nor Jac .... Tarn Shipped CLASS A GROUP 3 ALL 1 2 2 0 1 3 2 4 5 11 4 0 1 5 0 1 11 12 7 7 0 0 2 0 1 1 0 1 0 1 0 7 0 7 44 3 2 39 3 12 2 7 0 1 1 0 5 2 3 0 11 0 11 0 GROUP 1-s 123 ALL 0 0 0 2 2 4 17 8 19 48 1 112 5 0 112 4 113 5 0 0 0 0 0 0 0 1 2 2 5 12 10 7 15 34 112 6 0 0 3 3 10 3 5 6 1 3 12 15 96 I 121 16 40 22 59 I 137 Shipped CLASS B Shipped CLASS C TOTAL Shipped Registered On The Beach CLASS A I CLASS B GROUP 1 23 ALL 0 0 0 0 2 2 8 12 3 7 0 4 7 2 2 3 1 2 3 0 0 1 1 0 0 0 0 0 3 2 4 14 18 0 0 0 1 1 0 1 3 4 0 0 2 2 1 1 11 13 GROUP CLASS 123 ALL ABC ALL 1-s 0 0 2 0 0 2 2 1 0 48 12 8 68 34 0 0 5 7 21 5 0 0 4 14 19 7 0 0 5 3 10 4 0 0 0 1 0 0 0 1 0 5 17 13 0 12 0 56 35 34 18 0 0 6 9 23 0 1 0 3 8 3 4 0 0 5 2 7 10 0 1 12 13 29 6 0 8 2 s 13 52 I 73 0 31 | 33137 73 33 | 243 157 GROUP GROUP 12 3 ALL 12 3 ALL 12 5 10 5 0 4 9 53 59 85 231 8 12 49 69 10 5 12 32 1 0 .9 10 38 22 39 118 3 5 56 64 6 5 6 21 0 0 17 17 3 3 8 17, 3 1 .7 11 4 6 18, 0 8 4 5 27 20 38 98 . 35 33 84 30 123 2721 5 6 125 136 56 30 43 152, 12 16 43 71 5 3 5 16. 0 1 7 8 15 13 25 63' 2 0 12 14 12 3 9 30 5 2 12 19 323 199 399 |1078 45 45 378 | 468 SUMMARY Registered CLASS A DECK ENGINE STEWMD GRAND TOTALS. GROUP 123 ALL 108 172 34 I 314 "56 '137 '15 I 208 101 34 78 I 213 ) 265 343 123 |'735 Registered CLASS B SHIPPED CLASS A SHIPPED CLASS B GROUP GROUP GROUP 1 2 3 ALL 123 ALL 123 ALL 12 64" 81 I 157i_50^'l27 32 I 219 J2 _42 33'| 87! 17 75 54 I 146 31 110 19 | 160 9 44 43 | " 96 10 15 96 I 121;'56 22 59 I 137, 8 13 52 I 73 i3»i= 454 231<la424 137 269<120 j 516 29 j 99 12i8 j ^56 .. .-•a.iw '61:,i ' • .'n M 0 .t ii SHIPPED CLASS C TOTAL SHIPPED GROUP CLASS 123 ALL ABC 2 6 8 I _16 219 87_16 4 20 5 I 29 160 96 29 2 0 31 I 33; 137 73 33 8.. 26 44 [ . 78'516 256 78 .I'lK.- • *j t Registered On The Beach CLASS A I CLASS B GROUP ALL 123 I 322 591 774176 I 285 250 726100 | 243 480 199 399 |i850 1321 1699675 ':'l "be'j'Kli i:u.\ n | GROUP ALL 123 ALL [1541 _63'261_ 402X726 |1076 63 290 _ 307 I 660 |1078 45 45 ~ 378 I 468 |3695171 596 1087 11854 *( IJ -J .M' �I^ebrnary 19, 1965 MFOW Elects Officers lt>'* StAFAkEUS rwt# Sieve# tOG Operation Big Switcheroo Congress Gets Fisheries Loan Extension Bill SAN FRANCISCO—The SIUWASHINGTON—A bill to ex­ affiliated Marine, Firemen, Oilers tend the Federal fisheries loan and Watertenders union has ac­ cepted the report of its Balloting program for another 10 years ha* Committee on its annual election been introduced in the Congres* of officers. MFOW members elect­ by Senator Warren G. Magnuson ed Union officers for one year (D.-Wash.). terms in balloting which ran from November 2, 1964 to January 29, The Senator, chairman of the 1965. Senate's Commerce Committee, Re-elected to MFOW offices said he submitted the bill on the were William "Bill" Jordan, presi­ request of the commercial fisheries dent, and Alex Jarrett, vice-presi­ bureau of the Department of In-_ dent. President Jordan, who was terior. unopposed for reelection, is also a vice-president of SIUNA. C. A. Fleet Up-Keep Peterson was elected to the post of The revolving $13 million loan treasurer. fund has provided the means over Others Elected the years to replace, convert and Other officers elected were repair many hundreds of craft in Richard C. Holloway, San Fran­ the nation's fishing fleet. The pro­ cisco Business Agent No. 1; Jack gram was created because longHatton, San Francisco Business term credit was not readily avail­ Agent No. 2; H. "Whitey" Disley, able to fishing-vessel operators San Francisco Business Agentbecause of the hazards of their Clerk, and Elmo H. Shaw, San work. Francisco Dispatcher. In placing the extension to 1975 Pictured above is a sight you don't often see—^two stern sections back to back (or face to Harry Jorgensen, Seattle Port before the Senate, Magnuson said: Agent; Bernard J. Carpenter, face if you prefer). The strange positioning took place during the reconstruction of the fire"Increasing competition on the Seattle Business Agent; R. N. damaged Globe Explorer (Sea Liberties) when the Explorer's damaged stern was cut away high seas from the massive fishing Sweeney, Portland Port Agent; and replaced by the stern section of another bulk carrier, the Appomattox. The Explorer's fleets of foreign nations makes the Hugh Jones, Portland Business stern is at left. For a full description of the operation, see story in the February 5 issue of continuance of this program Agent; Bob Sherrill, San Pedro mandatory." Port Agent; John Fick, San Pedro ^ Business Agent; E. G. "Red" Ram­ say, New York Port Agent; J. "Slim" Von Hess, New York Busi­ ness Agent, and James Murphy, Honolulu Port Agent. Elected to the Board of Trus­ tees were Harry Jorgensen, E. G. By Fred Stewart & Ed Mooney "Red" Ramsay, Bob Sherrill and R. N. Sweeney. The same four Headquarters Representatives candidates were also elected dele­ PORTLAND, Ore.—^The SlU-contracted Seamar (Calmar) gates to the SIUNA Convention. went back into service February 9 after completing repairs A proposition on the ballot that This is the second of two articles dealing with the subject of would change the election of on hull damage suffered when she struck a bridge on the emergency signals and procedures aboard ship. MFOW officers to an every two- fog-shrouded Columbia River Man Overboard. If somebody falls over the side there is a certain year basis instead of the every near Astoria, Oregon. No was left open. However, three basis now in effect was de­ ' ° shipyard workers spotted the procedure followed. If you see a man go overboard it is your duty to crewmen were injured in the flooding and were able to act be­ "hail and pass the word to the Bridge." This means you holler like feated by the membership. mishap. fore serious damage occurred. the devil and let tlie mate on watch know what happened. Also, if the ship is under way, tell him over which side the man went so the The crew remained in Portland man at the wheel can turn the ship in the same direction. In that way during the three weeks the Sea­ the stem swings away from the man and he will not be sucked into mar underwent repairs and was the propellers. It goes without saying that you throw him life-rings ready to take her out with a cargo or anything else that floats. of lumber loaded at Coos Bay and bound for the east coast. Repair Depending on the time of day and the weather, the mate on watch work was done by the Albina or the captain if he is on the bridge, will take the ship into a "William­ son turn" which is designed to bring it back on the same track going Machine and Engine Works here. Seafarers sailing the frigid into the opposite direction. Lookouts are sent aloft, to keep the man in The mishap buckled plates and waters of the north Atlantic are visual range or search for him if he was lost out of sight. While all liable to cruise past an ice blue caused flooding in the engine this is happening, a boat is being cleared for launching. On some ships WASHINGTON — Among the Iceberg in the near future. The room. The crew was removed a "man overboard" signal is used. This signal is five short blasts on floating frosty mountains will soon from the damaged vessel by a many delicate machines ana pre­ waterbound and effects the rescue. In a man overboard and other cision instruments at the Navy's be appearing in six attractive Coast Guard cutter when she be­ ships; and on ships where passengers are carried so that they will not gan to ship water. In addition to Marine Engineering Laboratory be troubled by the abandon ship stations signal. This signal means colors, in fact. here, is a mechanized chain smoker The crewmen of the Coast repair of hull plating, extensive that consumes over four pounds that the designated emergency boat-crew musters by their emergency Guard ocennographic research reworking had to be done on the of tobacco a day. The machine's boat and gets it ready for launching and on further orders gets it ship Evergreen have been firing ship's boilers and the engine room purpose is to do its best to foul waterbound and effect the rescue. In a man overboard and other paint-tipped arrows at icebergs as had to be cleaned up. up the delicate air purification rescue situations the Boat Recall signal is sometimes used. The signal part of a now study aimed at find­ The Seamar, a Liberty-type, has systems used on submarines. is codeHfor the letter "R", namely a short, long, and a short blast on ing out more about the movement an uncertain future because a new the whistle. This means that the master on board ship, using his good Having gotten the air purifier judgement, wants the boats back to the ship. of the bergs. The paints come in Seamar, a converted C-4, has gone four shades of blue, green and into service for Calmar as part of as befouled as possible, the Navy Fire Signal. The signal for fire aboard ship is a rapid ringing of red. tiie company's ship replacement then sets to work finding the best the ship's bell and continuous ringing of the general alarm system possible way to get it clean again The Guardsmen have been keep­ program. for not le.ss than ten seconds, meaning they are both ten second —and round and round we go. ing a weather eye on the drift The new Seamar was christened signals. Again notice the two sources of power, manual and electrical. The heart of the submarine's The Ship's bell is the big one up on the foc'sle head, a hangover from and deterioration patterns of ice­ at the Key Highway Shipyard in bergs for years in an effort to Baltimore. She can carry 15,000 air purification system is an the time the crew really sailed in the foc'sle, which indeed they still lessen the continuing navigation tons of cargo at a speed of 17 "electrostatic precipitator," which do on older ships under different flags. hazards presented by them. The knots. That speed allows her to removes impurities from the air. On hearing this signal, it is very important that you report to your berg-tinting operation is a new cut a week off the previous sailing On vessels which can stay com­ feature of the 1965 International schedule between east and west pletely submerged for months at station. Of course you must be fully clothed and wearing a life pre­ a time, keeping this precipitator server. The reason you should go to your own station, even if the Ice Patrol, set to begin in a few coast ports. clean is a serious business, and fire is elsewhere, is to avoid confusion, or even panic. The emergency weeks. The vessel is the fourth of six that's where the Navy's mechan­ squad, and the men already stationed in the vicinity of the fire are Planes and ships of the Coast new Calmar 04 troopships recon­ ized chain smoker comes in. enough to get the firefighting started. After they are organized you Guard will track the distinctive may be called on to provide your length of hose, nozzle, spanner and bergs, keeping chart of their verted into bulk carriers. The six By continuously pumping clouds meanderings and the way in which C-4s will replace ten older, slower of tobacco smoke into the pre­ other gear. On some ships additional signals are used to let you know they break up upon reaching Libertys. cipitator, engineers can test new where the fire is. This is at the captain's discretion. The most common warmer climes and waters. Later The new Seamar was also in­ methods of cleaning and insulating extra signals are one blast for forward, two for midships, and three this year, the CG will be doing volved in an unfortunate incident this vital piece of machinery. So for aft. research in Greenland, where ice­ recently. While undergoing re­ far the engineers have decided Actual methods for fighting fire, different fire extinguishers and bergs are "calved" or born, to find modeling at the Key Highway that a gibod hot bath with plenty types of fires will be dealt with in a later article, but obviously, first out more about the glaciers which Shipyard in Baltimore, she began of soapy water is the best way to one must yknow: the signals that alert you to the danger, , and which create the bergs. to sink alongside her pier when a|ke^ this pi eeipitator clean; signal means what Seamar Back In Service FollowlngCoilisionMlshap Emergency Procedures — Part II Icebergs Now Come In Six Lovely Colors Navy Machine Chain Smokes For Science �Page Elcht SEAFARERS State Labor Board Nixes Lie Detectors CHICAGO—Lie detector tests are an infringement of civil rights, unreliable and "inherently prejudicial," the board of review of the Illinois State Labor Department has ruled. The three-member board re- ^ of civil rights, a violation of versed a referee's decision in ment privacy and an example of the one case and upheld the ap­ devices" which must be banned rebnuu/t 19, 19W LOC New Terminal Planned For Port Arthur PORT ARTHUR, Texas—A new ocean ship terminal only 19 miles from deep water will be built here as soon as local voters approve a bond issue to finance the project, officials of the newly created Port Navigation District report. When the project is com­ pleted, Port Arthur will be­ come the nearest Gulf port to open water, with the excep­ tion of Galveston. The com­ plex of cargo handling facili­ ties will be planned to meet the needs of the port for a long time into the futiure. The terminal will be con­ structed on a 95-acre site, with other lands available nearby for the development of indus­ try. Part of the site is cityowned and another large por­ tion of it is owned currently by the SlU-contracted Sabine Towing and Transportation Company. light Beam Machine' To Aid in More Accurate Mapmaking WASHINGTON—^A successfully completed experiment, where a beam of high-intensity light was photographed as it bounced off an artificial satellite, is the first step to the pro­ duction of maps of high accu--*^ racy for the use of merchant used in the experiment is Imown as a laser beam. Scientists use the marine navigators. By photographing the light peals of workers in two other "if freedom is to be preserved in bouncing off the satellite from two cases, ruling that all three were our increasingly crowded and in­ locations on earth, the precise dis­ entitled to unemployment bene­ terdependent world." tance between the two points can fits. Employers had opposed the The board held that the inquiry be pinpointed. The information claim in each case. to the legitimate rights of the em­ gained by this method will prove The key case involved a clerk ploye resulting from the use of lie invaluable in making accurate fired February 7, 1963, after more tests "far outweighs the unsure maps of the oceans of the world, that six years of work for a retail benefit" to the employer. There­ as well as land areas. While ship's chain store. She had been asked fore an employe's refusal to sub­ navigators can find their way to lake a polygraph test and re­ mit to such a test is not in itself from one port to another with fused. The store said she rang up misconduct, it ruled. presently existing maps, highly ac­ $1 less than the price of a lighter curate sea charts, made as a re­ The ruling in the other two she sold but the clerk said the sult of this type of geodetic re­ other salesmen used the same cash cases covered compensation de­ search, will make ocean voyages drawer and, if the mistake was spite the fact the employes shorter, safer and more economi­ hers, it was accidental and not in­ "flunked" the so'-called lie detector cal. tests when accused of misconduct tentional dishonesty. and fired. The high powered burst of light Referee Reversed A department referee agreed with the employer that she was fired for misconduct connected with her work. The review board did not question the the store's right to discharge the employe but held there was no proof of "any willful wrongdoing" on her part. Chairman Marvin W. Mindes and Members A. M. Quarles and "Quacks and pitchmen" are cutting into the modest funds of elderly Americans at a Irving M. Friedman also held that rapidly increasing rate, a Senate subcommittee declared in a report urging broad regula­ lie detector tests are "an infringe- Congress Urged To Protect Senior Citizens From Fraud Frisco Bay Is Shrinking SAN FRANCISCO — The great San Francisco Bay, which has pro­ vided an anchorage and haven for thousands of the world'.s ships in its colorful history, is getting smaller and dirtier each year, its wildlife and natural beauty en­ dangered by reckless development. Scientists, civic leaders and con­ servationists, alarmed by the de­ teriorating situation, are joining forces in an effort to restore and preserve San Francisco Bay as a port area and a place of recrea­ tion for the people in this part of California. The problems they face are com­ mon to other ports in the U.S. Un­ planned land filling projects have shrunk the Bay from 568 square miles to less than 325 square miles in the last 100 years. The trend will continue as long as a rational plan for the development of the Bay is not worked out, the studies show. Along with the land fills and the hectic rise of plants and other facilities, pollution, in the air and water, has increased. "Within a generation and with­ out strict controls," Prof. Wallace Stegner of Stanford University warned, "it (the Bay) could be a fuming flat with a sewage canal down its center, a region of pollu­ tion, crowding and ugliness, in­ stead of the place of beauty and health and joy that this incom­ parable valley could be made into." The study commission examin­ ing the problems of the Bay said that continued piecemeal filling could place "serious restrictions on navigation" and kill off the many types of fish who make their home in the Bay. They lay much of the blame on the fact that juris­ diction over Bayfront areas is di­ vided among many municipalities. The study urged prompt recog­ nition and action on the problem hy the California legislature. / tory efforts and education to combat the unscrupulous. Some 18 million consumers^ marketplace." A pilot program also would seek 65 or older have $37 billion a The report was filed by the Sub­ to demonstrate effective informa­ year in buying power, the committee on Frauds & Misrep­ tion efforts; undertake broad re­ subconunittee chairman. Senator Harrison A. Williams (D-N.J.), said in a foreword, but most individual incomes are "pitifully inadequate." "This very inadequacy," he said, "makes the yearning for security all the more desperate, and the elderly attempt to make slim re­ sources cover all retirement con­ tingencies, including adequate shelter, care of multiplying ail­ ments and some semblance of pro­ tection against financial crisis. 1,128 Pages of Testimony "Anxiety is thus a weapon for those who cheat the elderly, and so is the very complexity of the resentations Affecting the Elderly, a unit of the Senate Special Com­ mittee on Aging. The subcommit­ tee held a series of hearings in Washington at which 1,128 pages of testimony were taken. Pilot Program Sought It proposed establishment of a federal anti-quackery bureau to "supplement and accelerate pres­ ent activities, rather than replace them" and pre-market federal testing of therapeutic, diagnostic and prosthetic devices which can now be sold until the government is able to prove in court that they are unsafe or do not live up to claims. OLD-TIMER WHEO LIMES SElKJS THROWM - STAND CLEAR r 4ND BE ALERT; search into consumer attitudes; implement use of appropriate agricultural extension services and college extension programs; in­ crease consumer education, espe­ cially in U.S.-aided housing pro­ grams for the elderly, and make an "evaluation" of government publications warning against quack­ ery. laser system to produce light beams of high intensity which have been used for purposes rang­ ing from delicate eye surgery, space communications, industrial cutting processes and advanced weapons for the military estab­ lishment. Laser, the word for this process, stands for "light ampli­ fication by stimulated emission of radiation." The light bouncing experiment utilizing the laser beam, was con­ ducted by the Air Force Cam­ bridge Research Center facility at Hanscom Field, Bedford, Mass. The light was l\ounced off an Ex­ plorer 22 satellite, which carried several panels full of quartz prisms for use in reflecting the beam. The experiment marked the first time a laser beam was developed that was powerful enough to be photographed after it hit the sat­ ellite. When the beam left earth, • it was between a quarter to a half inch in diameter, but spread to four miles wide on reaching the satellite 950 miles high. The sat­ ellite reflectors sent the light's re­ flection back to earth in a beam that spread to a 100-yard diameter when it was photographed by Air Force can»eras. The entire proc­ ess, from start to finish, took only one hundredeth of a second. Earlier attempts to photograph a light flash from a satellite failed because of poor reflectors or weak beams of light. Another system involved having the satellite pro­ duce the light flash. This failed to work because of the heavy equipment involved. U,S. Going Attend On Canal Treaties WASHINGTON—The U.S. expects to have two or three treaties regulating the building and operation of a new sealevel canal across Central America by the end of the year. > The signing of these treaties because a modern port would be would allow the detailed stu­ built on either end of the canal dies necessary before con­ and local workers would be hired struction work starts on the pro­ posed replacement for the Pan­ ama Canal. There are three pos­ sible sites projected for the new Atlantic-Pacific link — the first through Colombia, another through Nicaragua and Costa Rica. The U.S. has stayed clear of the sensitive issue of national sover­ eignty in talks toward a treaty for the new canal. The Johnson Administration has said, however, that it would consider an "inter­ nationalization" of the canal proj­ ect. Such a plan would mean that a group of countries would take charge of financing and operating the canal. The treaty talks were said to have met the greatest resistance in Panama, site of the present ca­ nal. Many Panamians fear that a new canal would encroach on their sovereignty and cause the same political turmoil the present canal has created through its 50year history. Economic Gains The host country would gain some economic improvement from the canal, .Wasbinstoa ,:^pi}4atains. for canalijobs. A story published in ScrippsHoward newspapers suggested Mexico as a likely route for a new canal. Such a canal, the story said, would benefit U.S. and Mexi­ can Gulf Coast ports. The Mexi­ can government, the story con­ tinued, has "shown no outward in­ terest in the canal and some Mexi­ can leaders have spoken against the canal being on Mexican soil." "This," the story concluded, "apparently has led President Johnson to drop consideration of the Mexican route." Sign Name On LOG Letters For obvious reasons the LOG cannot print any letters or other communications sent m b.v Seafarers unless the author sigus bis name. Unsigned anonymous letters will on^y wind up in the waste-basket. If circumstances justify, the LOG will withhold a signature on request �Febnury 1», IMS SEAFARERS LOG Pare Nint A GIFT FROM POPE PAUL VI TO THE PEOPLE OF INDIA ^ "tRj VI ^ VIA THE STEEL VOYAGER ^ «nca ¥ ^ ^ ^ The SIU contracted Steel Voyager (Isth­ mian) marked another round-the-world trip in her log on February 10, when she paid off . in New York. When she left New Orleans October 22, her holds contained 2,000 tons of bagged grain. The grain was a gift from Pope Paul VI to the peopl^e of India—a Pontiff's thank you for the warm welcome he re­ ceived there during his 1964 trip. The SIU crew was happy to be a part of this humanitarian mission, and some of those who took part were on hand when the LOG photographer came aboard at payoff time. AB Joe Dunn slushes a runner topside. SlU-manned Steel Voyager tied up at a Brooklyn pier after her mercy mission to India with Pope's grain gift. The Voyager also touched other ports in globe-girdling cruise. Patrolman Joe DiGeorgio talks it up with night cook Sonford Kemp and bosun Dolph Holm during payoff at Erie Basin pier on February 10. Steward department stalwarts are ll.-r.) Sonford Kemp, Tom Thocker and Clifford Nickerson. AB Jimmy Moloney on the job, wearing beret. AB Morio Ruii relaxes in foc'sle. Stewards enjoying deck air are ll.r.) Tom Thocker, Lorry Currier and Joseph Horohon. OS John Jopper Is caught by the camera. Night cook Sonford Kemp takees a break. Taking a break below decks are (l.-r.) oilers Williom Krouse, A. Gonzoles and F. Y. Hombouz. 3rd cook Foul Howe is pipe toting chef. AB D. Mostrontonis slushing runners on deck. Wiper Mike Kennedy at work in engine room. -j-ia liiipiS Chief cook Jomes Borcloy scans the LOG. �Page Ten SEAFARERS Pebmary 19, ISU LOG Reader's Digest Still On Anti-Labor Binge By Robert A. Matthews, QUESTION: The SIU is pres^ WASHINGTON—Reader's Digest, the unofficial house Vice-President, Contracts, & Bill Hall. Headquarters Rep. organ of the anti-labor rightwing, has been lacing its "fact­ ently fighting a move by the Again this week we are presenting beefs which were settled by the ual" format with fiction again. Its target this time is un­ Federal Government to cut Joint Clarifiactions Committee. Your committee, which is composed back the services of the USPHS * of representatives of the Contracts Department and representatives of employment insurance. the company involved, settles questions not covered by contracts and Marine Hospitals. What is your it is possible to be against both In recent issues, the Digest clarifies' portions of the contracts in question. working and Jobless citizens. opinion of the hospitals and has also attacked the U.S. One such question that was put before the committee regarded The article attacking jobless this proposed move? Employment Service. With the compensation for cleaning tanks. pay in the January, 1965 issue of current campaign against unem­ Problem: Deck Department members were required to chip and ployment compensation, they have the Digest pictures the recipient remove pitchomastic from the bulk-heads of a cofferdam which had shown, to themselves at least, that of unemployment insurance as a fellow having a "happy time Jose R. Vetez: The Marine hos­ never carried water, oil, or any other product. The contract did not spending the state's money. The pital is very important to the contain a provision covering this specific matter and the Company paid case in point is Wyoming, where American s e astraight overtime to the Deck Department members who performed the average unemployment pay­ man. If they the work off-watch and did not compensate those who performed the ment amounts to $35 weekly. close the hospi­ work while on watch. (Continued from page 5) tals it will be As the Digest sees it, Wyoming's Answer: The Committee agreed that for any work performed in a pay only an amount which to­ great blow to cofferdam or void tank which had not contained water, oil, creasotes, gether with such payments shall application of the jobless pay law the seaman. etc., the men required to perform the work will be compensated at equal $56 per v/eek, but the eli­ has thousands of ne'er-do-wells There are many flocking into the state with hopes straight overtime for the watch on deck and at overtime and one-half gible shall be entitled if such pay­ of striking it rich at the unemploy­ other services for the watch below. which the gov­ ments terminate before a period ment office. Those eligible for the One question submitted to the Committee for consideration re- of 39 weeks to receive a total of $35 weekly then presumably ernment could garded wsges in reference to curtail, that do squander this huge sum having a coastwise voyages, nearby foreign which will give earnest considera­ $56 per week up to a maximum of high old time in Cheyenne and not give so many Americans as voyages, domestic articles and tion to the company's request. 39 weeks. However, if he may be many benefits as do the Marine Laramie. harbor payrolls. hospitals. Upon agreeing to such waiver, the entitled to receive maintenance Of course, $35 is the average QUESTIONS: Are crewmembers union shall advise the crew mem­ and cure and has not yet received ' to be pa d dry for day regardless bers of the specific vessel that the same, he shall execute an assign­ figure. Some get a few dollars of Icng.h of voyage or payroll provisions of Section 30 (c) are ment of maintenance and cure more while unemployed and some get as little as $10 weekly. Still, Angelo C. Pacheco: I think the period when on coastwise voyages, waived for that lading and sub­ nearby foreign voyages, on do­ stituted in its place is the follow­ payments to the Seafarers Welfare the Reader's Digest would have hospitals are doing a wonderful their readers believe that this is service for the Plan. mestic rrticles, or on harbor pay­ ing: the kind of money unemployed Seafarer. They rolls. General Rules, (a) Any disability workers can afford to squander. "W hen sulphur in the are espeicially amount of 25% or more of the occurring during a period of dis­ ANSWER: Despite past practices u s e f ul to the The fiction in the . Reader's dead-weight carrying capacity and a clariiication regarding coast­ ability, and before an eligible ob­ younger man in Digest so angered Senator Gale is carried on a vessel, each wise articles of six-month's dura­ tains a fit-for-duty slip, is consid­ McGee (D.-Wyo.) that he rose on the Merchant member of the unlicensed per­ tion having been enacted at the ered to be the same disability. the floor of the Senate to dissect Marine. To close sonnel shall be paid extra May 29, 1922 meeting of the Joint The maximum of payments in such it and demolish it. The article was, any of these hos­ compension of $10.00 per Clarifications Committee, the a case is 39 weeks, no matter how he said, "a broadly embroidered pitals would be voyage." above question had arisen. In con­ distinct the disabilities happen to one, based only on bare threads of a great shame. sideration of the foregoing, the Money Due The USPHS hos­ be. truth." Joint Clarifications Committee pital in San Francisco is one of The Contracts and Constitution unanimously agreed that seamen (b) A recurrence of a previous He placed into the record an the best hospitals in the world. Department is holding checks for will be paid day for day en all disability shall be considered part answer from the Wyoming Em­ ships on coastwise voyages, nearby the Seafarers listed below. These of the same disability period even ployment Security Division that Si foreign voyage, domestic article?, men are urged to contact the de­ though the eligible obtained a fit- completely put the lie to the as­ or on harbor payrolls regardle.T.s partment and pick up the checks for-duty certificate or accepted sertions of the Reader's Digest. Ernest Lichenstein: The marine of the length cf articles or pay­ or to notify headquarters where employment. hospitals are part of the tradition roll period and whether or not the tlie checks should be sent. of the American (c) Disability for unrelated afore-men.tioned periods occur be­ seaman. T h o uIn the settlement of disputed causes shall be considered a new tween termination of one .'^et of overtime aboard the Transorleans, period of disability provided the sands of Seafar­ foreign articles and the signing of c-iscks are being he'd i: • James eligible has been pronounced fiters have benefit­ the next foreign articles. ed from these Mahoney, Francis Paine, Seymour for-duty from his original disabil­ hospitals s e r VThe Clarifications Committee Sikes, and Charles Tedora. ity or has accepted employment. ices. I don't be­ also made this ruling on companies From the Ames Victory, checks (d) An eligible cannot accept lieve their would that are bidding for Penalty are being held covering travel, employment and be disabled be any sound Cargoes. wages, subsistence and transporta­ simultaneously. Any applicant for reason for clos­ Two members of the SIU Rail­ In order to maintain a competi­ tion for Wallace P. Anderson, S&A benefits who accepts employ­ ing them, not tive position for the companies, it Morris Berlowitz, Ralph L. Jones, ment at any time during the period way Marine Region have been even the old saw of economy. is unanimously agreed that in each and Lee W. Morin. for which he claims such benefits, added to the list of Seafarers en­ Those hospitals serve more than titled to pensions from the Sea­ case where a company is bidding shall be declared fit for duty with In the settlement of disputed respect to that disability and shall farers Welfare Plan. The Board the loss would be worth. for Penalty Cargoes, the company shall notify the American Mari­ overtime for tank cleaning aboard be disqualified from receiving of Trustees of the plan approved it 4" time Associatipn and request a the Manhattan, checks are being benefits for the cause of alleged waiver of Section 30 (c) of the held for F. Carpenter, B. Dunn, disability. Any claimant who re­ Richard Delany: The Marine Freightship Agreement, the As­ L. Harvey, H. Coppersmith, S. ceived benefit payments after Hospitals are very good for the sociation shall then so notify the Puntillo, L. Taylor and H. Tred- accepting employment shall be Seafarer. We all _c--pfarers' International" Union din. required to reimburse the fund for get the best of A check is being held for Vance all such benefits received after care from effiA. Reid for an allotment differen­ the first day of employment dur­ dent, friendly tial aboard the Anji. ing such period of alleged dis­ doctors and nurses. If the Checks for the settlement of ability. government plans disputed overtime aboard thePcnn (e) Hospital Expense B;.:nefit— to close some of Carrier are being held for Earl An eligible who is not entitled to Maddaluna Steng these vital hospi­ H. Beamer, Jose M. Dacosta, Mi­ treatment at a USPHS facility and BOMBAY — The bulk car­ chael C. Miller,,and Walter Smith. who is hospitalized during any the members at their regular tals, every Sea­ rier Easthampton, formerly farer should Checks for John Wynne, Richard period for which he Is entitled to meeting in February. part of the American-flag fleet raise his voice in protest. This it Heckman and Francis M. Green- receive ^e S&A benefit, shall also of Manuel E. Kulukundis, has The newly retired members are tlje only way we can protect our­ wall are being held by the Con­ be entitled to receive hospital been sold at auction here to William R. Steng, 65, and Peter selves. tract Department for the settle­ benefits according to the Schedule SIU - contracted Merrimac Maddaluna, 65. ment of disputed overtime aboard for Dependents' Benefits. Transport, a subsidiary of Or­ 4 4 4 iental Exporters, for $2,615,000. the Niagara. Steng began sailing on tugs of (f) In-Hospital Benefit—If an the New York Central Railroad in The Easthampton has been eligible is entitled to receive the A transportation differen­ Robert Benjaman: I was really laid up by court order in Bom­ tial check from the Elimir for in-hospital benefit, the Plan shall 1918. Still employed by the New astonished at the fine treatment bay since February, 1963 be­ James H. Smith is being held by pay only an amount which together York Central at his retirement, he I got at the Ma­ cause of the collapse O'f the with such payments shall equal $8 sailed as 1st deckhand. A native this department. rl n e Hospitals. Kulukundis American - flag per day. If an eligible is still con­ of New York City, N.Y., he has The doctors were In the settlement of disputed fined after having received the retired to his home in Dumont, shipping operation. very careful and overtime for oilers aboard the S&A benefit payment for a maxi­ N.J. Three former Kulukundis thoughtful. I can Seatrain New Jersey, checks are mum of 39 weeks, he is still en­ American-flag ships still re­ Maddaluna began sailing in not say that I being held for Julio Gordien, Ben­ titled to receive the in-hospital main to be sold. They are the New York harbor aboard tugs of would be very jamin Freeman and George Doest. benefit. 10,500-ton freighter Ponderothe Erie Lackawanna Railroad Co. happy to see any The department is presently sa, tied up in Bombay harbor; (g) Failure of an eligible em­ in 1920. Still working for the Erie cutback in these holding checks covering subsist­ ployee to place himself under Lackawanna at his retirement, he the bulk carrier Brldgehampservices. There ence for the following ex-erew- treatment promptly or to comply sailed as deckhand and steamton, tied up in Port Said, and are so majiy members of the St. Lawrence: with medical care or instructions lighter. A native of Casagiove, other areas where spending is go­ the C-2 freighter Suzanne, George S. Lane, Jr., Nicholas Sa- will be deemed cause for disquali­ Italy, he presently makes his ing on needlessly and foolishly, also in Port Said. kellarides, and Bill Mpontsikaris. fication from benefits. home in Bernardsville, N.J. without benefiting anyone. Union Benefits rivo RMR Pensioners Join Ranks Easthampton Sold To SlU Company �•fk .ss t-. Itl f?. Febnuur 19> IMS ' ! 5 V SEAFARERS »r. !• •;• t » Page neveli LOG "Going My Way?" '*a(*r»ci si • I' -^1 Activity ^ r I'i ft-) ' l l< iJ ) I •l" • ' • ' . •: CONGRESSIONAL PACE STEPS UP—The Senate^ keeping pace with a stepped-up timetable announced by Democratic leaders, passed the Administration's water pollution control bill and moved towards a vote on the billion dollar Appalachia redevelopment program. Both bills had passed the Senate in the 8Sth Congress and died in the House. The Administration is anxious to push them through early in this session and Senate Majority Leader Mike Mansfield (Mont.) took the unusual step of recessing the Senate for 45 minutes so the Public Works Committee could complete action on the two bills. The Senate quickly approved the pollution bill, introduced by -Senator Edmund S. Muskie and 32 co-sponsors, by a 68-8 vote. It had been endorsed by the AFL-CIO as a "vitally needed step." The bill gives the Secretary of Health, Education & Welfare power to set standards of water quality for interstate streams and sets up a new Federal Water Pollution Control Administration; It also raises the ceiling on federal grants to help cities build new sewage treatment plants and authorizes a $20-million-a-year research and development program on pollution caused by runoffs from com­ bined storm and sanitary sewage systems. The Appalachia progi-am has been described by the AFL-CIO as "a challenging and imaginative approach" to the needs of a "too long neglected region." It would pump $840 million into a road-building program in the 11state region, designed to link isolated conununities to the mainstream of commerce and communications. More than $240 million in additional funds would be spent in a two-year period for programs ranging from reclamation of land denuded by strip mining, to flood control, voca­ tional training, construction of liealth facilities and improvement of pasture and timber resources. Portions of Pennsylvania, West Virginia, Maryland, Virginia, Ohio, Kentucky, Tennessee, North Carolina, South Carolina, Georgia and Alabama would benefit. COPE LEADERSHIP CLINICS SET—COPE, the political arm of tlie AFL-CIO, has scheduled a series of western leadership clinics to perfect techniques and mechanics of COPE operations. Director A1 Barkan announced. The day-and-one-half clinics will take the place of the annual COPE area conferences sponsored in previous years. The area conference pattern will be resumed in 1966. Top leaders of state and local central labor bodies will take part in the clinics. The clinics, it is hoped, will lead to practical workshops within each state. The goal of the clinics is to ready state, local and Congressional dis­ trict COPEs for the 1966 campaign, and to offset the drop in registra­ tion and voting during non-presidential election years. The clinics will take place in San Francisco on April 8, in Portland on April 10, and in Denver on April 12. LABOR ROXJND-TJP II( I' |H ' El li The Theatrical Stage Employees and seven basic craft unions have won wage increases totaling 46 cents an hour and significant im­ provements in pension and wel­ fare benefits from the Association of Motion Picture and Television Producers.. The four-year pact, which covers 25,000 film studio workers, insures that every em­ ployee will have vested pension rights after 20 years or 20,000 houra service. The new contract raises pension benefits from $120 to $200 per month, and this in­ crease also applies to 2,800 union members who have already re­ tired. . that military officers need train­ ing in labor-management relations since they both supervise civilian federal employees and often nego­ tiate contracts with unions of fed­ eral workers. The framework on which President John­ son's promised "Great Society" is to be built is being put together bit by bit. The Aid to Appalachia Bill, a major part of the admin­ istration antipoverty program, won over­ whelming approval in the Senate and quick passage is expected in the House. A long needed Federal Aid to Education Bill is being studied by a House committee. Passage of health care for the aged through Social Security (Medicare) is expected by mid­ year. But what about maritime? Where does maritime figure in this Great Society of the A lower court decision dismiss­ ing a damage suit against . the future? $1 Flight Engineers by Eastern Air Although the President has called for a Lines was upheld recently by the 5th U.S. Circuit Court of Appeals. "new policy for maritime" no new policy has The air line brought the suit as a been demonstrated. The new Federal budget result of a 1961 strike involving a dispute over job assignments. is almost indistinguishable from past budgets The appeals court decision held as far as maritime is concerned. Appropria­ that federal courts had no juris­ tion requests for maritime are still inade­ diction in the case, and that the $ i i air line had no right to ask for a quate, unrealistic and self-defeating. No new Local 1012 of the Flint Glass federal injunctior; against the policy has been demonstrated by the Inter­ state Commerce Commission, which is still workers in Bluffton, Ind. reached walkout. 4" 4" a union shop agreement with the favoring railroads over shipping lines at L'orniiig Glass Works quick on the The Philadelphia Teachers' Un­ every opportunity. New construction is still heels of the state's so called "right- ion won the right to represent 10,to-work" law. The repeal bill 500 public school teachers after inadequate to keep the U.S. merchant fleet was signed on Thursday, Jan. 28th, defeating the Philadelphia Educa­ from, being overcome by mass obsolescence and the union shop agreement was tion Association, an affiliate of the negotiated for workers at the new non-union National Education As­ in the near future. Government-financed car­ Corning plant on Monday, Feb. 1st. sociation, in a bargaining election goes which should properly travel in U.S.supervised by the American Arbi­ flag bottoms are still being diverted to for­ tration Association. A hard-hitting A proposal to include well-organ­ organizing drive was conducted eign-flag vessels. While U.S. ocean trade has ized courses in labor relations in prior to the election by staff mem­ doubled, during the past decade, the per­ the eurriculum at U.S. military bers of the AFL-CIO. Bargaining centage carried in American-flag ships has academies has been made by John on the union's first contract is ex­ F. Griner, president of the Gov­ pected to begin shortly under dropped by more than two-thirds. ernment Employees Union. In a terms announced by the city's If Appalachia can be called a depressed area message to Defense Secretary Rob­ Board of Education before the ert S. McNamara, Griner declared election. worthy of legislative aid, U.S. maritime can be considered a depressed industry also worthy of a legislative boost. Our maritime industry is certainly in need of assistance from the government. And yet, nothing is done. The Great Society can never become a reality in the United States so long as such a vital arm of our economy as maritime re­ mains sick and depressed. The United States must have an adequate fleet, the responsi­ bility for which clearly rests with Govern­ ment. Support Medicare The AMA, which many Americans refer to as the "Anti-Medicare Association" instead of the American Medical Association, is mak­ ing a last ditch battle against Social Securitybacked health care for the elderly. Th^ have put forth a smelly fish called Eldercare and say it, and not Medicare, will solve the problem. On examination, however, Eldercare shapes up as nothing more than a dressed-up version of the totally inadequate Kerr-Mills Law now in effect. A main feature of Eldercare is the degrad­ ing "pauper's oath" now included in KerrMills. It doesn't take much to see why the AMA fostered Eldercare and who it would benefit. The only way the transparent issues and diversions raised by the AMA can be fought is by the action of YOU, the citizen. All Seafarers and their families are urged to write their Congressmen in support of Medi­ care. �Pare Twelve SEAFARERS LOG New York Welcomes New Caimar Febmary 19, 19W Labor Dept. Hikes Farm Wage Floor WASHINGTON—The Labor Department has set a $1.50 hourly wage rate for farm laborers harvesting the California date crop as the opening move of its policy to raise standards and provide work for Ameri--*can farm labor. labor. The $1.50 rate will be in The labor movement noted, The SiU-contracted Caimar received the traditional new ship welcome when she sailed into New York Harbor on her maiden voyage recently. The 523-foot, IS.OOO-deadweight ton vessel, converted from the C-4 troop transport Gen. O. H. Ernst at a cost of about $4,500,000, carried more than five-and-a-half million board feet of lumber from the Pacific North­ west to the East Coast. AFL-CiO Urges Congress Approve Aid To Schools force for 30 days, after which the Labor Department will study its effects. The action is being fought by the growers, who are making a determined bid to reinstitute the government's "bracero" program. That program, abandoned at the beginning of this year, allowed growers to import labor for the harvests. Low Wages The "bracero" plan was vigor­ ously opposed by American labor because it lowered wage standards and froze unemployed American workers out of farm jobs. Grow­ ers hired the mainly Mexican and West Indian laborers at wage rates ranging from 75 cents to $1 an hour. The growers justified their actions by claiming that Americans would not do farm however, that Americans are not doing such work because of the low standards of wages. In late 1964, the government decided to abandon the "bracero" program and to create jobs for Americans by raising wage rates. American laborers are now be­ ing recruited by the Labor De­ partment and by state employ­ ment services. The $1.50 wage rate set for the date pickers is the highest ever established in California for farm laborers. Wage scales for other crops hover around the $1 mark. They are scheduled to rise to $1.40 on April 1. In Florida, where 20,000 British West Indians are still gathering crops under contracts set before the "bracero" plan was killed, the present wage scale of 95 cents will rise to $1.15. WASHINGTON—Urging swift approval of the Administration's $1.25 billion school aid bill, AFL-CIO Legislative Director Andrew J. Biemiller told a Senate education subcom­ mittee that there is "nothing radical or revolutionary in the limited federal funds pro­ posed to improve the educa--*tion of pupils of non-public The bill "would open vast new be prepared to go much further, By Frank Drozak, West Coast Representative opportunities for children who he said. The federation's 1963 schools. On the contrary, the AFL-CIO "would be prepared to go further" than provided in the Administratio^n bill to improve the quality of education in non-public as well as public schools, he said. The bill, sponsored in the Sen­ ate by Senator Wayne Morse (D-Ore), embodies "a major effort to break what has until now been an unending cycle of poverty and inadequate education," Biemiller pointed out. Equal Education Stressing labor's historic inter­ est in free, universal public edu­ cation, he told the subcommittee, "We are still in favor of a sys­ tem" uniting under the same roof the children of the poor man and the children of the rich, "and we know that the 'roof must be fed­ erally-assisted equal opportunity in education." are economically deprived," Bie­ miller continued. The Administration program is aimed specifically at increasing the funds for educating children in the city slums, in the rural areas of poverty and deprivation, he said. "The money we save to­ day on education we will pay out many times over tomorrow for welfare, unemployment and crime." Imaginative Effort Taking note that the bill allows funds for educational centers, li­ brary and other instructional materials to be used by the pupils of public and .lon-public schools alike, Biemiller called the ap­ proach embodied in the bill an "imaginative" effort to resolve the church-state issue. "We of the AFL-CIO welcome this approach and would in fact convention had urged the broad­ ening of categories under which both public and private schools receive federal aid through the National Defense Education Act, he advised the subcommittee, and the Executive Council in 1964 said that "grants for classroom con­ struction could be added to the equipping of teaching facilities. Two More T ugmen Pensioned The Board of Trustees of the Seafarers Welfare have approved two more members of the SIU Inland Boatmen's Union for life­ time pensions of $150 a month, allowing them to retire in security and dignity. The two pensioners, who have joined the growing ranks of SIUIBU members now on pension, are Egbert E. Nichols, 70, and Peter What's in a name? A name like Wyatt Earp, Thorstein Pedersen, 73. Veblen or John B. Hood? According to the Maritime Admin­ Nichols joined the IBU in Nor­ istration, there's anywhere from $175,000 to $280,000 in a name folk, Va., where he sailed aboard the barges of the Sheridan Trans­ if it belongs to an old Liberty Earp, the western lawman; Veblen, portation Co. For the last ten ship up for scrap. a California social critic and Those figures represent author, and Hood, a Confederate the current going price for Lib- general). Only in one.instance did ertys. Since 1957, the MA has their deceased-only policy fail. offered up 662 of the World War A veteran listed as killed in ac­ II vessels to breakers. The only tion by the war records walked part o^f them that survives dis­ into the MA's New York office mantling are the nameplates one day and asked to see the placed by the builder in the deck­ Liberty ship named after him. He house and engine room. was told that such ships were only Pedersen Nichols . Because the 2,500 Libertys built named after dead heroes. He per­ during World War II were named sisted, however, proved his story years he was captain aboard the after the nation's heroes in many and got to see his namesake ship barge Margaret Sheridan. A na­ fields, the nameplates have histori­ just before she was broken up. tive of the British West Indies, he cal or sentimental value to many Industry groups have presented has now retired to his home in Individuals, groups and communi­ more than 50 Liberty ship name- Fort Lauderdale, Fla. ties. The MA has sought, where- plates to people and places as part Pedersen joined the SIU-IBU ever possible, to give the of a memorial campaign for the in Philadelphia, Pa. An employee nameplates to those seeking them. slow but sturdy old vessels. The of the P. F. Martin Co. when he campaign was begun to give retired, he worked aboard tugs Posthumous Honor Americans "an appreciation of the in the Philadelphia harbor as a The MA'S wartime policy was national security and economic deck hand since 1936. A native of •to name ships after only dead strength" that the Libertys con­ Norway, he has retired to his American heroes (like those above: tributed to the nation. home in Philadelphia, Pa. , Liberty Ship Shoppers Pay High Price For Wyatt Earp Coast Union Membership increases California organized labor is celebrating the strong rise in trade union membership in the state during 1964. More than 48,000 new members were added to the union rolls during the year, the largest increase in the last eight years. The figures were reported by the state's Department of Industrial Relations. According to the figures, the state's 3,789 union locals increased their membership to 1,824,100. Of the gains, most came from new members in non-manufacturing or service industries. The biggest increases were made in construction, wholesale and retail trade and government. San Francisco Bay Area shipping has been fair during the last period. The Morning Light was in to payoff, and the Yorkmar, Steel Traveler, Marine, Robin Kirk, Los Angeles, Flomar and Ocean Dinny were serviced in transit. Expected^ in the coming period is the Longview Victory, which will payoff, and the Montpelier Victory, Antinous and Robin Hood are due in transit. Joseph M. Carroll, ship's delegate aboard the Morning Light, paid off with an arm injury and will spend a little time on the beach. He said the 87-day trip was among the best he's made in 15 years. In particular, he missed the land of the geisha girls, Japan. He said the Morning Light was a clean ship, with repairs all completed and no Jim Foti is just back from a beefs, Joe liked the food, and quickie trip on the Mount Vernon joined the crew in a vote of Victory. He shipped along with thanks to the steward department. eight other daymen from Wil­ Carlos Mendoza, first engineer, mington as part of a mucking came in for praise from crewmen gang. He says he's happy to be in reference to repair's made back and cannot wait to get a aboard the Morning Light. more permanent berth on a ship. J. L. Nicholson, who sailed for Charles Kath, who last shipped many years as a bosun or carpen­ as an oiler on the Mt. Washington, ter, figured he had been on the is getting tired of the soft life beach long enough and went up on the.beach and has been watch­ to Seattle, where he caught the ing the board for the first oiler's Mount Vernon Victory. The ship job. was bound for India with a load Jimmy Ward, who last sailed as of grain, and J. L. signed on as 3rd cook on the San Francisco, an AB. had to get off the ship because of Ring Miller, an SIU oltimer, his mother's illness. gave up on trying to catch a Per­ Seattle sia-Far East shuttle run and is Shipping was good in Seattle now watching the board for the during the last period, with the first Orient trip. A. Beck, another oldtimer who Anchorage, Robin Kirk, Delaware likes to sail Sealand ships, piled and Antinous paying off. The out­ look for the next period looks off the Los Angeles and plans to good, with the Robin Hood, Santa rest up on the beach awhile before Emilia, Steely Rover, Wild Ranger trying to catch the San Francisco. and Northwestern Victory due to Wilmington payoff. Ships in transit during Ship activity has been slow in the last period were the Yorkmar, Wilmington and is expected to re­ Mount Vernon Victory, Seattle main that way into the next pe­ and Flomar. riod. During the last period the Fred England, an oldtimer, is Los Angeles, St. Lawrence, Ma­ on the beach right now waiting rine, Morning Light, Yorkmar, to ship in the first black gang job Monticello Victory and Montpelier to hit the: board. R. Simpson is Victory were serviced in the port registered in,the Hall and looking while in transit . for a steward's job, / �Febrnary 19, 196S SEAFARERS By Cal Tanner, Executive Vice-President Sound Off To Your Congressmen i !, ' " '> |f r '«• If: The continuing subject of this covumn has been Jobs for Seafarers. With It, we have made an effort to keep you informed of the policies and actions of government and the maritime industry as they -affect the Jobs of Seafarers, and we have tried to keep you alert to changes and trends in the U.S. merchant marine that might affect the jobs of Seafarers. This is an imiportant job, and to do it your Union main­ tains a research department to keep tabs on maritime news and to prepare reports on industry advances, legislation and the like so that the Union can be that much better armed when it goes into a beef or presses for necessary laws in Washington. The days are long since gone when the SIU could confine its ob­ jectives to the negotiating table. Since World War II, the Federal Government has played an increasingly larger role in the merchant marine. Since the ships manned by Seafarers play a vital part in the nation's defense efforts, this trend of greater government involvement has been, if not altogether good, an expected thing. In few industries are workers more directly involved by government policies at home and abroad than in the merchant marine. Actions taken by the De­ partments of State, Commerce, Agriculture, Defense, by Congress and by the various regulating agencies, mean more or less cargoes and more or less jobs for Seafarers, -f Seafarers have learned through study this list, to learn the names hard experience that no one can of the various key committee fight their battles for them. In or­ members so that they will be able der to build the SIU the members to communicate with them when had to fight, and win, their own an important issue arises. Further­ battle. The same is true in the more, each Seafarer is urged to battleground in Washington. Only learn the names of the men in by action, in the form of letters, Congress from his own home dis­ wires and other communication, trict. can we let the Administration and Legislators heed the advice they the lawmakers know how we feel receive from the voters—they have on the issues that affect our very to in order to be reelected. The livelihoods. trouble is that too few voters The last issue of the LOG (Feb. bother to express their opinions. 5) published a list of members of Seafarers owe it to themselves and the various Congressional commit­ the merchant marine that gives tees whose actions directly affect them a livelihood to, sound off to the merchant marine and Seafar­ their Congressmen as they would ers. All members are urged to in a Union meeting. Nothing New For Maritime in Latest Budget Requests WASHINGTON—The new budget submitted to Congress last month by President! Johnson contains nothing new as far as appropriations pertaining to the maritime industry! are concerned. The maritime budget request for the coming fiscal year differs little from| the present budget and sheds no light on any "new policy" last fall to undertake a four year Maritime Commission to permit lt| study on the feasibility of a sea to make a "more intensive effort" toward U.S. maritime. level canal connectinng the Atlan­ The fiscal 1966 budget requests $124.8 million for the construction of 16 new cargo ships. This is al­ most the same as the present budget allocation of $124.9 million. The SIU and others interested in the condition of U.S. maritime have pointed out that this 16 ship per year building program which the Government has been adher­ ing to is totally inadequate and is leading to the mass obsolescence of the U.S. merchant fleet. The request for operating sub­ sidies for fiscal 1966 totals $190 million. This amount, added to an estimated $8 million carryover of unused funds from this year, will be sufficient for 1,845 subsidized voyages by 314 vessels. The allo­ cation for this purpose in the last budget was $196 million. The fiscal 1966 budget, like the last three budgets submitted to Congress, contains a proposal for placing a two - cents - per - gallon "user" tax on fuel used by harbor, canal and river craft. In the past the SIU has supported the inland water carriers in protesting the imposition of such a tax and Con­ gress has dropped the proposal on each occasion. The budget also includes a re­ quest for $7.5 million for the Interoceanic Canal Commission, which was created by legislation li, New Terminal Complex Is First Step I •: Philly Plans Port Face-Lifting i( I.-' s PHILADELPHIA—A mile-long section of the Delaware River-front will get a spar­ kling new face between now and 1976 as part of this port's massive program to regain its major position among East Coast ports. The proposed showpiece' I project, the ciiy plans to build 15 The city fathers reckon that terminal, Penn's Landing, is to 21 new cargo berths at a cost each ton of cargo brings $15 in this city's biggest and most of $3.75 million each. The city wages and other income into costly port project since the has been a leader on the East Philadelphia, so that the failure of ! Coast in the handling of bulk car­ the city to keep pace with other 1860s. It will be built on a goes, but has been steadily falling ports is regarded with seriousness acre site, stretching along the from its advanced position. New by the community. The $100 mil­ waterfront fi-om tha Ben Franklin York, Boston, Baltimore and lion-plus, 12-year port building Hampton Roads have been Phila­ project is expected to rebuild Bridge to Katherine Street. Philadelphia's port status. Penn's Landing will provide em- delphia's main challengers. barcadero-type docking for big cruise liners, bulk and general cargo ships. A 30-story port tower will act as nerve center for all port operations. The twin-decked main structures at pierfront will allow for faster loading. The site will also house a science museum, a marine park and a basin for historic ships. Admiral Dewey's flagship Olympia will be moored alongside reproductions of William Penn's ship Welcome, and the Revolutionary War gun­ boat Philadelphia. A working model of John Fitch's first steam­ boat will ferry tourists through the port. Tourist Rides Tourists will also be able to take hydrofoil and helicopter rides from Penn's Landing. A boat fair will have pleasure boats and other marine equipment on display and for sale. The opening of the com­ bination work-and-pleasure port Mrs. Grace Baker (right) wife of SIU tugman Homer Baker, project is scheduled to coincide receives hospital benefit check for $1,443 from St. Louis with the Philadelphia World's Fair IBU office staffer Laverne Hoehle. The check covered the in 1976, celebrating the 200th an­ niversary of the signing of the cost of Mrs. Baker's recent hospitalization for treatment of Declaration of Independence. a back injury. Her husband is employed by Inland Tugs as an engineer. Along' with the Penn's Landing j SlU-IBU Hospital Benefit 'it i) J- Pwe LOG in its regulatory activities. A tot tic and Pacific Oceans. of $3.39 million was asked, an in-| Also requested is a sizable in­ crease of about $440,000 over the crease In funds for the Federal present allocation. By Al Tanner, Vice President and Fred Farnen, Secretary-Treasurer, Great Lakes The long and complicated battle over union representation at De-| troit Checker Cab Company took a turn for the better last week when| the Teamsters Local 902 was dropped from the race. On Monday, February c, the last two ballots from last Fail's election! were tallied by the National Labor Relations Board, one going to the! SIU, the other vote going to the Teamsters. A runoff election will! now be held to determine whether 1,800 Checker Cab drivers will be! represented by Local 10 SIU, or by No Union. We expect the final! election to be held sometime in March and we are predicting a win.! This Union's efforts to organize Checker Cab began in the Spring! of 1962 and stalling tactics by the Teamsters and Company kept the! issue in the courts and before the NLRB much of the time. That's all! behind us now and we have one more battle to win. Our job is only! beginning and we expect to organize other non-union cab fleets which| are seeking AFL-CIO union representation. SIU crewmembers aboard the Ann Arbor Carferries operating outj of Frankfort, Michigan, ratified their new contract last week. In addi­ tion to a substantial hourly increase, these men are now covered under the SIU Pension Plan and receive full benefits under the Seafarers Welfare Plan. The contract was ratifled by an overwhelming majority.| Frankfort Port Agent Floyd Hanmer reports that the Ann On the block to be closed are! Arbor-DTI Railroad is now carry­ seven such hospitals, with Chicago! ing Taconite pellets from being the first to go. The SIU has| Manistique, which is in the Upper been busy sending cut letters of Peninsula of Michigan, to Frank­ protest to all concerned, includins fort and then shipped by rail to President Johnson. We urge .nil Detroit. According to Hanmer, this members to mail letters of p o-| new method of transporting test to their various State repi-e-| Taconite ore during the Winter sentatives in order to keep these| months is on a trial basis and if hospitals open for use by sailors,| proved successful, there is the dredgemen and tugmen. possibility of the Company acquir­ The Chicago Port Council, MTD,| ing another boat which would has again been working on resolu-| mean additional jobs for SIU tions, etc. regarding the Burns| members. ditch operation and the Port of| Over in Chicago, we have three Indiana project. Because cf its as-| Great Lakes District vessels work­ sistance, the Organized Labor ing. The Tanker Detroit recently Committee for Indiana Port De­ underwent a 10-day inspection at velopment have requested mem-| the Manitowoc shipyard and all bership into the Council and have! been guests at a recent meeting.! The Pile Drivers. Local 578 have! The SIU Great Lakes Dis­ also shown great interest and havej trict Halls in Duluth, Cleve­ been contacted. It is expected they! land and Alpena will reopen also will become part of the Portj on March 1 for the 1965 sea­ Council. We look forward to thej son. Regular membership day when the various Locals andj meetings are scheduled in Internationals of the Indiana! those halls on March 1 and Building Trades will become part| March 15 at the usual time, of the Council. 7 p.m. The Canadian government re-| iwsasfMS* cently suspended the Federal! of the crew have been recalled to Shipbuilding Subsidies Act that! return to work. The Highway 16 became law in Canada back inj is still operating between Mil­ May, 1961. Many observers believe! waukee and Muskegon and the this move was an attempt to pre-| only replacement on her has been vent the granting of operatingj a relief wheelsman. Perry Spildc. subsidies to US-flag vessels by the| The Steamer Schemm is at the United States Congress. American shipyard undergoing Efforts in recent years by this! conversion which is not expected to be completed until very close Union and several of its contracted! to the 1965 fit-out. Half the crew operators to win operating sub-j working • aboard this vessel are sidles have made steady progress! from Chicago, the remainder are in Washington and we have always! pointed out the advantage that! from the Alpena area. Canadian vessels have because of! There are 13 SIU members in the subsidy they receive from their! the Chicago marine hospital and government. Prior to the begin-! some 35 members receiving out­ ning of the subsidy, Canadian ves-l patient treatment. sels accounted for 27 percent ofl Relative to the Chicago Marine the total international' tonnage I Hospital, the Secretary for carried on the Great Lakes. The! Health, Education and Welfare, Canadian share of the tonnage to-1 Mr. Celebrezze, is making ail at­ day is approximately 41 percent of| tempts to close this great service. the total volume ef cargo. �3^ Paire Foarteen 'A-r: Febrtunr 19, 19M SEAFARERS L6O Latest Grads Of Lifeboat Class By Lindsey Williams, Vice-President, Gulf Area Gulf Ports Humming Again The New Orleans-Baton Rouge area looked like a huge water-hound parking lot during the final days of the ILA strike. When the settlement came, 181 ships were tied up in the area, along with 1500 barges. Many of the barges were loaded with grain, and at least 46 ships waited out the strike in the port to take on grain cargoes. Commerce through the Port of New Orleans hit the $2 billion mark for the first time last year. All the figures aren't in yet. but the U.S. Department of Commerce estimates the value of cargo handled through the port in 1964 at a record-breaking $2.79 billion. The total for 1963 was $1.8 billion. A lot of this cargo was grain, a big item insofar as SIU ships are concerned. During 1964, New Orleans area elevators. exported 455 million bushels of grain mostly wheat, corn and soybeans. This alsd was a new record. As impressive as these statistics are, the attitude locally to the recitation of such figures generally is "ho, hum." It seems that many people just did not comprehend the importance of this trade to the total economy of the community. This attitude has changed dramatically in the last few days, however General awareness that nearly everyone benefits economically to some degree from the activities of the-f ^ port and the purchasing power generated by the union wages of is looking for a chief cook or seamen and longshoremen was steward's job. He is an original brought home to New Orleanians member of the SIU and came into in a most unpleasant way by the the Union while sailing with the Eastern Steamship Co. His last longshoremen's strike. job was chief cook on the Del The newest group of Seafarers to receive their lifeboat tickets line up for the LOS photo­ As ILA members started return­ Aires on the West African run. grapher after successfully passing the Coast Guard examination. The latest graduates from ing to work on the riverfront on Tom Ballard, a Seafarer for more lifeboat class No. 127, are ll-r, front) George W. Goodrich, Christos Stravakos, Sonl-iago the 33rd day of the strike, the than 20 years, was taking it easy Nieves, Eddie Cain ( middle) Joseph Socco, Johnny Mack, Mike Sacco, Tim Bielanin, (rear) State Division of Employment in Houston, but when the long­ Dan Butts, instructor, Carl Wilkerson, Thomas R. Chittenden and Eric Chittenden. Juan J. Security reported, for example shoremen went back to work he Reinosa was not present for the picture. This class boasted two sets of brother attending there was a 40 percent increase headed for Philadelphia to re­ in total unemployment insurance claim his job as deck engineer on the class at the same time, a lifeboat school first. They are Joe and Mike Sacco (middle) claims the first week of the strike the Sacramento, a bulk carrier. and Tom and Eric Chittenden (rear). and that claims increased an addi­ Mobile tional 25 percent in each succeed­ ing week. Since ILA men on strike James C. Dunlop is registered were ineligible for unemployment in Group 1 of the Deck Depart­ compensation, these claims repre­ ment and ready to go again after sented those filed by seamen, truck being ashore since the death of drivers, grain elevator workers, his wife last year. Dunlop has some employees of steamship com­ been working on the beach as an panies and many others who were ironworker while getting his af­ laid off as a result of inactivity in fairs in order. Joe Barone was all WASHINGTON—Labor Secretary W. Willard Wirtz has urged Congress to amend the the port. set to reclaim his job on the Clai­ federal wage-hour law "to provide for premium pay of double time for long work weeks" borne on the Puerto Rican run. instead of the present requirement of time and one-half pay for work beyond 8 hours a day The wheels started turning C. E. Mainers,- who has been on again last weekend. A quick re­ the Monarch of the Seas for about or 40 hours a "ropV week. turn to normal was in prospect, mium on overtime would by itself "to the 1961 FLSA amendments but New Orleanians and residents two years, planned to go back to Wirtz made the recommen­ the nation's unemployment raising the pay floor to $1.15 and his oiler's job when the crew was dation in his annual report to solve of other port cities in the Gulf recalled. Hubert O'Brien regis­ problem, which finds 4 million job later to $1.25 an hour. Congress on the operation of the seekers unable to find work. "The would not soon forget how high "Even in the lowest wage non- a stake they have in a prosperous tered for his Group 3 Steward Fair Labor Standards Act. He also claim is made," he added, "that Department Jot) back on the Al­ stressed that the act should be some jobs will be created at the metropolitan areas of the South," waterfront. coa Ranger. A. W. Morris is fit extended to cover 2 million more same time that the socially desir­ he saidr "the increase for workers for duty after being laid up for Houston at the low end of the wage scale workers, principally in the hotel able 40-hour week is restored." awhile with a leg injury. His last was accompanied by a net increase and restaurant fields, in accord­ Roscoe "Wimpy" Hampton Is ship was the Ocean Ulla. He is Wirtz noted that the chief argu­ in employment" ance with President Johnson's rec­ looking for a pumpman's job going for any chief cook or The 1961 amendments gave anywhere after completing a trip looking ommendation in his State of the ment against extension of the fed­ baker's job. eral minimum wage and maximum FLSA protection to 3.6 million Union message. hours requirements to addtional workers not previously covered— on the Niagara that had some New Orleans interesting sidelights, to say the In proposing an increase in the low-wage industries has been that the biggest segment of them in least. The Niagara, a T-2 converted overtime premium, Wirtz noted job opportunities would decline in Warren Conner is vacationing that "a basic aim" of the FLSA these employment areas. But this retail trade. Wirtz pointed out to a bulk carrier in the shipj^ard after getting off the Santore in however, that million of , »!. I. (.tiai, only 29 JliililUIl Vll in Galveston, was laid up for re when it was enacted in 1938 "was hasn t been the case in the past, some 52 million private wage and Baltimore. He was deck mainte­ pairs for 27 days in a French to discourage excessive overtime the secretary observed. The econ­ salary workers in the country are shipyard and later was declared nance on the ship's last grain haul work." He noted, too, that Presi­ omy "adjusted easily," he said. currently protected by the FLSA. seaworthy in Holland. This rating to Yugoslavia. Some of the guys dent Roosevelt, in proposing the all set to go back on the Del did not hold up long at sea, how­ Norte when the strike ended in­ legislation to Congress had ex­ ever, and the ship limped into the cluded Maurice "Duke" Duet, AB pressed the belief that a federal Azores, leaking badly. The ship is maintenance; and Bob Callahan, ceiling on working hours would still there, but the crew was re­ AB. Joe Mendoza, who had been help cut into unemployment. (Continued from page 3) In response to questions regard­ patriated by air and paid off in officers BR on the Norte since The whole purpose of the overfull. (The whole story can be I time premium, the secretary said, pendent on the runaways for the ing any new maritime programs found on page 2 of this LOG.) An October 1963, was hospitalized is to provide the "substantial finan­ importation of such strategic raw by the Administration, Chairman oldtimer who still has young ideas with an attack of asthma. Walter cial deterrent" needed to discour­ materials as oil, iron ore, alumi­ Connor told committee members is Frank "Snake" Rowell, who has H. Harris, whose last job was age excessive overtime and en­ num ore, tin, manganese and that the Administration is not been sailing in the SIU for 22 night cook and baker on the copper. courage hiring. committed to any specific policies. years. He says he's looking for an Alice Brown, and Nils Eric GronMore than $25 million in rev­ The Union representatives also electrician's job on any Delta Line bcrg, who was second electrician "Such a deterrent was provided on the Monarch of the Seas, were by the time and a half penalty enue which could be derived from received a similar response from ship on the South American ro­ both laid up in the USPHS hos­ rate" when the FLSA came into taxation of the runaways could in­ Secretary of Labor W. Willard mance run. pital last week. They expect to being, he said. "Such a deterrent crease Federal funds for ship Wirtz at another meeting held the S. M. "Catfish" McGowan has be up and around soon, however. construction by one-quarter, at no week before' the MAC session. would be provided by double time caught up on his fishing and the additional expense to the Ameri­ Frank Russo registered for an Chairman Connor decided to or­ j now." can taxpayer, according to the ganize a subcommittee to define hunting season is over so he is AB's job after getting off the Ex­ Overtime Takes Jobs looking for a coastwise run. A press Baltimore in Baton Rouge. Union presentation. the role that the MAC will play 21-year SIU veteran, his last job The ship's last trip was to Brazil, He said the Labor Dept. had Thus, with no increase in the in determining any new policy af­ found that 62.5 million hours of present maritime budget, the SIU fecting the future of the U.S. was on the Cities Service Norfolk. with grain. Frank plans to stay overtime were worked in a single asserted, the U.S. would be en­ merchant marine. Members com­ Leo Seleskle is fit for duty after around for awhile and hopes the week of March 1964 by Employes abled to make a firm start on posing this subcommittee will be a -short illness and Is ready to supply of "long green" will last covered by the act. This, the sec­ building the modern American- announced shortly. Chairman Con­ throw in on the first oiler's job to until after Mardi Gras. W. D. go up on the board. His last was retary poinst out, is the equiv­ flag bulk fleet which this nation nor also told MAC members that on the Ridgefield Victory, but had Purdy checked in from the West alent of 1.3 million jobsmust have if it is to regain its no announcement of a new mari­ to fet off and go into the USPHS Coast after getting off the Dela­ Wirtz said he was making no position as a world maritime time policy Would be made before hospital in Galveston. David C. ware. He was night cook and baker\ on this ship for nearly a claim that the double time pre­ power. the subcommittee wrote its report. Archia is ready to go to work and year. i 'W gJL g fimmv w, I siOTiiMmwi Double Time Amendment To Wage-Hour Act Urged Hunaway Tax Urged �Febmur 19, 1998 SEAFARERS LOG Pare Fifteen SEAFARERS PORTS OP THE WORLD ii i GIBRALTA I A British jet bomber (right), a modern symbol of strength, still appears small next to the timeless Rock, an ancient symbol of ruggedness. The winding business streets of Gibral­ tar (above) offer a variety of bargains. Gibraltar town winds up the Rock in a maze of meandering, narrow streets. The SlU-contracted-De Soto (Waterman) is a recent and regular visitor to the Rock. The old moorish castle on the left, recently repaired, overlooks the north arm of Gibral­ tar's docks. The port is mainly used for ship bunkering and military purposes, but many tourists have stopped there while on Mediterranean cruises. In the days of the Greek empire, Gibraltar was con­ sidered one of the Pillars of Hercules and it marked the westernmost limit of the known world. Today, Seafarers and others know it simply as the "Rock," and it is almost as familiar to them as their home port, SlU-contracted ships on Mediterranean and Near East­ ern runs sail under the Rock's shadow on a regular basis. Among those which stop at Gibraltar are the ships of the Waterman Lines. The Rock produces few products of its own, and exists mainly as a British naval base and a center of ship bunkering and tourist activity. Since 1704, the Rock has been a British Colony. Spain, to which Gilsraltar is connected by land, has been cam­ paigning recently for a return of the Rock to the Spanish flag. It has always been considered one of the most strategic bits of real estate in the world because whoever controls it, controls sea traffic into the Mediterranean. Seafarers visiting Gibraltar find it a friendly port. English is the most common language, though Italian and Spanish are also widely spoken. The local pooulaton (about 25,000) is accustomed to entertainin,f{ seamen —it's probably one of their major industries. Shopping in the city is excellent, with handcraft goods from nearby North Africa and Spain vying for attention with modern consumer items in the attractive shops along Main Street. Another feature of Main Street is the row of sherry bars. Many of these offer entertainment. There is a Mariner's Club on High Street with a nice bar. The Club holds regular dances and other programs for visiting sea­ men. The city has six movie houses, offering American and British films, of which the Strand DeLuxe is airconditioned. The favorite eating places in town are the Palm Cou''t on High Street and the Rendezvous on Robb Street. At the top of Robb Street, where it crosses King Street, is the Chinese Curio Store. Further along King Street is St. George's Cathedral, the largest wooden building in the world. The leading tourist attraction in Gibraltar is, of course, the Rock itself. The awesome mass of stone rises to 1,400 feet and ,is honey-combed with natural and manmac'e caves and galleries. During World War II, the galleries housed shore defense guns, ammunition stores and head­ quarters offices for the British. St. Michael's cave is probably the most interesting. Travel from Gibraltar to Spain, once very easy, has been made a bit more difficult now by a special tax im­ posed by the Spanish government because of the political troubles. Still, if a Seafarer has the time and the few extra dollars required for the tax, a trip into the beau­ tiful Spanish countryside is well worth it. �Pac* SMCCB SEAFARERS U.S. Drops To Ninth Place In Shipbuilding LOG Baltimore AFL-CIO Buys 'Iron Hearts' For City LONDON—The United States slipped from seventh to ninth place in new ship construction during the last quarter of 1964 ac­ cording to Lloyd's Register of Shipping. On October 1, 1964, U.S. yards were working on 55 ships aggre­ gating 471,207 tons as compared to the beginning of 1965 when U.S. yards were working on 58 ships totaling only 363,506 gross tons. Fdbmanr U, IMS World's No. 2 ShippingPower Owns One Ship Liberia, which became the world's number two maritime power without owning a ship of its own, has embarked on a building program. It now has over 1,200 runaway merchant ships reg­ istered under its flag and one of its own, a new 32,000 ton bulk carrier. Soon, it plans to double its home - grown fleet by adding another bulk carrier, a sistership of the first. Named for the country's presi­ dent, the William V. Tubman sailed recently to Liberia to load rubber and iron ore for Baltimore, to be followed by a grain run from the U.S. East Coast to Eu­ rope. Oariying a crew of 58, the Tubman was built In Holland. All other Liberian flag vessels, some 14.5 million gross tonsworth, are owned by non-citizens of Liberia, most of them runaway American or Greek shipping in­ terests. For the most part, the Liberian-flag merchant fleet has grown in inverse ratio to the de­ cline of the U.S.-flag fleet. Lloyd's noted that the tonnage of merchant ships started in U.S. yards during the last quarter of 1964 was exceptionally small. Keels for 23 vessels, totaling 34,276 tons, were laid during the three-month period. The volume of merchant ship­ ping under construction through­ out the world decreased slightly during the last quarter of '64 from the record peacetime level set at the end of last September. Ships under construction as of January 1 consisted of 1,555 vessels aggregating 10,215,486 gross tons, Tho council of AFL-CIO unions in Baltimore recently bought twelve "Iron Hearts" for reviv­ a drop of 425,275 tons from the ing patients whose hearts stop beating and presented them to the city fire department for October 1, 1964 figure. At that use in each of the city's ambulances. Examining the workings of the apparatus above are time there were 1,563 ships under (l-r) SIU Baltimore Rep. Warren Leader, Port Agent Rex Dickey and Baltimore AFL-CIO construction. Council President Nick Fornaro. Net Decline The rate of new shipbuilding orders lagged somewhat behind the rates at which new tonnage was completed during the quarter, leading to the slight decline suf­ fered by the major shipbuilding countries such as Japan, Britain, By SIDNEY MARGOLIUS Sweden, West Germany, France and Italy. The problem of the state commissions is that they often do not have However several of the smaller the staff to check utility books properly. For families worried about their utility bills, Marvin Zeidin, director shipbuilding countries were able The Federal Power Commission also needs support for its present to increase the work volume of of Electric Consumers Information Committee, relayed these sugges­ their shipyards, such as Spain, tions from a power industry expert, at a recent meeting of the National efforts. It has made a survey indicating that electric consumers can / save 27 per cent of costs (11 billion dollars a year) in the next 15 years, which increased its tonnage under Rural Electric Cooperative Association: if the 3600 separate power systems participate in broad regional net­ construction and took over eighth • Don't keep the furnace thermostat too high. Keep moving and works. A1 Barkan, director of the AFL-CIO Committee on Political place in shipbuilding, ahead of the keep warm nature's way. Education, pointed this out, observing that unions have helped support U.S. • Cook everything rare. A little step each day and you can soon the Electric Consumers Information Committee and rural electric and Other gainers were Norway, up eat it raw. Federal programs. They also seek better understanding from electric 75,285 tons; Yugoslavia, up 61,316 co-ops of labor's goals. • Marry girls off young. Let some other dope heat their irons. tons; Canada, 32,809 tons; Finland, Your own family has the immediate problem of controlling house­ 23,733 tons, Belgium, 20,415 tons • Go to bed earlier. hold operating costs while supporting these efforts to reduce rates. and Brazil, 9,100 tons. • Don't bathe your kids too often. If they smell horsey, send them This really requires a two-point personal program involving: out to play. (1) Your family's understanding that litility bills have become • • Go to church frequently. While there, your TV, radio and other major living expense, and its cooperation in holding down this cost, equipment will not be in use. without actually going next door to take a bath. • Visit friends and relatives as often as possible. Accept their (2) A close survey of your home to see where operating costs may invitation to stay for meals—even for baths if invitations can be be unnecessarily exaggerated through inadequate insulation or obsolete wangled. equipment. NEW YORK —Seafarers, who spend their working lives This, of course, is Zeldin's tongue-in-cheek way of dramatizing what For example, one family, alarmed by its high utility bills—higher sailing the surface of the has become a noticeabie expense problem. Household operating costs, even than usual in its neighborhood, called in a local utility-company world's oceans can now, for .of which utility bills are a large part, are one of the fastest-growing expert. He found one major reason was an old hot-water tank with items in your cost of living. the piddling price of a new worn out insulation. This family reduced its bill one-third by replacing car, see what's going on be­ the tank, insulating hot-water pipes and taking other hot-water Throughout the 1950's the U.S. Bureau of Labor Statistics estimated neath the waves—from their conservation methods. that utility and heating costs took about 3.3 per cent of a typical own submarine. wage-earner budget. Then the bureau recently made another survey In other homes, often furnaces operate excessively, consuming both For a mere $3,975, any Sea­ and confirmed, what many families had suspected—the share of family extra fuel and power for the circulator or blower, because weatherfarer can be captain and crew money taken by these expenses has jumped significantly. The bureau stripping, calking, insulation or storm sash are needed. of the Porpoise, a one-man raised its estimate to 5.3 per cent, which puts utility and heating costs Incorrectly-adjusted burners or clogged air filters also eat up addi­ fiberglass submarine on dis­ on a par with the average family's medical expenses. In a number of tional and power. An incorrectly-adjusted burner can send 10 to play at the National Motor cities, typical utility bills now run $I8-$25 a month without counting 15 per fuel cent of your heat up the chimney. Boat Show here. See the won­ heating bills. ders of the deep—down to You also can reduce lighting costs a little by avoiding the use of One reason for this growing expense is the greater use of power many small bulbs. For example, a lOO-watt bulb gives more light 164 feet deep at any rate! in your home because of the additional labor-saving and electronic than, two 50's. Spend endless hours—four at entertainment equipment you now own. Another is the higher charges. a time at any rate—breathing The Bulb Problem While you may see some utility companies stating that their rates pure bottled air while survey­ Another bother^me expense, readers write us, is the necessity of have gone down or stayed level, that may depend on the year they ing the view through a plexi­ frequently replacing light bulbs. They ask about the long-life bulbs choose for comparison, or on the particular locality. glass dome! often advertised nowadays. These families also are very conscious of The fact is, on a nationwide basis, the ELS price index shows that the fact that the major bulb manufacturers all charge the same prices. Tow the 1,389-pound, 10' 2" utility charges have risen over 8 per cent since the 1957-59 period. by 5' 3" mini-sub around be­ Unfortunately, the long-life bulbs, while they last longer, also use This is actually more than most bther goods and services you buy, hind your car and watch more juice, recent statements by the Federal Trade Commission and including even food. pedestrians fall off the side­ the Rural Electrification Administration indicate. The REA specialists walk in amazement! Make sure Zeidin doesn't think going to bed early is the proper approach to report that not only do the long-life bulbs cost more, but they don't your life insurance is paid up! restraining your household expenses. He believes consumers nefed to: give as much light for the same amount of current used. The have (I) make sure state utility commissions regulate rates closely; (2) filaments which don't get as hot as those in ordinary bulbs, so they Commanding your own little support the recently-invigorated efforts of the Federal Power Com­ last longer, but give less illumination. sub is fun. Ask the man who mission to restrain utility costs; (3) understand the usefulness to all owns one. Thi« the regular bulbs are still the best buy, with some savings families of the electric-co-ops, operating mostly in rural and some ptwsible If bought in quantity as sales offered occasionally by mail­ suburban areas, which serve as a "yardstick" of private-company rates. order houses and department stores. Cost Of Utilities Going Up One IVIan Sub Called Bargain At $3,975 �FetimWr 1», Itn SEAFARERS LOG Faffl 19th Century Conditions for Foreign-Flag Seamen By Joseph B. Logue, MD, Medicol Director Home Environment Influences Teens U>s Crew Wants To See Movie'Mutiny' Cries The Captain NEW YORK—The Dutch--flag tanker Reza Shah the Great sailed into this port earlier You can't put out a fire by squirting water on the smoke. By the same token, it may be equally difficult to solve the teen-ager's problems by this month, bringing with her a picture of seafaring conditions as they were in the "good ^ trying to convince him that he soon will be an adult. Much of the time old days." and organization presently devoted to the problems of the troublesome it was learned, was to come from Because her skipper, Capt. Captain then radioed authorities the adolescent ignores the evidence that the real problem may lie in the crew's wages. ashore that a mutiny was in proc­ home. H e n d r i k "Veldhuizen, de­ ess. He claimed" that a majority of While some landlubbers got a The difficulty may result not from the behavior of the teen-ager but scribed a,beef as a mutiny on the crew said they would leave few laughs from the seemingly from the changing stress patterns of the parents. the ship's radio, masses of police the ship in New York, but crew­ funny story of a "mutiny at sea men reported that they were fired because of a Gina Lollabrigida By the time a man and woman have been married long enough to have an adolescent or two in the home, many other things have and Coast Guardsmen were on by the captain. movie," American sailing men did happened. The first bloom of the marriage has worn pretty thin. The hand to meet the Reza Shah the After the incident hit the local not find the story funny at all. exhilaration of courtship and adventure is beginning to give way to Great when she docked in the press, which played up the Seafarers battled for long years that more solid accommodation of mutual respect which is the founda­ Bronx. "mutiny" angle for all it was to rid the American merchant tion of a satisfying union. Also on hand were swarms of worth, the company agreed to re­ fleet of the crimp contracts, low These readjustments take their toll. The increase in divorce among lease the crewmen from their wages and indecent conditions couples wed 20 years is testimony. In many instances, the marriage newsmen, who, tying up the word contract and fly them back to seamen in many parts of the world partners have long lost interest in each other and are merely staying "mutiny" with the fact that the Hong Kong. The cost of the flight, are still forced to suffer. together as a social obligation. Some couples make the re-evaluation ship had a Hong Kong Chinese of their roles happily; others never do make peace, and the home is crew, thought they could get a heated by friction rather than warmed by mutual respect. humorous feature story for the By the time there is a teen-ager in the home, a couple's place in the weekend papers. But, as Seafarers economic pattern pretty well has been set. Where achievement has understand better than others, the been high, there is a let-down, and the parents begin to enjoy some of conditions that created the beef the benefits for themselves. If there has been a failure to reach the on the Dutch ship were nothing heights, then frustration, mutual blame, and a tendency to look on the to laugh about. children as part of the liabilities of life may prevail. Either home is a ST. LOUIS—The mighty Mississippi has been getting less The Reza Shah the Great, on a mighty for the past 100 years, and it's reached a point where tough place to feel secure. Parents in their forties have been busy for most of their lives. Many permanent run from Curacao to shippers are getting worried. feel that the world is passing them by, and they want to begin to live New York, had 23 Chinese sailors The muddy giant has grown study of the problem by the Army before it is too late. Again the children are likely to be left out, or in her crew and 16 Dutch officers. they see in their parents' behavior elements of the same kind of unrest The Chinese seamen, recruited more shallow with each pass­ Engineers, > and Mayor Raymond they feel. Every one in the household is "chafing against the restrictions in Hong Kong last year, were ing season. Ships plying the R. Tucker of St."Louis appointed of his responsibilities. made to sign two-year contracts. river have had to cut tonnage by a permanent committee to find a Too often the interests of the parents have drifted apart. Father is Basis wages were $100 a month as much as 90 percent to cut down solution for the problem. busy with his work and whatever community service he may embrace. for a 48-hour week. In addition, on draft in the shallower sections. Mother, who pretty much has been tied to the household, begins to the men were denied shore leaves Last winter's barge traffic on want to stretch her wings—to use the talents she has had to keep and had little if any on-the-job the Mississippi suffered heavily under wraps because of other responsibilities. protection from bad quarters, food from the low water levels. Grain, Little problems of interpersonal relationships that have been toler­ or working conditions. steel, chemicals, oil and other ated as quirks may at this time begin to assume greater size. Adjust­ After repeated protests, the heavy oil cargoes that usually ments that have been made "for the sake of the children" begin to ship's owner. National Iranian move by water had to be trans­ wear thin or collapse. Friendly kidding becomes barbed invective. Petroleum, a Dutch company, ported by rail and truck, the riverPerhaps our failure in dealing with the teen-agers stems from the agreed to raise wages $50 by as­ boat industry losing millions of practice of squirting water on the smoke—we may be dealing with the signing each crewman 50 hours of dollars in the process. symptom rather than the disease, according to William A. MacOoll, extra overtime monthly. This un­ According to the Army Corps of WASHINGTON — The nation's M.D. of Group Health Association of America Inc. writing in fair arrangement brought contin­ Engineers, the river has been de­ waterways showed a three percent MD COLUMN. ued beefs from the crewmembers. clining at a rate of one foot every gain in total tonnage during 1963, About ten days out from New ten years. Readings at this port according to a report released York, the Chinese crewmen pro­ hovered around the zero mark for here by the American Waterways tested again because movie rights much of last winter, meaning that Operators, Inc. were being denied them. While the river had a depth of 12 feet. The increase in ton-miles of the officers were watching a film, For barge traffic, nine feet is con­ service went up by 4.4 percent a delegation of crewmen entered sidered the absolute minimum for over 1962, the report also said. MIAMI—A scientist who has been talking to dolphins for the officer's saloon and demanded operations. Nearly 431 million net tons of the last four years has discovered that the dolphins may be their just due. One factor in the lessening goods were moved on the water­ The captain ordered them out, depth of the Mississippi has been ways in 1963 compared to 418 trying to talk back. > and- later that night the crewmen the progressive broadening of the million net tons in 1962. human voice. Dr. John C. Lilly, head of decided to take action. They in­ river bed by the rushing waters. the Communications Research In a continuing series of tests, formed the captain that they Another was explained as the The ten principal commodities which accounted for 88.1 percent Elvar has been able to make cor­ Institute, has been working responding would no longer work overtime, tendency of a river to dig its own of 1963's tonnage were petroleum sounds, in kind and with an eight-year-old dolphin and that the next watch would channel on the far side of a bend. and petroleum products, bitumi­ named Elvar, who, says the doctor, number, to sounds by humans. If turn to at 8 A.M. instead of the This tends to throw up huge nous coal and lignite, sand, gravel has a seeming ability to mimic the Dr. Lilly makes ten noises, for in­ normal 6 A.M. amounts of silt on the near side. and crushed rock, unprocessed sea stance, Elvar comes back with ten At St. Louis, such a situation shells, logs, grain and grain prod­ There the situation remained— noises. ucts, iron and steel products, in­ the crew and the officers staring exists. Of course, the dolphin misses each other down—until the ship The House Committee on Pub­ dustrial chemicals, crushed lime­ once in a while, but the tests entered New York harbor. The lic Works has voted $400,000 for a stone and building cement. show that he is usually about 92 The granting of Patent No. percent accurate. Dolphins, the 3,164,772 recently should come chatterboxes of the sea, normally as a shock to the shark popula­ makes enormous numbers of tion of the world's oceans. It sounds—barks, grunts, whistles, covers an electronic shark rasps and creaking noises. repeller which has been used The tests show that the crea­ by the military in the past tures are able to modify those and will now go into com­ sounds in response to human en­ mercial production for use by couragement and prompting. They skin divers, fishermen, beach are also persistent when it comes security, etc. to mimicking humans, repeating The battery powered device the sounds they have heard until includes an antenna with they tire and swim away. positive and negative poles, a Elvar, for instance, has been capacitor in which electric heard to mutter something that charges are built up and a sounds amazingly close to the multivibrator that releases a words "alright, let's go." Elvar pulse every second. makes this sound when the scien­ In exp'eriments off Florida, tists are slow in starting on the the inventor says, the dis­ tests. charges repelled sharks 20 or The dolphin has a brain that 30 feet away without affecting appears as complex as that of man other fish or humans. A small while being physieally larger. The shark was reportedly killed in size and complexity of brain struc­ 20 seconds when prevented ture is believed to be a sign of from leaving the test area, the A large turnout of SlU United Industrial Workers members took part in the January regular potential intelligence. The dolphin inventor says. UIW membership meeting at the Norfolk SlU hall. Discussion included the SlU-UIW's con­ has long had a reputation for his bright and frolicsome nature. . tinuing organizing drive in the Norfolk area. Mississippi Yfater Drop Perils Trade I- Waterways Tonnage Up During '63 Does Porpoise Talk? Maybe, Says Scientist Shark Shocker Granted Patent SiU-UiW Norfolk Membership Meeting Y.1 I �Page Eighteen SEAFARERS Newest Nation Doing OKif it Doesn't Wash Away Social, Economic ills Plague Appaiachia In the America of 1965, Appaiachia has become another word for poverty. While every American city and town has its poverty pocket nestled between the modern'expressways and the tracts of new subur-*ban housing, nowhere in the working, did the most brutal and kind of labor in the fields nation is despair and misery difficult and in the mines; Additionally, Febrnary 19, 196f LOG Action in the marketplace offers a method for trade unionists to as­ sist each other in their campaign for decent wages and better con­ ditions. Seafarers and tnelr families are urged to support a consumer boy­ cott by trade unionists against various companies whose products are produ'-"d under non-union conditions, or which are "unfair to labor." (This listing carries the name of the AFL-CIO unions in­ volved, and will be amended from time to time.) "Lee" brand tires (United Rubber, Cork. Linoleum & Plastic Workers) i i3< Eastern Ait Lines (Flight Engineers) KINGSTON, Jamaica—Seafarers cruising this part of ths Caribbean are likely to come upon a new "island republic" which bears a striking resemblance to a hunk of flotsam and goes under the imposing title *The "scruple" is the monetary of New Atlantis. unit of New Atlantis, and, as New Atlantis, an 8-by-30- Hemingway puts it, "the more foot bamboo platform six miles off scruples a man has, the less in­ so concentrated and so seemingly they constitute as a group some the coast of Luana Point, Jamaica, clined he is to be anti-social." hopeless as in the 11-state area of the first immigrants to our land. is the novel creation of writer The other nice feature of the "re­ that follows the ridge line of the Their families first came hundreds Leicester Hemingway, brother of public" is that it imposes no taxes Appalachian mountains. of years ago to the mountains the late novelist, Ernest Heming­ on its citizens. "Taxes are for More than 15 million persons where they still live. way. The "republic" is moored to people who are not smart enough live in this area—some of them in The coal has now been mined a high-rising ocean bank with to start their own country," says comfort but most of them in dif­ out of their mountains, leaving steel cables and a ship's anchor. the 'world newest chief of state. fering degrees of hunger, ill-hous­ blackened scars on the land and Hemingway serves as founding Hemingway's only fear is that his ing and ill-liealth. They comprise murderous dust in the lungs of father and Acting President, a country wili be blown away be­ the whole population of West Vir­ the miners. No other industry ex­ title he bestowed on himself. His fore its next "independence day" ginia and varying parts of the pop­ ists, and farming was always mar­ eminent position has been ac­ by a storm. But such are the prob­ ulation of Pennsylvania, Ohio, ginal because of the lack of roads knowledged by the White House, lems of state. Kentucky, Virginia, North Caro­ to carry produce to the cities. which addressed a letter to Hem­ lina, South Carolina, Tennessee, Tourism, another industry which H. I. Siegel ingway using the title. Georgia and Alabama. could be developed, also depends "HIS" brand men's clothes Far from wanting to join in They are mostly rural people, on roads. (Amalgamated Clothing Workers) the world's political troubles, but they may also come from After many years of inaction, 4« 4» !• Hemingway's motives in building Pittsburgh or Birmingham. While the federal government has finally Sears, Roebuck Company and • running a new nation are they were useful and their land awakened to the misery of Ap­ Retail stores & products purely those of publicity and productive of crops or coal, they paiachia and that region's rebuild­ (Retail Clerks) mana.ged to hang cn. Their stand­ ing has become the cornerstone of profit. Along with his fellow ards were always behind those of the War on Poverty. citizens of New Atlantis, Heming­ Stitzel-Weller Distilleries the rest of the nation but their way created the "republic" as a The history of the earth is writ­ "Old Fitzgerald," "Old Elk" As its first action of the session, situation was not as desperate as the Senate approved a $1.1 billion base from which to issue postage ten on the bottom of the sea. "Cabin Still," "W. L. Weller" it is now. stamps to raise funds for an Sediments deposited over count­ Bourbon whiskeys bill to begin to meet the challenge aquarium on Jamaica. less eons lie layer upon layer at (Distillery Workers) Tar Paper Shacks of poverty in Appaiachia. The bulk the bottom, recording the course _ it ISf HSf Atlantis' president has ambitions of the money will go toward roadIn the southern portion of Ap­ J. R. Simplot Potato Co. of evolution and climatic change of expanding his country, how­ building. Other funds will go into paiachia and along the border re­ Frozen potato products ever. He looks forward to the day in the form of long-gone marine gions, where thousands of Ameri­ fiood control, sewage treatment (Grain Millers) when it will be a regular island life. plants," improvements in the area's cans now live in tar paper shacks 3» 3) 4" about 100 yards wide and a halfcapability for timber production, To read this strange history and manage to survive on food Kingsport Press mile long—enough area, in other book, samples of the sedimentary handouts, the local and state gov­ soil improvement and vocational "World Book," "Childcraft" words, to accommodate a post layers must be brought to the sur­ ernments did little, even in the education. House approval of the (Printing Pressmen) bill is expected shortly. office, short wave radio station, face for study in the form of better times, to supply their^ peo­ (Typographers, Bookbinders) lighthouse and customs house. "cores" or plugs. A hollow tube ple with the basic tools of educa­ Appaiachia will never compete (Machinists, Stereotypers) tion and welfare. The growth of the "republic" is forced into the ocean floor and with California as a lure of the 4 4 4> will come about presumably when then pulled out. Inside the tube Jamestown Sterling Corp. When automation came, driving promised land. With proper de­ its citizens have sold enough are several pages of the earth's Southern Furniture Mfg. Co. velopment, however, it can begin the miners out of the coal fields "half-scruple" stamps honoring history for study. Furniture and Bedding and the sharecroppers off the land, once again to rejoin the rest of President Lyndon Baines Johnson. (United Furniture Workers) 1965 America. ' To get these "cores" scientists few were equipped with even the must either go down and get them high school education that might or send down a probe. Both meth­ allow them to go on to other work. Labor Department Study Shows ods are being steadily improved The same was true for the sons and more and more for the earth's and daughters of the discarded past is coming to light. workers. Without basic knowledge, the people of Appaiachia became The latest of the probe devices prisoners of poverty. does away with the difficult and time consuming "coring" proce­ In the gullies and hollows of Kentucky, West Virginia and Ten­ dure of the past, in which a spe­ nessee, cut off from the rest of cially - equipped research ship the nation by poor roads and an slowly lowered a coring device WASHINGTON—Drastic changes in the overall job picture during the last 55 years through several miles of water to almost non-existent transportation system, they searched for jobs that are outlined in a new statistical report, showing a half-century of economic growth, which release it about 75 feet above the weren't there and waited for times bottom to plunge down, shoving has just been made public by the U.S. Labor Department. to get better. Some tried to find a tube into the muck. Each core ^ work in the steel cities, but their took hours to get by this method. In 1909, it shows, nearly lack of skills and the increase of half the non-farm jobs were in these groups accounted for two full year for which data were Bombs Away automation in the basic industries goods - producing industries, out of every three non-farm jobs. available the study showed. forced most of them to return such as manufacturing, mining The new device is quicker. A These and other significant It also showed that while man­ home. and construction. But last year changes in the job patterns of the ufacturing employment was de­ sort of underwater bomb is tossed Regional Difficulties less than one-third of the non- work force are disclosed in a 168- clining relativeiy over the half- overboard to plunge downward. It farm jobs fell into that category. page comprehensive report, Em­ century it set a new peace-time drives its tube into the sediment, Frequently, critics of the gov­ ployment and Earnings Statistics record in 1964, although statistics automatically releasing the heavy ernment's poverty program charge In 1909, slightly more than one- for the United States, 1909-1964, for the full year were unavailable. metal ballast which gave it its the people of Appaiachia with be­ half of all non-farm jobs were in ing shiftless and unwilling to the service classification—includ­ prepared by the Bureau of Labor In August of last year 17,498,000 downward speed. Floats then lift workers held jobs in industry, the sampling tube to the surface leave their used-up mountains to ing wholesale and retail trade, Statistics. compared to a monthly peak of where a flashing beacon guides The volume includes national seek a better life. Yet, most of the transportation and finance, insur­ 17,329,000 in September 1963 and the research vessel to a rendez­ Appalachians, when they were ance and real estate. In 1964, employment data from reports of representative industrial, commer­ an average of 17,005,000 for the vous. cial and government establish­ full year. The all-time maximum Scientists who prefer to go ments employing about 25 million was 17,602,000 in 1943, a war year. down five or six miles beneath workers. It also shows monthly The major top-paying industries the sea to take a look for them­ and annual statistics on employ­ so far as the employers are con­ selves are looking with hope to­ ment, production workers, weekly cerned were the same last year ward a still newer development hours and earnings, hourly earn­ as in 1947—petroleum, transporta­ —a fiberglass material being ings, overtime hours, employment tion equipment, printing, primary touted as the strongest yet for the of women and turnover rates in metals, machinery and ordnance. construction of submarine hulls. more than 350 industries. The 1964 edition of the volume The tremendous pressure at less The average factory worker, the is the third report on national than three miles beneath the sea study reveals, is earning about 11 employment statistics and re­ is enough to crush the strongest times what his counterpart earned places a previous study covering metal hull like an egg shell—even for the same work in 1909, and the years 1909-1962. one constructed of costly "spe­ that his workweek is a lot shorter. It sells for $3.50 a copy and cial" metals. But by winding a In 1909 the average wage was may be ordered from the Super­ new epoxy-saturated fiberglass $9.74 for a 51-hour week; in Au­ intendent of Documents, U.S. filament onto a form in the shape gust 1964 it was $103.07 for a Government Printing Office, of a submarine, a hull able to 40.9-hour week. Washington, D.C. 20402, or from withstand, the pressure of over six The non-agricultural work force BLS regional offices in Boston, miles down is pl-edicted, which numbered 27,088,000. in 1919 and New . York,.. Atlanta, Cleveland, will ..still be .bjioyant enough to climbed to 56,643,00()' in 1963, last Chicago and San Francisco. maneuver back to the surface. ^ $1 Seek Earth Secrets On Sea Floor Vast U.S. Job Changes Mark Last Halt Century �FelMvaiy 19, U6S SEAFARERS LOG r*ge mneteea Dont Delay On Heat Beefs Now that th^ cold weather is here, Seafarers are reminded that beating and lodging beefs in the shipyard can be easily handled if the ship's delegate promptly notifies the captain or chief engineer and shows them the temperature reading at the time. Crewmembers who beef to themselves about the lack of heating but wait three or four days before making the problem known to a respon­ sible ship's officer are only making things tougher for themselves. The same applies when shipyard workers are busy around living quarters. Make sure you know where and when the work was done so that the SIU patrolman has the facts available in order to make a determination. New Pensioner Enjoys Benefits To The Editor; Today, because of a physical disability, I am no longer able to sail in my profession as a seaman and I shudder to think of the serious impact such a disability would have had on my life if this had hap­ pened when there were no pro- To TJio Bditat' I'-":''!!:!:''i'-O All letters to the editor for publication in the SEAFARERS LOG must be^ signed by the writer. Names will be withheld upon request. visions for a seafarer to retire with a pension. The SIU was a pioneer in se­ curing a pension plan as well as a Sickness and Accident Plan for its membership. For unli­ censed seamen, there is no other maritime union that can match the SIU. Our Union pro­ vides the most benefits possible with the least requirements for eiegibility to obtain these bene­ fits. I submitted my application for pension and it was approved with no trouble by the Trust­ ees. I am indeed happy and grateful that I am able to con­ tinue living in dignity for the rest of my life. I shall miss the sea, however. It has been my life for 40 years. John Jellette t> t> Seamen's Club Appreciates LOG To The Editor: I would like to express the appreciation of the Seamen's International Christian Associa­ tion for the copies of your fine paper that we receive. I my­ self, although not a seaman, find the articles and informa­ tion helpful, enlightening and timely. Here in Chicago, I, together with nine others, visit many 9<i! Vi ill 'MsS'.. sean>en in the Marine hospital, trying to cheer them up while they are unable to see their family and friends. We also have a chapel serv­ ice at which we provide re­ ligious services. We also show laid up seamen a weekly science movie. We are grateful to the cap­ tains and other various officers that give us kind welcome aboard their ships so we can perform our varied ministries to the crews. The men are al­ ways glad to see us and chat with us for a few moments. We are extremely happy that we are often able to bring happi­ ness to others. We shall be looking forward to seeing some of your mem­ bers in the near future when they dock in our port, or are laid up in drydock at the hospi­ tal here. We are very grateful for the LOG which lists the names of the members of the SIU that are drydocked here and for the many other interesting items that appear concerning mem­ bers of the Union. Reverand Austin Hyton i- i- Pension Benefit Draws Praise To The Editor: I would like to express my thanks not only for the month­ ly pension checks that make it possible for me to go. places and see things while retired, but also for the $25 bonus checks I received at Christmas. Thank God I have lived long enough to see and belong to such a fine union as the SIU. Walter E. Norris 4» 4" 4- To The Editotr: I would like to express my thanks and appreciation to ev­ eryone who helped me to re­ ceive my union benefits from the Welfare Plan when I was hospitalized from January 1, 1964 to August, 1964. I later received a check covering back pay benefits. which were valu­ able to me when Christmas came around. I am proud and glad to be a member of such an organiza­ tion as the SIU. Waltcir Kowalczyk High praises for the steward departments of the ships at sea are still coming in for the wonderful spreads the various galley gangs prepared for Christmas. As one well fed crewmember said, "The galley gang worked overtime for days so they could serve us a meal that was better than any I>have ever eaten." Each ship partment for their unselfish ef­ without ice-cream to go along with thinks their galley provided forts in providing a Christmas their pie. It seems that somehow the best meal in the whole SIU fleet. For instance, Jim Adams, aboard the Oceanic Tide (Oceanic Ore Carriers) says that he is aboard one of the best feeding ships in the SIU. "The Christmas menu was really fine," he says, "and all the food was great." For example, Jim said, the menu in­ cluded such delicacies as Roast Tom Turkey with oyster dressing, giblet gravy and cranberry sauce; Roast Prime Ribs of beef au jus with York­ shire pudding; and Hawaiian gourmet (ham cooked in pine­ apple and spices). Other menu items in­ cluded grilled Adams Jersey pork chops with apple sauce and gravy; grilled French Iamb with mint jelly; grilled baby veal chops; and fried half chicken cooked south­ ern style. "All the goodies we were served," Adams says, "are just what you expect to find in a first class hotel with the best of cuisine." 4. 4. Another crew that is singing the praises to the galley gang is aboard the Duval (Suwanee). Ac­ cording to ship's delegate B. Bry­ ant, Jr., the steward department served "a real jam-up Christmas dinner." The crew, agreeing heartiiy, voted the galley gang an unanimous vote of thanks. 4< 4> 4> In other news from the ships at sea, G. B. Gapac, mee'ting chair­ man aboard the oceanogra p h ic research vessel, Robert D. Con­ rad (Maritime Operations) re­ ports smooth sailing. Every(Jiing is running like a clock, he says. In fact, Gopoe everyone is get­ ting along so well that the chief steward gave the crew a vote of thanks for keeping the messhall clean. The crew turned right around and voted the steward department a vote of thanks for the fine food apd serv­ ice they've geen getting. "We're presently in the third month of a 12 month journey," Gaspac re­ ports, "and everything is going O.K." 4 4" 4^ C. J. Quinnt, ship's delegate aboard the Our Lady of Peace (Liberty Navigation) Jiad more to say about the galley gang. "Every­ body agreed," he said, "in giving thanks to the entire steward de- I ), b t-i' ! li. I'O J, V L t c C) t-j ii Jl' dinner that could match any holi­ the freezer box got unplugged and day meal served on any SIU ship." all the ice cream melted. The stew­ ard promised to make up for it 4 4 4 with a little extra work and some Aboard the Henry (Progressive) really fancy desserts reports Man­ the crew voted a unanimous vote uel Sanchez, ship's delegate. of thanks, to their steward depart­ 4 4 4 ment for holiday meals, reports J. Ore, ship's delegate and V. There was considerable discus­ Swanson, meeting chairman. sion during a shipboard meeting on the Transorient "4 4 4 on how to make The • Ocean Dinny (Maritime better coffee, re­ Overseas) recently made a trip to ports ship's deleSaigon, reports ship's delegate gate Early Punch. After John Nash and the crew got to wrangling the see a little bit of the war in Vietproblem over for Nam. The ship was in anchorage a while, the final at "Nabe Phuxuant," 14 miles decision was sim­ southwest of Saigon, when the two ple: follow the Punch instruction of the opposing armies met in battle chief steward. within sight of the ship. The Viet Cong were driven off, Nash re­ 4 4 4 ports but not before they killed When the steward department two US Army officers and aboard an SIU ship performs an wounded 16 Vietnamese soldiers. outstanding job in providing the crew with exceptional food and service, true to the SIU tradition, 4 4 4 Daniel Dean, ship's delegate, re­ the crew recognizes the galley ported this conversation he over­ gang's efforts. Steward depart­ heard by the No. 4 hatch aboard ments aboard the following ship the Steel Admiral (Isthmian) the have been given special votes of thanks: Kyska (Waterman); Na­ othe*r day: tional Seafarer (Windward); FanAB: "Bosun, how are you on wood (Waterman); Transorient history?" (Hudson); Alice Brown (Bloomfield); Penn Exporter (Penn Ship­ Bosun: "O.K. Why?" AB: "Well, where did Lincoln ping); Antinous (Waterman); Penn Transporter (Penn Shipping) and recite the Gettysburg Address?" Trustee (Commodity Trans.). Bosun: "Hey, I was reading about that the other day. It was in 4 4 4 Philadelphia, Pa." The crew aboard the Hanover (Pan American Tankers) voted a 4 4 4 special thanks to the Houston SIU, The Madaket (Waterman) recent­ recently for untiring efforts in ly got a new chief and behalf of the crew in securing a the crew is washing machine while the ship heartily approv­ was docked in Galveston. Reports ing his new J. J. McCarthy, ship's delegate, "open door poli­ "The ciew really appreciates the cy. According to efforts of the union in matters ship's delegate like this." Vance A. Reid, N 4 4 4 the chief cook and the chief Another SIU oldtimer was remi­ steward have niscing recently about the time he both asked the was aboard a ship that rammed a crew to make lighthouse. Thomas Foster, who menu suggestions. "Already it has saiis in the deck department, was made the menu better," Reid aboard a Waterman ship in 1946 says. "It is more suited to this in the straits between Denmark crew. The crew really likes this and Sweden on a "crystal clear chief." night" when they struck. Foster recalls that the Danes held the ship 4 4 4 The crew of the Long Lines several days and then let the ship (Isthmian) at a recently shipboard proceed to Poland. "The collision meeting voted a special thanks to tore out the lower forepeak," Fos­ their galley gang, reports meeting ter says, "but since we had a load chairman Dick Grant. "All hands of horses aboard, we went on to agree," he says, "that the Long Poland and delivered them before Lines is the best feeder they have putting in to Bremerhaven for re­ pairs. "There was a hearing later ever sailed on. in New York," Foster recalis, "on 4 4 4 the collision, and when they looked Crewmembers aboard the Sea- it up the books, it was found train Texas (Seatrain) recently had there was no penaity for hitting a to survive part of their last trip lighthouse." �Page Twenty SflAFARERS ''•'.A Ftbruves 19, 196» LOG, Pause In Bombay Notify Union On LOG iMaii As Seafarers know, copies of each issue of the SEAFARERS LOG are mailed every two weeks to all SIU ships as well as to numerous clubs, bars and other overseas spots where Seafarers congregate ashore. The procedure for mailing the LOG involves calling all SIU steamship companies for the itineraries of their ships. On the basis of the information supplied by the ship oper­ ator, four copies of the LOG, and minutes forms are then air­ mailed to the agent in the next port. Similarly, the seamen's clubs get various quantities of LOGs at every mailing. The LOG is sent to any club when a Seafarer requests it by notifying the LOG office that Seafarers con­ gregate there. As always the Union would like to hear promptly from SIU ships whenever the LOG and ship's mail is not delivered so that the Union can maintain a day-to-day check on the accuracy of its mailing lists. STEEL MAKER—(Isthmian), Feb. 1 —Chairman, A. Miglio; Secretary, F. Rodriguez. Ship's delegate reported that there are no beefs and every­ thing is ship-shape. $20 in ship's fund. Seafarers aboard the Steel Maker (Isthmian) found it was reunion time when they stopped at Bombay recently and found several old friends in port from other SlU-manned ships in the harbor. Relaxing at the Bombay Seaman's Club are (l-r) M. McKinny, D. Keith, V. Hopkins, all from the Steel Maker, and Seafarer T. Dooly. LOG-A-RHYTHM: Aren't We All By Paul R. Albano The following Log-a-Rhythm was sub­ mitted by pensioner Paul R. Albano who sailed in the deck department until his retirement in 1961. I heard two people speak one day. One was young, the other grey. "Some are good, some are bad." They can't all be bad' my lad. Look at me, I've lived some years I've not had all joy, nor tears. I'm not what you would call pure I know that I could stand some cure. But when there is nothing at stake Anyone can make a mistake." The lad replied, nothing on his mind, "Writing is the best job I can ' find. Seafarer Gets Answers To Messages In Bottles CANTIGNY (Cities Service), Nov. 23 —Chairman, Andrew A. Thompson; Secretary, C. A. Murrah. Brother An­ drew Thompson was elected to serve as ship's delegate. No beefs report­ ed by department delegates. BANGOR (Bermuda Shipping), Dec. 12—Chairman, D. Dickinson; Secre> tary E. Villasol. Brother Villasol was elected to serve as ship's delegate. $10.00 in ship's fund. No beefs re­ ported by department delegates. ; ; - • ' 'I Seafarer James Balmy, who recently got off the Transglobe (Hudson Waterways), has a surprise for his doubting SIU shipmates who keep kidding him about his pastime of throwing sealed bottles with^ messages inside over the side send him a postcard telling where while his ship is in mid-ocean. the bottle was retrieved. In order to convince his Union brothers that it is possible to get a reply from a message in a bottle, Balmy has sent the LOG a letter he received from Tralee, Ireland which enclosed a scrap of paper he tossed overboard last Sep­ tember. Balmy is willing to agree that communicating by floating bottle will never beat the prompt service of a wireless message or the U.S. mails. In the particular letter he received from Ireland, there was over a two month lag before it was retrieved in the Emerald Isle. Three Per Trip A veteran engine department member, Balmy has been sailing with the SIU since 1951, and has My girl says I'm merely cute. been throwing at least three bot­ This I said, 'Let's not dispute. tled messages over the side on I'm writing life as I see it every trip he has made since he went to sea. He isn't particular There is nothing more to it.' about the kind of bottle he picks to float his messages. The piece I said before, as I have read, of paper Inside the bottle carries 'Some are good and some are bad.' his name, home address, position And as the old man once said, of the ship, the date and time, as "It is not really so, my lad." weli as a request that the finder For the benefit of his critics. Balmy estimates that he has thrown about 50 bottles overboard, and has received nine answering cards in return. His iatest success occurred when he was aboard the Transglobe bound from Bremerhaven to New York. Faulty Cork The finder, one Richard Stack of County Kerry, Ireland, wrote that he fished Balmy's bottle out of Ballymaequin Strand in Tralee on November 10, 1964. Stack also wrote he had trouble recognizing the writing in the message since the bottle's cork had slipped out, and the paper had gotten wet. Faulty corks, according to Balmy, are one of the inevitable hazzards of communicating by floating bottles. WESTERN PLANET (Western Tank­ ers), Jan. 3—Chairman, Mathew Guidera Secretary, Alexander Brodie. Brother Alexander Zagala resigned as ship's delegate and Brother Mathew Guidera was elected to serve in his place. Donations requested for ship's fund. No beefs. Everything going along smoothly. Ship should be fu­ migated. Vote of thanks to the stew­ ard department. YOUR SIU SHIP'S LIBRARY ALCDA TRADER (Alcoa), Jan. 17— Chairman, E. Ciccato; Secretary, C. Ortiz. No beefs and no disputed OT. Captain complimented entire crew. Vote of thanks to the steward depart­ ment for a job well done. DEL NDRTE (Delta), Feb. 5—Chair­ man, James L. Tucker; Secretary, Bill Kaiser. Ship's delegate extended a vote of thanks to the crew for their cooperation. Some disputed OT in en­ gine and steward departments. $110.83 in ship's fund and $307.02 in movie fund. No beefs reported by depart­ ment delegates. PENN CHALLENGER (Penn Ship­ ping), Jan. 13—Chairman, Robert H. Bell; Secretary, Y. McMillan. Soma disputed OT in deck department to bo taken up with boarding patrolman. NEW JERSEY (Seatrain), Jan. 24— Chairman, Harry Singleton; Secretary, William Feil. No beefs and no dis­ puted OT reported by department delegates. New ship's delegate will be elected after payoff. Seafarer James Balmy of­ fers his SIU critics proof that messages in bottles can bring a reply as he holds a letter from Ireland which came as a result of his floating correspon­ dence. While Balmy's bot­ tled mail system is by no means speedy, he says that he has received nine replies to date. STEEL CHEMIST (Isthmian), Jan. 23 —Chairman, Dominick H. Brancorcio; Secretary, Dominick H. Brancorcio, $20 in ship's fund. Some disputed OT in deck department. Vote of thanks extended to ship's delegate and stew­ ard department. MAIDEN CREEK (Waterman), Jan. 19 —Chairman, J. M. Lennon; Secretary, K. Balf. $6.50 in ship's fund. Deck department beef and disputed OT in deck and steward department to bo taken up with patrolman. Motion that ships going to Middle East and Far East should carry at least 4 months supplies because it is impossible to buy certain Items in this part of the world. Also, ships on this run should carry more traveler's checks for draws. FLORIDA STATE (Everglades), Feb. 8—Chairman, R. Kaduck; Secretary, A. Gonzalez. Brother Curtis Ducote was elected to serve as ship's dele­ gate. Discussion regarding transporta­ tion. Matter will be referred to patrol­ man at payoff. $12.14 in ship's fund. If any SIU ship has no library or heeds a new supply of books, contacf any SIU hall. EAGLE TRAVELER (Sea Transport), Feb. 3—Chairman, H. L. Meacham; Secretary, C. M. King. Beef regarding delayed sailing will be referred to patrolman. Brother H. L. Meacham was elected to serve as ship's dele­ gate. Discussion on quality of food. Wire Union requesting food plan rep­ resentative to check. GLOBE CARRIER (Maritime Over­ seas), Jan. 2—Chairman, F. William Barth; Secretary, J. Davies. Every­ thing is running smoothly. Discussion on wages and raise, to be discussed with patrolman. Motion that all eligi­ ble members of the Union receive the same welfare benefits, including ma­ ternity and hospital benefits, no mat­ ter what country their family may live in, and that this motion be brought to a vote at membership meetings. VAKA (Waterman), Jan. 18—Chairman, Mel Ward; Secretary, R. Eisenteager. Brother Ray Kroupa was elect­ ed to serve as ship's delegate. Ship sailed short one deck maintenance. No beefs reported by department del­ egates. MONTHS ST. LAWRENCE (DIga Konow), Jan. 31—Chairman, J. Kellogg; Secretary, R. Paschal. No beefs and no disputed, OT reported. CANTIGNY (Cities Service), Jan. 24 —Chairman, J. Brown; Secretary, A. Hebert. Some disputed OT in deck de­ partment to be referred to patrolman. Discussion regarding food. Ship is not receiving LOGS. ELIZABETHPDRT (Sea-Land), Feb. 8 —Chairman, Pedro Perez; Secretary, Al Whitmer. Ship's delegate reported that everything is running smoothly except for ventilation beef in engine department which will be referred to patrolman. Vote of thanks to the en­ tire steward department for a job well done. EVERY HALCYDN PANTHER (Halcyon), Jan. 24—Chairman, E. B. Hardcastle; Sec­ retary, Frank Kustura. Crew will ba laid off if vessel is in over ten days. No major beefs or disputed OT re­ ported. Vole of thanks to entire stew­ ard department, especially to Brother Les Burnett, chief cook, and Brother Charles Locke, the baker. GENEVA (U.S. Steel), Jan. ID—Chair­ man, S. Furtado; Secretary, Antonio Alfonso. Brother 3. Furtado was elect­ ed to serve as new ship's delegate. Discussion on safety meeting. All hands requested to attend. No beefs reported by department delegates. COTTONWOOD CREEK (Bulk Trans­ port), Dec. 21—Chairman, W. L. Ever­ ett; Secretary, W. Karpiak. No beefs and no disputed OT reoorted by de­ partment delegates. Ship's delegate to see patrolman about repairs. MADAKET (Waterman), Jan. 9 — Chairman, Gilbert G. Parker; Secre­ tary, Vincent J. Fitzgerald. Ship's delegate reported that everything is running smooth y w.ih no beefs. SEATRAIN TEXAS (Seatrain), Dec. 28—Chairman. J. Cole; Secretary, K. J. McCullough. Brother D. J. Leberle was elected to serve as new ship's delegate. Passageways on main deck and superdeck are dangerous because of obstacles and poor lighting. Safety Committee, please note! Lengthy dis­ cussion regarding cold water running from showers. Request that Union no­ tify crewmembers what proposals are being discussed with management on forthcoming union contract. HERCULES VICTORY (Marine Man­ agers), Jan. 8 — Chairman. William Logan; Secretary, "Vilfred J. r'oore. Three men taken off ship due to ill­ ness. Letter sent to Union regard same. No beefs reoorted by deoartment delegates. Shortage of vvater during voyage. Some repairs have not been completed. Discussion on con­ serving coffee.ffi STEEL ADVOCATE (Isthmian), Dec. 8—Chairman, A. Case; Secretary, G. Veach. One man missed ship in New Orleans. Brother N. Lomas was elect­ ed to serve as new ship's delegate. Crew requested to keep door to engine room portside closed at all time. PDTDMAC (Oriental Exporters), Jan. Also to come to messroom in clean 25—Chairman, Edward Riggs; Secre-. clothes. tary, Andy C. Noah. Disputed OT re­ ported in deck and engine depart­ SAN FRANCISCO (Sea-Land), Jan. ments. Ship's delegate was requested 17—Ciairm- . 11::.-aid .). MrConnell; to hold job until arrival in U.S. Secretary, Roger L. Hall. $7.44 in ship's fund. $21.86 spent for TV re­ CHATHAM (Waterman), Jan. 24— pairs. No beefs reported by depart­ Chairman, C. Hendricks; Secretary, ment delegates. Brother Roger Hall Sidney Garner. Brother Clyde Jernigan was elected to serve as ship's treas­ was elected to serve as ship's dele­ urer. Question on oiler's watches in gate. No beefs and no disputed OT port, to be taken up with patrolman reported. for clarification. �SEAFAkt'ki IMnutr W* INi Pace TwMrOHft' tVG SIU Bosun's Pet Cheetah Spells T-R-O-U-B-L-E Seafarer Douglas (Smiley) Claussen has some timely advice for any of his SIU brothers who decide to get a Jungle cat for a pet when their ship hits port in a tropical country. According to Claussen, the first thing a Seafarer should do before getting any grandiose dreams about bringing up one of those tawny-coated, sharp-' 160 miles inland, he reached a cheetah were soon trying to get clawed Jungle felines. Is to village where the inhabitants at each other, and Claussen had I?- check hack In his home port to see how the wife takes to the idea. Smiley Claussen, who last shipped as bosun, is a man who speaks from experience—some of which is amusing, but more of it disappointing enough to turn a less good humored man bitter. His story started peacefully when he bought a young cheetah in Africa, but by the time he felt the backlash of his neighbors* frightened reaction to the cat in New Orleans, he decided to nick­ name it "Trouble." SIU bosun Douglas (Smiley) Claussen's pet cheetah "Trouble," basks in the sun on the deck of the Gulfwater with his master (left) and James Franklin, deck maintenance. SIU crewmembers on the ship didn't mind the cheetah's presence, but Claussen's neighbors in New Orleans raised such a ruckus that the bosun was forced to hand his pet jungle cat over to the city zoo. PILOT ROCK (Columbia), Jan. 10— Chairman, Bill Jarvis; Secretary, T. 6. Beatrous. Disputed OT in decK and steward departments. Letter to be handed to patrolman regarding stor­ ing of ship. Ship needs to be fumi­ gated. PETROCHEM (Valentine Chemical), Dec. 6—Chairman, Antonio Oreo; Sec­ retary, Frank S. Paylor. No beefs and no disputed OT reported by depart­ ment delegates. Discussion on hav­ ing more fresh milk put on for unli­ censed personnel. , EAGLE VOYAGER (United Maritime), Jan. 3—Chairman, V. Genco; Secra tary F. Israel. $22.33 left in ship's fund. Vote of thanks to the steward department for the exceptionally fine Christmas dinner. Vote of thanks to the ship and engine delegates and to the 1st engineer for acquiring and installing new antenna and rotor. thanks to the steward department for the good Thanksgiving and Christmas dinners. ERNA ELIZABETH (Albatross). Chairman, L. Clark; Secratary, C. Kaust. Brother L. Clark was elected to serve as ship's delegate. Beef re­ garding preparation of chow. ERNA ELIZABETH (Albatross), Jan. 24—Chairman, N. Bryant; Secretary, C. Kaust. Discussion about bad chow. Delegate to see patrolman about same. Some disputed OT in engine department. STEEL ROVER (Isthmian), Jan. 10— Chairman, Harry M. Dang; Secretary, Harry Huston. No beefs reported. Everything is running smoothly. $27.35 in ship's fund. Vote of thanks to the steward department, especially for the fine holiday dinners which were set up on short notice. Martin Henry, OCEANIC WAVE (Trans World Ma­ rine), Jan. 12—Chairman, J. C. Stew­ art; Secretary, I. C. Brown. Some dis­ puted OT in deck and engine depart­ ments. One man was hospitalized in India. Letter was sent to headquar­ ters suggesting some contract changes. Motion made that a payoff be made before the sign-on and that the patrolman see that a sufficient amount of money be carried on ship to guarantee draw. Vote of thanks to entire steward department for wellprepared food. PENMAR (Calmar), Jan. 10— Chair­ man, Irwin Moen; Secretary, J. R. Marshall. Some disputed OT in deck department. Motion that all members with 15 years sea time be allowed to retire on pension, regardless of age. Motion that company put out a better grade and more of a variety of night lunch aboard ships. Vote of thanks to the steward department for a job well done, especially for the good Thanksgiving Day, Christmas Day and New Years Day menus. SUMMIT (Sea-Land), Jan. 17—Chair­ man, Stafford McCormick; Secretary, R. Hernandez. No beefs reported by department delegates Discussion on having some kind of taxi or bus serv­ ice from the Port Elizabeth Pier to the Newark Airport. Vote of thanks to the steward department for a job well done. NATIONAL SEAFARER (Windward), Jan. 8—Chairman, M. Brightwell; Sec­ retary, J. T. Leiinski. Some disputed OT reported in deck department. One oiler paid off in Freeport. f"•t: MANHATTAN (Hudson Waterways), Jan. 9—Chairman, Sam W. McDonald; Secretary, Leo Movall. Ship's dele­ gate reported that everything is going along all right with no beefs. Some disputed OT will be turned over to the patrolman at payoff. Will contact headquarters regarding restriction to the ship in Karachi. Letter sent to the Union about the manning scale and wages on the larger ships that the SIU has under contract. Crew request better grade of bacon be supplied to the ship. Flreman-Watertender Florian Clarke thanked the crew for their condolehces when his parents passed away. Vote of No Luck In India Claussen first decided he want­ ed a cheetah for a pet when his ship, the Gulfwater, was in India. After watching trains arrive daily from the Himalaya Mountains with cages of wild bears, all sorts of jungle cats and countless num­ bers -of Mynah birds, the SIU bosun started checking through the wild animal market in Calcutta to see what he could find. Dissatisfied with what he saw offered for sale in Calcutta, Claus­ sen became determined to head in­ land to see if he could come up with a better deal. After traveling WARM SPRINGS (Columbia), Jan. 10—Chairman, D. Mall;. Secretary, G. Trosclair. Brother James Sumpter was elected to serve as ship's delegate. $2.25 in ship's fund. Each man asked to donate 25c to build up ship's fund. No beefs reported. ALCOA MARKETER (Alcoa), Jan. 14 —Chairman, Cliff Bellamy; Secretary, Lee de Parlier. $3.20 in ship's fund. Vote of thanks to resigning ship's del­ egate for a job well done. Brother John F. Meo was elected to serve as new ship's delegate. Discussion held on the- necessity of a pay increase and broadened retirement program. No disputed OT reported. DEL SOL (Oelta), Dec. 2—Chairman, E. Koconorskj; Secretary, R. E Stough, Jr. $44.05 in ship's fund. Brother C. L. Avera was elected to serve as new ship'S delegate. No beefs reported by department delegates. OCEANIC SPRAY (Trans-World Ma­ rine), Dec. 29—Chairman, E. Nooney; Secretary, Duke Gardner. Crewmem­ bers requested to donate $1 each for ship's fund. Vote of thanks to the entire steward department for a job well done under adverse conditions. •Crew request copy of latest contract or clarifications. Chuck Carleson and George Gibbons run the galley. . WESTERN HUNTER (Colonial Tank­ ers), Jan. 17—Chairman, Lewis L. Smith; Secretary, W. T. Langford. Brother Lanford was elected to serve as ship's treasurer. Some disputed OT in engine and deck departments. COUNCIL GROVE (Cities Service), Jan. 13—Chairman, T. Moss; Secre­ tary, A. Rudnicki. No disputed OT and no beefs reported. Vote of thanks to the steward department for the fine holiday dinners. KYSKA (Waterman), Jan. 24—Chair­ man, J. Smythe; Secretary, C. L. Shirah. $2 left in ship's fund after spend­ ing $25 for floral piece for the mother of Brother M. V. Rays. Vote of thanks to each delegate for keeping harmony aboard ship. Vote of thanks to the steward department for the good chow. Vote of thanks to the chief mate, M. J. McLaughlin for taking good, care of the sick members of the crew. STEEL AGE (Isthmian), Jan. 14— Chairman, Egbert W. Goulding; Sec­ retary, Francisco Zapata. $27 in ship's -fund. Brother Charles E. 'Lee was elected to serve as ship's delegate. Vote of thanks to the steward depart­ ment for a job well done. MARGARET BROWN (Bloomfield), Dec. 13—Chairman, S. C. Hanks; Sec­ retary, R. E. Bernados. No beefs re­ ported. Everything is running smooth­ ly. Brother N. E. Pettersen was elect­ ed to serve as ship's delegate. STEEL VOYAGER (Isthmian), Nov. 1 —Chairman Edward Adams; Secre­ tary, Edward Adams. Everything is running smoothly so far. Vote of thanks' to 'the boarding patrolman in each .Atlantic and Gulf port for a job well done. Vote of thanks to the re­ tiring ,ship.'s delegate, Herman Fruge. Brother Edward Adams was elected to serve as new ship's delegate. All book members voted in the election by absentee ballot from Karachi, West Pakistan. COMMANDER (Marine Carriers), Jan. 24—Chairman, T. Drzewicki; Sec­ retary, R. Dedlicatoria. Ship's dele­ gate resigned with a vote of thanks. Brother T. Drzewicki was elected to serve as new ship's dele-_ gate. Clean payoff at Newport News. No beefs . reported by department delegates $6.10 in ship's fund. Gen­ erous contribution from all hands for flowers and cash sent to family of departed and beloved Chief Engineer Burke. MIDLAND (Clearwater), Jan. 17 — Chairman, Clark Medley, Jr., Secretary, Donald Ray Brown. " Ship will be laid up. Little disputed OT in deck and engine departments. Chief cook was taken off ship at. Suta Bay, Crete, be­ cause of illrless. Vote of thanks to the steward department for a job well done. TRANSERIE (Hudson Waterways). Jan. 17—Chairman, Andrew C. Reed; OVERSEAS ROSE (Maritime Over­ Secretary, Tobias Ford. Vote of thanks seas), Jan. 17—Chairman, John Dunne; to the entire steward department for ' Secretary, Stanley Schuyler. Brother putting out excellent chow through­ ; Tom Matineau was elected to serve out the voyage. Shib to be fumi­ as ship's delegate. $30 In ship's fund. gated for rats and roaches. • No beefs reported. -m .m-ta m caught jungle cats for traders dealing in wild animals. While waiting to see if the vil­ lagers could find him a cheetah, Claussen witnessed the destructive viciousness of a cunning, wild cat who lived in the jungle beyond the high wooden barricade that pro­ tected the village. Every night, this hungry, ferocious beast would creep to the edge of the jungle and start crying. The noises would attract the village dogs who would chase the big cat back into the jungle. Once the fierce feline was deep enough into the jungle, it would whirl around, fall upon the nearest dog and quickly devour it. Claussen didn't let the savage feeding habits of this wild cat put a dent in his desire to get a cheetah for himself. He became somewhat discouraged when he was told that there were no jungle cats for sale because their breed­ ing season had occurred some months before. However, he got his hopes up again when the Gulf­ water dropped anchor at Djibouti a few weeks later. Music-Making Hunters The big bosun started asking around the port about the possi­ bility of buying a cat, and was soon directed to a group of natives. He reports that as soon as they heard what he was looking for, the group started beating on the fend­ ers of a truck, and after making their music for several minutes, they headed out into the bush. Returning late in the afternoon, they handed over a baby cheetah after Claussen paid them $150, the going price. Claussen's new pet was only four months old and weighed only 40 pounds when he first got him. The bosun says he had no trouble handling the cat, even though this was the first time he ever had a wild animal for a household pet. Claussen admits that he had to be careful when he played with the young cat, since it liked to scratch mischievously, although it never lost its temper and tried to bite. Cheetah's Sea Legs The~ young cheetah had no trou­ ble adjusting to shipboard life, according to Claussen. His fellow SIU crewmembers, unlike his neighbors in New Orleans, had no objections to the bosun's unusual pet. Feeding was no problem, since the cat gobbled up the meat scraps which were fed to it every day. The Gulfwater's skipiper, how­ ever, had second thoughts about letting, the cheetah on board with­ out a cage. He told Claussen to keep it in a rope locker. The ship's master explained to the bosun that he kept having a night­ mare that the cat broke loose at night and was trying to eat him in his sleep. In reality, Claussen asserts, the young cat never tried to harm anyone. The bosun had no trouble get­ ting his cheetah through customs when the Gulfwater paid off at Galveston. After building a cage to carry the cheetiA..back.to New Orleans, the bosun found that it was too big for his car, so he put his jungle pet into the back seat and started off. Disaster almost struck at a small town in east Texas when a hunter and his dog passed Claus­ sen's parked car. The dog add the momentary visions of the scene in India where the big jungle cat dined on the village dogs who were trying to chase it. However, the hunter's dog couldn't get into the car, and the cheetah couldn't squeeze out the window. Called It "Trouble" Claussen's real difficulties over the pet cheetah started when he brought it into his house in New Orleans. First, his wife began to object to the cat's presence; his landlady soon came around to make her own loud protests; and then all his neighbors joined in to add their fearful voices to the clamor. At this point, Claussen started calling his pet "Trouble," although he wouldn't budge from his intention to keep the cheetah. The SIU bosun admits that he can understand some of his wife's objections to "Trouble." The cheetah liked to lay in the back of a clothes closet and purr in, what Claussen describes as, content­ ment. Mr. Claussen, for some rea­ son, thought this was a sign that the cat was getting ready to attack. The bosun said his young son, on the other hand, got along with "Trouble" famously. Claussen recalls that whenever he walked his full-grown cat, that then weighed almost 90 pounds, his neighbors would pop their heads outside and collar their chil­ dren to get them out of the way of •what they thought was the blood thirsty, man-eating beast. Com­ plaints to City Hall evidently did no. good, since Claussen never heard so much as a word from city officials. Too Much "Trouble" Faced with what seemed to be a series of unending complaints, Claussen finally decided that the only way he could ever get peace and quiet again was to find a new home for "Trouble." He found the New Orleans city zoo was actually eager to have the cheetah, since it needed one to round out its collection of jungle eats. After assuring himself that "Trouble" would be well cared for, Claussen reluctantly handed him over to the zoo authorities. He has since heard that the zoo officials now have a new female cheetah to keep his former pet company. Claussen's final words are for SIU men who want to get a jungle cat for a pet. Before you do any­ thing else, he declares, check with the Mrs. back home. The next most important thing, he says, is a proper enclosm'e for the animal, so that, the family won't find him constantly underfoot. But, the most important thing, he reemphasizes in a despairing tone of voice, is a wife who loves animals. �' Pitre^tw^dfir>fw# SEAFARERS' tOO SIU AMBXVAXJS auit Know Your Rights All of the following SIU families have received maternity benefits from the Seafarers Welfare Plan, plus a $25 bond from the Union in the baby's name: Joyce Culbretta, born January 5, 1965, to the James L. Cuibreths, Mobile, Ala. i i 4i Juan Alvarez, born December 80, 1964, to the Ranulfo D, Alvarezs, Baltimore, Md. 3» i" SJI Claude Villapol, born November 18, 1964, to the Esteban M. Villapols, Baltimore, Md. Xochitl Gatica, born December Elizabeth Aversano, bora De­ cember 6, 1964, to the Michael 24, 1964, to the Rodolfo Gaticas, Galveston, Texas. Aversanos, Islip, N.Y. 4 4 4 4 4 4 4 4 4 4 4 4 t 4 4 4 4 4 4 a. t. 4 4 4 4 4 4 4« 4» 4 4 4 4 4 4 t t 4 4 4 4 4 4 4" Melissa Dove, born November DeLinda Jo Cannon, bora De­ 24, 1964, to the Alton Doves, Glen- cember 6, 1964, to the Ear H. Cannon, Hopewell, Va. dora, Calif. Robert Kent, born December Marshall Morrow, bora Novem­ ber 28, 1964, to the Robert L. 16, 1964, to the Elkin Kents, New Orleans, La. Morrows, Winnsboro, La, Thomas Zehme, born December Torey Joseph Bennett, born Kent Anthony Taylor, bom De­ cember 5, 1964, to the Ulger J. 2, 1964, to the Gerald Zehmes, January 11, 1965, to the Bobby G. Chicago, 111. Bennett, Manlstiqu^, Michigan. Taylors, New Orleans, La. fi. Richard Scherlitz, bora Decem­ Raymond Timothy Brown, bora Trevell Robertson, born Novem­ ber 4, 1964, to the Trevor L. ber 2, 1964, to the Richard Scher- December 13, 1964, to the Ray­ litzs, Wyandotte, Mich. mond T. Browns, New Orleans, La. Robertsons, New York, N.Y. Tanya Lynn DeLosReyes, bora Leonard Joseph Lipari, born Enid Del Valle, born January 5, 1965, to the Bartolome Del Valles, November 4, 1964, to the Jesup De January 24, 1965, to the Antonio LosReyes, Jr., New Orleans, La. Liparis, Brooklyn, N.Y. Rio Piedras, P.R. ' i Michael Horace Hutchinson, Stephanie CarrCon, born Octo­ Mary Jill Harrison, born Decem­ ber 20, 1964, to the Alfonso Car- bora December 14, 1964, to the ber 25, 1964, to the Richard Horace C. Hutchinson, Pennsville, William Harrisons, Hudson, Wis­ reons, Jr., Texas City, Texas. N.J. consin. 4" 4 4" Jerl Ann Bonvillain, born De­ The deaths of the following Seafarers have been reported cember 14, 1964, to the Dudley A. to the Seafarers Welfare Plan (any apparent delay in payment Bonvillains, Lockport, La. of claims is normally due to late filing, lack of beneficiary 4» 4 4" Robin Jourdain, born December card or necessary litigation for the disposition of estates) t 3, 1964, to the Ronald Jourdains, Charles T. Morrison 76: Brother Robert L. Booker, 56: Brother Baltimore, Md. Morrison died Aug. 20, 1964, in Booker died Sept, 20, 1964, in 4 4. 4 the New York Houston, Texas, Pete Paul Torres, bora October Polyclinic Hospi­ of accidental 11, 1964, to the Pete Torres, Texas causes. A mem­ tal of natural "City, Texas. ber of the Union causes. A mem­ 4 4 4 since 1946, he ber of the Union Tommy Phllpot, born July 3, sailed in the en­ since 1943, he 1964, to the Larry Philpots, Hous­ gine department. sailed in the ton, Texas. He is survived by steward depart­ 4 4 4 his friend. Ruby ment until he re­ Debra Elaine Lounds, born De­ Henderson. Buri­ tired in 1958. He cember 2, 1964, to the Dwaine E. al was in the is survived by his Lounds, Sault Ste Marie, Mich. wife, Mrs. Caroline N. Morrison. Fitzgerald Cemetery, Fitzgerald, Burial was in the Mt. Lawn Ceme­ Ga. tery, Darby, Pa. 4 4 4 Robert McLachlan, 64: Brother 4 4 4 Charles U. Adams, Jr., 54: McLachlan died of a heart attack Ex-Pacific Thunder Crewmembers Brother Adams died Aug. 14, 1964, on Sept. 3, 1964, in the Chicago Checks for the following listed in the John USPHS Hospital. men are being held by Schwartz Hopkins Hospi­ A member of the and Lapin law offices, 310-317 tal, Baltimore, SIU Great Lakes West Building, 817 Main at Walk­ Md., of heart District since disease. A mem­ er, Houston 2, Texas: 1961, he sailed in ber of the SIUJoseph Rohwedder, Edward D. Inland the engine de­ Boat­ Leger, Edwin E. Echols, Rafael men's partment. Sur­ Union Vannasse, Rudolph Gaillis, Harold since 1956, he viving is his wife, G. Hart. Mrs. Anna Mc­ sailed as a Lachlan. Burial was in the All 4 4 4 bargeman. He is survived by his wife, Mrs. Marie Saints Cemetery, Des Plaines, 111. Steve Giavasis You are a.sked to contact Miss E. Adams. Burial was in the St. 4 4 4 Kariakoula Giavasis, at 72-49 45th Stanislaus Cemetery, Baltimore, Joaquin Miniz, 65: A stomach Avenue, Woodside, N.Y. Your Md. disorder was fatal to brother 4 4 4 father is ill. Miniz on Sept. Otis Gllles, 57: Brother Gilles 9, 1964, at his 5" 4 4 died Sept. 14, 1964, in the Gal­ home in MiagaoGeorge E. Willey veston USPHS 11 o i1 o, Philip­ Your brother Azel A. Willey Hospital of pines. A mem­ would like you to get in touch natural causes. A ber of the union with him immediately at Charity member of the since 1942, he Hospital, Ward 1113, New Orleans, SIU Inland Boat­ sailed in the La. men's Union deck department 4 4 4 since ^ March, until he retired Elwood Sterner 1964, he sailed as to the Philip­ Your sister would like you to a pilot. He is sur­ pine Islands in 1963. He is sur­ notify her of your present address. vived by his wife, vived by his wife, Mrs. Rafaela Contact her at Black Rock Road, Helen Gilles. Miniz. Burial was in the Roman Upperco, Md. Burial was in the Forest Park Catholic Cemetery, Miagao, Phil­ 4 4 4 Cemetery, Houston, Texas. ippines. Grady E. Watson 4 4 4 4 4 4 Your sister, Mrs. Carl L. Hass Hazel Thompson, '56: Brother Samuel Nathaniel Doyle, 44: would like you to contact her as Thompson died Aug. 23, 1964, of Brother Doyle died Oct. 1, 1964, soon as possible. injuries received in Moorehead 4 4 4 when struck by a City, N.C., of Income Tax Refund Checks car in Mobile, accidental causesr Income tax Refund checks are Ala. A member A member of the being held for the following SIU of the engine deSIU since 1945, members by Jack Lynch, Room p a r t m e n t, he he sailed in the 201, SUP Building, 450 Harrison joined the Union steward depart­ Street, San Francisco 5, Calif.: in 1939. He is ment as chief steward. He is Alexander Ansaldo; Charles Bush; survived by his Jerry survived by his Orla S. Bushold; Ralph E. Groot son, wife, Mrs. Jeanne (2); Eigil E. Hjelm; Willard R. Thompson, and Layton; Potenclano Paculba; Wong his daughter, Mary Evelyn Cole. Doyle. Burial was in the Saint Charles Cemetery, Pinelawn, N.Y. M. Sing; (3).and Harold Thpmsen. Burial was in Crestview, Fla. ' »as Peinw n; IMI FINANCIAL RIPORTS. Th« conitltutlon of tho SIU AtUnUe. OuU. Lakoe and Inland Watera District m'akai spsclflo provision for safeguarding the membership's money and Union finances. The constitution requires a detailed CPA audit every three months by a rank and file auditing committee elected by the membership. All Union records are avaUable at SIU headquarters in Brooklyn. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered In accordance with the provisions of. various trust fund agreements. All these agreements specify that the trustees in charge of these funds shaU consist equaUy of union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPINO RIOHTg. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and avail­ able in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified maU, return receipt requested. The proper address for this is: Earl Shepard. Chairman. Seafarers Appeais Board 17 Battery Place, Suite 1930. New York 4. N.Y. Full copies of contracts as referred to are avaiiable to you at all times, either by writing directly to the Union or to the Seafarers Anpeais Board. CONTRACTS. Copies of aU SIU contracts are available In aU SIU haUs. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obiigations. such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port •gent. BDITORIAL POLICY—SEAFARERS LOG. The LOO has traditionaUy refrained from pubiishing any articie serving the poiitical purposes of any Individual In the Union, officer or member. It has also refrained from pub­ lishing articles deemed harmful to the Union or its collective membership. This established poUcy has been reaffirmed by membership action at the September, 1960, meetings in ail constitutional ports. The responsibility for LOG policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among Its ranks, one individual to carry out this responsibility. PAYMENT OP MONIES. No monies are to be paid to apyone in any official capacity In the SIU unless an official Union receipt Is given for same. Under no circumstance should any member pay any money for any reason unless he Is given such receipt. In the event anyone attempts to requlro any such payment be made without supplying a receipt, or if a member is required to make a payment and Is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the SEAFARERS LOG a verbatim copy of its constitu­ tion. In addition, copies are available in all Union hails. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. RETIRED SEAFARERS. Old-time SIU members drawing disablUty-penslon benefits have always been encouraged to continue their union activities, including attendance at membership meetings. And like all other SIU mem­ bers at these Union meetings, they are encouraged to take an active roia In ail rank-and-file functions, including service on rank-and-file committees. Because these oldtimers cannot take shipboard employment, tho membership has reaffirmed the long-standing Union policy of allowing them to retain their good standing through the waiving of their dues. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in tho contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against Jjecause of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATIONS. One of the basic rights of Seafarers is the right to pursue legislative and political objectives which will servo the best interests of themselves, their families and their Union. To achieve these objectives, the Seafarers Political Activity Donation was established. Donations to SPAD are entirely voluntary and constitute the funds through which legislative and poiitical activities are conducted for the benefit of the membership and the Union. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or Information, he should Immediately notify SlU President Paul Hall at headquarters by certified mall, return receipt requested. AFL-CIO Radio and Television Public Service Programs I f ; �Felmuuir 19, 1969 SEAFAREftS Hawser Artist Membership Meetings UNION SlU Atlantic, Gulf, Lakes & Inland Waters PRESIDENT Paul Hall EXECUTIVE VICE-PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey WilUams A1 Tanner Robert Matthewa SECRETARY-TREASURER A1 Kerr HEADQUARTERS REPRESENTATIVES Bill Hall Ed Mooney Fred Stewart BALTIMORE 1216 E. Baltimore St. Rex Dickey. Agent EAstern 7-4SpO BOSTON 177 State St. Efl Riley. Agent Richmond 2-0140 DETROI1 1022S W. Jefferson Ave. Vlnewood 3-4741 HEADQUARTERS ....67S 4th Ave., Bklyn HYacinth S-6600 HOUSTON 5804 Canal St. Paul Drozak. Agent WAlnut 8-3207 JACKSONVILLE 2608 Pearl St.. SE., Jax William Morris, Agent ELgin 3-0987 MIAMI 744 W. Flagler St. Ben Gonzales, Agent ... FRanklin 7-3564 MOBILE 1 South Lawrence St. Louis Neira, Agent HEmiock 2-1754 NEW ORLEANS 630 Jackson Ave. Buck Stephens, Agent Tel. 529-7546 NEW YORK 675 4th Ave., Brooklyn HYacinth 9-6600 NORFOLK 115 3rd St. Gordon Spencer, Acting Agent .. 622-1892 PHILADELPHIA 2604 S. 4th St. . -hn Fay. Acting Agent DEwey 6-3818 SAN FRANCISCO 350 Freemont St. Paul Gonsorchik, Agent . DOuglas 2-4401 T^rank Drozak. West Coast Rep. SANTURCE PR .. 1313 Fernandez Juncos Stop 20 Keith Terpe, Hq. Rep Phone 723-8594 SEATTLE 2505 let Ave. Ted Babkowski, Agent MAin 3-4334 TAMPA 312 Harrison St. Jeff GiUette, Agent 229-2788 WILMINGTON, CaUf 505 N. Marine Ave. Frank Boyne, Agent .. . TEkminal 4-2528 SlU-AGLIWD Meetings 'SAULT £TE. MARIE ....1086 Maple St. Wm. J. Lackey, Agent ..MEb-ose 2-8847 Rivers Section ST. LOIHS, MO 809 Del Mar L. J. Colvis, Agent CE 1-1434 PORT ARTHUR, Tex 1348 7th St. Arthur Bendheim, Agent Regular membership meetings for members of the SIU Atlantic, Gulf, Lakes and Inland Waters District are held regularly once a month on days indicated by the SIU Constitution, at 2:30 PM in the listed SIU ports below. All Seafarers are expected to attend. Those who wish to he excused should request permission by tele­ gram (be sure to include registration number). The next SIU meetings will he: New York March 8 Detroit March 12 Philadelphia March 9 Houston March 15 Baltimore March 19 New Orleans March 16 Mobile March 17 RAILWAY MARINE REGION HEADQUARTERS ... 09 Montgomery St. Jersey City 2. NJ HEnderson 3-0104 REGIONAL DIRECTOR G. P. McGinty ASSISTANT REGIONAL DIRECTORS E. B. Pulver R. H. Avery BALTIMORE....1216 E. Baltimore St. EAstern 7-4900 NORFOLK lis Third St. 622-1892-3 PHILADELPHIA. 2604 S. 4th St. DEwey 6-3818 t 4" i West Coast SIU-AG1.IWD Meetings United Industrial Workers BALTIMORK 1216 E. Baltimore St. EAalern 7-4900 276 State St. Richmond 2-0140 HEADQUARTERS 675 4th Ave., Brooklyn HYacinth 9-6600 HOUSTON 5804 Canal St. WAlnut 8-3207 JACKSONVILLB 2608 Pear! St. SB ELgin 3-0987 MIAMI 744 W. Flagler St. FRanklin 7-3564 MOBILE 1 S. Lawrence St. HEmiock 2-1754 NEW ORLEANS .......630 Jackson Ave. Phone 529-7546 NORFOLK 115 Third St. Phone 622-1892-3 PHILADELPHIA 2604 S. 4th St. . DEwey 6-3818 TAMPA 312 Harrison St. Phone 229-2788 BOSTON Exhibiting the skill of a born lasso artist, SlU railtugman Thomas Reilly hurls a hawser to dock a car float at Jersey City, N.J. Reilly, who is a veteran member of the SlU Railway Marine Region, sails in the deck department on Penn­ sylvania Railroad tugs. Great Lakes SECRETARY-TREASURER Fred J. Farnen ASSISTANT SECRETARY-TREASURER Roy Boudreau ALPENA 127 River St. EL. 4-3616 BUFFALO, NY 735 Washington TL 3-9259 CHICAGO 9383 Ewing Ave. So. Chicago, HI. SAginaw 1-0733 CLEVELAND 1420 West 25th St. MAin 1-5450 DULUTH 312 W. 2nd St. RAndolph 2-4110 FRANKFORT, Hlch 415 Main St. Mail Address: P.O. Box 287 ELgin 7-2441 HEADQUARTERS 10225 W. Jefferson Av. River Rouge 18, Mich. Vlnewood 3-4741 All hospitalized Seafarers would appreciate ihail and visits whenever possible. The followii^ is the latest available list of SIU men in the hospital: USPHS HOSPITAL STATEN ISLAND, NEW YORK Emmett Avery Thomas Lowe E. Constantiniois M. Makatancy Daniel Couaney Carlos Mojica Rafael Cuevas Lauri Dttelin Joseph Czech George Pitour Wilson Davis Winford Powell Stanley Friedman '<''inston Penny Kenneth Gainey Charles Rozea NATIONAL DIRECTOR Albino Gomes Victor Sanabria Robert Matthews Julio Gonzalez Gerald Schartel GREAT LAKES AREA DIRECTOR Ali Hubabi Henry Sieber Pat Finnerty E. L. Jennings Robert Stewart Ivan Trakov BALTIMORE ....1216 E. Baltimore St. Charles Johnson .EAstern 7-4SOO Eric Johnson Fred Travis BOSTON 276 State St Albert KarczevrskI Richard Waters .Richmond 2-0140 Fox Lewis, Jr. Bernard Zeller Inland Boatmen's Union HEADQUARTERS 675 4th Ave., Brooklyn HYacinth 0-6600 HOUSTON 5804 Canal St. WAlnut 8-3207 JACKSONVILLE 2608 Pearl St.. SE, Jax ELgin 3-0987 MIAMI ..744 W. Flagler St FRanklin 7-3S64 MOBILE 1 South Lawrence St HEmiock 2-1754 NEW ORLEANS 630 Jackson Ave Tel 529-7.546 NORFOLK 115 Third St. Tel. 622-1892-:PHILADELPHIA 26U» S 4th St DEwey 6-3838 TAMPA 312 Harrison St Tel. 229-2788 USPHS HOSPITAL BRIGHTON, MASSACHUSETTS Stanley Cieslak William Powers Gilbert Edwards C. Valladares, USPHS HOSPITAL SAN FRANCISCO, CALIFORNIA Boleslav J. Dzelak Charles W. White George C. Foley Paul L. Whitlow Wm. H. MacArthur Calvin J. Wilson USPHS HOSPITAL SEATTLE, WASHINGTON M. Dikun W. A. Oswinkle Carl Jensen Jr. H. D. Silverstein H. V. Keane B. W. Spear M. Klepeis GREAT LAKES TUG S DREDGE REGION U n REGIONAL DIRECTOR Robert Jones Dredqe Workers Section ASSISTANT DIRECTOR Harold F. Yon BUFFALO 94 Henrietta Ave. Arthur Miller. Agent TR 5-1536 CHICAGO 2300 N. KimbaU Trygve Varden, Agent ALbany 2-1154 CLEVELAND 1420 W. 25th St. Tom Gerrity, Agent 621-5450 DETROIT 1570 Liberty Ave. Lincoln Park, Mich. Ernest Demersc, Agent DU 2-7694 DULUTH 312 W. Second St. Norman Jolicoeur, Agent RAndolph 7-6222 SAULT STE. MARIE Address mall to Brlmley, Mich. Wayne Weston. Agent. . BRimley 14-R 5 TOLEDO 423 Central St. CH 2-7753 Tug Firemen, Linemen, Oilers & Watchmen's Section ASSISTANT DIRECTOR Tom Burns ASHTABULA, 0 1644 W. Third St. John Mero, Agent WOodman 4-8532 BUFFALO 18 Portland St. Tom Burns, Agent TA 3-7095 CHICAGO 9383 Ewing, S. Chicago Robert Affleck, Agent ESsex 5-9570 CLEVELAND 1420 W. 25th St. W. Hearns, Pro-Tcm Agent MA 1-5450 DETROIT-TOLEDO 12948 Edison St. Max Tobin. Agent Southgate, Mich. AVenue 4-0071 DULUTH Box No. 66 South Range, Wis. Ray Thomson, Agent EXport 8-3024 LORAIN, O. .....>....118 E. Parish St. Sandusky, Ohio Harold Rutlisatz. Agenl MAin 6-4573 MILWAUKEE ,.'. 2722 A. So. Shore Or. USPHS HOSPITAL ' WILMINGTON, DELAWARE H. E. Thompson USPHS HOSPITAL JACKSONVILLE, FLORIDA O. M. Ames P. C. Lee J. C. Laseter A. E. Henning H. L. Grizzard A. M. KItchings R. B. Pardo W. T. Shierling USPHS HOSPITAL NORFOLK, VIRGINIA V. F. Baum Jose D. Perez Eddie S. Game Hertford B. Rico Frank Hartman Jay W. Short Raymond Miller J. E. Townsend Mitchell V. Mobley C. T. Whealton John Morgan George R. Williams USPHS HOSPITAL BALTIMORE, MARYLAND Willie Albert Julio M. Lazer Edward H. Bayne Frank Nappi Wallace Beeman Tony M. Nerosa Wallace J. Beeman Ralph Pardue Arthur Bottiho John Pastorek, Jr. Antonio Caciano Wallace Perry, Jr. Friedof Fondila James Portway Gorman Glaze Joseph Pozzuoll John Hall, Jr. OIlie Purdy Martin L. Havey Joseph Snyder Arthur F. Hiers Gustave Thobe James Helgoth Guadincio TIfiiS Edw. L. Johnson Serrando T. Trujillo Elmer Koch Kelly L. Walburn Leiand Larrimore Clyde Ward USPHS HOSPITAL FRANKFORT, MICHIGAN Pettrlna Novak USPHS HOSPITAL HOUSTON, TEXAS Nbrnian, J. Aysien_ _eu^ne. Wm. D. Jefferson August Mussman Ludolph Gailes Fred Onweneel Lamrtfar Gribbon Wm. C. Scruggs Walter A. Lawrence Malcolm Stevens J. A. Mallard, Jr. Frank Tosti USPHS HOSPITAL CHICAGO, ILLINOIS Ralph A. Butts G. H. Malinowskl Leo Entringer Mathew O'Hara Algot Frederickson James Riley Ted Galazcn Alton W. Wahlln^ Wm. S. Garvin Carl West Paul Lacy John Zee John J. Madar USPHS HOSPITAL NEW ORLEANS, LOUISIANA Henry D. Adams William J. McKay C. D. Anderson Joe Vernon Martin Harold Barletter Phillip C. Mendoza Howard A. Bergine Paul Hebert Accurso Bonti Leon M. HInson Phillip E. Broodus Benjamin Huggins Jack B. Cheamie Justice P. Hughes Clarence A. Christ Daniel A. Hutto M. E. Crawford Walter Jarrett C. W. Cunningham Harold L. Justice Celestlne DeSouza Irvy P. Keller Cleo L. Dupree Howard J. Knot Oliver S. Flynn Robert J. Laiche Marshall Foster Gerald H. Navarre Chadbourne Gait Leon J. Penton Nils E. Gronberg John Psilos Stanton L. Grico James J. Redden William H. Hamby P. I. Scanlan Hamilton Sebum Otis J. Harden Chester J. Seymour Wade B. Harrell Carle 0. Harris H. Leonard Shaw Walter H. Harris Daniel W. Sommer Charles M. Lambert Jose A. Tables Luke LeBlanc Dale Williams Lawyer M. McGrew USPHS HOSPITAL FORT WORTH, TEXAS Benjamin Deibler Abraham Mander Abe Gordon Max Olson Thomas Lehay J. Thibodeaux SAILORS' SNUG HARBOR STATEN ISLAND, NEW LORK Daniel Gorman Thomas Isaksen A. Gutierrez William Kenny VA HOSPITAI. SIU headquarters has issued the following schedule for the monthly informational meetings to be held in West Coa.st ports for the benefit of Seafarers shipping from Wilmington, San Francisco and Seattle, or who are due to return from the Far East. All Seafarers are expected to attend these meetings, in accord with an Executive Board resolution adopted in December, 1961. Meet­ ings In Wilmington are on Monday, San Francisco on Wednesday and Seattle on Friday, starting at 2 PM local time. Wilmington San Francisco Seattle February 24 February 26 March 22 April 19 March 24 March 26 4 4 4 Great Lakes SIU Meetings Regular membership meetings on the Great I.akes are held on the first and third Mondays of each month in all ports at 7 PM local time, except at Detroit, where meetings are held at 2 PM. The next meetings will be: Detroit March 1—2 FM Alpena, Bnlfalo, Chicago, Cleveland, Dulnth, Frankfort, March 1—7 PM each month in various ports. The next meetings will he: Pbila March 9—5 PM Baltimore (licensed and un(Lfoensed March. 10—5.PM Houston March 15—5 PM Norfolk ....March 11—7 PM N'Orleans ..March 16—5 PM Mobile March 17—5 PM RAILWAY MARINE REGION Regular membership meetings for Railway Marine Region-IBU members are scheduled each month in the various ports at 10 AM and 8 PM. The next meetings will be: Jersey City March 15 Philadelphia March 16 Baltimore .. .... .March 17 •Norfolk .... Maa-ch 18 Detroit March 15 Milwaukee March 15 Chicago March 16 Buffalo March 16 tSault Ste. Marie ..March 17 Duluth March 19 Lorain March 19 USPHS HOSPITAL HOUSTON, TEXAS Thomas Manidn 4 4 4 United Industrial Workers PINE CREST HAVEN NURSING HOME COVINGTON, LOUISIANA Frank Martin U.S. SOLDIERS HOME HOSPITAL WASHINGTON, D.C. WiUidm Thomson' . . .. t, • i 10 9 15 17 16 • Moetlngs hold at Laoor Tamplo. Nowport Naws. t Meeting hold at Labor Temple, Sault Ste. Maria, Mich. t Meeting held at Galveston wharves. The nearly complete skeleton of a paleoparadoxia, a nine-footlong, one ton, 14 million-year-oId aquatic animal similar in appear­ ance to a sea lion, has been found at an excavation site in Palo-Alto, California. Just how deep the water was over the Palo Alto area 14 million years ago is not certain, hut most of the U.S. was submerged deep beneath the waves at one point or another during prehistoric times. The hones are presently being prepared for study at the Geologi­ cal Survey Laboratory in Menlo Park, California. The laboratory said the rare specimen was the first of its kind discovered in GREAT LAKES TUG AND DREDGE North America and only the second REGION identified anywhere, and might Regular membership meet­ well be one of the more significant ings for Great Lakes Tug and fossil discoveries on the North Dredge Region IBU memlers are American continent. scheduled each month in the vari­ The 175 paleoparadoxia bones ous ports at 7:30 PM. The next were discovered last May. meetings will he: VA HOSPITAL HINES, ILLINOIS Oscar Kvaas VA HOSPITAL ANN ARBOR, MICHIGAN Robert Asbahr VA HOSPITAL WEST HAVEN, CONNECTICUT Paul Kolesnick March March March March March Sea Beast's 4 4 4 Bones Found SIU Inland Boatmen's Union Regular membership meetings In California for IBU members are scheduled (For meeting place, contact Har­ old Ruthsatz, 118 East Parish. Sandusky, Ohio). Cleveland March 19 Toledo March 19 Ashtabula March 19 (For meeting place, contact John Mero. 1644 West 3rd Street, Ash­ tabula, Ohio). LONG BEACH, CALIFORNIA R. Arsenault Baltimore PhUadelidiia ^Houston MobUe New Orleans Regular membership meetings for UIW; members are scheduled each month at 7 PM in various ports. The next meetings will be: New Yoffk March ,8 Notify Welfare Of Changes The SIU Welfare Services De­ partment reports that it has had difficulty locating seamen's families because the seamen's enrollment or beneficiary cards have not been kept up to date. Some death benefit payments have been delayed for some time until the Seafarer's bene­ ficiaries .could be located. To avoid delays in pajmients of wel­ fare benefits. Seafarers are ad­ vised to notify the Union im­ mediately of any changes in ad­ dress, changes in the names of beneficiaries or additional de­ pendents by filling out new en­ rollment and beneficiary cards. The cards should be witnessed as a means of verifying signa­ tures. �Vol. XXVII No. 4 SEAFARERSli&LOG Fob. If 1961 OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO •fi. It is vitally important that Seafarers be famil­ iar with the mouth-to-mouth form of artificial respiration because of the nature of their work. A situation that requires artificial respiration can arise at any time. The mouth-to-mouth method is simple and easily learned. The actual technique is illustrated on this page for the benefit of Sea­ farers. Learn it—it may save a life! TOSAVEAUFE MOUTH-TO-MOUTH RESUSCITATION •Tl y-.l tl >1 I 1' '• Learn These Simple Steps—Be Ready! Tilt the head back so the chin is pointing upward. 0 Pull or push the jaw into a jutting-out position. tJ (it If there is foreign matter visible in the mouth, wipe it out quickly with your fingers or a cloth wrapped around your fingers. -vl 'l Open your mouth wide and place it tightly over victim's mouth. At same time pinch victim's nostrils •ri itl '• j'l C'l I' •I 'I- '' I ^ Or close the nostrils with your cheek. >i'l Or close the victim's mouth and place your mouth over the nose. Blow into the victim's mouth or nose. If you are not getting air exchange, recheck the head and jaw position (see drawings above). ij If you still do not get air exchange, quickly turn the victim on his side and administer several sharp blows between the shoulder blades in the hope of dislodging foreign matter. Resume breathing procedure. �•'. ...... .-v. -'• 4jm^ :kj- • 7''V:^ \-; ' n ^ •-' " •- ;, ''V ^-y.^if:. "• •••V.,,.:,,'J',7iTf'- V f. ^-ris ".I?' ?s: :5 •, o'-r '.T;^.T^ '- '•• • 7- . • .-sV^^>v^ r' :•• . . f ••*'_•< •;--. . *v- :. • -k :"'• •,; -tr • > r /br SIU Atlantic, Gulf, Lakes And Inland Waters District •y-: , . r,. •*. • • .'•'S.', •'• il S", ''- * . -T-. - • • •• r,. >.'•• ... ..-v' ^ 7/: ,^-.- ••.•.-,v,v ;,, ~ V. sy. • '• 'J'i!-i..' •. 'n'r-'- ... . .^: - - �SEAFARERS Aowlement—Pace .Two. nn CONSTITUTION THE SEAFARERS INTERNATIONAL UNION OF NORTH AMERICAATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT AfRliatad with American Federation of Labor — CongrMS of Induatrial Organizallont (At Amended May 12, 1960) PREAMBLE As maritime and allied workers and realizing the value and necessity of a thorough organization, we are dedicated to the form­ ing of one Union for our j^ople, the Seafarers International Union of North America—^Atlantic, Gulf, Lakes and Inland Waters Dis­ trict, based upon the following principles: _ All members shall be entitled to all_ the rights, privileges and guarantees as set forth in this Constitution, and such rights, privi­ leges and guarantees shall be preserved in accordance with its terms. We declare that American seamen are entitled to receive their employment without interference of crimps, shipowners, fink halls or any shipping bureaus maintained by the Government. We affirm that every worker has the ri^t to receive fair and just remuneration for his labor, and to gain sufficient leisure for mental cultivation and physical recreation. We proclaim the right of all seamen to receive healthful and sufficient food, and proper forecastles in which to rest. We defend the right of all seamen to be treated in a decent and respectful manner by those in command, and. We hold that the above rights belong to all workers alike, irrespective of nationality or creed. Recognizing the foregoing as our inalienable rights, we are con­ scious of corresponding duties to those in command, our employers, our craft and our country. We will, therefore, try by all just means to promote harmonious relations with those in command by exercising due care and dili­ gence in the performance of the duties of our profession, and by giving all possible assistance to our employers in caring for their gear and property. Based upon these principles, it is among our objects: To use our influence individually and collectively for the purpose of maintain­ ing and developing skill in seamanship and efliecting a change in the maritime law of the United States, so as to render it more equitable and to make it an aid instead of a hindrance to the development of a merchant marine and a body of American seamen. To support a journal which shall voice the sentiments of mari­ time workers and through its columns seek to maintain their knowledge of, and interest in, maritime affairs. | To assist the seamen of other countries in the work of organi­ zation and federation, to the end of establishing the Drocliethood of the Sea. To form and to assist by legal means other bona fide labor organi­ zations whenever possible in the attainment of their just demands. To regulate our conduct as a Union and as individuals so as to make seamanship what it rightly is—an honorable and useful calling. And bearing in mind that we are migratory, that our work takes us away in different directions from any place where the majority might otherwise meet to act, that meetings can be attended by only a fraction of the membership, that the absent members, who cannot be present, must have their interests guarded from what might be the results of excitement and passions aroused by persons or conditions, and that those who are present may act for and in the interest of all, we have adopted this Constitution. Statement of Principles and Declaration of Rights In order to form a more perfect Union, we. workers in the maritime and allied industries, realizing the value and necessity •of uniting iri pursuit of our improved economic and social welfare, have determined to bind ourselves together in the Seafarers Inter­ national Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, and hereby dedicate ourselves to the fol­ lowing principles: In promoting our economic and social welfare, we.shall ever be inindful, not only of our rights, but also of our duties and obliga­ tions as members of the community, our duties as citizens, and our dury to combat the menace of communism and any other enemies of freedom and the democratic principles to which we seafaring men dedicate ourselves in this Union. We shall affiliate'and work with other free labor organizaitons; we shall support a journal to give additional voice to our views; we shall assist our brothers of the sea and other workers of all countries in these obligations to the fullest extent consistent with our duties, obligations, and law. We shall seek to exert our individ­ ual and collective influence iti the fight for the enactment of labor and other legislation and policies which look to the attainment of a free and happy society, without distinction based on race, creed or color. To govern our conduct as a Union and bearing in mind that most of our members are migratory, that their duties carry them all over the world, that ^heir rights must and shall be protected, we hereby declare these rights as members of the Union to be inalienable. I No member shall be deprived of any of the rights or privileges guaranteed him under the Constimtion of the Union. II Every qualified member shall have the right to nominate himself for, and, if elected or appointed, to hold office in this Union. III No member shall be deprived of his membership without diie WebruuTT 19, U«B LOG process of the law of this Union. No member jhali be compelled to be a witness against himself in the ttail of any proceeding in which he may be charged with failure to observe the law of this Union. Every official and job holder shall be bound to uphold and protect the rights of every member in accordance with the princi­ ples set forth in the Constitution of the Union, IV Every member shall have the right to be confronted by his accuser whenever he is charged with violating the law of this Union. In all such cases, the accused shall be guaranteed a fair and speedy trial by an impartial committee of his brother Union members. V No member shall be denied the right to express himself freely on the floor of any Union meeting or in committee. VI A triilitant membership being necessary to the security of a frw union, the members shall at all times stand ready to defend this Union and the principles set forth in the Constimtion of the Union. VII The powers not delegated to the officers, job holders, and Execu­ tive Board by the Constitution of the Union shall be reserved to the members. CONSTITUTION Article I Name and General Powers This Union shall be known as the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters Districr. Its powers shall be legislative, judicial, and executive, and shall include the formation of, and/or issuance of charters to, sub­ ordinate bodies and divisions, corporate or otherwise, the forma­ tion of funds and participation in funds, the establishment of enter­ prises for the benefit of the Union, and similar ventures. This Union shall exercise all of'-its powers in aid of subordinate bodies and divisions created or chartered by it. For convenience of admin­ istration and in furtherance of its policies of aid and assistance, the Union may make its property, facilities and personnel available for the use and behalf of such subordinate bodies and divisions. A majority vote of the membership shall be authorization for any Union action, unless otherwise specified in the Constimtion or by law. This Union shall at all times protect and maintain its jurisdiction. Article H Affiliation Section 1. This Union shall be affiliated with the Seafarers Inter­ national Union of North America and the American Federation of Labor—Congress of Industrial Organizations. All other affilia­ tions by the Union or its subordinate bodiqs or divisions shall be made or withdrawn as determined by a majority vote of the Executive Board. Section 2. In addition to such other provisions as are contained herein, all subordinate todies and divisions seeking a charter from and/or affiliation with this Union, shall be required to adopt, within a time period set by the Executive Board, a constimtion containing provisions as sec forth in Exhibit A, annexed to this Constimtion and made a part hereof. All other provisions adopted by such subordinate bodies and divisions as part of their constimtions shall not be inconsistent therewith. No such constimtion or amendments thereto, shall be deemed to be effective without the approval of the Executive Board of this Union, which shall be executed in writing, on its behalf, by the President or, in his absence, by any other officer designated by it. Such approval shall be deemed to be recog­ nition of compliance herewith by such subordinate body or division. Where a subordinate body or division violates any of the fore­ going, and, in particular, seeks to effectuate any constimtional provision not so authorized and approved, or commits acts in violation of its approved constitution, or fails to act in accordance therewith, this Union, through its Executive Board, may withdraw its charter and/or sever its affiliation forthwith, or on such terms as it may impose not inconsistent with law, in addition to exercis­ ing any and all rights it may have pursuant to any applicable agree­ ments or understandings. . Saclion 3. This Union shall also have the power, acting through its Executive Board, and after a fair hearing, to impose a tmsteeship upon any subordinate body or divisions chartered by and affiliated with it, for the reasons and to the extent provided by law. Article III Membership Section 1. Gindidates for membership shall be admitted to mem­ bership in accordance with such rules as are adopted from time to time, by a majority vbte of the membership. Membership classificitions shall correspond to ahd depend upon seniority classifications established in accordance with the standard collective bargaining agreement of this Union. In addition to meeting the other require- nents duly promulgated pursuant hereto, no person shall become A full book member unless and until he hu attained the highest seniority rating set out in the said colleaive bargaining agreement. Only full book members shall be entitled to vote and to hold any office or elective job, except as otherwise specified herein. All mem­ bers shall have a voice in Union proceedings and shall be entided to vote on Union contracts. Saction 2. No' candidate shall be granted membership who is A mem^r of any dual organization hostile to the aims, principles, and policies, of this Union. Section 3. Members more than one quarter in arrears in dues shall be automatically suspended, and shall forfeit all benefits and all other ri^ts and privileges in the Union, They shall be automatically dismissed if they are more than two quarters in arrears in dues. An arrearage in dues shall be computed from the first day of the applicable quarter, but this time shall not run: (a) While a member is actually participating in a strike or lockout. (b) While a member is an in-patient in a USPHS or other accredited hospital. (c) While a member is under an.incapacity due to activity in behalf of the Union. (d) While a member is in the armed services of the United States, provided the member was in good standing at the time of cntery into the armed forces, and further provided he applies for reinstatement within ninety (90) days after discharge from the armed forces, (e) While a member has no opportunity to pay dues, because of employment aboard an American flag merchant vessel. Section 4. A majority vote of the membership shall be sufficierit to designate additional circumstances during which the rime speci­ fied in Section 3 shall not run. It shall be the right of any member to present, in writing, to any Port at any regular meeting, any question with regard to the application of Section 3, in accordance with procedures established by a majority vote of the membership. A majority vote of the membership shall be necessary to decide such questions. Section 5. The membership shall be empowered to establish, from time to time, by majority vote, rules under which dues and assess­ ments may be excused where a member has been unable to dues and assessments for the reasons provided in Sections 3 and Section 6. To preserve unity, and to promote the common welfare of the membership, all members of the Union shall uphold and defend this Constitution and shall be governed by the provisions of this Constitution and all policies, rulings, orders and decisions duly made. Section 7. Any member who gives aid to the principles and policies of any hostile or dual organization shall be denied further membership in this Union to the full extent permitted by law. A majority vote of the membership shall decide which organizations are dual or hostile. Section 8. Evidence of membership or other affiliation with the Union shall at all times remain the property of the Union. Mem­ bers may be required to show their evidence of membership in order to be admitted to Union meetings, or into, or on Union property. Article IV Reinstatement Members dismissed from the Union may be reinstated in accord­ ance with such rules and under such conditions as are adopted, from time to time, by a majority vote of the membeiship. Article V Dues and Initiation Fee Section 1. All members shall pay dues quarterly, on a calendar year basis, no later than the first business day of each quarter, except as herein othervyise provided. The dues shall be those payable as of the date of adoption of this Constitution and may be changed only by Constitutional amendment. Soction 2. No candidate for membership shall be admitted into membership without having paid an initiation fee of three hundred • ($300.00) dollars, except as otherwise provided in this Constitution. Section 3. Payment of dues and initiation fees may be waived for . organizational purposes in accordance with such rules as are adopted by a majority vote of the Executive Board. ^ Article VI Retirement from Membership Section 1, Members may retire from membership by surrendering their Union books or other evidence of affiliation and paying all unpaid dues for the quarter in which they retire, assessments, fines and other monies due and owing the Union. When the member surrenders his book or other evidence of affiliation in connection with his application for retirement he shall be given a receipt therefor. An official retirement card shall be issued by Headquarters, upon requesr, dated as of the day that such member accomplishes rhese payments, and shall be given to the member upon his pre­ senting the aforesaid receipt. Section 2. All the rights, privileges, duties and obligations of membership shall be suspei^ded during the period of retiremenr, except that a retired member shall not be disloyal to the Union remain in any dual or hostile organization, upon penalty of forfeiture of his right to reinstatemeiit. Section 3. Any person in retirement for a period of two quarters or more shall be restored to membership, except as herein indicated, by paying dues for the current quarter, as well as all assessments accruing and newly levied during the period of retirement. If'the period of retirement is less than two quarters, the required pay­ ments shall consist of all dues accruing during the said period of retiremenr, including those for rhe current quarter, and all assess­ ments accrued and newly levied during that period. Upon such paymenr, the person in retirement shall be restored to membership, and his membership book, appropriately stamped, shall be returned to him. Section 4. A member in retirement may be restored to membership after a two-year period of retirement consisting of eight full quarters only by majority vote of the membership. Soction 5. The period of retirement shall be computed from the first day of the quartet/following the one in which the retirement card was issued. r J.II. . �SEAF AR -E « S Article VII System of Organizatioh V&G Smipjenieiii-^Pare' Three i f) The President shall be chairman of the Executive Board the ports, and the personnel diereof on the Lakes and Iptind and may cast one vote in that body. Waters, including their organizing activities. In order that he may properly execute his responsibilities he is (g) He shall be responsible, within the limits of his powers, empowered and authorized to retain any technical or professio^ for the enforcement of this Constitution, the policies of the Union, _ Seclion I. This Union, and all officers, headquarter's representa­ assistance he deems necessary, subject to approval of the Executive tives, port agents, patrolmen, and members shall be governed ia and all rules and rulings duly adopted by the Executive Board, and Board. those duly adopted by a majority vote of the membership. Within this order by: •these limits, he shall strive to enhance the strength, position, and Section 8. Diroctor of Organizing and Publications. 'a) The Constltutioni prestige of the Union. The Director of Organizing arid Publications shall be appointed b) The Executive Board. (h) The foregoing duties shall be in addition to those other and may be removed at will by the Executive Board of the Union. (c) Majority vote of the membership. duties lawfully imposed upon him. He shall be responsible for and super^se all publications and (i) The responsibility of the President may not be delegated, public relations of the Union and shall serve as co-ordinator of Section 2. The headquarters of die Union shall be located in New York and the headquarters officers shall consist of a President, but the President may delegate to a person or persons the execution all organizational activities of the Union. In addition, he shall and Executive Vice-President, one Vice-President in Charge of of such of his duties as he may in his discretion decide, subject perform any and all duties assigned him or delegated to him by the Executive Board. Contracts and Contract Enforcement, a Secretary-Treasurer, one to the limitations set forth in this Constitution. (j) Any vacancy in any office or the job of Headquarters Repre­ Vice-President in Charge of the Atlantic Coast, one Vice-President Section 9. Headquarters Representatives. in Charge of the Gulf Coast, and one Vice-President in Charge sentative, Port Agent, or Patrolman shall be filled by the President The Headquarters Representatives shall perform any arid allby temporary appointment of a member qualified for the office of the Lakes and Inland Waters. or job under Article XII of this Constitution, except in those duties assigned them or delegated to them by the President, Execu­ Section 3. The staff of each port shall consist of such personnel cases where the filling of such vacancy is otherwise provided for tive Vice-President or the Executive Board. as is provided for herein, and the port shall bear the name of the by this Constitution. Section 10. Port Agents. city in which the Union's port offices are located. (k) The President is directed to take any and all measures and (a) The Port Agent shall be in direct charge of the administra­ Section 4. Every member of the Union shall be registered in one employ such means which he deems necessary or advisable, to tion of Union affairs in the port of his jurisdiction subject to the of three departments; namely, deck, engine and stewards depart­ protect the interests, and further the welfare of the Union and its direction of the area Vice-President. (b) He shall, within the jurisdiction of his port, be responsible ment. The definition of these departments shall be in accordance members, in all matters involving national, state or local legislation for the enforcement and execution of the Constitution, the policies with custom and usage. This definition may be modified by a issues, and public affairs. (1) The President shall have authority to require any officer or . of the Union, and the rules adopted by the Executive Board, and majority vote of the membership. No member may transfer from one department to another except by approval as evidenced by a Union representative to attend any regular or special meeting if, in by a majority vote of the membership. Wherever there are time his opinion, it is deemed necessary. restrictions or other considerations affecting port aaion, the Port majority vote of the membership. Agent shall take appropriate action to insure observance thereof.' Ssction 2. Executive VIce-Preiidenf. . (c) He shall be prepared to account, financially or otherwise, Article VIII The Executive 'Vice-President shall perform any and all duties for the activities of his port, whenever demanded by the President,, assigned him or delegated to him by the President. In the event the Vice-President of the area in which his port is located, or by Officers, Headquarters Representatives, Port Agents the President shall be unable to carry out any of his duties by and Patrolmen reason of incapacity or unavailability, the Executive Vice-President the Secretary-Treasurer. (d) In any event, he shall prepare and forward to the Secretaryshall take over such duties during the period of such incapacity or Sociion 1. The officers of the Union shall be elected as otherwise unavailability. Upon the death, resignation, or removal from office Treasurer, a weekly financial report showing, in detail, weekly provided in this Constitution. These officers shall be the President, for any reason of the President, the Executive Vice-President shall income and expenses, and complying with all other accounting an Executive Vice-President, one Vice-President in Charge of Con­ immediately assume the office, duties and responsibilities of the directions issued by the Secretary-Treasurer. (e) The Port Agent may assign each port Patrolman to such tracts and Contract Enforcement, a Secretary-Treasurer, one Vice- President until the next general election. President in Charge of the Atlantic Coast, one Vice-President in The Executive Vice-Pre_sident shall be a member of the Executive duties as fall within the jurisdiction of the port, regardless of the departmental designation, if any, under which the Patrolman Charge of the Gulf Coast, and one Vice-President in Charge of the Board and may cast one vote in that body. Lakes and Inland Waters. was elected. Section 3. Vice-President in Charge of Contracts and (f) The Port Agent shall designate which inembers at that port Saciion 2. Port Agents, Headquarters Representatives, and Patrol­ Contract Enforcement. may serve as representatives to other organizations, affiliation with men shall be elected, except as otherwise provided in this The Vice-President in Charge of Contracts and Contract Enforce­ which has been properly authorized. Constitution. ment shall perform any and all duties assigned him or delegated Section II. Patrolmen. to him by the President. In addition, he shall be responsible for Patrolmen shall i«rform any duties assigned them by the Agent all contract negotiations, the formulation of bargaining demands, Article IX and the submission of proposed collective bargaining agreements of the Port to which they are assigned. Other Elective Jobs to the membership for ratification. He shall also be responsible, Section 12. Executive Board. except as otherwise provided in Article X, Section 14 (d) (1), for The Executive Board shall consist of the President, the Executive Section 1. In addition to the elective jobs provided for in Article strike authorization, signing of new contracts, and contract enforce­ VIII, the following jobs in the Union shall be voted upon in the ment. He shall also act for headquarters in executing the adminis­ Vice-President, the Vice-President in Charge of Contracts' and" manner prescribed by this Constitution: . trative functions assigned to headquarters by this Constitution with Contraa Enfofcement, the Secretary-Treasurer, the Vice-President A. Delegates to the convention of the Seafarers International respect to trials and appeals except if he is a witness or party in Charge of the Atlantic Area, the Vice-President in Charge of thereto, in which event the Secretary-Treasurer shall act in his the Gulf Area? the Vice-President in Charge of the Lakes and Inland Union of North America. place. In order that he may properly execute these responsibilities Waters, and the National Director (or chief executive officer) of B. Committee members of: he is hereby instructed and authorized to employ such help as he each subordinate body or division created or chartered by the (1) Trial Committees deems necessary, be it legal, or otherwise, subject to approval of Union whenever such subordinate body or division has attained (2) Quarterly Financial Committees a membership of 3,200 members and has maintained that member­ the Executive Board. (3) Appeals Committees • The Vice-President in Charge of Contracts and Contract Enforce­ ship for not less than three (3) months. Such National Direaor (4) Strike Committees ment shall be a member of the Executive JBoard and may cast (or chief executive officer) shall be a member of the respective (5 ) Credentials Committees subordinate body or division and must be qualified to hold office one vote in that body. (6) Polls Committees under the terms of the Constitution of such division or subordi­ ( 7 ) Union Tallying Committees nate body. Section 4. Secralary-Treasufer. (8) Constitutional Committees The Executive Board shall meet in headquarters no less than The Secretary-Treasurer shall perform any arid all duties assigned Section 2. Additional committees may be formed as provided by him or delegated to him by the President. He shall be responsible Once each quarter and at such other times -as the President or, a majority vote of the membership. Committees may also be ap­ for the organization and maintenance of the correspondence, files, in his absence, the Executive Vice-President may direct. The Presi­ and records of the Union; setting up, and maintenance of, sound dent shall be the chairman of all Executive Board meetings unless pointed as permitted' by this Constitution. accounting and bookkeeping systems; the setting up, and mainte­ absent, in which case the Executive Vice-President shall assume nance of, proper office and other administrative Union procedures; the chairman's duties. Each member of the Executive Board shall Article X the proper collection, safeguarding, and expenditure of all Union be entitled to cast one vote in that body. Its decision shall be determined by majority vote of those voting, providing a quorum Duties of Officers, Headquarters Representatives, Port funds, port or otherwise. He shall submit to the membership, for of three is present. It shall be the duty of the Executive Board to each quarterly period, a detailed report of the entire Union's finan­ Agents, Other Elected Job Holders and cial operations and shall submit simultaneously therewith, the develop policies, strategies and rules which will advance and Miscellaneous Personnel Quarterly Financial Committee report for the same period. The protect the interests and welfare of the Union and the Members. ^retary-Treasurer's report shall be prepared by an independent It shall be the duty of the Secretary-Treasurer, or in his absence, . Section 1. The President. Certified Public Accountant. He shall also work with all duly elected an appointee of the Executive Board, to keep accurate minutes of (a) The President shall be the executive officer of the Union finance committees. The Secretary-Treasurer shall be responsible all Executive Board meetings. The Executive Board shall appoint and shall leptesent; and act for and in behalf of, the Union in all for the timely filing of any and all reports on the operations of one person who shall be designated Director of Organizing and matters except as otherwise specifically provided for in the Con­ the Union, financial or otherwise, that may be required by any Publications. The Executive Board shall determine per capita tax stitution. Federal or state laws. In order that he may proper y execute his to be levied and other terms and conditions of affiliation for any responsibilities, he is hereby instructed and authorized to employ- group of workers desiring affiliation. The Executive Board may (b) He shall be a member ex-officio of all committees, except any help he deems necessary, be it legal, accounting, or otherwise, direct the administration of all- Union affairs, properties, policies as otherwise herein expressly provided. and personnel in any and all areas not otherwise specifically pro­ to approval of the Executive Board. (c) The President shall be in charge of, and responsible for, all subject vided for in this Constitution. Notwithstanding the foregoing, the The Secretary-Treasurer shall be a member of the Executive Union property, and shall be in charge of headquarters and port Executive Board may aa without holding a formal meeting pro­ offices. Wherever there are time restrictions or other considerations Board and may cast one vote in that body. vided all members of the Board are sent notice .of the proposed The Secretary-Treasurer shall be a member ex-officio of the affecting Union action, the President shall take appropriate aaion Credentials and Ballot Tallying Committees. In addition he shall action or aaions and the decision thereon is reduced to writing and to insure observance thereof. make himself and the records of his office available to the Quarterly signed by a majority of the Executive Board. In the event that death, resignation or removal from office foe (d) In order that he may properly execute his responsibilities, Financial Committee. any reason should occur simultaneously to the President and Execu­ he is hereby instructed and authorized to employ any help he deems tive Vice-President, the Executive Board by majority vote shall, necessary, be it legal, accounting or otherwise. Section 5. Vice-President in Charge of the Atlantic Coast. (e) Subject to approval by a majority vote of the membership, The Vice-President in Charge of the Atlantic Coast shall be a name successors from its own membership who shall fill those the President shall designate the number and location of ports, the member of the Executive Board and shall be entitled to cast one vacancies until the next general election. If the Executive Vice-President duly assumes the office of the jurisdiction, status, and activities thereof, and may close or open* vote in that body. such ports, and may re-assign Vice-Presidents and the SecretaryHe shall supervise and be responsible for the activities of all President and dies, resigns, is removed from office, or is incapaci­ Treasurer, without reduction in wages. He may also re-assign the ports, and the personnel thereof on the Atlantic Coast, includ­ tated for more than 30 days during the remainder of. the term, the Headquarters Representatives, Port Agents, and Patrolmen, to ing their organizing activities. The Atlantic Coast area is deemed Executive Board shall elect a successor for the balance of the term other duties, without reduction in wages. The Ports of New York, to mean that area from and including Georgia through Maine and from its own membership. Philadelphia, Baltimore, Mobile, New Orleans, Houston and shall also include the Islands in the Caribbean. In order that he Section 13. Delegates. Detroit may not be closed except by Constitutional amendment. may properly execute his responsibilities he is empowered and (a) The term "delegates" shall mean those members of the Where ports are opened between elections, the President shall authorized to retain any technicalNir professional assistance he Union and its subordinate bodies or divisions who are elected ia designate the Union personnel thereof. deems necessary, subject to approval of the Executive Board. accordance with the provisions of this Constitution, to attend the The President shall designate, in the event of the incapacity of convention of the Seafarers International Union of North America. Saction 6. Vica-Prasidant in Charge of the Gulf Coast. any Headquarters Representative, Port Agent or Patrolman, or any (b) Each delegate shall attend the convention for which elected officer other than the President, a replacement to act as such during The Vice-President. in Charge of the Gulf Coast shall be a the period of incapacity, provided such replacement is qualified member of the Executive Board and shall be entitled to cast one and. fully participate therein. (c) Each delegate shall, by his vote and otherwise, support those under Article XII of the Constitution to fill such job. vote in that body. At the regular meeting in July of every election year, the Presi­ He shall supervise and be responsible for the activities of all the policies agreed upon by the majority of the delegates to the Convention. dent shall submit to the membership a pre-balloting report. In his Ports, and the personnel thereof on the Gulf Coast including their report he shall recommend the number and location of potts, the organizing activities. The Gulf Coast area is deemed to mean the (d) The President shall assign to each subordinate body or number of Headquarters Representatives, Port Agents and Patrol­ State of Florida, all through the Gulf^ including Texas. division -that number of delegates to which this Union would have In order that he may properly execute his responsibilities he been entitled, if its membership had been increased by the number men which are to be elected. He shall also recommend a bank, a bonded warehouse, a regular officer thereof, or any other similar is empowered and authorized to retain any technical Or professional of members of the subordinate body or division, in accordance depository, to which the ballots are to be mailed or delivered at assistance he deems necessary, subject to approval of the Executive with the formula set forth in the Constitution of the Seafarers the close of each day's voting, except that the President may, in Board. International Union of North America, except that this provision his discretion, postpone the recommendation as to the de^wsitory shall not be applied so as to reduce the number of delegates to Suction T. Vico-Protidairt in Charga of tho Ukot and Inland Wators. until no later than the first regular meeting in October. which this Union would otherwise hav^ been cntitl^. This recommendation may also specify, whether any Patrolmaa The Vice-President in Charge of the Lakes and Inland Waters Setfioii 14. CeiNMitteei. and/or Headquarters Representative shall be designated as depart- shall 'be a'member of the Executive Board and shall be entitled W Trirt.Cewilllee. - r menul or otherwise. The report shall be subject to approval or to cast one vote in that body. He shall supervise and be responsible for the aaivities of all liie Trial Cmninittee shall conduct die trials of a person charged. modificatioa by a majority vote of the membership. �Bopplement—^Pasre Four and ihall submit findings and recommendations as prescribed in this Constimtion. It shall be the sfxciaL obligation of the Trial Committee to observe all the requirements of this Constitution •with regard to charges and trials, and rheir findings and recom­ mendations must specifically state •whether or not, in the opinion of the Trial Committee, the rights of any accused, under this Constitution, were properly safeguarded. j (b) Appaali Committee. 1. The Appeals Committee shall hear all appeals from trial Judgments, in accordance with such procedures as are set forth m this Constitution and such rules as may be adopted by a majority vote of the membership not inconsistent therewith. 2. The Appeals Committee shall, within not later than one week after the close of the said hearing, make and submit findings and recommendations in accordance with the provisions _of_ this Con­ stitution and such rules as may be adopted by a majority vote of the membership not inconsistent therewith. (c) Quarterly Financial Committee. 1. The Quarterly Financial Committee shall make an examina­ tion for each "quarterly period of the finances of the Union and shall report fully on their findings and recommendations. Members of this committee may make dissenting reports, separate recom­ mendations and separate findings. 2. Th6 findings and recommendations of this committee shall be completed within a reasonable time after the election of the members thereof, and shall be submitted to the Secretary-Treasurer who shall cause the same to be read in all ports, as set forth herein. 3. All officers. Union personnel and members are responsible for complying with all demands made for records, bills, vouchers, receipts, etc., by the said Quarterly Financial Committee. The committee shall also have available to it, the services of the inde­ pendent certified public accountants retained by the Union. 4. Any action on the said report shall be as determined by a majority vote of the membership. 5. The Quarterly Financial Committee shall consist of seven (7) members in good standing to be elected as follows: One member from each of the following ports: New York, Philadelphia, Balti­ more, Mobile, New Orleans, Houston and Detroit. No officer. Headquarters Representative, Port Agent or Patrolman, shall be eligible for election to this Committee. Committee members shall be elected at the regular meeting designated by the .SecretaryTreasurer. In the event a regular meeting cannot be held in any port for lack of a quorum, the Agent shall call a special meeting *s early as possible for the purpose of electing a member .to serve on the Quarterly Financial Committee. Such committee members shall be furnished transportation to New York and back to their respective ports and they shall be furnished room and board during the period they are performing their duties in New York. Com­ mencing on the day following their election and continuing until they have been returned to their respective ports each committee member shall be paid for hours worked at the standby rate of pay but in no event shall they be paid for less than eight (8) hours per day. (d) Strilc* Commlttaa. Article XI Wages and Terms of Office of Officers and Other Elective Job Holders, Union Employees,' and Others faction 1. The following elected offices and jobs shall be held for a term of four years: President Vice-Presidents Secretary-Treasurer Headquarters Representatives - Port Agents Patrolmen The term of four years set forth herein is e^ressly subject to the provisions for assumption of office as contained in Article XllI, Section 6(b) of this Constitution. Section 2. The term of any elective jobs other than those indicated in Section 1 of this Article shall continue for so long as is necessary to complete the functions thereof, unless sooner terminated by a majority vote of the membership or segment of the Union, which­ ever applies, whose vote was originally necessary to elect the one or ones serving. Saction 3. The compensation to be paid the holder of any office or other elective job shall be deternrtined from time to time by the Executive Board subject to approval of the membership, faction 4. The foregoing provisions of this Article do not apply to any corporation, business, or other venture in which this Union participates, or which it organizes or creates. In such situations, instructions conveyed by the Executive Board shall be followed. % Article Xlll Elections for Officers, Headquarters Representatives, Port Agents and Patrolnjen faction I. Nominations. Except as provided in Section 2(b) of this Article, any full book member may submit his name for nomination for any office, or the job of Headquarters Representative, Port Agent or Patrolman, by delivering or causing to be delivered in person, to the office of the Secretary-Treasurer at headquarters, or sending, a letter addressed to the Credentials Committee, in care of the SecretaryTreasurer, at the address of headquarters. This letter shall be dated and shall contain the following: (a) The name of the candidate. (b) His home address and mailing address. (c) His book number. (d) The title of the office or other job for which he is a candi­ date, including the name of the Port in the event the posi­ tion sought is that of Agent or Patrolman. (e) Proof of citizenship. (f) Proof of seatime and/or employment as required for can­ didates. (g) In the event the member is on a ship he shall notify the Credentials Committee what ship he is on. This shall be done also if he ships subsequent to forwarding his cre­ dentials. (h) Annexing a certificate in the following form, signed and dated by the proposed nominee: "I hereby certify that I am not now, nor, for the five (5) years last past, have I been either a member of the Communist Party or convicted of, or served any part of a prison term resulting from conviction of robbery, bribery, extortion, embezzlement, grand larceny, burglary, arson, violation of narcotics laws, murder, ra^, assault with intent to kill, assault which inflicts grievous bodily injury, or violation of title II or HI of the Landrum-Griffin Act, or conspiracy to commit any such crimes." Article XII Qualifications for Officers, Headquarters Representa­ tives, Port Agents, Patrolmen and Other Elective Jobs faction I. Any member of the Union is eligible to be a candidate for, and hold, any office or the job of Headquarters Representative, Port Agent or Patrolman provided: (a) He has at least three (3) years of seatime in an unlicensed capacity aboard an American-flag merchant vessel or vessels. In computing time, time spent in the employ of the Union, its sub­ sidiaries and its affiliates, or in any employment at the Union's direction, shall count the same as sea time. Union records, Welfare Plan records and/or company records can be used to determine eligibility; and . (b) He has been a full book member in continuous good stand­ ing in the Union for at least three (3) years immediately prior to his nomination; and (c) He has at least four (4) months of sea time, in an unliccn^ capacity, aboard an Americaii-fiag merchant vessel or Book No Febnurr 19, IMS LOG vessels, covered by contract with this,lJnion, or four (4) months of employment with, or in any office or job of, the Union, its sub­ sidiaries and its affiliates, or iii any employment at the Union's direction, or a combination of these, between January 1st and the time of nomination in the election year; and (d) He is a citizen of the United States of America; and (e) He is not disqualified by law. faction 2. All candidates for, and holders of, other elective jobs not specified in the preceding sections shall be full book members of the Union. faction 3. All candidates for and holders of elective offices and jobs, whether elected or appointed in accordance with this Consti­ tution, shall maintain full book membership in good standing. Dated: 1. In no event shall a general strike take place unless approved by • majority vote of the membership. 2. In the event a general strike has been approved by the mem­ bership the Port Agents in all affected ymrts shall call a timely special meeting for the purpose of electing a strike committee. This committee shall be composed of three full book members and their duties shall consist of assisting the Port Agent to effectu­ ate all strike policies and strategies. I SEAFARERS Signature of member .• Printed forms of the certificate shall be made available to nomi­ nees. Where a nominee cannot truthfully execute such a certificate, but is, in fact, legally eligible for an office or job by reason of the restoration of civil rights originally revoked by such conviction or a favorable determination by the Board of Parole of the United States Department of Justice, he shall, in lieu of the foregoing certificate, furnish a complete signed statement of the facts of his case together with true copies of the documents supporting his statement. All documents required herein must reach headquarters no earlier than July 15th and no later than August 15th of the election year. The Secretary-Treasurer is charged with the safekeeping of these letters and shall turn them over to the Credentials Committee upon the latter's request. Section 2. Cradentiali Cemmlltea. (a) A Credentials Committee shall be elected at the regular meeting in August of the election year, at the port where head­ quarters is located. It shall consist of six full book members in attendance at the meeting, with two members to be elected from each of the Deck, Engine and Stewards Departments. No Officer, Headquarters Representative, Port Agent or Patrolman, or candi­ date for office or the job of Headquarters Representative, Port Agent or Patrolman, shall be eligible for election to this Committee, except as provided for in Article X, Section 4. In the event any committee member is unable to serve, the committee shall suspend until the President 'br Executive Vice President, or the SecretaryTreasurer, in that order, calls a special meeting at the port where Headquarters is located in order to elect a replacement. The Com­ mittee's results shall be by majority vote, with any tie vote being resolved by a majority vote of the membership at a special meeting called for that purpose at that Port. (b) After its election, the Committee shall immediately go into session. It shall determine whether the person has submitted his application correctly and possesses the necessary qualifications. The Committee shall prepare a report listing each applicant and his book number under the office or job he is seeking. Each appli­ cant shall be marked "qualified" or "disqualified" according to the findings of the Committee. Where an applicant has been marked "disqualified", the reason therefor must be stated in the report. Where a tie vote has been resolved by a special meeting of the membership, that fact shall also be noted, with sufficient detail. •The report shall be signed by all of the Committee members, and be completed and submitted to the Ports in time for the next regular meeting after their election. At this meeting, it shall be read and incorporated in the minutes, and then posted on the bulletin board in each port. On the last day of nominations, one member of the Committee shall stand by in Headquarters to accept delivery of credentials. All credentials must be in headquarters by midnight of closing day. (c) When an applicant has been disqualified by the commit­ tee, he shall be notified immediately by telegram at the addresses listed by him pursuant to Section, 1 of this Article. He shall also be sent a letter containing the reasons for such disqualification by air mail, special delivery, registered, to the mailing address desig­ nated pursuant to Section 1 (b) of. this Article. A disqualified appli­ cant shall have the right to take an appeal to the membership from the decision of the committee. He shalljforward copiet of such appeal to each port, where the appeal shall be presented and voted upon at a tegular meeting no later than the second meeting after the committee's election. It is the responsibility of the appli­ cant to insure timely delivery of his appea . In any event, without prejudice to his written appeal, the applicant may appear In.^etion before the committee within two days after the day on which the telegram is sent, to correct his application or argue for his quali­ fication. .... The committee's report shall be prepared early enough to allow the applicant to appear before it within the time set forth in this Constitution and still reach the ports in time for the first regular meeting after its election. (d) A majority vote of the membership shall, in the case of such appeals, be sufficient to over-rule any disqualification classification by the Credentials Committee, in which event the one so pre­ viously classified shall then be deemed qualified. (e) The Credentials Committee, in passing upon the qualifications of candidates, shall have the right to conclusively presume that anyone nominated and qualified in previous elections for candi­ dacy for any office, or the job of Headquarters Representative, Port Agent or Patrolman, has met all the requirements of Section 1 (a) of Article XII. Section 3. Balloting Procedurot. (a) The Secretary-Treasurer shall insure the proper and timely preparation of ballots, without partiality as to candidates or ports. The ballots may contain general information and instructive com­ ments not inconsistent with the provisions of this Constitution. All qualified candidates shall be listed thereon aplhabetically within each category. The listing of the ports shall follow a geographical pattern, commencing with the most northerly port on the Atlantic coast, following the Atlantic coast down to the most southerly port on that coast, then •westerly along the Gulf of Mexico and so on, until the list of ports is exhausted. Any port outside the Continental United States shall then be added. There shall be allotted write-in space, on each ballot, sufficient to permit each member voting to write in as many names as there are o^ces and jobs to be voted upon. Each ballot shall be so prepared aslo have the number thereon placed at the top thereof and shall be so per­ forated as to enable that portion containing the said number to be easily removed to insure secrecy of the ballot. On this removable portion shall also be placed a short statement indicating the nature of the ballot and the voting date thereof. (b) The ballots so prepared at the direction of the SecretaryTreasurer shall be the only official ballots. No others may be used. Each ballot shall be numbered as indicared in the preceding para­ graph and shall be numbered consecutively, commencing with number 1. A sufficient amount shall be printed and distributed to each Port. A record of the ballots, both by serial numbers and amount, sent thereto shall be maintained by the Secretary-Treasurer, who shall also send each Port A.gent a verification list indicating the amount and serial numbers of the ballots sent. Each Port Agent shall maintain separate records of the ballots sent him and shall inspect and count the ballots, when received, to insure that the amount sent, as well as the numbers thereon, conform to the amount and numbers listed by the Secretary-Treasurer as having been sent to that port. The Port Agent shall immediately execute and return to the Secretary-Treasurer a receipt acknowledging the correctness of the amount and numbers of the ballots sent, or ihall notify the Secretary-Treasurer of any discrepancy. Discrepancies shall be corrected as soon as possible prior to the voting period. In any, event, receipts shall be forwarded for ballots actually received. The Secretary-Treasurer shall prepare a file in which shall be kept memoranda and correspondence dealing with the election. This file shall at all times be available to any member asking for inspec­ tion of the same at the office of the Secretary-Treasurer. (c) Balloting shall take place in person, at port offices, and shall be secret. No signatures of any voter, or other distinguishing mark, shall appear on the ballot, except that any member may write in the name or names of any member or members, as appro­ priate, for any office, or the job of Headquarters Representative, Port Agent or Patrolman. (d) Only full book members may vote. However, immediately prior thereto they must present their books to the Polls Committee of the port in which they are votiifg. The voter's book number shall be placed upon the roster sheet (which shall be kept in duplicate) in the space opposite the proper ballot number, and the member shall sign his name. The portion of the ballot on which the ballot number is printed shall then be removed, placed near the roster sheet, and the member shall proceed to the voting site with the ballot. An appropriate notation of the date and of the fact of voting shall be placed in the member's Union book. (e) Each Port Agent shall be responsible for the establishment of a booth or other voting site where each member may vote in privacy. (f) Upon completion of voting the member shall fold the ballot so that no part of the printed or written portion is visible. He shall then drop the ballot into a narrow-slotted ballot box, which shall be provided for that purpose by the Port Agent and kept locked and sealed except as hereinafter set forth. (g) Voting shall commence on November 1st of the election year and shall continue through December 31st, exclusive of Sun­ days and (for each individual Port) holidays legally recognized in the city in which the port affected is located. If November 1st or December 31st falls on a holiday legally recognized in a port in the city in which that port is located, the balloting period in such port shall commence or terminate, as the case may be, on the next succeeding business day. Subject to the foregoing, voting in all ports shall commence at 9:00 A.M., and continue until 5:00 P.M., except that, on Saturdays, voting shall commence at 9:00 A.M. and continue until 12 noon. Section 4. Polls Commllleos. (a) Each port shall elect, prior to the beginning of the voting On each voting day, a Polls Committee, consisting of three full book members none of whom shall be a candidate, officer or an elected or appointed job holder. For the purpo.se of holding a meeting for the election of a Polls Committee only, and notwith­ standing the provisions of Article XXIII, Section 2, or any other provision of this Constitution, five (5) members shall constitute a quorum for each port, with the said meeting to be held between 8:00 A.M. and 9:O0 A.M. with no notice thereof required. It shall be the obligation of each member wishing to serve on a Polls Com­ mittee, or to observe the election thereof, to be present during this time period. It shall be the responsibility of the Port Agent to see that the meeting for the purpose of electing the said Polls Committee is called, and that the minutes of the said meeting are sent daily to the Secretary-Treasurer. In no case shall voting take place unless a duly elected Polls Committee is functioning. (b) The duly elected Polls Committee shall collect all unused ballots, the voting rosters, the numbered stubs of those ballots already used, the ballot box or boxes and the baljot records and files kept by the Port Agent. It shall then proceed to compare rhe serial numbers and amounts of stubs with the number of names and corresponding serial numbers on the roster, and then compare the serial number and amounts of ballots used with the verifica- �nhmrt 19, UM don lilt, u cotttctti, end ascertain whether the unused ballots, bodi aerial numbers and amount, represent the difference between what appears on the verifiication list, as corrected, and the ballots used. If anr discrepancies are found, a detailed report thereon shall be drawn by the Polls Committee finding such discrepancies, which report shall be in duplicate, and signed by all the members of such Polls Committee. Each member of the Committee may make what separate comments thereon he desires, provided they are signed and dated by him. A copy of this report shall be given the Port Agent, to be presented at the next regular meeting. A copy shall also be simultaneously sent to the Secretary-Treasurer, who shall rause an investigation to be made forthwith. The results of such investigation shall be reported to the membership as soon as com­ pleted, with recommendations by the Secretary-Treasurer. A majoriry vote of the membership shall determine what action, if any, shall be taken thereon. Notwithstanding anything to the contrary contained in this Constitution, the Executive Board shall not make any determination in these matters. ^ (c) The Polls Committee shall also insure that the ballot box is locked and sealed, which lock and seal shall not be opened except in the manner Hereinafter set forth. The same procedure as is set forth in the preceding paragraph with regard to discrepancies shall be utilized in the event the Polls Committee has reason to believe the lock and seal have been illegally tampered with. (d) The Polls Committee shall permit full book members only . to vote. Ppor thereto, it shall stamp their book with the word "voted" and the date, issue ballots to voters, insure that proper registration on the roster takes place, collect stubs, and keep them in numerical order. It shall preserve good order and decorum at the voting site and vicinity thereof. All members and others affiliated with the Union are charged with the duty of assisting the Polls Committee, when called upon, in the preservation of order and decorum. (e) In order to maintain the secrecy and accuracy of the bailor, and to eliminate the possibility of errors or irregularities in any one day's balloting affecting all the balloting in any port, the following procedure shall be observed: At the end of each day's voting, the Polls Committee, in the presence of any member desiring to attend, provided he observes proper decorum, shall open the ballot box or boxes, and place all of that day's ballots therein in an envelope, as required, which shall then be sealed. The members of the Polls Committee shall there­ upon sign their names across the flap of the said envelope or enve­ lopes, with their book numbers next to their signatures. The committee shall also place the date and name of the Port on the said envelopes, and shall certify, on the envelope or envelopes, that the ballot box or boxes were opened publicly, that all ballots for that day only were removed, and that all of those ballots are enclosed in the envelope or envelopes dated for that day and voted in that Port. The Polls Committee shall check the rosters, and any other records they deem appropriate, to insure the foregoing. At the discretion of the Executive Board, official envelopes may be pre­ pared for the purpose of enclosing the ballots and the making of the aforesaid certification, with wording embodying the fore­ going inscribed thereon, in which event these envelopes shall be used by the Polls Committee for the aforesaid purpose. Nothing contained herein shall prevent any member of a Polls Committee from adding such comments to the certificate as are appropriate, provided the comments are signed and dated by the member making them. The envelope or envelopes shall then be placed in a wrapper or envelope, which, at the discretion of the Executive Board, may be furnished for that purpose. The wrapper or envelope shall then be securely sealed and either delivered, or sent by certified or registered mail, by the said Polls Committee, to the depository named in the pre-election report adopted by the membership. The Polls Committee shall not be discharged from its duties until this mailing is accomplished and evidence of mailing or delivery is furnished the Port Agent, which evidence shall be noted and kept in the Port Agent's clertion records or files. The Polls Committee shall also insure that the ballot box or boxes are locked and sealed before handing them back to the Port Agent, and shall place the key or keys to the boxes in an envelope, across the flap of which the members of the committee shall sign their names, book numbers, and the date, after sealing the envelope securely. In addition to delivering the key and ballot box or boxes as aforesaid, tpe Polls Committee shall deliver to the Port Agent one copy of each of the roster sheets for the day, the unused ballots, any reports called for by this Section 4, any files that they may have received, and all the stubs collected both for the day and those turned over to it. The Port Agent shall be responsible for the proper safeguarding of all the aforesaid material, shall not release any of it until duly called for, and shall insure that no one illegally tampers with the material placed in his custody. The remaining copy of each roster sheet used for the day shall be mailed by the Polls Committee to the Secretary-Treasurer, by certified or regis­ tered mail or delivered in person. (f) Members of the Polls Committee shall serve without com­ pensation, except that the Port Agent shall compensate each Polls Committee member with a reasonable sum for meals while serving or provide tneals in lieu of cash. SEAFARERS .Supplement—Page Fiv^ LOG All certifications called for under this Article XIII shall be deemed made according to the best knowledge, and belief of diose required to make such certification. (c) The Union Tallying Committee shall consist of 14 full book members. Two shall be elected from each of the seven Mrts of New York, Philadelphia, Baltimore, Mobile, New Orleans, Houston, and Detroit. The election shall be held at the regular meeting in December of the election year, or if the Executive Board other­ wise determines prior thereto, at a special meeting held in the aforesaid ports on the first business day of the last week of said month. No Officer, Headquarters Representative, Port Agent, Pa­ trolman, or candidate for office, or the job of Headquarters Represenutive. Port Agent or Patrolman, shall be eligible for election to this Committee, except as provided for in Article X, Seaion 4. In addition to its duties hereinbefore set forth, the Union Tallying Committee shall be charged with the tallying of all the ballots and the preparation of a closing report setting forth, in complete detail, the results of the election, including a complete accounting of all ballots and stubs, and reconciliation of the same with the rostiers, verification lists, and receipts of the Port Agents, all with detailed reference to serial numbers and amounts and with each total broken down into port totals. The Tallying Committee shall be permitted access to the election records and files of all ports, which they may require to be forwarded for insertion at its discretion. The report shall clearly detail all discrepancies discovered, and shall contain recommendations for the treatment of these dis­ crepancies. All members of , the Committee shall sign the report, without prejudice, however, to the right of any member thereof to submit a dissenting report as to the accuracy of the count and the validity of the ballots, with pertinent details. The Tallying Committee is also charged with the receipt and evaluation of written protests by any member who claims an illegal denial of the right to vote. If it finds the protests invalid, it shall dismiss the protest and so inform the protesting member, by wire, on the day of dismissal. If it finds the protest valid, the committee shall order a special vote, to be had no later than within the period of its proceedings, on such terms as are practical, effective, and just, but which terms, in any event, shall include the provisions of Section 3(c) of this Article and the designation of the voting site of the port most convenient to the protesting member. Where a special vote is ordered in accordance with this Section 5(c), these terms shall apply, notwithstanding any provision to the contrary contained in this Article. Protests may be made only in writing and must be received by the Union Tallying Committee during the period of its proceedings. The reports of this committee shall include a brief summary of each protest received, the name and book number of the protesting member, and a summary of the disposition of the said protest. The committee shall take all reason­ able measures to adjust the course of its proceedings so as to enable the special vote set forth in this Section 5 (c) to be com­ pleted within the time herein specified. No closing report shall be made by it unless and until- the special votes referred to in this Section 5(c) shall have been duly completed and tallied. (d) The members of the Union Tallying Committee shall pro­ ceed to the port in which headquarters is located, as soon as possi­ ble after their election but, in any event, shall arrive at that port prior to the first business day after December 31 of the election year. Each member of the committee not elected from the port in which headquarters is located shall be reimbursed for transportation, meals, and lodging expense occasioned by their traveling to and returning from that Port. All members of the committee shall also be paid at the prevailing standby rate of pay from the day subse­ quent to their election to the day they return, in normal course, to the Port from which they were eleaed. The Union Tallying Committee shall elect a chairman from among themselves and, subjea to the express terms of this Con­ stitution, adopt its own procedures. Decision as to special votes, protests, and the contents of the final report shall be valid if made by a majority vote, provided there be a quorum in attendance, which quorum is hereby fixed at nine (9). The Union Tallying Committee, but not less than a quorum thereof, shall have the sole right and duty to obtain the ballots from the depository imme­ diately after the termination of balloting and to insure their safe custody during the course of the committee's proceedings. The proceedings of this committee, except for the actual preparation of the closing report and dissents therefrom, if any, shall be open to any member, provided he observes decorum. In no event, shall the issuance of the hereinbefore referred to closing report of the Tallying Committee be delayed beyond the January 15th immedi­ ately subsequent to the close of voting. The Union Tallying Com­ mittee shall be discharged upon the completion of the issuance and dispatch of its reports as required in this Article. In the event a recheck and recount is ordered pursuant to Section 5(g) of this Article, the committee shall be reconstituted except that if any member thereof is not available', a substitute therefore shall be elected from the appropriate port, at a special meeting held for that purpose as soon as possible. (e) The report of the Committee shall be made up in sufficient copies to comply with the following requirements: two copies shall be sent by the committee to each Pott Agent and the SecretaryTreasurer prior to the first regular meeting scheduled to take Section 5. Ballot Collection, Tallying Procedure, Proteitt, and place subsequent to the close of the committee's proceedings or, Special Votes. in the event such meeting is scheduled to take place four days or (a) On the day the balloting in each port is to terminate, the less from the close of this committee's proceedings, then at least Polls Committee elected for that day shall, in addition to their other five days prior to the next regular meeting. Whichever meeting duties hereinbefore set forth, deliver to headquarters, or mail to applies shall be designated, by date, in the report and shall be headquarters (by certified or registered mail), all the unused ballots, referred to as the" "Election Report Meeting." As soon as these together with a certification, signed and dated by all members of the copies are received, each Port Agent shall post one copy of the Committee that all ballots sent to the port and not used are report on the bulletin board, in a conspicuous manner. This copy enclosed therewith, subject to the right of each member of the shall be kept posted for a period of two months. At the Election Committee to make separate comments under his signature and Report Meeting, the other copy of the report shall be read verbatim. date. The certification shall specifically identify, by serial number (f) At the Election Report meeting, there shall be taken up and amount, the unused ballots so forwarded. In the same package, but bound separately, the committee shall forward to headquarters the discrepancies, if any, referred to in Section 5(c) of this Article all smbs collected during the period of voting, together with a and the recommendations of the Tallying Committee submitted certification, signed by all members of the committee, that all the therewith. A majority vote of the membership shall decide what stubs collected by the committee are enclosed therewith subject to action, if any, in accordance with the Constitution, shall be taken the right of each member of the committee to make separate com­ thereon, which action, however, shall not include the ordering of ments under his signature and date. The said Polls Committee a special vote unless the reported discrepancies affect the results members shall not be discharged from their duties until the for- of the vote for any office or job, in which event, the special vote .warding called for hereunder is accomplished and evideiice of shall be restricted thereto. A majority of the membership, at the mailing or delivery is furnished the Port Agent, which evidence Election Rpeort Meeting, may order a recheck and a recount when shall be noted and kept in the Port Agent's election records or files. a dissent to the closing report has been issued by three or more members of the Union Tallying Committee. Except for the con­ (b) All forwarding to headquarters called for under this Section tingencies provided for in this Section 5(f) the closing report 5, shall be to the Union Tallying Committee, at the address of shall be accepted as final. headquarters. In the event a Polls Committee cannot be elected (g) A special vote ordered pursuant to Seciton 5(f) must take or cannot act on the day the balloting in each Port is to terminate, . the Port Agent shall have the duty tg forward the material specifi­ place and be completed within seven (7) days after the Election cally set forth in Section 5(a) (utiused ballots and stubs) to the Report Meeting, at each port where the discrepancies so aaed Union Tallying Committee, which will then carry out the funaions . upon took place. Subject to the foregoing, and to the limits of the in regard thereto of the said Polls Committee. In such event, the • vote set by the membership, as aforesaid, the Port Agents in each Port Agent shall also forward all other material deemed necessary such port shall have the functions of the Tallying Committee as set forth in Section 5(c), insofar as that Seaion deals with the by the Union Tallying Committee to execute those funaions. terms of such special vote. The Secretary-Treasurer shall make a •uffident amount of the usual balloung material immediately avail-' able to Port Agents, for the purpose of such special vote. Imme­ diately after the close thereof, the Port Agent shall summarize the results and communicate them to the Secretary-Treasurer. The ballots, stubs, roster sheets, and unused ballots pertaining to the special vote shall be forwarded to the Secretary-Traesurer, all in the same package, but bound separately, by the most rapid means practicable, but, in any case, so as to reach the Secretary-Treasurer in time to enable him to prepare his report as required by this Section 5(g). An accounting and certification, made by the Port Agent, similar to those required of Polls Committees, shall be enclosed therewith. The Secretary-Treasurer shall then prepare a report containing a combined summary of the results, together with a schedule indicating in detail how they affect the Union "Tallying Committee's results, as set forth in its closing report. The form of the latter's report shall be followed as closely as possible. Two (2) copies shall be sent to each port, one copy of which shall be posted. The other copy shall be presented at the next regular meeting after the Election Report Meeting. If a majority vote of the membership decides to accept the Secretary-Treasurer's report, the numerical results set forth in the pertinent segments of the Tally­ ing Committee's closing report shall be deemed accepted and-final without modification. If ordered, a recheck and recount, and the report thereon by the Union Tallying Committee, shall be similarly disposed of and deemed accepted and final, by majority vote of the membership at the regular meeting following the Election Report Meeting. If such recheck and recount is ordered, the Union "Tallying Com­ mittee shall be required to continue its proceedings correspondingly. Stetien 6. Installation into office and the Job of Headquarters Representative, Port Agent or Patrolman. (a) The person elected shall be that person having the largest number of votes cast for the particular office or job involved. Where more than one person is to be eleaed for a particular office or job, the proper number of candidates receiving the successively highest number of votes shall be declared elected. "These determina­ tions shall be made only from the results deemed final and accepted as provided in this Article. It shall be the duty of the President to notify each individual elected. (b) "The duly elected officers and other job holders shall take over their respective offices and jobs, and assume the duties thereof, at midnight of the night of the Eleaion Report Meeting, or the next regular meeting, depending upon which meeting the results as to each of the foregoing are deemed final and accepted, as pro­ vided in this Article. The term of their predecessors shall continue up to, and expire at, that time, notwithstanding anything to the contrary contained in Article XI, Seaion 1. "This shall not apply where the successful candidate cannot assume his office because he is at sea. In such event, a majority vote of the membership may grant additional time for the assumption of the office or job. In the event of the failure of the newly-elected President to assume office the provisions of Article X, Section 2, as to succession shall apply until the expiration of the term. All other cases of failure to assume office shall be dealt with as decided by a majority vote of the membership. Saction 7. The Secretary-Treasurer is specifically charged with the preservation and retention of all election records, including the ballots, as required by law, and is directed and authorized to issue such other and further directives as to the eleaion procedures as are required by law, which directives shall be part of the election procedures of this Union. Article XIV Other Elections Saction 1. Trial Commillaa. A Trial Committee shall be elected at a special meeting held at 10:00 A.M., the next business day following the regular meeting of the Port where the Trial is to take place. It shall consist of five full book members, of which three shall constimte a quorum. No officer. Headquarters Representative, Port Agent, Port Patrolman, or other Union personnel may be electd to serve on a Trial Com­ mittee. No member who intends to be a witness in the pending trial may serve, nor may any member who cannor, for any reason, render an honest decision. It shall be-the duty of every member to decline nomination if he knows, or has reason to believe, any of the foregoing disqualifications apply to him. The members of this committee shall be elected under such generally applicable rules as are adopted by a majority vote of the membership. Saction 2. Appaalt Committas. The Appeals Committee shall consist of seven full book members, five of whom shall constitute a quorum, elected at the port where headquarters is located. The same disqualifications and duties of members shall apply with regard to this committee as apply to the Trial Committee. In addition, no member may serve on an Appeals Committee in the hearing of an appeal from a Trial Committee decision, if the said member was a member of the Trial Committee. Section 3. Dslegilet. As soon as the President is advised as to the date and duly authorized number of delegates to the convention of the Seafarers International Union of North America, he shall communicate such facts to the Port Agent of each Port, together with recommendations as to generally applicable rules for the election of delegates. "These facts and recommendations shall be announced and read at the first regular meeting thereafter. Unless changed by a majority vote of the membership during that meeting, the election rules shall apply. "These rules shall not prohibit any full book member from nominating himself. The results of the election shall be communi­ cated to each Port Agent, posted on the bulletin board, and an­ nounced at the next regular meeting of the Port. Rules of election hereunder may include provisions for automatic eleaion of all qualified nominees, in the event the number of such nominees does not exceed the number of delegates^ to be elected. Article XV Trials and Appeals SflOion 1. Any member may bring charges against any other member for the commission of an offense as set forth in this Con­ stitution. "These charges shall be in writing and signed by the accuser, who shall also include his book number. "The accuser shall deliver these charges to the Port Agent of the port nearest the place of the offense, or the port of pay-off, if the offense took place aboard ship. He shall also request the Port Agent to present these charges at the next regular meeting. "The accuser may withdraw his charges before the meeting takes place. �I Su^Ieihetat^Page SI* >» SEAFARERS^ LOG Felwiuuir 19^4968; (c)' Misconduct during any meeting or odier official Union taciton a. After presentatioa of the charges and the request to evidence to support such a finding and, in such case, the Appeals the Port Agent, the Port Agent shall cause those charges to be read Committee shall not make its own findings as to Ae weight of proceeding, or bringing the Union into disrepute by conduct not at the said meeting. provided for elsewhere in this Artide; evidence. ir the charges are rejeaed by a majority vote of the port, no (d) Refusal or negligent failure to carry out orders of diose (b) In no event shall increased punishment be recommended. furAer action may be taken thereon, unless ruled otherwise by a duly authorized to such orders at any time. (c) A new trial shall be recommended if the Appeals Committee majority vote of the membership of the Union within 90 days finds—(a) that any member of the Trial Committee should have Saction 4. Upon proof of the commission of any of the following thereafter. If the charges are accepted, and the accused is present, he shall be automatically on notice that he will be tried the fol­ been disqualified, or (b) that the accused was not adequately offenses, members shall be penalized up to and including a fine of lowing morning. At his request, the trial shall be pos^oned until informed of the details of the charged offense, which resulted in $50.00; the morning following the next regular meeting, at which time the his not having been given a fair trial, or (c) that for any other (a) Refusal or wilful failure to be present at sign-ons or pay-offs; Trial Committee will then be elected. He shall also be handed a reason, the accused was not given a fair trial. (b) Wilful failure to submit Union book to Union representa­ (d) If there is not substantial evidence to support a finding of written copy of the charges made against him. tives at pay-off; If the accused is not present, the Port Agent shall immediately guilt, the Appeals Committee shall recommend that the charge on (c) Disorderly conduct at pay-off or sign-on; cause to be sent to him, by registered mail addressed to his last which the finding was based be dismissed. (d) Refusal to cooperate with Union representatives in dis­ known mailing address on file with the Union a copy of the (e) The Appeals Committee may recommend lesser punishment. charging their duties; charges, the names and book numbers of the accusers, and a noti­ Saetion 14. The Appeals Committee shall deliver its decision and fication, that he must appear with his witnesses, ready for trial the (e) Disorderly conduct in the Union hall; morning after the next regular meeting, at which meeting the dissent, if any, to headquarters, which shall cause sufficient copies (f) Gambling in the Union hall;to be published and shall have them sent to each port in time to Trial Committee will be elected. (g) Negligent failure to join ship. In the event a majority of the membership of the Union shall reach there before the next regular scheduled meeting. Headquarters vote to accept charges after their rejection by a port, the trial shall shall also send a copy to each accused and accuser at their last Saction 5. Any member who has committed an offense penalized take place in the Port where Headquarters is located. Due notice known address, or notify them in person. by no more than a fine of $50.00 may elect to waive his rights thereof shall be given to the accused, who shall be informed of the Section 15. At the meeting indicated'in Section 14 of this Article, under this Constitution subject to the provisions of Article XV, name of his accusers, and who shall receive a written statement the membership, by a majority vote, shall accept the decision of the Section 19 and to pay the maximum fine of $50.00 to the duly of the charges. At the request of the accused, transportation and Appeals Committee, or the dissent therein. If.there is no dissent, authorized representative of the Union. subsistence shall be provided the accused and his witnesses. the decision of the Appeals Committee shall stand. Section 6. This Union, and its members, shall not be deemed to If a new trial is ordered, that trial shall be held in the port Section 3. The Trial Committee shall hear all pertinent evidence waive any claim, of personal or property rights to which it or its where headquarters is located, in the manner provided for in and shall not be bound by the rules of evidence required by courts members are entitled, by bringing the member to trial or enforcing of law but may receive all relevant testimony. The Trial Committee Section 2 of this Article. Any decision so providing for a new trial a penalty as provided in this Constitution. may grant adjournments, at the request of the accused, to enable shall contain such directions as will insure a fair hearing to the Saction 7. Any member under suspension for an offense under him to make a proper defense. In the event the Trial Committee accused. falls beneath a quorum, it shall adjourn until a quorum does exist. Section 16. Headquarters shall notify the accused and each accuser, this Article shall continue to pay all dues and assessments and must observe his duties to the Union, members, officials, and job holders. Section 4. No trial shall be conducted unless all the accusers are either in person or in writing addressed to their last known present. The Trial Committee shall condurt the trial except that the address, of the results of the appeal. A further appeal shall be accused shall have the right to cross-examine the accuser, or accusers, allowed as set forth in Section 17 of this Article. Aritcle XVII and the witnesses, as well as to conduct his own defense. The accused Soction 17. Each member is charged with knowledge of the pro­ Publications may select any member to assist him in his defense at the trial, visions of the Constitution of the Seafarers International Union provided, (a), the said member is available at the time of the of North America, and the rights of, and procedure as to, further - This Union may publish such pamphlets, journals, newspapers, trial and (b) the said member agrees to render such assistance. appeal as provided for therein. Decisions reached thereunder shall magazines, periodicals and general literature, in such manner as If the accused challenges the qualifications of the members of the be binding on all members of the Union. may be determined, from time to time, by the Executive Board. Trial Committee, or states that the charges do not adequately inform Sactien 18. It shall be the duty of all members of the Union to him of what wrong he allegedly committed, or the time and place of such commission, such matters shall be ruled upon and dis­ take all steps within their constitutional power to carry out the Article XVIII posed of, prior to proceeding on the merits of the defense. The terms of any effective decisions. Bonds guilt of an accused shall be found only if proven by the weight Section 19. Every accused shall receive a written copy of the of the evidence, and the burden of such proof shall be upon the charges preferred against him and shall be given a reasonable time Officers and job holders, whether elected or appointed as well accuser. Every finding shall be based on the quality of the evidence to prepare his defense, but he may thereafter plead guilty and as all other employees handling monies of the Union shall be and not solely on the number of witnesses produced. waive any or all of the other rights and privileges granted to him bonded as required by law. Section 5. The Trial Committee shall make finding's as to guilt by this Article. If an accused has been properly notified of his or innocence, and recommendations as to punishment and/or other ttial and fails to attend without properly requesting a postpone­ Article XIX Union action deemed desirable in the light of the proceedings. These ment, the Trial Committee may hold its trial without his presence. findings and recommendations shall be those of a majority of the Expenditures committee, and shall be in writing, as shall be any dissent. The Article XVI committee shall forward its findings and recommendations, along Section 1. In the event no contrary policies or instructions are in Offenses and Penaltieswith any dissent to the Port Agent of the port where the trial took existence, the President may authorize, make, or incur such ex­ place, while a copy thereof shall be forwarded to the accused and Section 1. Upon proof the commission of the following offenses, penditures and expenses as are normally encompassed within the the accusers, either in person or by mail addressed to their last authority conferred upon him by Article X of this Constitution. known addresses. The findings shall include a statement that the the member shall be expelled from membership: Section 2. The provisions of Section 1 shall similarly apply to (a) Proof of membership in any organization advocating the rights of the accused under this Constitution, were properly safe­ the routine accounting and administrative procedures of the Union guarded. The findings also must contain the charges made, the date overthrow of the Goverrunent of the United States by force; of the trial, the name and address of the accused, the accuser, and (b) Acting as an informer against the interest of the Union except those primarily concerned with trials, appeals, negotiations, strikes, and elections. / each witness; shall describe each document used at the trial; shall or the membership in any organizational campaign;. contain a fair summary of the proceedings, and shall state the Section 3. The provisions of this Article shall supersede to the (c) Acting as an informer for, or agent of, the company against findings as to guilt or innocence. If possible, all documents used at the interests of the membership or tlie Union; extent applicable, the provisions of Article X of this Constitution. the trial shall be kept. All findings and recommendations shall be (d) The commission of any act as part of a conspiracy to m^dsiS iiatt of the regular files. destroy the Union. Article XX Sedion 6. The Port Agent of the Port of Trial shall, upon receipt Section 2. Upon proof of the commission of any of the following Income of the findings and recommendations of the Trial Committee, cause the findings and recommendations to be presented, and entered offenses, the member shall be penalized up to and including a penalty of expulsion from the Union. In the event the penalty of Section 1. The income of this Union shall include dues, initiation into the minutes, at the next regular meeting. expulsion is not invoked or recommended, the penalty shall not fees, fines, assessments, contributions, loans, interest, dividends, as Section 7, The Port Agent shall send the record of the entire exceed suspension from the rights and privileges of membership well as income derived from any other legitimate business operation proceedings to headquarters, which shall cause sufficient copies for more than two (2) years, or a fine of $50.00 or both: or other legitimate source. thereof to be made and sent to, each Port in time for the next (a) Wilfully misappropriating or misusing Union property of Section 2. An official Union receipt, properly filled out, shall be regularly scheduled meeting. the value in excess of $50.00. given to anyone paying money to the Union or to any, person auth­ Section 8. At the latter meeting, the proceedings shall be dis­ (b) Unauthorized use of Union property, records, stamps, seals, orized by the Unioii to receive money. It shall be the duty of every cussed. The meeting shall then vote. A majority vote of the mem­ etc., for the purpose of personal gain; person affiliated with the Union who makes such payments to bership of the Union shall: (c) Wilful misuse of any office or job, elective or not, within the demand^ such receipt. (a) Accept the findings and recommendations, or Union for the purpose of personal gain, financial or otherwise, or Section 3. No assessments shall be levied except after a ballot (b) Reject the findings and recommendations, or the wilful refusal or failure to execute the duties or functions conducted under such general rules as may be decided upon by a (c) Accept the findings, but modify the recommendations, or of the said office or job, or gross neglect or abuse in executing majority vote of the membership, provided that: (d) Order a new trial after finding that substantial justice has such duties or funaions or other serious misconduct or breach of (a) The ballot must be secret. not been done with regard to the charges. In this event, a new trust. The President may, during" the pendency of disciplinary (b) The assessment must be approved by a majority of the proceedings under this subsection, suspend the officer or jobholder trial shall take place at the port where headquarters is located from exercising the functions of the office or job, with or without valid ballots cast. and upon application, the accused, the accusers, and their witnesses pay, and designate his temporary replacement. shall be furnished transportation and subsistence. Section 4. Except as otherwise provided by law, all payments (d) Unauthorized voting, or unauthorized handling of ballots, Section 9. After the vote set forth in Section 8, any punishment stubs, rosters, verification lists, ballot boxes, or election files, or by members or other affiliates of this Union shall be applied suc­ cessively to the monetary obligations owed the Union commencing so decided upon shall become effeaive. Headquarters shall cause election material of any sort; with the oldest in point of time, as measu/ed from the date of tiotice of the results thereof to be sent to each accused and accuser. (e) Preferring.charges with knowledge that such charges are accrual of such obligation. The period of arrears shall be calculated Section 10. An accused who has been , found guilty,- or who is •false; accordingly. under eflfective punishment,may appeal in the following manner:' (f) Making or transmitting, with intent to deceive, false reports He may. send or deliver a notice of appeal to Headquarters or communications which fall within the scope of Union business; Article XXI within 30 days after receipt of the notice of the decision of the (g) Deliberate failure or refusal to join one's ship, or mis­ membership. Other Types of Union Affiliatioii conduct or neglect of duty aboard ship, to the detriment of the Section 11. At the next regular meeting of the port where Head­ Union or its agreements; To the extent permitted by law, this Union, by majority vote quarters is located, after receipt of the notice of appeal, the notice (h) Deliberate and unauthorized interference, or deliberate and shall be presented .and shall then become part of the minutes. An malicious villification. With regard to the execution of the duties of the membership, may provide for affiliation with it by individ­ uals in a lesser capacity than membership, or in a capacity other Appeals Committee shall then be elected. The Vice-President in ,of any office or job; than membership. By majority vote of the membership, the Union charge of contracts is charged with the duty of presenting the (i) Paying for, or receiving money for, employment aboard a may provide for the rights and obligations incident to such capaci­ before-mentioned proceedings and all available documents used as ties or affiliations. These rights and obligations may include, but evidence at the trial to the Appeals Committee, as well as any vessel, exclusive of proper earnings and Union payments; (j) Wilful refusal to submit evidence of affiliation for the are not limited to (a) the applicability or non-applicability of all' written statement or argument submitted by the accused. The accused may argue his appeal in person, if he so desires. The purpose of avoiding or delaying money payments to the Union, or any part of this Constitution; (b) the terms of such affiliation; (c) the right of the Union to peremptory termination of such appeal shall be heard at Union Headquarters on the night the or unauthorizedly transferring or receiving evidence of Union affiliation and, (d) the fees required for such affiliation. In no committee is eleaed. It shall be the responsibility of the accused affiliation, with intent to deceive; to insure that his written statement or argument arrives at head­ (k) Wilful failure or refusal to carry out the order of those duly event may anyone not a member receive evidence of affiliation equivalent to that of members, receive priority or rights over quarters in time for such presentation. authorized to make such orders during time of strike. members, or be termed a member. (1) Failure or refusal to pay a fine or assessment within the time Section 12. The Appeals Committee shall decide the appeal as soon as possible, consistent with fair consideration of the evidence limit set therefor either by the Constitution or by action taken in Article XXII and arguments before it. It may grant adjournments and may accordance with the Cotistitution. request the accused or accusers to present arguments, whenever Quorums Saction 3. Upon proof of the commission of any of the following necessary for such fair cotisideration. offenses, members shall be penalized up to and including a sus­ Saction 1. Unless elsewhere herein otherwise specifically provided, Soctien 13. The decision of the Appeals Conunittee shall be by pension from the rights and privileges of membership for two (2) the quorum for a special meeting irf a port shall be six full book majority vote, and shall be in the form of findings and recommen­ years, or a fine of $50.00 or both: members. , dations. Z^ssents will be allowed. Decisions and dissents shall be in (a) Wilfully misappropriating or misusing Union property writing and signed by those participating in such decision or dissent. of the value under $50.00; ^ Saction 2. The quorum for a regular meeting of a Port shall be In making its findings and recommendsuions, the^committee shall (b) Auuthing imy office or job, -whether elective or not wiffii . fifty (30) members. be governed ^ the following: knowledge of the lade of possession of the qualifications required Section 3. Unless otherwise specifically set forth herein, the <•) No finding cf guilt shall be reversed if diere is substantial -therefor; deciftohi, reports, recommendatitMis, 'or funcdons bf any �Fabnarr 19, MM' SEAFARERS LOG •egmeat of die Union lequlibs n quonim to tct offidally, «li«n bt • ^jorlty of dKMc voting, and dull not be official or effeaive vnlesi die quotum tequitementi are met. Article XXV Amendments Sactien 4. Unlesf otherwise indicated herein, where the require­ ments for a quorum are not specifically set forth, a quotum shall be deemed to be a majority of those composing the applicable segment of the Union. This Constitution. shall be amended in the following manner: Section I. Any full book member may submit at any regular meeting of any Pott proposed amendments to this Constitution in resolution form. If a majority vote of the membership of the Port approves it, the proposed amendment shall be forwarded to all Ports for further action. Sactien 2. When a proposed amendment is accepted by a ma­ jority vote of the membership, it shall be referred to a Constitu­ tional Committee in the Pott where Headquarters is located. This Committee shall be composed of six full book members, two from each department and shall be elected in accordance with such rules as are established by a majority vote of that Port. The Com­ mittee will act on all proposed amendments referred to it. The Committee may receive whatever advice and assistance, legal ot otherwise, it deems necessary. It shall prepare a report on the amendment together with any proposed changes or substimtions or recommendations and the reasons for such recommendations. The latter shall then be submitted to the membership by the President. If a majority vote of the membership approves the amendment as recommended, it shall then be voted upon, in a yes or no vote by the membership of the Union by secret ballot in accordance with the procedure outlined in Article XllI, Section 3(b) -through Section 5, except that, unless otherwise required by a majority vote of the membership at the time it gives the approval necessary to put the referendum to a vote, the Union Tallying Committee shall consist of six (6) full book members, two from each of the three (3) departments of the Union, elected from Headquarters Port. The amendment shall either be printed on the ballot, or if too lengthy, shall be referred to on the ballot. Copies of the amendment shall be posted on the bulletin boards of all ports and made avail­ able at the voting site in all ports. Section 3. If approved by a majority of the valid ballots cast, the, amendment shall become effective immediately upon notifica­ tion by the Headquarters Tallying Committee to the President that the amendment has been so approved, unless otherwise specified in the amendment. The President shall immediately notify all ports of the results of the vote on the amendment. Article XXIII Meetings faction 1. Regular membership meetings shall be held monthly only in the following major ports at the following times: During the week following the first Sunday of every month a meeting shall be held on Monday—at New York; on Tuesday—at Philadelphia; on Wednesday—at Baltimore; and on Friday—at Detroit. During the next week, meetings shall be held on Monday at Houston; on Tuesday—at New Orleans and on Wednesday—at Mobile. All regular membership meetings shall commence at 2=30 P.M. local time. Where a meeting day falls on a Holiday officially designated as such by the authorities of the state or municipality in which a port is located, the pott meeting shall take place on the following business day. Saturday and Sunday shall' not be deemed business days. The Area Vice Presidents shall be the chairmen of all regular irfeetings in ports in thier respective areas. In the event the Area Vice Presidents are unable to attend a regular meeting of a port, they shall instruct the Port Agents, ot other elected job holders, to act as chaitman of the meetings. In the event a quorum is not present at 2:30 P.M. the chairman of the meeting at the pertinent port shall posqjone the opening of the meeting but in no event later than 3:00 P.M. Section 2. A special meeting at a port may be called only at the direaion of the Port Agent or Arei Vice President. No special meeting may be held, except between the hours of 9:00 A.M. and 5:00 P.M. Notice of such meeting shall be posted at least two hours in advance, on the port bulletin board. The Area Vice Presidents shall be the chairmen of all special meetings in ports in their respective areas. In the event the Area Vice Presidents are unable to attend a special meeting of a port, they shall instruct the Port Agents, or other elected job holders, to act as chairmen of the meetings. The contents of this Section 2 are subject to the ptovisions of Article XIII, Section 4(a). Section 3. Notwithstanding anything to the contrary, all regular meetings shall be governed by the following: 1. The Union Constitution. 2. Majority vote of the members assembled. Article XXIV Definitions and Miscellaneous Provisions Relating Thereto Saclion t. Incapacity. Unless otherwise set forth or dealt with herein, the term "incapacity," shall mean any- illness or situation preventing the affected person from carrying out his duties for more than 30 days, provided that this does not result in a vacancy. However, nothing contained in this Article shall be deemed to prohibit the execution of the functions of more than one job and/or office in which event no incapacity shall be deemed to exist with regard to the regular job or office of the one taking over the duties and functions of the one incapacitated. The period of incapacity shall be the time during which the circumstances exist. Sactien 2. Unless otherwise set forth or dealt with herein, the term "vacancy" shall include failure to perform the functions of any office or job by reason of death, or resignation, or suspension from membership or expulsion from the Union with no further right to appeal in accordance with the provisions of Article XV. of this Constimtion. Section 3. When applicable to the Union as a whole the term, "majority-vote of the membership", shall mean the majority of all •the valid votes cast by full book members at an official meeting of those ports holding a. meeting. This definition shall prevail not­ withstanding that one or more ports cannot hold meetings because of no quorum. For the puipose of this Section, the term "meeting" • shall refer to those meetings to be held during the time period within which a vote must be taken in accordance with the Con­ stitution and the custom and usage of the Union in the indicated priority. • Section 4. When applicable solely to port action and not concetned with, or related to, the Union as a whole, and not forming part of a Union-wide vote, the term, "majority vote of the mem­ bership", shall refer to the majority of the valid votes cast by the full book members at anyjmeeting of the Port, regular or special. . Section S. The term, "membership action", or reference thereto, shall mean the same as the term "majority vote of the membership". Section 6. Where the title of any office or job, or the holder thereof, is set forth in this Constitution, all references thereto and the provisions concerned therewith shall be deemed to be equally applicable to whomever is duly acting in such office or job. Section 7. The term "Election Year" shall be deemed to mean that calendar year prior to the calendar year in which elected offi­ cials and- other elected job-holders are required to assume office. The fitst election year hereunder shall be deemed to be I960. Section 8. The terms, "this Constitution", and "this amended Constitution", shall be deemed to have the same meaning and shall refer to the Constitution which takes the place of the one adopted by the Union in 1939, as amended up througli August, 1956. Section 9. The term, "member in good standing", shall mean a member whose monetary obligations to the Union ate not in arrears for thirty days or more, or who is not under suspension or expul­ sion effective in accordance with this Constitution. Unless other­ wise expressly indicated, the term, "member", shall mean a member in good standing. Soction 10. Unless plainly otherwise required by the context of their use, the terms "Union book", "membership book", and "book", shall mean official evidence of Union membership. Ssction 11. The term "full book" or "full Union book" shall mean only an official certificate issued as evidence of Union membership which, can be attained only by those members who ° have first acquired the highest seniority rating set fotth in the standard collective bargaining agreement. Sactien 12. The term, "full book member", shall mean it. member to whom a full book has been duly issued and who is entitled to retain it in accordance with the provisions of this Constitution. Article XXVI Transition Clause SupplemeoU^Faffe« SeTCA: EXHIBIT A Minimal requirements to be contained in Constitution of subordinate bodies and divisions chartered by or affiliated with the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District. I All members shall have equal rights and privileges, subject to reasonable rules and regulations, contained in this Constimtion, including secret election, freedom of speech, the right to hold office and the right of secret votes on assessinent and dues increases, all in accordance with the law. II No member may be automatically suspended from membership except for non-payment of dues, and all members shall be afforded a fair hearing upon written charges, with a reasonable time to pre-, pare defense, when accused of an offense under the Constimtion. III This Union is chartered by (and/or affiliated with), the Seafarets International Union of North America—^Atlantic, Gulf, Lakes and Inland Waters District, and this Constimtion and any amend­ ments thereto, shall not take effect unless and until approved as set forth in the Constimtion of that Union. IV An object of this Union is, within its reasonable capacity, to promote the. welfate of, and assist, the Seafarers International Union of North America—^Atlantic, Gulf, Lakes and Inland Waters District. The charter (and/or affiliation) relationship between this Union and the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District shall not be dissolved so long as at least ten members of this Union, and the Seafarers International Union of North .America—^Atlantic, Gulf, Lakes and Inland Waters District acting through its Executive Board wish to continue such relationship. Section I. It is the purpose and intent of this Article to provide for an orderly transition from Union operations and activities as governed by the Constitution in effect prior to the adoption VI of this amended Constimtion, to operations and activities conducted in accordance with this amended Constimtion. Accordingly, the No amendment to this Constitution shall be effective unless and following sections are to be given the interpretation required to until approved by at least a two-thirds vote of the membership in a effecmate tbe foregoing purpose and intent. secret referendum* conducted for that purpose. In, any event, the Section 2. All routine administrative, accounting, and other similar adoption of this Constitution and any amendments thereto, will not procedures and processes of this Union, In effect immediately be effective unless and until compliance with Article 11 of the prior to the adoption of this amended Constimtion shall-'jje deemed Constitution of the Seafarers International Union of North America to be permitted heruender and shall continue in effect unless or —Atlantic, Gulf, Lakes and Inland Waters District is first made. until changed, in accordance with the provisions hereof. VII Section 3. All methods and means of collecting and disbursing Union funds, all segregations of Union funds, rules of order The Seafarers International Union of North America—Atlantic, genejrally followed, bonding procedures, reinstatement procedures, Gulf, Lakes and Inland Waters District shall have the right to and any other practices or procedure, in effect immediately prior check, inspect and make copies of all the books and records of this to the adoption of this amended Constitution, shall be deemed Union upon demand. to be permitted hereunder, and shall continue in effect unless or until changed in accordance with the provisions hereof.VIII Sactlon 4. All Union policies, customs, and usage, including those Tills Union shall not take any action which will have the effect with regard to admission into membership, in effect immediately prior to' the adoption of this amended Constitution, shall be deemed of reducing its net assets, calculated through recognized accounting to be permitted hereunder and shall continue in effect unless or procedures, below the amount of its indebtedness to the Seafarers International Union of North America^—Atlantic, Gulf, Lakes and until changed in accordance with the provisions hereof. Inland Waters District, unless approved by that Union through its Section 5. All officers and other jobholders elected as a result of Executive Board. the balloting held by this Union during November and December of 1958, who are serving at the time of the adoption of this IX amended Constitution, shall continue to serve, without reduction in salary, in the office most closely related to the one held prior to So long as there exists any indebtedness by this Union to the that adoption, and for a term not to exceed that for which he Seafarers International Union of North America—Atlantic, Gulf, was elected in the balloting held in 1958. For this purpose the Lakes and Inland Waters District, that Union shall have the right following table sets out the new office and job, the present nearest , to appoint a representative or representatives to this IJnion who equivalent in terms of functions presently performed, and the shall have' the power to attend all meetings of this Union, or its identity of-the person occupying it. The adoption of this amended sub-divisions, or governing boards, if any; and who shall have Constitution shall constitute ratification of this table. access to all books and records of this Union on demand. This representativCj or these representatives, shall be charged with die Indkidual Old Title . New Title duty of assisting this Union and its membership, and acting as a Secretary-Treasurer PAUL HALL President liaison between the Seafarers International Union of North America Assistant Secretary—Atlantic, Gulf, Lakes and Inland Waters District and this Union. Executive Treasurer CAL TANNER Vice-President Vice-President in charge of Contracts. So long as any unpaid per capita tax, or any other indebtedness Assistaiit Secretaryand Contract of any sort, is owed by this Union to the Seafaters International Treasurer CLAUDE SIMMONS Enforcement Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, such indebtedness shall constitute a first lien on the assets Vice-President in Assistant Secretaryof this Union, which lien shall not be impaired without the written charge of the Treasurer EARL SHEPPARD approval of the Seafarers International Union of North America— Atlantic Coast Atlantic, Gulf, Lakes and Inland Waters District acting through Vice-President in • its Executive Board. Assistant Secretarycharge of the Treasurer LINDSEY WILLIAMS Gulf Coast XI Boston Port Agent Vice-Presideflt In The per capita tax payable by this Union to the Seafarers Inter­ and Administrative charge of the Lakes national Union of North America—^Atlantic, Gulf, Lakes and Dirertor of Great AL TANNER and Inland Waters Inland Waters District shall be that which is fixed in accordance Lakes District with the terms of die Constitution of that Union. (To be filled by the President in accord­ XII ance witli Constitu­ VACANCY tion) Secretary-Treasurer This Constimtion and actions by this Union pursuant thereto are subject to those provisions of the Constimtion of the Seafarers Assistant SecretaryHeadquarters International Union of North America—Atlantic, Gulf, Lakes and BILL HALL Treasurer Representative Inland Waters District pertaining to affiliation, disaffiliation, trustee­ Assistant SecretaryHeadquarters ships, and the gtanting and removal of charters. ED MOONEY Representative Treasurer Assistant SecretaryHeadquarters XIII JOB VOLPIAN TreasurerRepresentative This Union shall be affiliated with die Seafarers International Since no elected officer or jobholder currently performs the Union of North America through the Seafarers International Union functions of the new office of Secretary-Treasurer, that office shall of North America—^Atlantic, Gulf, Lakes and Inland Waters Dis­ be filled by the President pursuant to Article X, Section l(j) of trict. It shall share in, and participate as part of, the delegation of this Constitution. From the date of the adoption of this Constim­ that District to the Convention of the Seafarers International Union tion, the officets, as above described, shall execute the powers and of North America in accordance with the provisions of the Con­ functions, and assume the responsibilities of the said offices as set stimtion of the Seafarers International Union of Nprth America— forth in this Constitution. Atlantici Gulf, Lakes and Inland Waters Disuict. �;S'~ .-iT ^••' •>? • \- V^.I»J-' iiir-'i«"-Sj,.»jif^[i^ R"' •-• . • % - r,: •., • .• • • , ,-•'•*• f, 4--. •• '••'> •.- •?. L-..-;^VV;^ - \ I'h- ' EVERY SEAFARER IS GUARANTEED * Protection of the rights and privileges guaranteed him under the Constitution of the Union. * The right to vote. ^ The right to nominate himself for, and to hold, any office in the Union. * That every official of the Union shall be hound to uphold and protect the rights of every member and that tn no case shall any member be deprived of his rights and privileges as a member without due process of the law of the Union. * The right to be confronted by his accuser and to he given a fair trial by an impartial committee of his brother Union members if he should be charged with conduct detrimental to the welfare of Seafarers banded together in this Union. ^ The right to express himself freely on the floor of any Union meeting or in committee. ^ The assurance that his brother Seafarers will stand with him in defense of the democratic prin­ ciples set forth in the Constitution of the Union. • -f- I?-' • ,.;-A' r- •4;- I-: - -fyV-'- - '•; ai -4-r-V; ^ ' i X'- ^ f.r i'. i''- . -:T;f � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1960-1969 Description An account of the resource Volumes XXII-XXXI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 19, 1965 Description An account of the resource Headlines: SIU CALLS FOR TAX ON RUNAWAYS TO ASSIST U.S. FLEET FLOUNDERING NIAGRA SAVED BY SIU CREW SIU PROTESTS MOVE TO LET FOREIGN-FLAGS IN U.S.-P.R. TRADE TAX RUNAWAYS TO FINANCE NEW U.S. SHIPS, SIU URGES SIU PUSHES FIGHT TO SAVE PHS HOSPITALS FOR SEAMEN U.S. OCEAN TRADE DOUBLED, U.S. FLAG SHARE DOWN 2/3 SEAMAR BACK IN SERVICE FOLLOWING COLLISION MISHAP STATE LABPR BOARD NIXES LIE DETECTORS READERS’ DIGEST STILL ON ANTI-LABOR BINGE AFL-CIO URGES CONGRESS APPROVE AID TO SCHOOLS SOCIAL, ECONOMIC ILLS PLAGUE APPALACHIA TO SAVE A LIFE – MOUTH-TO-MOUTH RESUSCITATION TEXT OF SIU CONSTITUTION Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 02/19/1965 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXVII, No. 4 1965 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/a4c38ca0008a844f627689065d600c43.PDF c1b9e746ab2628c94121894b19d9338e PDF Text Text SEAFARERS^LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO Union Victory On Hunaways i- N SEA LEVa CASE -Story On Page 2 SlU Strike Saves RR Tug Jobs -Story On Page 3 M Newcst suDBrtanker under new oupertanKer. siu contract is the 46,000- ton Mt. Vernon Victory (Victory Carriers). Big ship is fully air-conditioned and has a swimming pool back aft near stack. Unlicensed men'sleep two to foc'sle, in cabin beds and share toilet and shower facilities with the two men in adjoining foc'sle. Large, roomy lockers are also provided. (See other photos page 12.) I#'c All OiFAr SIU railway tugmen tear S' 9 #«rff • up strike signs to signify end of strike against 11 eastern railroads. Major issue in the beef was job security for the tugmen who man the railway car floats used in transport­ ing freighf" into New York area. Success of the strike stymied railroads' plans to further reduce their work force in other areas of their operations. It also blocked moves to extend job-cutting else­ where in the transportation industry. (Story on Page 3.) i I US Income I Tax Return I SIU EXPERT'S ADVICE TO SEAFARERS Page 24 t I I f I I J �Face Twe SEAFARERS NLRB Rules For SlU In Key Runaway Case WASHINGTON, February 16—The Seafarers International Union scored a most important victory for all American seamen when the National Labor Re­ lations Board ruled, late today, to take jurisdiction over American-owned ships flying runaway flags, if these ships operate regularly" from US ports. In a case involv­ ing the Liberian-flag SS Sea Level, of the West India Fruit and Steamship Company, the Board ruled that the employer must deal with the SIU as the representative of the ship's crewmembers. The decision was by a 3 to 2 vote. The ruling came in a case which had been universally recognized as a landmark in American maritime unions' efforts to organize runaway-flag shins. In fact, the case was considered so impor­ tant that enormous pressure had been brought to bear on the Board to rule against the Union. Those aopearing against the SIU in the case in­ cluded the US State Department, US Department of Defense and a committee representing the giant steel, oil and aluminum combines, headed up by Standard Oil of New Jersey. It is expected that an appeal will be forthcoming to the courts. The Sea Level case was one of four pending before the Board, all of which had similar char­ acteristics and were docketed together. The others involved SIU charges against the owners of the SS Yarmouth for firing the crew after they a.sked for an SIU contract; the P&O Steamship Com­ pany, operators of the Liberian-flag SS Florida, for refusing to bargain, and a National Maritime Union case against Honduran-flag vessels owned by the United Fruit Company. The SIU scored the first breakthrough on the runaway issue when the NLRB agreed that the Union had the right to organize the Liberian-flag ships of the P&O Steamship Company. The Board had held that the ships were essentially Ameri­ can because they operated out of American porta in American foreign trade. Subsequently, the SIU won a clear-cut election victory on the SS Florida, and proceeded with organizing activities on other runaway ships. In addition, the SIU and the National Maritime Union had formed the International Maritime Workers Union. The IMWU has engaged < in a number of runaway organizing efforts, including the operations of National Bulk Carriers. However; the giant oil and metals companies, having an enormous stake in the runaway-flag field, opened a campaign at the NLRB to secure a reversal of the P&O decision. In this campaign they were supported by the Elsenhower Adminis­ tration, with the State Department and the De­ partment of Defense both intervening on behalf of the runaway-flag operation. These open moves to pressure the NLRB were assailed by the SIU and the Maritime Trades Department. MTD President Paui Hall, in letters to the heads of the government departments last November declared that the clear purpose of the intervention was to deny American unions the right to organize runaway crews. The Sea Level is well known to Seafarers as the old SS Seatrain, one of the first ships to be signed up and manned by the SIU back in the late '30's. Following its sale, it was transferred to the Liberian flag by its new owners, but con­ tinued to operate between New Orleans and Havana. When the SIU organized the crew and petitioned fbr representation, the owners fired the Cuban crew while the ship was in Havana harbor. They then forced them to repudiate their SIU pledge cards to get their jobs back. West India Fruit and Steamship, the vessel's owner, is still operating regularly out of Havana, beiiig one of the few American concerns whose operations have not been halted by Castro. American Ships To Cet More Farm, Aid Cargoes; Job Step-Up Likeiy WASHINGTON—A sharp turnaround in US Government policy 6n American-flag shipping is in the making in Washington. If ^carried out as announced, it would go a long way toward snapping the, American merchant marine out of the doldrums. The new policy has two-^ major elements. One would Typifying the reversal in policy, tion had follo\(red the "effective involve giving American-flag the new Maritime Administrator, control" line, supporting the idea ships up to 100 percent of foreign Admiral Ralph E. Wilson, told a that runaway ships could be relied aid cargo commitments in some shipping group on February 6 on to carry US essential materials. instances, as opposed to the slight­ that, "we must have ships that we Wilson noted that "In the cold ly more than 50 percent they have control—^American-flag ships, with war, in the conduct of peace­ been receiving up until now. The American crews—if we are to as'time-trade and commerce, our US second part of the program would sure, beyond the question of a flag merchant ships truly become involve a vast increase in ship­ doubt, access to our supplies of our first line of defense. They are ments of surplus food abroad, of raw materials from abroad." our only sure guarantee for the which American ships now carry Under the Eisenhower adminis­ principal movement of our imports at least half. tration, the Maritime Administra- and exports ..." l^l?'v t m~ 1^" I i IW- |[^;- 1K'.' • INDEX To Departments The SIU Inland Boatman —Pages 8, 9 The SIU industrial Worker —Page 25 SIU Social Security Dep't —Page 13 SIU Safety Department —Page 7 • SIU Medical Department —Page 19 • SIU Food, Ship Sanitation Dep't —Page 20 The Pacific Coast Seafarer —Pages 22, 23 The Great Lakes Seafarer —Pages 10. 11 The Fisherman and Cannery Worker -.-Page 18 The Canadian Seafarer —Page 21 O Editorial Cartoon —Page 15 • A&G Deep Sea Shipping Report -Page 6 • Shipboord News —Pages 27, 28, 29, 30 Febmanr. IMl LOG The foreign aid ruling is an outgrowth of the troubles the United States is" having with the outflow of gold and dollars from this country. One area of this out­ flow is ocean shipping costs. Under the ruling, the Interna­ tional Cooperation Administration, which administers the foreign aid program, will pay the cost of ship­ ping the aid material only if it is carried on an American-flag ship. If carried on a foreign-flag ship, then the country receiving the aid has to pay the cost of the ocean freight. * For practical purposes, its ex­ pected that the ruling will give most of these cargoes to Americanflag ships. The countries receiving the foreign aid have very little merchant shipping of their own and would not be in g position to pay other foreign-flag ship oper­ ators to carry the aid cargoes to them. Such countries, for example, would bp Korea, Pakistan, Laos, Formosa (Nationalist China) and ) South Vietnam. Another Safe SIU Ship Crewmen aboard Wild Ranger (Waterman) pose with SIU safety award won recently. From left: P. Rubis, bosun; Mate Aiiden; G. Lawson, AS and (in front) E. Johnson, AS. (For other SIU safety awards, see centerfold.) MTD Acts On Sea Union Pacts, Cuba BAL HARBOUR, Fla.—The Executive Council of the Mari­ time Trades Department acted on several important maritime issues in its winter meeting here, among them the problems of national bargaining, the *• continuation of Liberian-flag active in the Cuban trade. The trading operations with Cuba MTD plans to take steps to halt and the growth of runaway-flags on the Great Lakes. Noting that the American-flag shipping industry was now facing a possible turning point, the Depart­ ment went on record in full support of proposals for a national bargain­ ing set-up with US-flag operators. Such bargaining should deal with all the issues confronting US ship­ ping, not just wages and hours. It's the intention of the mari­ time unions to meet with the op­ erators and discuss subsidy policy, domestic shipping problems, American-owned runaway opera­ tions and similar matters The MTD group voted reactiva­ tion of the Maritime Federation of the Caribbean. Preliminary steps had been taken in this direction before the Castro regime in Cuba torpedoed cooperation on the problems of Caribbean seamen and maritime workers. An immediate problem for the Federation to deal with is the operation of the run­ away-flag West India Fruit and Steamship Company between West Palm Beach and Havana. West India is at present running a thriving business shipping cargo from Canada in sealed boxcars, some of it possibly contraband un­ der present US regulations. Other runaway operators are similarly this traffic by boycotting Cuban cargo. The board voted to endorse pre­ vious action taken in Montreal to set up a Great Lakes regional Fed­ eration. This group is concentrat­ ing on fighting the use of the Brit­ ish flag as a runaway registry by American and Canadian ship op­ erators. Presiding at the meeting of tha Department, which has 31 union affiliates in the .AFL-CIO, were MTD President Paul Jlall and Secretary-Treasurer Peter McGavin. SIU Improves Travel Clause In Ship Pacts Through agreement with SIUcontracted operators a new travel and subsistence pay policy was put into effect this month which per­ mits a Seafarer to collect in cash at the payoffs, a sum equal to first class air fare, plus a day's pay and subsistence, from the payoff port back to the original port pi en­ gagement. Formerly under the transporta­ tion clause, the Seafarer received the equivalent of first class train Feb., 1961 Vol. XXIll, No. 2 fare, including the price of a lower berth at the payoff. In order to col­ lect subsistence and travel pay, the Seafarer was required to return to the port of engagement within 30 PAUL HALL, President days. HERBEBT BRAND, Editor. BERNARD SEA­ One reason for the shift in the MAN, Art Editor. HERMAN ARTHUR. AL MASKIN, CHARLES BEAUMET, ALBERT contract provision was that the AMATEAU, ARTHUR MAHKOWIIZ, Staff former rule covering lower berth Writers. railroad fares was becoming ob­ solete. Publlthaa rnonmiy . et Ibja- headquarters As before, transportation is pay­ International Union, Atof th« Seafarers Inl l::ntlc Gulf, Lakes and inland Waters able under the provisions of District, AFL-CIO,- <75 Fourth Avenue, Brooklyn 33, NY. Tel. HYaclnth 9«00. Article II, Section fi"! of the stand, Second class postage paid at the Post ard contract. This provides trans­ Office In 'Arooklyn, NY, under the Act portation pay where a ship's port of Aug. 24, 1912. of engagement is in o le area and the port of payoff in another area. SEAFARERS LOG �Febnury, Iftl SEAFARERS Fage Thre* LOG RR Tugmen Win Job Security MMP, MEBA Join In SIC/ Plans List For Stewards Acting to implement the rec­ ommendations of the rank and file steward department committee elected last summer, the member­ ship in all ports has approved a separate registration category for chief stewards. The new registration category will be group 1-S and will include only chief stewards. It is planned to start the new registration category on or about March 1. All Seafarers with chief . steward's endorsement will have the option of switching over to group 1-S until the March 31 deadline. Those who remain in group will no longer ship to chief stew­ ard Jobs, since group 1 will ap­ ply to chief cooks artd bakers. If a Seafarer now on the registra­ tion list does switch over to group 1-S, he will receive full credit for all the time on his shipping card. Similarly, men coming oft the ships after March 31 will have the option of registering group 1-S or group 1. The new registration procedure was one of nine recommendations made by a five-man rank and file committee elected on July B, 1960. The recommendations were ap­ proved by the August membership meetings in all ports. They called for the establishment of a training school for stewards and a recertlficatlon process to assure that all men shipping chief steward are fully-qualified to hold that rating. The other proposals of the com­ mittee will be acted upon at a later date. The decision to set up sep­ arate registration for stewards at this time was prompted In part by the action of the Coast Guard. That agency has begun Issuing seamen's ..papers to steward department en­ try ratings as "food handlers," without any specification that the man Is an entry rating. This could open the door to totally-Inexperi­ enced men shipping in key ratings such as chief steward. SCHEDULE OF SlU MEETINGS SlU membership meet­ ings are held regularly once a month on days in­ dicated by the SlU Con­ stitution, at 2:30 PM in the listed SlU ports below. All Seafarers are ex­ pected to attend. Those who wish to be excused should request permission by telegram {be sure to include registration num­ ber). The next SlU meet­ ings will be: New York Philadelphia Baltimore Detroit Houston New Orleans Mobile March March March March March March March 6 7 8 10 13 14 15 Routing Job Cut Plan NEW YORK—The plans of the railroad industry to make railroad marine workers the first victims of theii; drive to abolish jobs collapsed in utter defeat on Mon­ day morning, January 23." Early that morning the railroad representatives signed a new agreement embodying the unions' original demands to pre­ serve the job security of the railroad tugmen. The agreement ended a 13- Lonely picket stands vigil at Sunnyside yards of Pennsy Rail­ roads where much of that road's passenger trains lie idle. Picketing took place in five states, was extended as far as Cincinnati. day walkout of three unions, the Railway- Marine Region of the SlU'a Inland Boatmen's Union; the Masters, Mates and Pilots and the Marine Engineers' Beneficial Asso­ ciation against 11 eastern railroads. It provides that the status quo on tugmen's jobs will be maintained pending completion of a study of the entire railroad manning ques­ tion which Is to be conducted by a Five State Picketing Stymied Roads Despite Sub-Zero Cold Any strike depends in large part on the effectiveness of picket lines. In the vast oper­ ation involved in striking 11 major railroads in the dead of winter the picketing operation was a massive one. ciation, the Masters, Mates and maintain close phone and vehicle Most of the men who carry Pilots and Seafarers of the deep contact with all posts. a blue picket card as a me­ sea and Great Lakes districts. The Two 24-hour strike kitchens New York Central and New Haven were in operation along with sev­ mento of their participation in systems were completely closed eral coffee wagons on the move at this beef will have some tales to tell their grandchildren. For one thing, because of the nature of the railroad operation, the picket­ ing was carried on In areas rang­ ing far and wide in the harbor and In the Interior as well, as far west as Cleveland. In New York City alone, some 80 locations were picketed, another 60 on the Jersey side and dozens of Inland points. As If It wasn't odd enough for railroad tugman or Seafarer to find himself picketing In Danbury, Connecticut, or Poughkeepsie, New York, to name two sites, the weather turned to on the side of the railroads with a vengeance. During the course of the 13-day strike, temperatures at some^picket sites ranged down as low as 29 below zero and, especially in the last week, never surpassed 20 de­ gree? above at best. To top it off, howling blizzard blew in on Thursday evening, January 19, coV' ering the eastern seaboard with from ten to 25 inches of snow, on top of previous snow storms. Food, Foul Weather Gear Consequently, In addition to the enormous job of dispatching pick­ ets around the clock to the 150-odd picket locations, the strike ap­ paratus had to contend with the difficulties of getting food, foul weather gear and eveh firewood to pickets in the far-flung ?reas being covered. At times there were sev­ eral hundred pickets working a single shift. At its height, just before the contract signing In the wee hours of Monday, January 23, the strike app^atus covered a five-state area New York, New Jersey, Connec­ ticut, Pennsylvania and Ohio— with pickets coming from the Rail­ way Marin;<» Region, SIU; the Marine Engineers Beneficial Asso­ down and the Pennsylvania Rail­ road was in the process of being immobilized as the settlement was signed. In fact, some 30 minutes before the negotiators put their signatures to the agreement, a picket line shut down Penn RR in­ stallations in Philadelphia and pickets were setting up lines at their Pennsy locations in that state. New York Central Shut On the New York side, in addi­ tion to picketing 80 rail yards and railroad marine locations In the city, the lines were also up at Al­ bany and at rail power plants or train assembly points in Yonkers, White Plains, Irvington, Pough­ keepsie,-Tuckahoe, Ossining, Har­ mon, Croton and Brewster. The Buffalo hall manned picket lines in that city, Syracuse, Rochester, Niagara Falls and the American side of the rail bridge to Canada. Subsequently, pickets were as­ signed to the Cleveland terminal of New York Central, shutting down the 10,000-mile system from end to end. ^In Connecticut, the New Haven was bottled up by lines at Danbury, Stamford, Cos Cob and the road's main plant in New Haven Itself. Jersey pickets were stationed all along Jersey shore treminals from Hoboken to Bayonne, in addition to Newark, Bloomfleld, Ruther­ ford, Point Pleasant, Secaiicus, South Kearney, South Amboy, Elizabethport, Port Reading and others. Area commands were set up for the New York operation out of Brooklyn, Manhattan and the Bronx. Picket registration, dis­ patch' and communication centers were manned day and night to all hours. As weather conditions worsened foul weather gear, fire­ wood, and long Johns were distrib­ uted. Arrangements were made for makeshift sleeping accommo­ dations for pickets unable to get back home. At times, the Unions' strike wagons with picket reliefs or coffee were the only vehicles clocked through metropolitan area tunnels for hours at a stretch as virtually all transport was para­ lyzed by the snow. The toughest picketing assign­ ments were in outlying points where, because of transportation difficulties, it wasn't always pos­ sible to relieve pickets on schedule. Reporting on . agreement are Simmons, SIU; Colhoon, MEBA, and (belowL Bishop, MM&P. commission headed by outgoing Labor Secretary James MitchelL The new Secretary of Labor, Arthur Goldberg, former AFLCIO general counsel, played a major role in bringing about the final settle­ ment. From the start" of the strike, the unions involved were willing to put the manning Bishop issue aside until the Mitchell Commission brought in its recommendations. But the railroads had other plans. They thought they saw an opportunity to establish a precedent, in aavance of the Mitchell Commissioa report, which could be usea against one million members of the various railroad brotherhoods. Con­ sequently, they were adamant oa this issue and were more than will­ ing to take a strike if they could establish, in writing, that they had a free hand to fire men and reduce manning scales as they pleased. The consequence of the rail­ roads' position, was the widespread stoppage The railroads' position was weakened by the fact that they had testified before the Presidential fact-finding board that they had ntt Issue with the present size of tug­ boat crews. The strike came after 15 months of futile negotiations between the (Continued on page 8) The waving and clapping seen above signifies the sentiments of New York area pickets just after RMR membership voted to end strike against I i railroads. ^ �t;-^--«*'«:: I; SEAFARERS F«*e SMffarer's Wife At Clinic Retired, He's Heading For Portugal BALTIMORE—Permanently dis­ abled by an .arthritic- condition, Seafarer Jose Scares will never sail again after spending a life­ time of over 36 years at sea. He's been receiving an SIU disabilitypension since last June. Scares is now awaiting the-birth of a child here in the States be­ fore taking the family back to bis native land of Portugal. "This will give me at least one good America," he explains. He plans to \ return to Portugal, be­ cause his wife cannot speak English and "life is very strange for her here." Still a young man at 53, Soares last sailed two years ago on Soores the SS Calmar as an AB. A 30-foot-fall from the gangway to the dock while securIng for sea permanently sidelined the husky sea veteran. It left him with a complex of spinal and leg injuries. Today, with the security of the $35 weekly SIU benefits' check to count on, Soares manages to keep in touch with former shipmates nearly every day. His home is only a block from the hall here, and this gives him plenty of op­ portunities to visit, play cards and wait out Job calls with them. 4i' Mrs. Sarah Setliff has blood tampU taken by lab technician at SlU's clinic in NY during recent examination day tor de­ pendents. Her husband Samuel was last on the Portmar. Baltimore Hall Gets Clinic On Feb. 25 BALTIMORE—The Baltimore SIU clinic will open in its new home on the third deck in the Baltimore Hall, 1216 East Baltimore St., on February 25. The new location will make •thp health center more convenient for SIU members and their families. ' FEBRUARY, 1939; The SIU Tampa port agent ran into a rough one when he, along with the crew of the West Kyska, took some beefs to the local inspector and the US shipping commissioner. Instead of act­ ing on the beefs, they told the men to swear out affidavits, with the commissioner warning them that the beefs better be correct or else they would lose their certificates. "In the face of all this opposition from men who are supposed to represent all the people of the United States, and not a few, we decided to try and set some satisfaction from you," the agent wrote in a letter to the Commerce Department. Among the beefs listed were: badlyequipped slop chest, little heat in the foc'sles, bad drinking water, foc'sles awash in heavy weather, plus a steering engine which throws oil, making it dangerous to oil and clean up when ship was underway. 4. 4. 4. 4" 4" 4" FEBRUARY, 1941: Rep. Everett M. Dirkseh, Illinois Republican, earned the title of "Seamen's Enemy No. 1" with the introduction of a bill that would outlaw union hiring halls, require the notorious Copeland fink book,—legalize any command prohibiting the dissemination by seamen of any material "which in the opinion of the master is en­ couraging, or is calculated to encourage, mutinous or rebellious conduct . . . ," and require crews to be composed of 75 percent native-born or naturalized citizens the remainder to have entered the country by 1925. The bill, as the LOG points out, would injure the union by eliminating union hiring halls, violated the civil rights of seamen and set nativeborn citizens against foreign-born, "just another way of dividing the ranks of seamen for the purpose of weakening the union."- Congress had earlier defeated a bill by Dirksen to "make all crews on Ameri­ can merchant ships members of the active naval reserve," and work at wages from $21 to $84" per month. ' FEBRUARY, 1942:, The Atlantic Fishermen's Union is getting the run-around from boat operators on their request for $5,000 war risk Insurance. The operators have locked out the fishermen and left their fleets idle in Boston harbor. The shipowners are in open defiance of the War Labor Board, which handed down a special decision instruct­ ing operators to pay the premiums for insurance. The employees have told the union they might "consider" the question if the union sur­ rendered on the wages and hours issue. "We can imagine." the LOG commented, "the howl that would have gone up if a union had balked at a board decision." 4i 4> 4, FEBRUARY, 1943: The Big Town, finally realizing that merchant teamen keep things moving in the war, have opened up many canteens and clubs for them. The best spot, is the American Theatre Wing Mer­ chant Seamen's Club, an actor and actress-run canteen. It has distribu­ ted 10,000 free tickets to theatres, movies, operas, radio shows and boxing matches In the two weeks since its opening. And then there are all those lovely hostesses to dance with. The newest canteen open for seamen, the LOG reports, "is at the Ritz—no IcSsT Every Sunday night the Ritz Towers on Park Ave., at 57th Street hold open house. Dancing, floor show, hostesses from Park Ave., etc., etc.". . . Out of the foc'sle tomes the report that "the brothers who were squawking about torpedo ^ns, victory pins or what have you, may now secure a ribbon from the WSA for every time they survived a torpedoing, by writing to that office.". . . SIU added $25,160 to the thousands of dollars already in- lli LABOR 'BOUMrP THE WORLD SOME OF THE PEOVISIONS OF FOREIGN LABOR contracts or labor laws would seem odd, or even extreme. If placed In the United States setting. For example, In Brazil, a worker with ten years on the job can't be fired for any reason, except for violations of a major national law. The layoffs at the end of nine years and 11 months must ibe terrific. Strikes in Brazil have to be authorized by labor courts, technically speaking. The unions are trying to get the right to strike written into the constitution. An important factor in some jobs is if the plant provides food and health services, because many workers can't afford the cost outside. In Argentina, government awards are what decide the wage pattern, rather than collective bargaining. The Netherlands has a system whereby a board composed of govern­ ment, employer and employee members checks on wage gains to de­ termine whether they are inflationary. Italy, for the first time in .history, is beginning to make a dent in traditionally huge unemploy­ ment. Italian wages are still rock bottom In most areas, with unions unable to do much about the situation because ItaUan workers, living hand to mouth, can't survive strikes of any duration. IVest Germany workers are making the biggest strides. Wages have doubled since 1950 and"are going up at seven to eight percent a year. The work week there is finally heading down to the 40 hour standard which has been ig existence in other western countries for miny years. Remember When ... Y««ted In war boadL mnury, IMl LOG The move to the Baltimore hall from a center some distance from the hall is part of the SIU Medical Department's program of making the Union's health centers provide greater service to Seafarers and their families. Like other SIU clinics the center is completely equipped with examining rooms, x-ray facilities, laboratory, electro­ cardiograph, reception room and doctors' offices. It provides free head-to-toe medical check-up for Seafarers, their wives, dependent parents and children. Many Services Offered The examination, which would cost $45 and up if purchased pri­ vately, includes such services as urineanalysis, blood tests, x-ray, electrocardiography and, for de­ pendents, gynecological and pedi­ atric examinations. Dr. Oscar Camp is in charge- of the Baltimore clinic. His staff in­ cluded three doctors available at different times of the day, three lab technicians and a clerical staff. PHS Hospital Visiting Hours Seafarers and friends of SIU men are urged to visit their buddies in the PHS hospitals whenever the opportunity arises. The visiting hours at the va­ rious hospitals are as follows: Boston (Brighton PHS) 11 AM to 8 PM 2 PM to 8 PM Staten Island 1 PM to 3 PM Baltimore 7 PM to 8 PM 2 PM to 4 PM Norfolk 6 PM to 8 PM $ AM to 11 AM Savannah 1 PM to 5 PM 7 PM to 9 PM 2 PM to 3 PM New Orleani 7'PM to 8 PM 2 PM to 3 PM Galveston 7 PM to 8 PM San Francisco 12 Noon to 8:30 PM (TB wards 3 PM to 8:30 PM) Seattle 2 PM to 7 PM 4^ ^ WHILE LIVING STANDARDS IN WEST EUROPE at least, are on the way up in most areas, it's a different story on the Communist side of the fence. In Yugoslavia, the official Communist Party newspaper reported that seamen on .a Yugoslav coastal passenger ship were often ' putting in 20 bdurs a day for 25 percent additional pay over, their eight hour base scale. The operators of the vessel refused to pay the overtime stipulated by law, and that's that. There was no word of protest made by the "Yugoslav unions. ^ t 4; 4. DOWN IN ARUBA, THE HUGE OIL-REFINING island belonging to the Netherlands, a strike of oil workers has been broken by the government and the employers. The tactics followed were those which are classic in the oil industry. After the Petroleum Workers Federation of Aruba called the strike, the refinery set up a company union with which it signed a contract. It then arrested, jailed or deported the leaders of the oil workers. The strike was provoked in the first instance by the employers when the company fired J. A. Hernandez, secretary of the union and the government ordered his deportation since he ia a citizen of Venezuela. 4- 4. * THE FINNISH TRADE UNION FIGHT against Communist control has taken a step forward with the organization of the Finnish Trade Union Federation. The Federation was set up to counter the Finnish Trade Union Council which has fallen under the control of Finnish Communists and their allies. Participating at the founding meeting were 11 unions with a membership of over 41,000 with several other unions, whose total membership is over 20,000 pre.sent as observers. It is expected that other unions will join the group. The opposing trade union council had approximately 200,000 members originally, but at least one third of the group has dropped away. . 4i 4> 4i NON-OPERATING UNIONS ON CANADIAN railways were all set to start a strike on a national scale when the Canadian government pushed through special legislation banning the walkout. The legislation put a.freeze on wages and strike action until May 15, compelling 120,000 non-operating railwaymen to work against their will until that time. In the meantime, a Royal Commission will conduct an investiga­ tion into the industry and bring in recommendations. '$> SOVIET TRADE UNIONS HAVE TO DO SOMETHING to pass the time of day since its obvious to all that they have no role to play in such matters as wages," hours, working conditions and o .-the-job grievances. The latest bulletin put out by the World Federation of Trade Unions quotes the official Russian "trade union" newspaper on the "achievements" of Soviet unions. Major emphasis is placed on the speed-up with the Russians boasting that over six million workers are taking part in competition for the title of "Communist Labor Brigade" and over 200,000 of them have won awards as "outstanding workers of Communist labor." These titles are given workers whose production rate" exceeds a-given standard. •The Russian unions also boast of their program of convalescent homes (no doubt, that's where the "outstanding workers of Communist labor" rest up); summer camps, libraries and sports activities with 6,000 "masters of sport" in their memberships. In this review of "achievements" there's not a word about any genuine trade union function. PORT O' CALL E.BALTiA/oeE �. . ,r^.- rcilnntjr. 19« SEAPARERSI Sill Convention Vote P«C« Fiv* LOG Dock Law Appeals System Sought By HY Port Council NEW YORK—A proposal for a tri-partite appeals board to which longshoremen and other waterfront workers could appeal rulings of the Waterfront Commission has been made by the Maritime Port Council of Greater New York Harbor. The proposal was on» of several presented by the' group to the New York State mitted as far back as 25 to 30 years of the Maritime Trades Depart­ legislature, in order to assure ago. The Council noted that the ment, AFL-CIO, has as its officers SIU member Henry Viik Heft) signs up to cast his vote for SlUNA's convention delegates. Other voting members to rear are: Fred Harvey, Floyd Dominski and John Metsnit. Seafarers Elect 12 To SIU Convention Seafarers in all ports ended a secret ballot vote on Satur­ day, February 11, completing the election of 12 delegates to represent the SIU Atlantic, Gulf, Lakes and Inland Waters District at next month's t: SIUNA convention. at a special meeting in headquar­ The 12-man group named ters on January 19. was as follows; Steve Cardullo, Paul Hall, A1 Kerr, Robert Mat­ thews, Eddie Mooney, Earl Sheppard, Claude Simmons, Freddie Stewart, A1 Tanner, Cal Tanner, Keith Terpe and Lindsey Williams. The nominations for the 12-man group closed on January 19 and the voting began on Monday, Jan­ uary 30. , The nomination procedure and the eligibility requirements were the same as those for other SIU elective offices. Regular or special meetings in all SIU ports during the first week of January were no­ tified of the opening of nomina­ tions, as were all Union members at their last known home addresses. Nominations opened January 11, with acceptances and notifications closing midnight January 16. A rank and file credentials committee passed upon the qualifications of the candidates after being chosen The SIU convention is being held at the Hotel La Concha, San Juan, Puerto Rico, starting on Monday, March 13. In addition to the 12 deep-sea delegates, there are delegates who will represent various SIU divisions, such as the Inland Boatmen's Union and the New Bedford Fisherman's Union. Don't Send Your Baggage COD "^afarers are again warned not to send their baggage COD to any Union hall. The Union cannot accept delivery of any baggage where express charges have not been prepaid. Men who send baggage COD to Union halls face the prospect of having to go to a lot of trou­ ble and red tape with the Rail­ way Express Co. fairness in Waterfront Commission procedures. The port council, representing 25 waterfront unions with a mem­ bership of 150,000, raised a number of objections to proposed legisla­ tion which would increase the com­ mission's powers. It noted that pro­ visions of the proposed legislation. Involving loose and broad grants of power to the commission, could be used to restrict legitimate union picket line activity by any union on the waterfront. In dealing with the commission's hearing procedures, Anthony Scotto, the council's president, noted that the commission is the investigating, prosecuting and judging agent all in one, and that the commissioners may, and do, arbitrarily disregard the hearing record in making their rulings. "The arbitrary processes of the commission are far harsher than processes employed by .the Federal government in matters of far great­ er consequence," he said. Appeals Board Sought He called attention to the fact that in the Coast Guard screening program during the Korean War, seamen accused of subversive con­ nections had the right of appeal from the Coast Guard ruling to a board composed of industry, labor and Coast Guard representatives. Further, the hearing ofl'icer in the first instance was a civilian, not a Coast Guardsman. This kind of procedure was sug­ gested by the council to protect the rights of longshoremen and other waterfront workers. The council proposed a similar tri­ partite board, composed of repre­ sentatives of labor, management and the commission, to hear ap­ peals. At present, the only right of ap­ peal a waterfront worker has is to the courts, a costly and cumber­ some process, usually taking many months. The port council also objected to the "open end" nature of the commission's penalties. Under the commission's procedures, waterfroqt workers can be barred from the docks for life for offenses com­ Federal Landrum-Griffin law has a five-year "statute of limitations" on barring individuals from par­ ticipating in union affairs. In addition, the council was criti­ cal of the commissipn's bid to ex­ tend its authority far beyond the confines of the waterfront. The port council, a local affiliate Scotto, Jerry Wurf, American Fed­ eration of State Council and Muni­ cipal Workers; Joseph Powell, Office Employees International Union and Raymond J. Connors,. International Longshoremen's As­ sociation. Wurf is vice-president, Powell, executive secretary and Connors, field representative. SIU To Operators: See That Mail Goes Through SlU-contracted companies have been notified by the Union that they are expected to assure the prompt delivery of both personal mail and Union communications to offshore ships or else suffer an "appropriate-• same time, the mail has not been contract penalty." The Union took this action returned to headquarters, indicat­ after receiving numerous com­ plaints from the crews of offshore ships about non-delivery of mail. The Union informed all contracted companies that "it is the clear re­ sponsibility of the ship operators to see to it that all their agents carry out their obligations in this respect." The operations were put on no­ tice that "if thig difficulty persists, the Union will have no alternative but to raise this as a contract issue in future negotiations and demand an appropriate contract penalty to cover non-delivery of mail." Agents' Laxity Cited The Union communication'noted that "if appears that the major cause of the trouble is either the laxity or deliberate evasion of re­ sponsibility by some of the (foreign port* agents." While "many agents do discharge their responsibility," there are some who "absolutely re­ fuse to forward mail," or "refuse to deliver mail to the ship- and then either throw it out, or return it to the sender as undeliverable." Included in the mail which has missed ships are copies of the SEAFARERS LOG airmailed to all vessels at their next port of call. Although the LOG Is sent regu­ larly to all ships, some crews have complained of non-delivery. At the ing that it is simply being discard­ ed at the receiving end. Alcoa Ship In Tokyo Collision A collision in Tokyo Bay be­ tween the Alcoa Pioneer and the Danish cargo vessel Laust Mae. sk sank the Danish ship and killed two of its crew. Three others are reported missing. Forty three other crewmen and four American passengers were rescued from the icy waters, thir­ teen reportedly injured. The crash occurred February 5 as the SlU-manned ship was leav­ ing Yokohama for Europe via Kobe and Korea. The bow of the 6.759ton Alcoa Pioneer was crushed and the No. 1 hold was flooded. None of the 43 crewmen were injured. The ghip returned to port under her own power and was drydocked while the cargo in the flooded hold was removed. The ship will be rejiaired in Japan after bids are put out. Repairs are expected to tak* a month to six weeks. jeB^oscmP ALSOO/^aiTBCAm^ \\AR£L£A5^ ^TBUfTF CAPABLB TvNfci /MPfZISoAl£DA/ff _ OF PHOroORAPHlf^ FVRCE FUBRS /R oBvioiS MCAlB TO SWBBTBf^ .». AlO P/207SSr y>£7T RBLATfoRS WITH FfiOfA SUMiMERS' AS30ClAriO/>l6.,r . K£\W£DV AVMlf^iSTRA-VOf^. _ TOPuroiyrRevizARper FOR FORSION \/lSirOK9 TOHELP cor OUTFIJOW OF DOLLARS .., U.S. TOURIST TARIFF-FREE SPiSslDING A^AV CUT It? WORLD'S WEA-msR. epeciAusi5MEEriN . FRteiDRS^VORR A&REE THMCUtAATE BGEWhlS COLDER* ijRiriSA) ARREST F/\r HNJ tOAtXPAl.. .OL\RSE THEM lVnHSPy/A/(9 OA/ BOriSFA/AVYAMO /A/fVRMlRSM05C0lVer SECRET DAJOBQERXhlP RADIO* . r DRif^< CLMimRV 6 \u SPEMD $34MILLIOJ4 r: OA/ AVS/ERTiSlRS CAM^ ' PAm ro PEODLB- SODA WATER,,, <^OMMV/^lST ChllMA MODIFfil^ RURAL COMMUA^ AS FOOi> SFORXAfSE &PREADS... .ffe45ANTS TO WWB Rl^^T TO OF THBIR.OWN FOOD* •m\ M �Fife-V SBAFARERS LOG We Six Febniaryt IMl SEAFARERS ROTARY SRIPPINfi BOARD (Figures On This Page Cover Deep Sea Shipping Only In thi SIU Atlantic, Gulf, Lakes and Inland Waters District.) January 1 Through January 31, 1961 To the surprise of no one, shipping took its usual dip in the month of January, following a pattern of many years' standing. December always produces hot shipping and a , big turnover just before the holiday season, while January Is traditionally slow. Consequently, the total jobs shipped during the month were 2,246 compared to a high of 2,898 in December. Interestingly enough though, Seafarers In the class A seniority group held their own despite the sharp drop. A total of 1,553 class A men shipped in January compared to December's 1,573. In other words, the seniority protection, worked out fine for the top-rated men, with the big ship­ ping drop coming in the low-rated class C group. In De­ cember this group shipped 461 jobs, dropping off to 178 In January. Similarly, class B shipping declined, although ^ Ship Activify not as sharply as shipping for 'C men. Registration was also off for class A. In fact four more "A" men shipped there registered, so that there was no rise^in the class "A" on the beach totals, an excellent omen during the traditionally slack shipping period. On the ship activity side, the number of payoffs and sign ons also dropped off, and total ship movements were down to 449 from 454 the month before. Severe winter weathet undoubtedly contributed to the shipping slack, although the tankers were booming because of- an unprecedented cold spell along the entire Eastern seaboard. In fact, the tankermen can look forward to far better shipping in the coming months than has been the case for several years- now, since the tanker industry appears to be snapping out of the doldrums which hit it early in 1957. Pay Sign In Offs Oni Troni. TOTAL Beitan New York ... .37 Philadelphia . . 4 Baltimore .... .17 Norfolk Jocktonvlllo .. S Miami Mobile New Crleoni . . 9 Houston ".... .10 Wilmington .. . 1 Son Francisco. . 2 Seottio 1 9 2 7 — 1 — 7 13 4 — 2 2 TOTALS 48 114 7 48-23 18 28 25 13 4 38 58 12 10 3 287 U 94 29 42 29 31 14 24 60 72 13 14 11 449 DECK DEPARTMENT Registered CLASS A GROUP I 2 5 5 27 63 3 15 52 19 8 9 9 12 0 3 19 15 73 32 27 47 11 13 11 12 8 20 Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Miami Mobile New Orleans Houston Wilmington San Francisco Seattle 199 TOTALS Registered CLASS B Shipped CLASS A Shipped CLASS B Shipped CLASS C - GROUP GROUP GROUP GROUP CLASS GROUP GROUP 3 ALL 1 2 3 ALL 1 3 ALL 1 1 2 2 2 3 ALL A 8 ALL 3 ALL C ALL 1 2 1 2 B 1 3 2 3 7 0 1 2 0 0 0 7 33 1 1 0 0 0 0 7 11 16 6 3 8 0 0 4 35 38 16 15 58 21 117 4 20 3 14 117 4 5 11 2 9 20 14 151 69 143 30 242 7 23 34 64 1 2 5 16 1 0 3 0 11 3 8 0 0 1 16 25 15 42 0 4 1 22 5 8 1 1 3 4 34 24 92 3 2 12 20 50 18 13 16 32 0 2 3 . 5 92 65 12 103 64 32 5 129 26 2 21 41 8 4 7 0 3 3 2 1 37 2 2 3 5 0 0 7 0 0 5 0 12 14 . 18 5 18 3 5 10 11 11 32 0 6 2 1 4 19 10 32 4 5 9 2 6 51 5 16 3 24 1 6 2 9 10 1 4 0 0 0 1 0 / 0 0 0 0 0 0 1 0 0 0 0 0 0 0 8 0 0 0 7 1 1 2 1 0 6 15 4 19 29 0 86 9 6 0 29 11 31 39 7 0 2 2 0 0 0 0 4 7 2 0 40 30 33 20 *9 57 19 109 1 1 8 109 21 2 0 6 47 9 11 21 8 138 61 111 24 196 22 21 4 25 23 48 46 0 55 16 117 4 18 19 41 3 0 1 4 117 95 7 42 41 38 21 17 18 4 162 36 23 1 2 5 4 11 9 12 2 10 0 5 14 3 6 0 2 2 23 35 9 9 1 19 8 10 2 1 10 3 17 1 1 6 3 8 6 0 17 2 4 0 0 0 7 20 1 0 21 26 22 3 51 1 12 4 14 23 13 36 10 59 2 5 59 1 8 7 18 0 17 9 2 3 18 82 15 10 26 1 11 5 5 1 187 329 109 1 625 17 65 88 1 170 10 8 31' 1 49 625 170 49 1 844 326 517 119 1 962 28 129 ]160 1 317 319 105 1 623 15 114 103 [232 1 3 ALL 16 6 19 109 22 4 80 9 19 2 3 24 3 0 37 3 19 124 28 102 27 3 25 2 7 35 ENGINE DEPARTMENT t Registered CLASS A Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Miami Mobile New Orleans Houston Wilmington San Francisco Seattle TOTALS ' Registered CLASS B Shipped CLASS A Shipped CLASS B GROUP GROUP GROUP 3 ALL 1 1 2 3 ALL 1 2 2 3 ALL 2 8 0 1 5 5 1 6 3 2 1 4 77 5 16 48 13 21 26 52 13 95 69 13 19 0 3 7 8 2 9 2 6 2 5 9 57 0 10 40 7 27 18 45 7 57 8 72 13 2 5 8 0 7 1 3 2 6 2 9 6 1 4 1 1 2 8 1 5 10 0 9 0 2 0 1 1 1 0 0 0 0 1 0 35 0 8 22 5 6 3 9 2 8 29 19 87 2 18 59 10 26 6 34 15 84 59 10 26 62 96 4 8 41 23 68 20 91 55 16 14 1 8 2 4 7 10 3 2 23 19 1 17 0 2 13 . 2 1 3 4 0 12 4 16 3 20 5 28 1 13 22 4 8 27 2 33 98 299 62 1 459 16 156 101 1 273 69 338 70 477 • Shipped CLASS C GROUP 3 ALL 1 2 0 2 0 2 0 20 25 45 6 0 2 4 13 18 33 2 0 3; 2 1 10 6 3 1 0 0 0 0 7 3 0 4 16 23 6 1 44 2 25 17 10 7 2 1 5 0 5 0 18 6 11 1 9 102 95 206 TOTAL SHIPPED GROUP CLASS 3 ALL A 1, 2 B 0 2 0 2 6 2 3 5 12 20 95 45 0 0 1 9 6 1 1 72 0 1 0 33 0 9 0 0 0 3 11 10 0 7 4 10 0 0 0 0 0 0 0 29 0 0 0 7 7 9 84 1 23 1 6 91 3 2 1 44 2 23 0 0 2 10 0 16 0 0 0 5 6 33 2 18 0 4 58 477 206 5 24 29 Registered On The Beach CLASS B CLASS A GROUP GROUP 3 ALL C ALL 1 S ALL 2 1 2 5 10 1 2 6 2 9 1 1 3. 61 20 160 38 98 30 166 7 25 29 10 16 2 8 34 1 7 43 0 2 69 1 106 10 61 10 81 38 29 2 12 -0 12 6 4 12 10 2 24 2 5 31 1 7 3 2 11 5 1 0 2 0 0 0 1 4 0 5 0 2 36 14 3 14 0 42 6 62 0 11 53 83 26 23 9 116 36 9 128 4 26 8 6 141 39 40 86 5 13 7 10 35 2 2 2 5 4 5 9 1 15 0 21 10 33 48 6 8 5 1 57 3 5 14 6 17 8 14 0 1 58 1 7411167 437 81 1 685 24 i4^ 126 1 "296 STEWARD DEPARTMENT m' Registered CLASS A Port Boston TT New York.... Philadelphia.. Baltimore Norfolk Jacksonville.. Miami Mobile New Orleans. Houston Wilmington. . San Francisco Seattle TOTAJS Registered CLASS B Shipped CLASS A ENGINE STEWARD GRAND TOTALS GROUP 1 2 3 199 319 105 98 299 62 60 216 191 488 678 383 TOTAL SHIPPED CLASS GROUP 3 ALL A 2 B 1 1 3 0 1 2 0 21 17 106 0 16 1 3 22 0 3 3 0 6 58 0 5 25 1 0 2 JO 0 0 0 19 17 0 6 1 18 0 0 0 0 0 0 0 0 0 28 0 0 5 93 0 0 5 21 0 10 10 57 32 0 0 2 13 0 2 2 0 13 0 0 7 0 7 8 39 20 0 1 3 '67 1r7i 451 139 1 Registered On The Beach CLASS A CLASS B GROUP GROUP 2 3 ALL 1 2 3 ALL C ALL 1 6 4 8 3 6 2 0 3 1 2 17 144 84 36 100 220 6 58 8 44 28 12 6 11 29 0 0 13 13 3 78 2 89 35 13 30 4 18 6 24 28 1 13 6 5 7 5 0 2 17 3 3 14 1 0 42 8 1 2 19 0 30 12 0 0 0 0 9 0 14 40 91 0 32 0 32 0 28 37 13 95 170 2 61 4 55 5 119 62 13 14 44 5 7 17 29 10 99 17 8 1 6 15 2 17 0 4 6 2 40 1 3 18 20 19 1 11 0 9 27 0 67 11 4 12 1 11 8 12 776 213 23 31 1 267 '71 1! 6611317 114 345 SUMMARY Registered CLASS A DECK Shipped CLASS C Shipped CLASS B GROUP GROUP GROUP GROUP 1 2 3 ALL 1 2 3 ALL 1 3 ALL 1 3 ALL 2 2 3 5 3 1 1 0 3 6 1 3 0 0 2 2 '2 0 30 13 54 97 2 0 25 27 31 11 64 106 0 21 1 20 10 5 7 22 0 0 8 8 12 22 0 3 3 7 0 3 20 6 23 49 2 2 19 23 25 10 23 58 4 0 21 25 7 13 0 4 2 4 3 7 0 0 0 2 2 0 0 0 10 2 3 15 1 . 1 1 3 8 17 6 3 6 0 2 4 1 0 5 0 4 0 0 0 0 0 0 0 0 0 0 0 21 2 13 36 0 0 14 28 0 0 14 10 4 14 0 0 31 3 58 92 1 0 33 34 17 21 8 68 93 1 1 19 31 14 27 72 7 3 29 39 16 11 30 57 1 29 2 32 5 1 4 10 • 1 0 3 6 13 0 4 5 2 0 2 2 7 2 7 16 0 0 7 6 6 3 13 1 6 1 9 0 15 7 13 35 3 3 15 39 4 20 21 15 4 20 2 14 191 60 216 1 4671! 20 13 159 f 192 143 57 251 1 451 14 5 120 1 139 - 1:. - -« Registered On The Beach CLASS B CLASS A TOTAL SHIPPED ALL 1 623 1 459 1467 jl549 Registered CLASS B GROUP 1 2 3 15 114 103 16 156 101 20 13 159 51 283 363 Shipped CLASS A GROUP ALL 1 3 2 1 232 187 329 109 1 273 69 338 70 1 192 143 57 251 1 697 399 724 430 Shipped CLASS B GROUP 3 ALL 1 2 65 88 1 625 17 1 477 9 102 95 5 120 1 451 14 11553 40 1721303 Shipped CLASS C GROUP 3 ALL 1 2 8 •31 1 170 10 24 29 1 206 5 3 67 1 i39 1 35 121 1 515 16 Registered On The Beach CLASS B CLASS A TOTAL SHIPPED CLASS ALL A C B 1 49 625 170 49 1 58 477 206 58 1 71 451 139 n 11 178 1553 515 178 ALL 1 844 1 741 1 661 |2246 GROUP 1 2 3 ALL 326 517 119 962 167 437 81 685 317 114 345" 776 810 1068 545 2423 GROUP 1 2 3 28 129 160 24 146 126 23 31 213 75 306 499 ALL 1 317 1 296 I 267 | 880 �Vebnuuy. INI SEAFARERS Face SeTM LOG Seatrain Gets ICC Hearing-At Last 'Joe Alcinif Safety Director Alarm Bells Have A Purpose ^ Experience proves that many "danger" signs and "caution" markers openly posted or stertcilled around the ship tend to be completely ignored after a while because everyone takes thenni for granted. You generally have to have a bad accident before everybody wakes up. This is one of the hard facts of life, whether you're on a ship, at home, on the highway or anywhere else. At typical situation -is one that's come Up on some West Coast ships lately. A sign on an alarm bell in the galley is clearly marked: "When This Bell Rings Go To The Ice Boxes." In several instances, the bell was purposely rung by an inspector to check what would happen. The results were pretty awful. No Idea About "The Alarm Most of the men in the galley on these occasions had no Idea at all why the bell was ringing. A couple completely ignored it; others just stood around wondering what to do. Some eventually went to the ice boxes and just stood there by the doors. They thought they were sup­ posed to stand by the ice boxes for some kind of drill. Apparently very few had the Idea that the bell had a definite pur­ pose; namely, get^the door opened in a hurry because somebody Is locked inside. Almost nobody got the message that there was an emer­ gency and, fortunately for all concerned, this was only a test. It would seem that new men as well as old hands in the galley should be reminded of this particular problem again and again. _ Aboard ship certainly, an alarm bell—wherever it rings—has i partic­ ular purpose. Anyone who .doesn't know what it is should ask. He could be the guy in a plight the next time. Clearer Signs Needed On this same issue, it's obvious that the sign We're talking about could also be worded more clearly. It might say: "Go To The Ice Boxes When Thts Bell Rings—Someone Is Locked Inside" or, simply, "Open All Ice ?ox Doors When This Bell Rings." Frequent reminders on what this is all about wouldn't hurt in any ctfSe. Obviously, whoever made up the sign assumed that the crewmembers would know the purpose of the alarm bell, which just wasn't so in the cases in question. The moral" is that warning signs and instruc­ tions should always assume that the reader knows nothing about the safety item at stake. In that way there is no question as to what should be done. There's a separate question here also. You could ask why was the door locked in the first place since there s usually a hook-back gadget on the bulkhead for the very purpose of keeping the door open. But con­ struction varies from ship to ship and not all vessels have these hooks. The best bet in such a case Is to have someone with you standing by the door, especially if you're carrying something into the ice box. The door may stay open awhile even if it's not hooked, but.once it starts closing you can have a lot of grief. This is where there have been serious accidents In the past, mainly due to such carelessness. Another good precaution, since these boxes generally have a separate padlock, is to stow the lock in your pocket when you go inside. In that way, you can't get locked in completely—and sometimes with the only key on the ship that can open the lock. Warnings Also Differ The situation we're talking about varies even more from ship to ship. Some have an alarm bell that rings in the galley and also on the bridge; others have a blinker light besides the alarm and some have a pilot light outside that switches on when the lights go on inside the box. Whatever the case, it's important to realize that these items are de­ signed to help avoid accidents. Understand them; they're insurance against a future problem of this kind around the galley or anywhere else around the ship. And jf any safety device doesn't work, report it right away so something can be done to get things working properly. It may be a while to the next port or safety meeting. Keeping these things a secret until then doesn't do anyone any good. (Comments and suggestions are invited by the Department and can be submitted to this column in care of the SEAFARERS LOG). Get Lowdown On Lifeboats WASHINGTON—^After seven months' inactivity and delay, the Interstate Commerce Commission has set February 28 as the date for the start of hearings on a Seatrain-railroad dispute. The SlU-contracted company filed a complaint in June that the railroads are blocking development of a** ture, but the ICC has not acted on it until now. Seatraln's complaint charges that the railroads—some 128 are involved — "have banded together for the purpose of driving water carriers out of existence. This goal is clearly evidenced by past selec­ tive rate-making of the railroads and their absolute refusal to coop­ erate with water carriers in pur­ suit of their daily activities." Seatrain contends that the rail­ roads are required by law to estab­ lish joint rail-water rates for freight shipments, and that the ICC, in turn, is the Governmental agency to compel the railroads to fulfill their legal obligations and to end the present abuse of the law. in refusing to set joint rates with Seatrain, the railroads are undercutting the carrier's business. They usually establish long haul rates for all-rail shipment of cargo which are far less than the short haul rate to and from the dock. Seatrain and the maritime uniofis, Including the SIU, have charged that the railroad objective is to put the company out of business. A report by the Senate Transpor­ tation Study Group held that the railroads are required to establish joint rates. In addition, the Landis. report on transportation, made to President Kennedy, recommended that the Government should en­ courage joint service between all forms of transportation, with the actual cost of operation being the principal factor in determining a transportation rate. Christmas Baby How many Christmas babies were born to Seafarers? So far, only one has been reported to the LOG. He's Richard Papi Jones, son of Jim and' Eloise Jones of 3559 Anna Drive, Mo­ bile, Alabama, who checked in at seven pounds five and a half ounces early Christmas morning. Jim, married a year, is an AB, working on a Mobile Towing Co. ocean tug. On British-Canada Issue A meeting of the executive .committee of the International Transportworkers Federation has been scheduled for April in Tel Aviv, Israel. Among other things, the meeting is to act on the ITF Seafarers Section's"* * were trading exclusively in Cana­ recommendation arising out of dian waters and especially with the complaint of the National Canadian-owned offshore ships. Union of Seamen of Great Britain against the SIU of North America. The SIUNA was to have pre­ sented its position on this issue at the Seafarers Section meeting in Antwerp last month, but the Union's representatives were un­ able to be present because of the tugboat strike. SIU President Paul Hall cabled ITF Secretary-General Pieter deVries requesting post­ ponement of the meeting until the tug strike was settled. Internation­ al Longshoremen's Association President Bradley also cabled the ITF for a postponement of the Antwerp meeting, pointing out that Hall, as president of the Maritime Trades Department, had been re­ quested to assist on legislative matters vitally affecting the ILA and other waterfront unions. However, deVries advised the SIU that changes in the meeting could not be made and that the group had discussed the issue. It had recommended to the executive committee that the SIU be sus­ pended unless it met the terms of a resolution which calls upon the SIU to cease alleged Interference in the affairs of the British union and to make a public apology. The SIU then requested a bill of particulars containing full details of the action. The issue out of which the com­ plaint arose was the practice of Canadian shipowners registering their ships under the British flag or the flag of British colonies. Tliis was being done even when ships Because Canadian seamen were being knocked off these ships a"d British and West Indian sa:i..an replacing them at savings to the shipowner of approximate'y 75 percent, the SIUNA took this is-, e up with Sir Thomas Yates, pre ident of the NUS. an ITF mee.hg in January, 1959. Yates a''i "?d that Canadian Seafarers had i e right to organize and represent » ;e crews of Canadian-owned ships in Canadian waters, no matter w it flag these ships flew. However, the British union never honored the agreement. Since many of the ships flving the British flag are in Canar'im waters throughout the s'k i i-g season, this practice works a s~ . e hardship on seamen manni-g e ships who have to get by on B tish wages in the Canadian-US e >nomy, particul' r'y whe.a t'^oy r :e the earnings of US and Canadian seamen. When a group of British sea nen in Liverpool, cal'ing them o'ves the reform movement, star.e' a wildcat strike last sTrmmer, Br U seamen in Canadian ports ea' y followed suit, althoirh they r.n the risk of jail terms British mari­ time law. US and Canadiaq operators in Canadian waters and on the Sea­ way can use the British flag freely because (Canadian law has no provi­ sions covering dorhestic tr-d? To flght this practice, the SIU and other maritime unions have set up the Great Lakes Conference of the MTD. Alcoa Gets Sanitation Award NEW ORLEANS—^The Public Health Service presented a sanitation fleet award to the SlU-contracted Alcoa Steamship Company, Inc. for "an outstanding record of sanitation maintainance." The award covers each of the 16 vessels operated by Alcoa during 1960. The entire fleet's rating was 97 percent-. The rating is based on the inspection of 166 items of sanitary construction and operation, includ­ ing the control of food and drink sources in port, the design and operation of galleys, water sup­ plies, waste disposal systems, rodent and vermin control, numer­ ous structual features involved in marine architecture and the prep­ aration and serving of food and drink aboard carriers. Such around the clock inspection acts as a control in the prevention of disease transmission and out­ break, both aboard ship and among the general population. Presented In the pame of the Surgeon General of the PHS, the award is designed to promote the highest attainable level of sanita­ tion aboard all Interstate public carriers-and ships of US registry. First SlU lifeboat training class in 1961 completes classroom work as bosun Bill Poak, instructor (standing, left), reviews use of eea anchor. Pictured (from left around table) are A-. iCiiKiwmiaiie, D. Donovon, A. Crasts, S. Birarro, H. Poeheco: end A. LCMMB; standing, H. Oottschiidk T/Alf VLJ. 7/?K Alcoa Steamship Co. received the USPHS Sanitation Award last month for general shipboard cleanliness. Holding award (1. to r.): R. K Schilling, Alcoa and Dr. W. H. Aufranc, USPHS. �wmm hi SE4rARERS HcM Whnarr. UM LOG ZNX. \ - ,i . ^ Rail Tug Strikers Ylin Job Security Robert Wagner along with union (Continued from page 3) union group and the roads. Picket- and management representatives. lines were set up far and wide It was ratified overwhelmingly by throughout the harbor and in five the Union members Involved states, shutting down two roads, Aside from the job security is­ the New York Central and New sue, other provisions of the agree­ Haven completely, and halting all ment called for the following: tug and ferry operations of the af­ • Cost of living increased incor­ fected roads. (See story on picket­ porated into the base rates. ing on page 3.) • A two percent increase In base Members of all the other rail­ rates, effective July 1, 1960, less a road unions—trainmen, telegra­ subsequent cost of living raise^^ phers, switchmen, clerks, office • Another two percent increase employees and others—all sup­ on March 1, 1961. ported the walkout to the hilt. In • Elimination of the cost-of-liv­ addition. Joint Council 16 of the ing clause. International Brotherhood of • A 45 cents per day additional Teamsters gave full support with boost for mates and engineers to Council president John O'Rourke cut down an inequity with the Port pledging that the picket lines would of Philadelphia. be fully respected. • Appointment of a bipartisan The final agreement was reached committee, with a neutral chair­ early Monday morning, January 23, man to explore the possibilities of after a marathon, all-night bar­ health and welfare coverage, either gaining session participated in by through existing union plans or Goldberg, New York's Governor by establishment of a separate plan Kelson Rockefeller and Mayor for railway marinb workers. k Pacific IBU Arctic Barge NEW, ORLEANS—Atlantic and Gulf Inland Boatmen Union mem­ bers received $9,764.96 in welfare benefits during the period of Jan­ uary 1-20, according to Welfare Plan headquarters here. Of this sum, a $3,000 death ben­ efit check was disbursed to each of the designated beneficiaries of McKlnley Ludgood and Robert Johnson, who were employed re­ spectively, by Radcliff Gravel Co. and John I. Hay Co. Other Inland Boatmen collect­ ing welfare benefits of $200 or higher were:, Lloyd Camus, Cres­ cent Towing Co., Thomas R. Lannie. Self Towing Co., and Raymond Morgan, Mobile Bar Pilots. Alaska Barge's company boat is shovvn crammed with gear for Dew Line summertime supply run. SlU Tugs On Arctic Run z' y SEATTLE—For the past four years, members of the Inlandboatmen's Union of the Pacific, an SIUNA affiliate, Jiave been manning the tugs and barges used in a unique, seasonal oper­ ation that nearly defied the re­ sources of the Armed Forces. 8,375 long tons of cargo and slight­ At stake was the annual sum­ ly over 3 million gallons of fuel; % mertime rush to get a year's sup­ plies into the DEW Line, the Dis­ tant Early Warning line of radar stations in the Arctic. Originally the Military Sea Transportation Service handled most of the project itself or with seasonal charters. Then the IBUcontracted Alaska Barge and Transport Inc. won a contract from the military to do the job. The military was at first dubious that the equipment at the com­ pany's disposal was sufficient to do the job. It consisted of a 299foot barge capable of handling a large power barge which dou­ bles as a lighter, freighter and towboat and a few smaller barges, floating oil tanks and a small tug. As a "cushion," the military an­ nounced that the MSTS would be utilized If Alaska Barge couldn't get through. But the IBU-contracted firm successfully , carried out the sup­ ply mission last summer, just under the wire before ice made the Arctic waters Impassible. From all Indications, the com­ pany will be on the job again this coming summer. Tug Justine's IBU 'Cookie' Woody Fuller, a floatman employed at Bush Terminal, Brook­ lyn, casts his ballot at SlU hq last month as other RMR mem­ bers voted to end tie-up of major New York railroads. Solid Union Support Shown In Tug Strike and Office Employees. Messages of thanks for their as­ sistance have been sent by tlie SlU to all supporting unions. The messages read, in part, "We would like to extend our sincerest thanks to all officers and members of your organization for their support and assistance during the recent strike of railway marine employees in the Port of New York. This sup­ port contributed immeasurably to­ ward the winning of our dispute with the railroads." Relief Work Is Brisk In Philly IBU PHILADELPHIA — Tugboat shipping here last month picked up considerably over the prior period due to the fact that many IBU men had to take time off to dig themselves out of the snow. This meant steady work for tho regular relief men, reports Joo Trainor, IBU representative. Last month and in December, IBU tugs of Taylor & Anderson Towing & Lighterage Co. were hauling tremendous quantities of coal to a new electric generating plant on Dock Island, near Tren­ ton, NJ. The firm expects to sup­ ply the utility plant with at least 1,300,000 tons of coal this year and an even larger amount in 1962. Also reported was .the fact that Interstate Oil Transport's barge 40 made its first run. A sad 'note was added to Trainor's report in the form of an announcement of the death of IBU member Matteo "Mike" Duda, a longtime crewmember of the tug Saturn (Independent Towing Co.). Duda had been an employee of the firm since 1935 and had worked with the same skipper and deckhand for about 28 years. He is survived by his wife Anna, two daughters and a brother. Trainor added that his widow will receive a $2,500 IBU welfare death benefit and a $1,000 death benefit due under the IBU pension plan. WC Tug Sinks; Crew Rescued NEW YORK—The strike of railway marine workers in this port provided a smashing demonstration of trade union soli­ darity by the railroad brotherhoods and other organized la­ bor groups. Among those organizations Carmen, Railroad Telegraphers, which immediately pledged Sheet Metal Workers, Switchmen their support to the striking tug­ boat and ferry employees were the Brotherhood of Railway and Steamship Clerks, Teamsters Joint Council 16 of New York, Interna­ tional Longshoremen's Association, AFL-CIO Maritime Port Council of Greater New York, Locomotive Firemen and Enginemen, Railroad Trainmen, International Brother­ hood of Electrical Workers, Main­ tenance of Way Employees, Rail­ road Signalmen, American Railway Supervisors Association, Railway Pay $9J64 in IBU Benefits Dick Shaw, cook aboard the IBU-manned fug Justine (Curtis Bay), whips up a part of a multi-course meal to bo served to hungry crewmembers. Tug was docked in Philadelphia. BANDON, Ore. —The tug Ellzabeth Olson (Oliver J. Olsen) slammed into a Jetty in the harbor here diiring rough seas several weeks ago. Though the vessel broke up badly and sank, all 11 crewmen were rescued by another tug, the Rebel. The 117-foot Elizabeth Olson, whose unlicensed crewmen art members of the IBU of the Pacific, was used to tow barge loads of lumber from the Pacific North­ west to Los Angeles-Long Beach harbors and into San Diego. �; Ifltl SEAFARERS Pace Brim LOG X7D BOATMA. New Tug For IBU Men Tug, Railway Delegates For SIUNA Convention Voted On By Members NEW YORK — Railway Marine Region and Inland Boatn^n's Union delegates to the SIUNA's tenth biennial conven­ tion were voted on in secret mail ballots by the memberships of both Unions in all ports. * arrive by not later than February The number of delegates au­ 3, 1961. The requirement was that thorized to represent the the member mark his ballot and The IBU-contracfed tug Dravo Pioneer is pictured at dockside in Philiy. Tug is on bareboat charter to Interstate Oil Transport Co., and will haul large oil barges. Philly IBU Co. Charters Big Oil Barge-Towing Tug PHILADELPHIA — The IBU-contracted Interstate Oil Transport Co., has chartered the 1,600-hp tug Dravo Pioneer to tow oil barges in the Philadelphia and Chesapeake Bay area and in limited coastwise^ service. As a result, the boat barrel capacity and the other, is being manned by an IBU 30,000 barrels—were picked up by crew for the first time. The Dravo Pioneer, one of the world's most unusual deepwater tugs, is equipped with a Kort Nozzle and steering system of the type used on the most modern in­ land river towboats. It recently completed a six-month charter tq Dalzell Towing in New York. Last month, the Pioneer began towing two of the largest oil barges in service on the East Coast. The new barges—one of 40,000 Lakes IBU Set For Meeting RIVER ROUGE — Members of nine locals of the SlU-affiliated Tu^ Firemen's Union late last month were engaged in electing delegates to the Union's first con­ vention, which gets underway the 22nd of this month in Sault Ste. Marie, Mich., according to reports from headquarters. One of the highlights of the Tug Firemen's gathering will be a re­ port by the Union's president, Gus Wolf, who will cite the progress the organization has made since affiliating with the SIUNA in April of last year. Pact Talk Scheduled Another item of business to be handled will be the discussion of proposals for coming contract nego­ tiations, it has been reported. Numerous officials of the SIUNA have been invited to attend the conclave, which is being held at the Hotel Ojibway in Sauit Ste. Marie. The convention will con­ clude with a grand ball on Febru­ ary 25 th. the Pioneer at Houston. The larger of the barges is 285 feet in length and has a 16-foot depth. It's maximum capacity Is 42,000 barrels of oil. Crew quarters and galley are located aft. Interstate's new barges will have two or three times the capacity of most oil barges on the East Coast, which currently have a capacity of 15,000-20,000 barrels. Vote Changes Union's Name As a result of the recent secret referendum vote in which the mem­ bers approved their new constitu­ tion by at least a three-to-one ma­ jority, SlU rail tugmen have a new name, the Railway Marine Region (formerly known as the Railroad Marine Division of the SlU In­ land Boatmen's Union.) The new constitution reflects the scope of the RMR and provides a framework for its future opera­ tions. All members should take note of the name change. The activities of the various Inland boatmen, railroad marine tugs, deep sea tugs and harbor craft under the SIU banner are dealt with here. The SIU fam­ ily includes various groups of boatmen throughout the nation —on the Atlantic and Gulf Coasts, on the Mississippi and Ohio Rivers, the Great Lakes and in Pacific Coast ports. These craft operate in support of deep sea shipping and sup­ plement such shipping in eonfined waters. Their activities concern all seafaring trades. members of both Unions at the SIUNA's convention is spelled out In the constitutions of each group. In the case of the RMR, one dele­ gate Is entitled to represent this Union at the conclave. Candidates for the RMR delegate post were G. P. McGinty, Fred E. Murray and W. J. Ryan. In the case" of the IBU—who.se constitution calls for four dele­ gates—the following five men were running for the four open slots: William Cullison, Ray Herold, Sr., Frank McHale, Samuel Roman, and Joseph Trainor. Nominating Procedures In compliance with law and ac­ cepted practice, the following pro­ cedure was used in nominating and electing the IBU and RMR dele­ gates: The nominations were open as of January 20,-1961, and any mem­ ber not disqualified under law had the right to nominate himself as convention delegate. All members nominated, or who wished to be nominated, were re­ quired to give notice, by wire, to the secretary-treasurer . of their respective unions by not later than midnight, January 26, 1961. The secretary-treasurer then prepared the ballots for the secret mail referendum for convention dele­ gates. The ballots were mailed to each member's last known address, to mail it to the designated PO box, to reach the latter by no later than midnight, February 10, 1961. Ballots Picked Up Three days later, on February 13, 1961, the secretary-treasurer was required to pick up all the ballots at the postoffice box and, with three members of the execu­ tive board, tally the votes cast and report the results to the Union offices in all ports. The delegates elected will at­ tend the SIUNA convention in San Juan, Puerto Rico, commencing on March 13, 1961. The Hotel La Concha is the site of the meeting in that city. (See convention story on Page 5). Also attending the convention will be delegates from SIU affil­ iates across the country. Housfon Tug Talks Cain HOUSTON—The Inland Boat, man's Union here is currently in the process of negotiating a con­ tract with National Marine Serv­ ice, operators of eight boats on the Mississippi and in the Gulf. The IBU expects to wrap up the details of the first-time agreement in the near future. At the same time, the IBIT won another National Labor Re­ lations Board election among tug­ boat employees of Ellis Towing Company, a Galveston company. SIU Victorious The IBU won the right to repre­ sent the men in National Marine Service in an NLRB election by a count of 70 to 22. The one-sided election victory came after the company attempted to set up an "independent" movement which failed to get on the ballot. Ellis Towing operates six boats in and around the port of Galves­ ton. The IBU had petitioned sev­ eral months back at this company but the voting had been delayed by the objections of management to the manner in which balloting was to be conducted. Ellis has been waging a determined cam­ paign against the desire of their crewmen to have IBU union repre­ sentation. Bait. IBU Shopmen On Location Tug^ Dredge Unions Hold Lakes Talks RIVER ROUGE—The SlU-affiliated Tug Firemen and the Dredge Workers Union joined forces last month in various Great Lakes ports to outline their demands for forth­ coming contract negotiations. Cur­ rent contracts covering both unions expire this coming April 1. Welfare Plan Studied Prior to scheduling the meetings, the members of both unions re­ ceived copies of a welfare plan for an outlino, They were informed that the plan was to serve as a guide and model and that it would have to be amended to suit their respective fields of work prior to its adoption. The presidents of the two affiliates—Bob Jones of the Dredge Workers and Gus Wolf of the Tug Firemen—were in full agreement that the plan would have to undergo a few changes be­ fore adoption, in order to serve the best interests of their respec­ tive members. At an executive board meeting scheduled for earlier this month, the two Unions were slated to sum­ marize prior meetings findings, and to air proposals for the forth­ coming negotiations. The rajsponsibility of keeping fen tugboati in tip-top run­ ning condition is in the hands of 12 IBU shopmen employed at Curtis Bay Towing in Baltimore. A few of these IBU mem­ bers are shown aboye. Top left: Mechancis David Beakley and Dan Behrens (right) inspect rocker arms for engine heads in shop. To^ right: Dan Behrens holds shop mascot 'Girlie.' Above, to r.) Barney Schuhart and John How« land work in engLta room of Tug King's Point. �. .'.t^Jj'f- ;rr:>>;:5>,- ' -ff ^ Fate Tea SEAFARERS Fckffoaiy. IKl LOG ¥/: h Duped, By P-Af, Crews Now See SlU As 'Hope' DETROIT—A demand for protection and SIU representation is building up among the unlicensed seamen of Pickards-Mather as they review the broken promises of the company and the tighter employment picture on the Great Lakes. Scores of P-M seamen have"* ^ " As an illustration (see story on told SIU representatives that company laid up 17 vessels shortly this page), one crewmember was "it will be different in 1961" after. •--•K Jfftt %nm FJUna Uv V* ar* aaoloalng your tMnua ohaeic with our alnoaro arpr<M]atloa •( your loyal, aarrlos durloa tba paat aaaaoa,. Thla has haan anottaar yaar of Unusual prohlaaa for you and for eoapany. wnila Interlaka managad to do about as wall aa any of (our ha Croat Lakaa floats, our oparationa wars vary Buoh affaetad by ooodlw tlona In ataal and iron ora which osrtalnly wars not what any of ua Would hays lltcad to aaa, Wa tri'ad to dlatrlbuta tha ayailabla work en tha falraat pesalblg hasla with propar ragard for langth of sarrloa, and ws ragrat.vary wuoh that wa oould nob giya a full aaason of work to many Intarlaka nan and that others had to sa^ sows or all of tha aaason with a raduosd rating* Thaaa sharply lowarad oparationa- naturally had a strong-adyeraa sffaot on roTanus, and wa want to azpraaa.our appraolatlon now for you* oooparatlon In working to kaap afflclanoy up and ooata down. This was aapaolally laq^rtant with a poor aaaaoh in 1960 fallowing tha also dlffl* suit yaara of 19}d and 19}9« . Despite; the heavy pressure P-M denied his weekly "maintenance exerted on its crews, including the and cure" benefits after refusing to use of the ships' officers to brow­ sign accident report papers that beat the men in line and the com­ were filled in by the company. For four months, September pany's false promises of job se­ curity. 220 P-M seamen voted SIU through December, this P-M sea­ in the election. There were 320 no man received no money from the union votes. Now that P-M sea­ company that was due him under I Iggi.fgr oBBpttw* ;ng o'r'm, SA >0" «*Ta 99°fr9"9fAM» ^ tut men have learned first hand what P-M's insurance program. grgBll* ataviyt non Pfrwaat;.yy 9«d-rapa«Lt5i:jE la looking to the 1961 campaign, the companyls promises were r paraonnal. 19 (iBi Wiw't fUWt was your oanably handllna of non-lloanaad^ worth, the SIU expects easier sled­ the SIU has written to P-M sea­ Tour attltuda and datarolnatlon to do a good job In tba faoa of men warning them to be on the ding in the next election. •11 of thaaa unusual problaaa la auch appraolatad. alert against any attempt by the See SIU. Benefits With tha hops that tha oowlng aaaaon will ha a nora aueoaasful •as, wa aand our boat wlahaa. for a liarry Chrlataaa and a Happy How Taara P-M men also have an opportun­ company to maneuver ^ against ity to observe the protection and them. The SIU warned that an­ Toura vary truly, benefits won by SIU men in other other labor organization would, nig BrratLAXg enumxe OOUPAHT fleets which voted SIU last year, probably seek a place on the ballot, including. Pioneer, Steinbrenner, aiding the company in a move to Buckeye and Boland and Cornelius. split the pro-union ballots. The SIU reminded the P-M sea­ One of the company's supervi­ men that the ony true choice for sors explained in a letter to the 'Reproduction of letter in which official of Pickands-Mather P-M seamen was- either SIU and SIU what the company had in mind congratulates officers for their help in defeating SIU at­ security or .no union and empty when it praised the officers for tempts to organize unlicensed seamen. The seamen were promises. Any other choice on the "capable handling" of the unli­ later bumped off their |obs by the officers. ballot would only .aid the company. censed seamen. The SIU Great Lakes Union "I'm sure you are familiar with is a union of, by and for Great P-M's tactics as far as the officers Non-Union Crews Lack Job Security Lakes seamen which has made were concerned and their "instruc­ tremendous progress in advanc­ tions" to us where the SIU was ing the security of SIU men concerned. Believe me, it Ivas sailing under its banner. One 'either or else.' of its greatest accomplishments "It certainly was difficult and DETROIT—Seaman Elmer McLaughlin is another example of the many men who have is the seniority and job security with all the officers being bumped system which gives Lakes men back, working conditions were hell. been forced to run the gauntlet of P-M's stalls, promises and abuses. McLaughlin was re­ protection under the seasonal Nothing but hoNvling and complain­ fused "maintenance and cure" benefits for four months from the company after being in­ shipping set-up. Once confined ing around the clock until I just jured on a P-M ship. "*• to inland waters, activities of those used by non-union operators. office and asked why he hadn't couldn't stand it and had to get The refusal came because SIU men on the Lakes now have Seamen who insist on their rights been receiving off or have a nervous breakdown." greater significance with the Not only did P-M seamen find he didn't want to sign "acci­ under law are liable to find them­ his "maintenance opening of the Seaway and its that they were duped Into voting dent papers" that were filled out selves out of a job. Hence it's easy and cure" bene­ use by hundreds of deep sea against the SIU by promises of job for him by the company. for these operators to beat men fits. He finally re­ ships. The Lakes have become SIU Great Labe.s organizers out of their maintenance and cure ceived two checks protection and security, but many America's fourth seacoast and along with a set were deprived of money that they point to this as another example and other benefits. developments there are of in­ would have received under normal of P-M job security. On June 18, 1960 on the Fayette of papers for him creasing interest to all men in The tactics employed by P-M Brown, McLaughlin was throwing to sign. policies and contracts on the Great the SIU famiiy of unions. "A . lawyer ad­ in this instance are typical of out cable while docking when the Lakes. 4cable backlashed. His knee was vised me not to injured. The only thing McLaugh­ sign these McLaughllii lin received was first aid. No ac­ papers," he said, "because it took all responsibility cident report was made out. Normally, on a union ship, an of the accident off the company. accident report fonn is made out So I didn't sign them." as soon as the seaman reports the Then began a long series of accident to his department head. phone calls and no benefit checks. This assures that the man's right In September, October, November to maintenance and cure is pro­ and December McLaughlin re­ tected. ceived no "maintenance and cure" It took two requests before the benefits from the company. captain finally made out an acci­ In December, the company, o^er dent report. This was not done the phone, admitted that he waa until the ship paid off. injured aboard the Fayette Brown. Demoted From Job P-M asked him to dismiss his at­ He was transferred to the Walter torneys and to come to their com­ Watson after the Brown laid up. pany offices in Cleveland and "talk Incidently, he was demoted from it over." The company also offered an AB watchman's job to a deck to send him money to cover the watch, on the Watson. This was costs. done even with higher-rated men McLaughlin once again refused on the ship with less" seniority. to be fooled by any more P-M On the Watson his leg gave out promises. while working on a lifeboat. He "We listened to their lies during got a hospital ticket and was ad­ the election," he said, "and look vised by a doctor to wear a har­ what we got. Nothing! Not a thing! ness. I'm not going to fall for their The big blow came when he re­ line again. — ported back to the ship and the "In fact P-M's so-called great captain laid him off. A call to .the company produced no results. company Insurance wouldn't even The only thing he got was excuses. bill. "I know the P-M guys won't be McLaughlin got another check Boland and Cornelius delegates complete a two day meeting in SIU headquarters where they by doctors and they advised sur­ fooled this time. One time is were introduced to the SIU system of representation on ship through delegates and also gery. An operation was performed enough. If we would have gone SIU drafted proposals for working rules. SIU representative (extreme right) awarded certifi­ there would be no bump back or in early August. cates to the delegates attesting to their participation in the meeting. McLaughlin called the P-M cheap chiseling." «s a result of their disillusionment at the hands of the company, which recently sent a letter to all officers congratulating them for helping to defeat the SIU by their "han­ dling of non-licensed personnel." The letter by George Calialfan, company vice president, praised the officers as follows: "We are grateful, too, for the competent and careful attention you gave to the problem which confronted us in the union attempt to organize Interlake non-licensed personnel. tVe can repeat that the hey to the union's failure was your capable handling of non-licensed personnel. (See letter adjoining). After handling the "problem" of the unlicensed seamen in the National Labor Relations Board election, the officers then bumped them out of their jobs when the P-M Promises Worthless, He Discovers Boland & Cornelius Men Learn SIU Methods 'tv'' �F«bnurr. Iffl SEAFARERS Face EleTjeB LOG KE:S S Alpena Maritime Trades Councii Formed Browning To Take Over Midland Co. Dispatching DETROIT—The SlU-contracted Browning Lines has an­ nounced that it will take over the management of the four vessels of the SlU-contracted Midland Steamship Co. of Cleveland this spring. Browning Vice President L. tems and separate union agree­ D. Browning said that he and ments or no agreements. A meeting of the newly-formed Alpena, Bay City and Northern Michigan Maritime Trades Council was held at the SlU Alpena hall last montn. Officers, who were elected for a twoyear period, included SlU Port Agent Norman Jolicoeur. Lakes Port Reports Alpena Council Formed ALPENA—SIU Port Agent Nor­ man Jolicoeur writes that a port council has been formed. The new council is known as the Alpena, Bay City and Northern Michigan Maritime Trades Council, A meeting was recently held at their headquarters in the SIU Al­ pena hall and officers were elected for a two-year period. Officers elected were: president, Norman Jolicoeur, SIU; vice-president, Nor­ man Bisanz, Local 24 Bricklayers and Masons: secretary-treasurer' Bay Skiba, Local 1237 Carpenters Union, and recording secretary, Mike Hackworth, Local 1423 La­ borers Union. t Buffalo Ships 72 Jobs BUFFALO—Since the last re­ port, writes SIU Representative Edward Mooney, more than 72 shifting jobs have been shipped through the SIU Buffalo hall. With all SlU-contracted companies call­ ing SIU employment centers for shifting gangs, SIU members are enjoying an added source of in­ come. An MTD council meeting in the making stage will consider the pro­ posed constitution and by-laws pre­ pared by the constiutional commit­ tee. ~ t> Cleveland Looks Ahead CLEVELAND—SlU Port Agent Stanley Wares reports that al­ though the opening of the 1961 shipping season is still a couple of months away, inquiries on shipping are streaming into the hall. Scores of letters coupled with phone calls Indicate that Seafarers are ready to go. Wares adds that inquiries around the local steamship companies are still a bit too premature for an ac­ curate prediction of the coming season. 4". t Detroit In SIU Drive DETROIT—Headquarters writes that since the last report, SIU rep­ resentatives have been out in the field contacting unorganized sea­ men in the various fleets that are 1961 SIU organizing targets. Shipping is down to a minimum with only the Sparkman D. Fos-_ ter (Browning) operating. The Foster is oq the winter run bring­ ing, coal from Toledo to the Ford Motor Co. Headquarters reports that a few overtime beefs that were pending with two SlU-contracted compa­ nies have been squared away and the companies have sent checks out to the men. 4> t Toledo Shipping Slow Midland President Michael K. Tewksbury have agreed that since the firms are of almost equal size and have similar operation, the use of one central office would be beneficial for both companies. Administrative Move Browning added that his com­ pany will be responsible only for the administrative functions of Midland. He said that with both companies serving the same cus­ tomers and all of their unlicensed seamen belonging to the SIU, the boats can be managed for less money if combined. The step taken by the two SIUcontr3cted companies shows that the operators, as well as the sea­ men who man their ships, can bene­ fit when they all have agreements with a single union. This allows for interchangeable operation such as set up here, something which would not be feasible If the two companies had separate hiring sys- Tug Firemen and secretary-treas­ urer, Scottie Aubusson, SIU. News also comes of the SIUcontracted Milwaukee Clipper (Wise. & Mich.) being trapped in Ice about two miles off shore in Lake Michigan. Coast Guard cut­ ters finaliy broke through and The crewmembers of the Chief plowed a path through the ice for Wawatan of the Mackinac Trans­ the vessel. portation Company, which oper­ 4 4 4 ates year-round from St. Ignace to Mackinaw City, have requested the Duluth Holds Election SIU to represent them. DULUTH—SIU Port Agent Ger­ The crewmembers, who now be­ ald Westphal reports that the an­ nual election of officials for the long to an independent union made Maritime Trades Council was held up of the crew, feel that they need at the Superior Labor Temple last the protection of a strong seamen's union; which Is why they chose month. At the present time meetings are the SIU. being planned by all affiliated un­ The men, as well as the head of ions of the MTD, in this area, to the independent union, became discuss -coming problems involving dissatisfied with their union and "runaway" fiag ships on the Great submitted pledge cards to the SIU. Lakes. It was agreed that what­ The SIU has petitioned the Na­ ever steps necessary wili be taken tional Mediation Board for an elec­ to protect the jobs and security of tion and is expected to be notified American seamen. as to when the election will take A motion was carried unani­ place. The election will be held mously to urge civic action to elim­ under the procedures of the Rail­ inate the problem of ships violat­ way Labor Act. ing the anti-dumping regulations in the Duluth-Superior harbor causing pollution and endangering small pleasure craft with dunnage being dumped on these ships. TOLEDO—Winter has ciosed in on the port of Toiedo, writes SIU Agent Ed Doherty, and has slowed shipping down to a near standstill with a few shifting jobs being shipped through the hall. Of jfourse, he says, the winter organ­ izing campaign is in full swing and hopes are strong for SIU vic­ tories in 1961. In the first full season of having a hall, says Doherty, over 600 men have been shipped from March 1 through December 31. Add to this the 24 SlU-manned ships laid up here and the result will be good shipping in the spring. 4 4 4 Reports also have it that the SlU-contracted Aguarama is sched­ Frankfort Ships Operate uled to make at least four trips FRANKFORT—SIU Port Agent into this port under the sponsor­ Floyd Hanmer reports that the ship of a locfil business group. A. K. Atkinson and the Ann Ar­ bor Carferry. No. 7 are operating 4 J" on a 20 and 8 schedule. The Str. Chicago Council Active Wabash is on five and two and No. CHICAGO—The recentiy formed 5 is expected to fit out sometime Port Council of Greater Chicago, around the first of next month. reports SIU Representative Scottie Hanmer says that with the ad­ Aubusson, consists of'20 locals and dition of office help in the hall, from all indications it is expected he will be able to devote more time to be the largest council in the serving the membership on the Great Lakes. boats. Temporary offficials were named Brothers Samuel Shuplery, Ervln to discuss and draw up for sub- Donegan and Sheldon J. Gilbert mittance to the body a constitu­ have been released .from the De­ tion for the council. Named to the troit USPHS. Brother Raymond temporary positions - were; chair­ Johnson has been released from man, James P. Crane, Operating the Paul Oliver Hospital. Brothers Engineers; executive vice-presi­ Oscar Mitdlyiig and Wilbur Saucier dent, Robert Affieck, SlU-affiliated are lii the Chicago USPHS. Another Co. Going SIU With the present set-up. the op­ erators can derive financial sav­ ings and the seamen, in turn, have the protection of Union-negotiated job security, seniority and other benefits in the Union contract. Browning explained that the Midiand boats will not be chart­ ered, but that the Browning Co. will receive a fee for dispatching and managing them, as it has from other companies in the past. Browning's freighters are the Sparkman D. Foster, Norman W. Foy, John C. Hay and W. Wayne Hancock. The company aiso oper­ ates the tanker L. S. Wescoat. Midland's bulk carriers are the Baird Tewksbury, Michael K. Tewksbury, Michael Gallagher and the Carmi A. Thompson. SIU Creaf Lakes Union Halls HEADQUARTERS 10223 W. Jefferson. River Rouge US. Mich. Vinewood 3-4741 Fred J. Farnen. Secretary-Treasurer Stanley F. Thompson. Asst. Sec.-Treaa. ALPENA 127 River St. Norman Jolicoeur. Agent. .Elmwood 4-3614 BUFFALO. NY 733 Washington St. Roy J. Boudreau. Agent TL 3-9259 CHICAGO 9383 Ewing Ave. South Chicago. UL SAginaw 1-0733 CLEVELAND 1420 W. 25 St, Stanley Wares. Agent MAin 1-0147 DULUTH 312 W. 2nd St. Gerald Westphal. Agent. .RAndolph 2-4110 FRANKFORT. Mich. . • 413 Main St. Address MaU to: P.O. Box 287 Floyd Hanmer. Agent ELgin 7-2441 TOLEDO 120 Summit St. CHerry 8 2431 Great Lakes Shipping Dec. 24, 1960 Through Jan. 27, 1961 PORT- DECK ENGINE STEWARD TOTAll Alpena 0 • 0 0 0 BufTalo 2 0 0 2 Chicago 6 3 2 11 Cleveland 0 0 0 0 Detroit 15 9 2 26 Duluth 0 0 0 0 30 25 18 73 2 6 0 S6 43 22 Frankfort Toledo TOTAL . 9 121 �f' '/ • Pate Twehr* SEAFARERS i2^- PelmurT. INl LOC Ele€tn€ Industry OffUers Jailed By SIDNEY MARGOLIUS Home Repairs Can Cost You PHILADELPHIA—Seven top-ranking business managers, including vice-presidents, of General Electric and Westinghouse, were sent to jail by a Federal judge for criminal con­ spiracy to defraud the Government and the public. The seven received 30-day sentences plus heavy fines for criminal price - rigging. 'Another 25 "respected and valuable" civic ment of both GE and -Westing­ house workers, had accused the company officials received leaders. companies of engaging in price In imposing the sentences Judge us taniilies^ are investing record sums currently in home improve­ suspended 30-day sentences and Ganey castigated the two compa­ rigging. GE has been a leader in ment and expansion—about $11 billion a year in'fact. Families are five years' probation. nies for conduct which, he said, the new "get tough with unions" getting bigger; many have outgrown the small homes built in the early In all, fines of almost $2 million made a mockery of the free enterr strategy and also in encouraging 1950s. were imposed on 29 companies and prise system. its top officials to participate In A sound investment in home modernization requires these steps: 45 individual officials, with GE On past occasions, the Ifltlema- politics and community affairs to 1—Avoid the high-pressure sellers.. and Westinghouse in the van. tional Union ol Electrical Workers, create a more favorable political 2—Coibpare estimates among reputable local contractors. The individuals and companies which represents the largest seg­ climate for big business. 3—Finance the least-costly way suitable to your project. involved had been accused by'GovComplaints of abuses in home repairs are still so widespread that ernment attorneys of setting up an the Better Business Bureau of^ew York recently launched a campaign elaborate code system to rig bids to combat such deceptions. The most frequent tricks are bait ads, on heavy electrical equipment. The offering improvements at low prices with no intention of selling that result was, the Government cheaply: deceptive ad layouts, giving the impression that the illustrated charged, that the United States, Improvements are available at low prices; failure to make good on state and local governments and guarantees, and the continued misuse of FHA completion certificates. various utility concerns across the The Akron, Ohio, Better Business Bureau also has warned home­ country were defrauded of huge owners to protect themselves by getting from contractors a "lien sums of money through overpay­ WASHINGTON—^Included in the flood of bills which have release" signed by the supplier- of ment for equipment. the materials. In that city a num­ been dropped into the legislative hopper by the Kennedy US WUI Sue ber of homeowners recently paid a Administration and by individual members of Congress are siding installer in full for their Attorney General Robert Ken­ a number ot interest to sea--* nedy has announced that as a re­ jobs. But he left town without pay­ in foreign nations. ing the siding supplier. The sup­ sult of the court findings the Gov­ men and the maritime indus­ investments Past attempts to tax profits of US ernment would sue for recovery of try. plier then filed mechanics' liens to concerns from foreign sources had the over-charges which amount to Seamen would come under the collect his money from the home­ many millions of dollars. Similarly provisiops of the US Wage and been blocked by the Eisenhower owners. It's always dangerous to arrange local governments and local elec­ Hour Law for the first time under Administration. for home improven>ents from a tric utility companies can also sue a proposed Administration bill to Bills introduced by Individual and in some instances recover increase the minimum wage and members of Congress of interest to contractor who is not known to triple damages for the over-charges. extend coverage to some four mil­ the maritime Industry include tho you. Check the reputation of any General Electric, in a post-trial lion workers not now covered. The following: contractor, and how long he has • An amendment to the Mer­ statement disclaimed any respon­ provision would apply only to base been established in your area, with chant Marine act to. provide an your bank or savings assofiation sibility for the actions of its top wages and not overtime. The legislation would apply to operating subsidy to new tramps, the Better Business Bureau and officers, asserting that they acted other families for whom he has against company policy. Federal inland waterway section of the bulk carriers or independentlydone work. To make sure of a fair Judge J. Cullen Ganey, in impos­ maritime industry. There are large owned tankers. price, get bids from at least three ing sentences, specifically placed numbers of unorganized workers , • K bill to permit American-flag reputable companies on any large responsibility at the door of GE on tugs, scows, barges and other passenger vessels to change their job, and inspect jobs they have and the other companies Involved, small craft working at wages less cruise routes during their slow sea­ son and still get an operating-dif­ Many mortgages have an "open noting that the law violations were than $1 an hour. end" clause. It permits you to re­ carried out by key officers, per­ The Administration's tax pro­ ferential subsidy for such cruises. • A bill, now in committee hear­ borrow up to the original amount of your mortgage at the same interest sisted over many years and In­ posals and its efforts to reverse the rate without large closing costs other than a service charge of often volved an enormous segment of trend would hit hard at runaway ings, to establish an Office of In­ the industry. There were 20 sepa­ ship loopholes. Runaways would be ternational Travel within the De­ $25-50. required to pay US taxes on profits partment of Commerce and a For example, suppose you have a 25-year mortgage at five percent rate Indictments. Travel Advisory Board aimed at Interest, and in ten years have repaid $3,000. You return to the Westinghouse did not attempt to made overseas. Present tax laws were enacted encouraging foreign nationals to mortgage-holder and ask for a new advance of $2,000 for home expan­ disclaim responsibility but pleaded sion. If approved, the loan is added to your balance. that the officials involved were after World War 11 to encourage visit the US. Congress Sea Agenda: Wages, Taxes, Subsidies Giant 51U TanksHip: Afoun/ Vernon Victory The newest SlU-manned supertanker to enter service is the Mt. Vernon Victory (Victory Car­ riers), currently finishing up its maiden run to the West Indies and Hawaii. The vessel has many features which meet the fancy of the crew, but at the top of the list is air-conditioning—in foc'sles especially. Then there's a modest sized swim­ ming pool aft near the stack; a large mess halllounge and plenty of space in each room which is shared by two men who sleep in officer-style blinks. Photos on this page were taken day ship sailed on first trip. Vast width of supertanker Is shown in above photo, looking aft. Crew on catwalk were on d-heir way to lifeboat stations during drill the day ship sailed. At left is a close-up view of huge stack. I '.s f fj" Above Is over-all view of engine room which houses equipment •capable of generating up to 15,000 ihaft horsepower. Seafarer Joke Fediow, AB (above) takes it easy in his foc'sle which is shared by another AB. A shower and toilet adjoin each pair of rooms* Above, Chief Steward John Ceyio (cap) talks shop with cook-baker Chef Gaw^sch. All reef­ ers end storerooms are one deck below. �Mnunr, IMI 8E. SlUManCets .^gflndMMForDiyd^ $946 In Hospital Pay PHILADELPHIA—A check for $946,' representing the largest single payment of SIU hospital benefits at one time, was presented to Seafarer Thomas Murphy at the Henry R. Landis State Hospital here recently. The bulk of the funds has since been deposited in a special bank account opened in Murphy's name. Due to the seriousness of Mur­ phy's condition and some uncer­ tainty regarding his eligibility for many months after he was hos­ pitalized last February, SIU bene­ fits kept accumulating on his be­ half until he was well enough to dear up the matter. When he did, Murphy immedi­ ately drew benefits at one clip cov­ ering 307 days at the rate of $3 per da.v. He also received the reg­ ular $25 bonus voted to hospital­ ized Seafarers for the Christmas hoIida.ys by Union and company trustees of the Welfare Plan. Paid Off Steel Artisan Drydocked by an apparent TB condition, Murphy went into the Landis hospital several months af­ ter he had paid off the Steel Arti­ san in September, 1959. A mem­ ber of tlie engine departme^t, he's a native of Philadelphia and be­ gan shipping with the SIU out pf this port in 1946. Contacted a number of times during the course of his hospitali­ zation by an SIU welfare represen­ tative, Murphy ultimately decided #that the wisest course regarding the retrocative benefit monies was to stow them in a local bank. Soon after, the nccesgary signature cards were obtained and the account was opened in his name. He's still on the idle list as he continues his recuperation, but benefits are comlng-regularly these days. (See the full hospital list on Page 14.) r*tm Thirteea LOG Joseph Volpian, Social Security Director SIU Benefits in '60: $4-1/4 Million Lump sum check covering almost a year's SIU hospital bene­ fits is a real windfall for Seafarer Thomos-Murpfiy at Phila­ delphia hospital. SIU Welfare Rep. Joe Compo presented the $946 check. Amcoal Veteran, 2 Other Seafarers Go On Pension BALTIMORE — Three more SIU oldtimers, including a veteran of the 1957 American Coal beef irom this port, have just been added to the growing roster of seamen retired on SIU disability-pensions. This"^ follows the addition of nine With US seatime going back as other veteran Seafarers to the far as 1914, Brother CzeczemskI readily qualified pension list in recent weeks, as re­ for service dur­ ported in the last issue of the SEA­ ing the '57 Amer­ FARERS LOG. ican Coal -Ship­ Permanently unable to ship and ping campaign earn a livelihood, those on the lat­ when, by court est list are ACS veteran Anthony order, hiring was CzeczemskI, 66, and John J. Mc­ based on proven Laughlin, 67, both of Baltimore, seniority in the and Hugh C. Randall, 61, of Tampa. Industry. He All three qualified during January served for a time for lifetime benefits of $35 per Czeczemski as wiper on the week as swell as other necessary medlcal-hospital-surgical benefits ACS Liberty Thomas Paine. His last regular SIU berth was as of the Welfare Plan. AMBULANCE COST NOW COVERED BY WELFARE Looking back over the record, 1960 was a mighty good year for Seafarers and their families. Benefits in the welfare-vacation field continued to improve and expand; the combined outlay of both SIU {•lans topped $4V4 million in cash items alone. We don't have to take a back seat to anyone on this score. On the vacation side, over 16,600 Individual claims accounted for $2.7 million in cash payments. The welfare total of $1.6 million covered over 62,000 different cash payments received by Seafarers and their dependents. Other benefits, such as medical examinations and training-upgrading facilities, represented additional cost Items that don't show in the totals noted here. Some of the highlights and changes during 1960 Included increas­ ing the annual SIU vacation payment to $400; approval of a new, liberalized surgical schedule for dependents; extension of the optical benefit program to Boston and Chicago, and action on plans to install brand-new SIU clinics right in the halls at New Orleans and Balti­ more. A major revision was the change in the method of paying hospital benefits for seamen so that benefits are guaranteed for every day spent in a hospital. Other amended procedures and rulings by the joint Union-shipowner board of trustees expanded welfare payments to cover many new areas, such as emergency room care, pre-surgical medical services and similar items. All of these actions, when trans­ lated, mean additional security for all hands. The overall round-up of welfare social security operations show.s an Impressive total of 9,644 medical examinations and check-ups given to Seafarers, SIU wives and children visiting our clinics during the year. In addition, the life-giving services of the SIU Blood Bank were provided on 122 separate occasions all over the country to cover emergency requests for over 400 pints of blood.-In this connection, let's not overlook giving thanks to the many hundreds of SIU men who contributed blood to the bank. We can expect in coming months to see other changes and develop­ ments In the social security structure of the SIU, just as we have in the past. In the Interim, it seems just as certain we will witness a number of changes arising from Washington, through the Congress, and other agencies, that will have equal affect on welfare and social security conditions. The new' administration has already made a series of proposals to update the Federal social security system; we will be reporting on them in detail from time to time. For the present, there are five major suggested charges in the social security benefit structure which could increase payments for almost five million persons in the next 12 months. They would up the minimum monthly benefit-for retired workers from $33 to $43 per month, allow reduced benefits for men at age 62, increase benefits for aged widows, broaden disability insurance protection and liberalize some eligibility requirements. The hoped-for start on an effective medical care program for the aged, under the social security system, has also been proposed. At a critical time for our economy, these proposals would provide up to $2 billion in new purchasing power for the needy aged and their families. (Comments and suggestions are invited by the Department and can be submitted to this column in care of the SEAFARERS LOG.) Gets Free Glasses In Mobile NEW YORK—Full payment for ambulance service under the "hospital extras" feature of the SIU dependents* benefits program has been authorized by SIU Welfare Plan trustees. Thie new benefit was approved • Randall as the joint board of Union potential applicants for the 1961 McLaughlin and comoany trustees heM SIU scholarship awards to act a fireman on the SS Dolphin their regular quarterly meeting here on January 25. The ambulance service benefit provides for payment on ambu­ lance-travel to or from a hospital as well as from one hospital to another. The cost will be covered by the $200 allotted for miscel­ laneous hospital charges during the first 31 days of hospitalization. This figure is doubled after 31 days to a maximum of $400 covering anesthesia, laboratory services, x-rays, emergency room treatment and other "extra" costs other than routine room and board charges. Claims on all these items must be. filed with the Welfare Plan not later than 130 days after surgery or discharge from the hospital. The am'julance service coverage went into effect the same day as the trustees meeting, on Janu­ ary 25. In other action at their quar­ terly meetin ', the trustees took occasion to urge all present and r- promptly on submitting the neces­ sary documents. Applicants must take the standard College Entrance Board examinations on or before March 18 in order to be consid­ ered for an award when the im­ partial scholarship committee meeting meets again in May. The most recent exam was held February 4 throughout the coun­ try although applicants in some areas failed to take it due to bad weathef. (They will be able to take the March test Instead.) Supporting documents in various stages of completion have been submitted by 48 Seafarers or children of SIU men seeking the 1961 awards. Five scholarships worth $6,000 each are given each year, one of which is reserved for an active seaman. In the competition to date, 38 scholarships with an ag­ gregate value of $228,000 have been awarded, half of the n won by active Seafarers and half by SIU youngsters just out of school. - -- . (flceanstar) in March. He began shipping SIU in 1943 and is side­ lined now by cardiovascular heart disease. A fellow Baltimorean is Brother McLaughlin; a veteran tugboatman with Baker & Whiteley Towing since 1942 and a member of the SIU's Inland Boatmen's Union here for the past four years. He last shipped as mate on the B&W tug Progress and is likewise idled by cardiovascular disease. Mc­ Laughlin and his wife .Beatrice make their home in Baltimore Forced ashore by a combination of ailments including asthma plus an arteriosclerotic heart condition, Brother Randall was one of the earliest members of the SIU in 1938, also in Baltimore. He finally had to call it quits after a 197-daytrip in the black gang on the SS Bienville (Sea-Land) last October when he was permanently tagged "not fit for duty." Randall and his wife Tommle Lee live in Tampa. Seafarer Mark B. Hairelson has eyeglasses fitted by Dr. R. M. Sfiackieford in Mobile, one of the nine SIU ports covered by the optical benefit program ut^er the Welfare Plan. lere needed, are provided pro' Complete eye exam and glasses, where free of charge to Seafarers. Almost 5,000 pairs of gU lasses, including renewals, have been supplied so far. �SEAFAR^ERS Pace Fonteca * Piracy' No Myth^ Ship Travelers Find •^ •:r: Febnury. INl L&G Warrior Becomes Transoceanic 'Contalnershlp' RECIFE, Brazil—This Brazilian port, home base for some of the SlU-contracted Suwannee missile ship fleet, was the stage for the last act of a "piracy" drama early this month. Portuguese revolutionaries • who had boldly captured the upon negotiations with the in­ cruise ship Santa Maria at sea surgents finally agreeing to discuss finally gave up their expedition the release of passengers. here and released nearly a thouThe circus atmosphere reached a aand passengers and crewmem- peak after Navy Admiral Allen bers. Smith Jr. boarded the rebel-held While technically not "piracy," liner at sea. Two photographers because the act wasn't committed parachuted into the ocean in an for personal gain, the seizure of effort to cover the incident, with the cruise ship had all the trap­ other newsmen chartering tugs, pings of a Captain Kidd operation. fishing boats and yachts in a Thirty heavily-armed men were frantic race to get aboard. smuggled aboard the PortugueseThe passengers were vastly-re­ flag ship at Curacao, some of them lieved to get off when it was all stowaways and others posing as over. While treated well, they were passengers. They brought with never informed of where they were them an assortment of tommy going or how long they would be Up until now, the use of trailer bodies'on ships has been limited largely to the domestic guns, machetes, pistols and other aboard. Somehow, they didn't efficient weapons and seized the cotton up to taking a cruise with trade. But^ at this photo shows, containers are starting to travel overseas. The huge trailer vessel on Sunday, January 22, tommy-gunners as escorts. box was put aboard the SlU-manned Warrior by a heavy lift at Erie Basin in New York. while it was at sea. One crewmember was killed In the process. Eleven days later, the 607 passengers and 350 crewmen were finally put ashore in Recife, after the rebels received assurances from Brazilian authorities that they would not be arrested. The ship was subsequently returned to its owners and the rebels given politi­ cal asylum. Originally the rebels had hoped The Jollowing is the latest available list of Seafarers in hospitals around the country: the seizure would touch off a po­ litical explosion in Portugal, USPHS HOSPITAL Hugh ODonnell Wm. W. Fassett USPHS HOSPITAL MEMPIUS, TENNESSEE Wm. H. FUUngham Restetuto Olarte BALTIMORE, MARYLAND against the Salazar dictatorship. Albert DeForest James Strong Eugene O'Mara Peter Gallndo Period: December, 1960 Harry Letwinsky Mack Acoita VA HOSPITAL WiUiam J. Moise James L. Gates From the time of the seizure, the AUen Bcverstock Charles Locke WEST HAVEN, CONN. Ronald F. Gay Leo Morsette Pints Contributed 70 James Macunchuck W. Carmichael episode took on comic opera trap­ T. John DriscoU Henry E. Smitb Bernard M. Moye Leo C. Hannon Edgar Marquardt Lonnie Cohe Pints Rejected .. 6 VA HOSPITAL • Joseph Munin Wade B. Harrell pings as US Navy ships and planes Tom Danzey John E. Ross WEST ROXBURY. MASS. Woodrow Perking James B. Harris Samuel Setliff Leonard Davla as well as other nation's vessels Jolin Fernandez R. Araenault Alvin Henderson Fred Peterson Donald Starling VA HOSPITAL Sidney S. Irby Arvo Raninen spent three days hunting in vain Andrew Flegherty Jake Tipton Pints Credited 82Vk NEW YORK, NY Calvin A. Rome B. L. Jarrett John P. Trust Foster (Under a standard arrangement for the liner. Meanwhile, the liner Thomaa Chas. O. Bergagna William T. Joneg Arthur O. Roy Jose Vazquez Henry Gordon VA HOSPITAL Edward Knapp J. P. Sc'.ortino Richard Waetrs with the Brooklyn Donor Center was transmitting regular radio­ Chester lannoU KBRRVILLE, TEXAS Luther C. Spell Leo Lang Joseph Williams grams to commercial stations. Okay Jones WlUard T. CahiU Inc., 80% is alloted for service, Charles E. Taylor Harold Laumann VA HOSPITAL USPHS HOSPITAL Juan Torres G. K. Lima processing and storage.) Finally, a Danish merchant ship HOUSTON, TEXAS Roy E. Truly Jenning J. Long BRIGHTON, MASS. Previous Balance E. McElhenny spared everybody considerable Oswald Ergle 82 Earle Q. McCIure Ernest M. Wilson Stanley Ostrom JSPr TRIBORO HOSPITAL Robert M. McEvoy Jacob Zimmer embarassment by spotting the Paul C. Norton JAMAICA. . NI J. Alonzo W. Morris USPHS HOSPITAL 1141/4 James Russell vessel. USPHS HOSPITAL US SOLDIERS' HOMltf GALVESTON, TEXAS Pints Used 40 NORFOLK, VIRGINIA During the next few days, the Levi W. Carr WASHINGTON, DC Bernard Kamlnsky B. H. Balcer Vernon L. Sawyer Wm. H. Thomson Ben Ladd rebels and Navy officials entered David Dutton C. W. Hall R. F. Singleton HENRY LANDIS STATE HOSPITAL Edward E. Douglas John Lefco Balance On Hand' PHILADELPHIA T. F. Johnson J. W. Win^on Roy Granton Enos E. Ott Thomas Murphy H. L. Prultt January'1, 1961 . 74V* Monroe Gaddy H. O. Stubbs, Jr. SEAFARERS IN DRYDOCK SIU Man Makes 6th 31ood Gift Seafarer Harold J. Steen Jr., has established some sort of a record for participation in the SIU blood band at headquarters. He has do­ nated six pints of blood to the bank Steen, who makes his home in Essex, Conn., is 27 years old, an ex-Navy man who has been sailing with the SIU since the end of 1958. Late in Jan­ uary of this year, Steen made his sixth blood do­ nation to the Union blood bank. Steen He became as­ sociated with the SIU in Novem­ ber of 1958 when he completed « course at the Andrew Furuseth Training School for the rating of messman. • In addition to his Seafaring, Steen also carries a deep sea diver's rating. ' o'cm Wihm' Joseph Jarvis USPHS HOSPITAL SAVANNAH, GEORGIA John H. Fergusen Ernest Webb Clyde Jernigat PhUip WoU Thomas Kline USPHS HOSPITAL STATEN ISLAND, NY Victor Begarano Juan Leiba Fidel Lukban Bacilio Bonafont George May Robert Burton Isaac McCants Daniel Cerraent Clarence Collins Leonico Maisonet William Murphy Gabriel Colon Joseph Obreza Thomas Danbeck Kund Ostergaard Peder Espeseth George Fiance George Phifer, Jr. Nick Gaylord Joe Ramos Estell Godfrey Manuel Rodriquez Joseph Guiliory Francesco Romano Fleming Higgason Colisto Siaran Antonio Ibarra Stephen Sloncskl August Jensen Lucien Theriot D. Kekis William Vaughan Charles Kinnke Christian Voss Thomas Lauer USPHS HOSPITAL NEW ORLEANS, LA. Sidney Anderson Thomas D, Dailcy J. C. Armstrong Imogens W. Dell Roderick Brooks Guy Diviario Byrd O. Buzbee James R. Egan Salvatore Candela Nathan H. Eldridge AncU Cunningham Henry L. Falgout Millard M. Cutler Louis Farkas USPHS HOSPITAL SAN FRANCISCO, CALIF. James Barrett A. J. Scheving Matthew Bruno John Spuron James CartRU James D. Thacthcr F. A. Cuellar Aughtley Worley A. A. Franklin USPHS HOSPITAL SEATTLE, WASH. Edward H. Heacox Laron A. Ready James Heidt Chas. R. Robinson T. S. Johnson Joseph O. Shyder Joseph D. McGraw Stan T. Zetterman VA HOSPITAL FORT MILEY. CALIF. Howard J. Watts ' MT. WILSON STATE HOSPITAI. MT. WILSON. MARYLAND James Sclman VICTOR CULLEN STATE HOSPITAL CULLEN, MARYLAND Carlton Roberts BELVEDERE NUR.SING HOME BALTIMORE; MARYLAND J. J. McLoughlin SAILORS SNUG HARBOR STATEN ISLAND, NY Hennlng Bjork Alberto Gutierrez Bart Guranick. Thomas Isaksen USPHS HOSPITAL FORT WORTH, TEXAS Davis Danos Max Olson Benjamin Delbler. Bozo G. Zelencie Thomas Lehay ..OOOPOHOZCUKRCA" SIU Blood Bank Inventory PINE CREST NURSING HOME COVINGTON, LOUISIANA Frank Martin LUCIEN MOSS HOSPITAL PHILADELPHIA. PA. BANK NEEDS 425V* PINTS TO MEET GOAL OF 500 Baldo Coccia SIU Welfare, Vacation Plans Cash Benefits Paid December 19, 1960-January 15, 1961 Number Of Benefits AMOUNT PAID Hospital Benefits (Welfare) .... 5750 $16,323.74 Death Benefits (Welfare) 13 48,500.00 Disability Benefits (Welfare).. 833 33,910.00 Maternity Benefits (Welfare) .. 30 6,000.00 Dependents Benefits (Welfare) . 164 41,493.25 1,369.36 Optical Benefits (Welfare) .... 140 6930 $147,596.39 1478 $245,348.43 TOTAL WELFARE, VACATION BENEFITS PAID THIS PERIOD..: 8408 $392,944.78 Summary (Welfare) Vocation benefits None of the figures in the above summaries indicate the amounts paid for various other Welfare Benefits for SIU men and their de­ pendents, such as scholarship payments, meal books, training facilities, medical examinations, and similar items. ^ Physical Exams— All SIU Clinics Month Of December, 1960 An SIU Blood Donor Certificate (sample above) is given to every person donating to the SIU Blood Bank, which is maintained through the SIU Clinic in Brooklyn. The bank supplies Seafarers or members of their families anywhere in the United States. Port Baltimore .. Houston .. Mobile .... New Orleans New York .. TOTAL Seamen 331 Wives 14 2 1 5 18 40 Children TOTAL 3 100 0 42 1 41 4 166 23 372 31 721 �V ^^'^VibniMT.'INl "r SEAFAKERS Face Firtees LOO 'On The Dotted Line' SitJ Zaegrislative Bar Mordock, Director Jfe FISH REPORTS—Faced with a declining catch of cod and herring on the Norwegian Ashing banks, the Norwegian Aeetg are now Ashing for tuna off the coast of West Africa. A ten-vessel experimental expe­ dition is currently operating out of the port of Dakar. The expedition is equipped with special gear for catching tuna and is accompanied by a 1,200 ton deep-freezing ship. The frozen tuna is transported to Puerto Rico in 500-ton refrigerated ships. An American tuna canning company has contracted to buy 6,000 tons of this tuna at prevailing prices . . . According to New Zealand press reports, a fisher:/ firm will initiate, tuna Ashing off the northern coast of the North Island within the next few weeks. The initial operation will be ' ouite limited in scope, but it is understood the comC pany has asked the New Zealand Govrenment for Anancial a^istance in order to expand its opera­ tion ... It has been reported that a Japanese Ash^1 ing Arm is negotiating with the Soviet Union for -T* the exportation of large quantities of frozen tuna to Russia. Up to now, the principal Japanese exporta­ tion of frozen tuna has been to the United States, Italy, and Yugoslavia. The Tunisian National Fish­ eries Office announced that it is investigating the possibility of pur­ chasing two oceangoing tuna clippers. The purchase price would amount to about 400,000 dinars or $958,160. These clippers would b« used to Ash in the Atlantic off the west coast of Africa and the catch would be used to supply Tunisian canneries . . . The Japanese Fishery Agency has sent a research vessel to explore tuna Ashing areas in the West Atlantic and off the southwestern coast of Africa. Countries li':e Japan, Norway and Tunisia are particularly interested in the fisheries because they are meat-poor nations. With the world's population rapidly-expanding, its expected that in future years fish will gradu­ ally supplant meat as the main protein source. . IiC-'- - s. A m A-'tL-' li.- -itV-i::'.;*,* » . ;,. 'r-x,- There' were two factors among others, which were vital in the success of the riecent SIU Railway Marine strike in New York harbor. One was the fact that hundreds of pickets braved below-zero temperatures, complicated by snow, to picket around-theclock at. well over 100 railroad installations throughout New York harbor and in five eastern states. The second was the staunch support the strikers received down the line* from all of the rail brotherhoods, as well as other unions involved in handling freight, including Teamsters Joint Council 16, rep­ resenting New York area Teamsters, and the International Longshoremen's Associa­ tion. Obviously, the SIU railway marine men and the two other unions involved, the mates and the engineers, could not have tied up the railroads' operations as com­ pletely as they did without the support of the operating and non-operating rail broth­ erhoods. This support was given by all crafts, including telephone operators and other white collar workers at the New York Central's headquarters. At the same time, the picketing of so many railroad stations, freight yards, roundhouses and waterfront terminals was what made the complete shutdown possible. Obviously, the railroads were caught com­ pletely by surprise by the scope of the picketing and by the support given to the striking railroad tugboatmen. The railroads' management thought they had it made when the strike began—that they would be able to write the kind of contract they wanted, giving them a free hand to abolish jobs. Then they felt they could force the rail brotherhoods nationally to accept the same kind of contract provision. What they forgot was that all railroad workers had a common Interest in the outcome. The mem­ bers of the rail brotherhoods by respecting the picket lines, were helping themselves, as well as helping railroad marine workers win the kind of job security they needed. X Turnaround? It's a little too early to tell yet, but It looks like the American merchant marine is in for some long overdue consideration from^the United States Government. Steps have been taken to give a larger share of foreign aid cargoes and to expand agricul­ tural surplus sales. Both of these proposals would be a shot in the arm to the ailing maritime industry. In the offing too, are proposals to take away some of the juicy tax advantages en­ joyed by runaway operators as well as all other American business operating abroad. A key test of the new attitude toward maritime will be the Administration's re­ sponse on the application of the SlU-contracted Ore Line for a construction subsidy on two giant ore carriers. If approved, this would indicate concern for the long-ne­ glected bulk cargo business, which is the major portion of US foreign trade. Also pending is implementation of the President's views on the need to revive coastwise and intercoastal shipping. Encouraging steps have already been taken in this area in the form of proposals to the President shake up the Interstate Commerce Commission and give steamship companies relief from cutthroat railroad competition. If all of these proposals materialize, then the American merchant marine is in for some kind of a revival after seven years of being do^vn in the d;:mps and American seamen will have assurance of ample job opportunities. HYDROFOILS—MA has signed a contract With Stanford Research Institute to prepare an economic stud.v of the commercial potentiarty of hydrofoil craft. The contract calls for completion of the study in 8 months at an estimated cost of $60,000. An experimental 104-foot, 80ton hydrofoil vessel is being built for MA by Grumman Aircraft En­ gineering Corporation. The vessel will be ready for testS in mid-1961. The objective of the study to be undertaken by the research institute will be to identify trade routes of interest, to MA for hydrofoil seacraft operation, -and to evaluate both the economic and operation feasibility of future commercial-hydrofoil craft. The route studies will be restricted to those which could be served by Arst genera'ion hydro­ foils. These are assumed to be limited to maximum speeds of some 60 or 70 knots, a gross weight of 500 tons, and a cruising ren e of between 500 and 1,000 nautical miles. Routes for such craft are gen­ erally thought to lie within The Great Lakes: along the coasts and in the major harbors and bays of the continental United States; between the West Coast of the United States and Alaska: among the Hawaiian Islands; and from the continental United States to various United States and foreign Islands. For each of the trade routes selected for detailed analysis a study will be made to determine means by wh'ch hydrofoils could be used to serve commerce now dependent up-in other modes of transportation or to serve the needs of commerce which pro not now served. The interest in hydrofoils has been stimulated by reports from Moscow that the- Soviet Union is well-advanced in f i« area and has a number of hydrofoils operating on Russian rivers as high speed passenger transports. Other foreign countries are also operating hydrofoils on a limited scale. KENNEDY AND MARITIME —^ On December 15. 1960, Congress­ man Herbert Bonner (Dem., NC.) and House Merchant Marine clnirman wrote to the President-elect Kennedy outlining the critical problems facing the maritime industry. Bonner said, "Now we are carrying only about 11 percent of our foreign commerce in an era of expanding foreign trade. Our bulk-carrying Aeet is not only obsolete but almost non-existent In the overseas trade. Coastal and intercoastal shipping, which represented about 78 percent of our total tonnage pre-war has now declined to the point where it represents no more than a small fraction of that total. In an era of emphases on the in­ dependence of small nations from the spirit of colonialism, we have adopted a policy of dependence upon tankers under foreign registr>% Aying "Aags of convenience' under the theory that, being American Ananced, they are under "effcctivfe United States control". . . Under prodding from the Congress, and with the vigor and foresight of a few in the maritime agency in the past several years, we were able to meet the Korean emergency, belatedly to start a replacement program in the liner services authorized by the 1936 Act, even though on an inade­ quate time schedule, and, very recently, to set Into motion a soundly based research and development program. These efforts 'seem to have been resisted at the executive level. While the last eight years have seen the present Administration (meaning the Eisenhower Administra­ tion) look myopically on our merchant marine, every other maritime power in the world has been modernizing and expanding its Aeet (including many who were not maritime nations before World War ID: our gold supply has been rushing abroad abetted by foreign-flag ship­ ping carrying the great bulk of United States foreign commerce: and Soviet Russia, learning that massive land power is not enough, is con­ centrating on the development of commercial as well as military sea power, with a threat to 'bury' us . . . The merchant marine is a very small part of our overall national economy. Though it touches in an important way everyone in our Afty states, its visual manifestations appear onlyin some of our coastal areas where the shipping lines a".d shipyards have their headquarters and the seamen and shipyard work­ ers are employed. There are relatively few major steamship and ship­ building companies ... It (meaning the maritime industry) must be subsidized by the Government if it is to stay alive in competition with the lowzr living standards of competing foreign nations . . ." President Kennedy has not yet replied to the Bonner letter. �• -'/^•sn • : • « Vkse Sizfcm ?> , k-' SEAPAREtlS LOG Febnury. IMl siiiiiiiE-i « * ?iiili ® A-;-^;;;:;:::::;:>v;::: XXIA":. :=;5 Steel Architect is another of 32 ships to get the citation. Theod< safetyi Holdir (I. to I :yxy::x>y;i x'i^ryyyyy-' ^ ...fi-.v;-y.wv;^v?':': J^pB iiii , ' S San Francisco was sife of Young America's citation. Seafarer A. Beck holds Robin Locksley award in New York. They all gotoiit on deck on the Kysko for award ceremony. This one's for the Alcoa Partner for Its outstanding program. ;4 E. Lukowski, carp., posts award on Frances, as­ sisted by E. Bonefont. Safety Director Joe Algino presents award to Seatroin New Jersey. �I. VMtavanr, IMl SEAFARERS f^ nr-K;- >'jr,'. •- -•'-r ' •'y^' Taf Seveaicca LOG i'^ ^:mmmmmx;mm mmmwrnrnrnM i||iiiiiiliii ;:A ?tr;;-.;::\;:X.:-:;--.-- ••* |re Phelps, chief electrician on Dei Sol (white cap), gets individual iward from company safety director E. R. Seamen (Delta Line). ship's group award is Del Sol's skipper, William Rogers. Others [) are Seafarers C. Banksfon, R. Irizarry ^nd E. Avrard. Assistant Safety Director Bill Moody presents safety award to Alcoa Roamer crew which has rolled up an enviable string of accident-free days, almost five years worth, in fact. iiiililliilf ail Mil®'"- An SlU Ship -•' -V. -r i. a Safe Ship ' k I iillliiii .... In John Beden of the Iberville holds award ted by SlU Safety Director Joe Algina to Over 300 individual awards have been disId to Seafarers. Establlshecl four years ago, the SlU Joint Safety Program is the first formal Union-management effort in the maritime industry set up to deal with ship­ board hazards and means of reducing accidents. Its educational campaign has achieved success in a number of areas, largely because the program* is based on teamwork and the Union and ships' crews involved ore actively represented as part of the team. This has been true also in the cose of individual compa­ nies such as Alcoa whose own specialized programs have been highly effective. The photographs here present a sampling of 32 SlU-monned vessels which, in recent months, received SlU Safety Departnrient awards covering six-month, accident-free periods. In addition, seven of the 32 ships hove also laid claim to on award covering a full year. The certificates issued in each in­ stance point up the fact that none of the unlicensed personnel aboard suf­ fered a disabling (lost-time) accident during the entire period. In addition, special certificates have been presented to Seafarers who were aboard the affected vessels for the entire tim&ond thereby played a major role in the award-winning effort. To date, 344 individual certificates have been presented on the 32 ships, and more are issued each week as crew lists are ver- fied. Far more important than this type of recognition is the success achieved in developing an attitude of safety-awareness aboard many SlU vessels. This has served to moke every Seafarer a part of each shipboard safety team as well as a committee of one dedicated to detecting and eliminating hazards on his own vessel. By means of regular safety meetings aboard ship^ accidents, "nearmisses" or other safety problems ore discussed in detail and recommendations mode to company management and to the Joint Safety Committee ashore. SlU safety training and education is continuing to pay dividends—in cutting accident frequency rates aboard ship by as much as a half and in reducing needless injuries and suffering. Seafarers can take pride in these facts and in keeping SlU vessels the safest ships afloat. mm Ill iiPiiiliii iiw iiiiiiia �t:-.: t : m M- el '.J raee Eishtem SEAFARERS LOG rebnurr. IHl ' Atlantic Fishermen To Get Contractyteltare Benefits *AFU Matein Pilothouse BOSTON—For the first time in several years, members of the Atlantic Tishermen's Union are going to get a new contract. The AFU's newly - elected secretary - treasurer, Thomas "Obie" O'Brien has entered into contract negotiations with the employers and hopes to come, up with sev-^^ eral improvements in existing funds will operate as well as a tlal in New England fishing ports, scale of benefits for fishermen and especially in the state of Maine. practices. O'Brien points out that since the AFU was operating until receplly as an independent union, outside the SIUNA, no attempt was made to revise the existing contract with the result that the risherinen are now working" under an outdated agreement. Plan Trust Agreement Among other items, the AFU Intends to negotiate a trust agree­ ment specifying the regulations under which employer-paid trust their families. The union is hope­ ful of being able to' get payment of benefits underway In a couple of months. , Very promising results have come out of the union's recentlyundertaken organizing drive with 102 members signed up in the last three weeks. This is the first time in a long while that there has been an increase in the union's membership. There is a huge organizing poten- Sill West Coast Tuna Boats Get Big Catches With Nets TERMINAL ISLAND, Calif. — Tuna purse seiners, many manned by members of the SIUNA-affiliated unions, have been breaking records for big loads and short trips. The record-breaking catches —~~— — have been brougl^t in by the' charged diesel and a 120-hp auxil­ former tuna clippers which iary in the engineroom and a 140were converted from hook-and-line operations to the all-nylon purseseine method of fishing. A total of 75 California tuna clippers have been converted into big purse seiners. Changes in fish hold capacity by these seine con­ versions have added an estimated 25,000 tons capacity to the fleet. Typical of the converted clippers Is the American Boy, mqnned by SIUNA West Coast fishermen. The American Boy is 125 feet long and has a 28-foot beam. The heart of the ship, the net plat­ form, is equipped with an over­ size all-nylon net — some 460 fathoms of it. The vessel has an unusual silhouette: two crows' nests tower above the decks. The boat is driven by an 850-hp turbo- hp engine on the main deck above the engine room. The purse winch is operated by a .one-man hydraulic control sys­ tem powered by a 50-horse motor. The American Boy's skiff, used to tow the net, is 28 feet long by 15 feet and is powered by a 100-hp engine. The American Boy fishes for Van Camp Sea Food Co. Other tuna clippers converted to purse seine operations include Star-Kist Foods fleet and other craft. The seiner trips are averaging from 20 to 30 days for a full load. This compares with the old clipper trips of an average 120 days. The converted boats catch about 4,100 tons of tuna in 18 trips, averaging 256 tons per trip. New Bedford Boat Trial The AFU promises a vigorous cam­ paign to organize non-union fisher­ men in these ports. Promotion Program In addition to organizing and contract negotiations, the union has embarked on a promotion pro­ gram to foster assistance to American-flag fishing fleets. O'Brien points out that the US has given some $10,800,000 to foreign coun­ tries for development of boats and fisheries, plus sonar equipment and funds to develop fish fileting machines. 'He is hopeful that the change in Administration will bring with it consideration of the American fishing industry. Plans Outlined The new secretary - treasurer spoke on February 9 to the Massa­ chusetts Fisheries Association in Boston, outlining the union's pro­ posals for reviving the Americanflag fishing industryl I New Bedford Fleet Loses 5 Boats In Storms^ Fires NEW BEDFORD—The winter of 1960-61 has taken a heavy toll in vessels contracted to the NewJBedford Fisherman's Union. A blizzard in the New England area early in Decem­ ber caught two of the vessels, a third sank in November and a fourth fishing boat sank in January of this year. A fifth ves-^^ —— sel sank at the Fairhaven dock foundland, took the eleven crew because of ice conditions in Feb­ members off the Carol & Estelle before she exploded and sank. ruary. Ironically enough, late In Jan­ The fishing vessel Carol & £suary the Newfoundland, the ves­ telle sank 30 miles southeast of sel that aided in the rescue of the Great Round Shoal Buoy after an Carol & Estelle crew, was Itself engineroom fire on November 18. the victim of a fire at sea. Captain William Saunders and the The Newfoundland, skippered crew attempted to extinguish the by Captain Kief Murphey, suffered fire but were unable to. Another the fire January 26 some 120 miles east of Cape Cod. The vessel sank New Bedford vessel, the New- in about 70 fathoms some 90 miles southwest of Cape Sable, Nova Scotia. The crew, of 11 men were taken off the burning vessel by a Coast G^ard cutter. More than 300 bags of scallops were aboard the Newfoundland when she sank. The vessel was partially Insured for $40,000. NEW YORK —The 100-foot Two Sink In A Day Gloucester fishing vessel Sunbeam The two vessels which sank In ran into trouble recently when she sprang a leak about 75 miles the December blizzard were the from here. 65-foot dragger Sharon Louise and The vessel, contracted to the the 60-foot dragger Harmony. Both Atlantic Fisherman's Union, and were. destroyed the same day on all hands were saved when the December 12 when a storm with Coast Guard dropped a pump and snow-laden winds of up to 70 miles per hour lashed the New England the leak was sealed. The crew included Captain Gene coastal area. All crewmembers Merina, chief engineer Russell were saved in the shipwrecks. Thompson, cook James Gorgen and The Sharon Louise crashed William Lacey, Clarence Beadreau against the rocks of the west Jetty and Nicholas Peracle. on Nantucket and its crew was A Coast Guard plane made the rescued by the Coast Guard. The successful drop of an auxiliary six man , crew, however, had a pump after one attempt failed. rough time when the patrol boat Also on hand were the cutter which picked them up was In turn Campbell and another fishing ves­ dashed against the shore at Dionin sel, the Golden Eagle. The Sun­ Beach. beam made the Fulton Fish Mar­ Seas estimated at 20 feet bat­ ket dock here a day after running tered the patrol boat whose engine into trouble. failed. The seas then washed the CG Helps AFU Boat The recently-built New Bedford fishing vessel Kim is shown here making atrial run before joining the New Bedford fish­ ing fleet. The vesfel, under contract to the New Bedford Fisherman's Union, is 73 feet long and cost about $90,000. Peering through the fishflnderscope of the FV Carol & Jack it the mate, Mil McForland of Brooklyn. The Carol & Jack it contracted to the Alfciiitle nsbannan's Uaion, an affiliate of the SIUNA. The vettel workt out of New-York't Fulton Fish Market. craft onto the beach and a Coast Guard seaman led the way to safety for the Sharon Louise crew and the rescuing Coast Guardsmen. The FV Harmony caught fire in the raging blizzard but its skipper, Antonio M. Pereira and the five crewmen were able to beach the craft on the northern end of Nomansland. Navy personnel on the Island helped the crew who had made their way to shore. The 57-foot dragger Phyllis J sank at the dock at Fairhaven on February 2. Pressure of Ice on the hull of the vessel apparently opened the seams. No one was aboard at the time, but three NBFU members lost gear for which they will be reimbursed. The Phyllis J was lifted from the bottom a day after she Sank and is expected to be put back In oper­ ation shortly. Among unions In the SIU are a number of groups of oommer-' cial fishermen on all coasts, as well as shoreside fish canneries and processors. They are in­ volved in such widely-diversi­ fied fishing operations as scal­ loping, tuna fishing, salmon fisheries, cod, halibut and many others. Groups involved include the New Bedford Fishermen's Union, Alaska Fishermen's Union, tuna fish and cannery unions operating out of Cali­ fornia ports and groups in Bristol. Bay, Kodiak, and else­ where In the far northwest Paeifie. �- ' :• ,*; • Fcbrwuty, IHl Joieph B. Loffucy MD^ Medical Director ="^"^ Weight Loss Can Cut Pressure SEAFARERS lOG 9m* Mactcm Ore Line Bidding For US Aid On Super-Carriers NEW YORK—The first step toward establishment of a modern Americim-flag ore-carry­ ing fleet has been taken by the SlU-contracted Ore Navigation Corp. If carried through, it would forecast revival of ore trade under the American flag. The company has asked the Federal Maritime Board to ap- lion In the US merchant marine Bargaining called attention to this problem and served notice that prove a construction-differen­ subsidy policy. One of the most frequent of the many abnormal physical findings at our SIU clinics is "hypertension". This condition may' be defined as a pathoiogic elevation of the blood pressure. It is a physical sign re> fleeting an underlying'disturbance of the heart or blood vessels. An elevated blood pressure may be produced by a variety of causes which tial subsidy on two proposed 50,Until now, both construction it wished to discuss this issue, may, or may not, be of clinical importance. 000-ton ore carriers. The vessels and operating subsidies have usual­ among others, with American-flag Hypertensive disease, as opposed to simple elevation "of the blood would be used to carry ore to ly been limited to dry cargo liners ship operators. In recent years, the only assist­ pressure, is a disorder ^hich is characterized by persistent elevation of Bethlehem Steel's Sparrows Point carrying package cargo on speci­ the blood pressure, and eventually, complications involving the heart, installation from such foreign ore fied trade routes. This system-was ance which has been granted to kidney, retinal and cerebral vessels. sources as Seven Isles, Quebec; set up under the 1936 Merchant non-subsidized operators has been Marine ^ct when the United States Government mortgage guarantees, Venezuela, and Peru. Pressure Rises With Age The Ore Line application will be was wholly self-sufficient in oil and enabling them to borrow money The blood pressure varies normally as a result of body movement, a test of the new administration's iron ore. As a result, there was at a lesser rate of interest. In most position, mental stress, pain and position, depending on the stimulus policy toward US-dag maritime. If very little offshore trade in these instances, operators would be un­ and the Individual's reaction. The blood pressure shows a gradual approved, it would indicate a revi- fields. able to borrow construction money rise from birth to old age. In the age group 20-40, it is usually In the years since World War II, at all without some kind of Govern­ 120/80. The first is called the systolic pressures; the latter, disastolic the pattern of American foreign ment guarantee. pressure. The blood pressure at 60 years is about 160/90. Thereafter, trade has changed, with the United Should the new administration the diastolic remains fairly constant. States becoming heavily-dependent approve construction differentials These are the normal averages with a variation of possibly 10 per­ on imports of vital raw materials. for the ore carriers, and should However, because there was no Congress follow through with ap­ cent. The further from the normal pressure, the more likelihood the clear-cut policy for assisting bulk propriations, it would undoubtedly blood pressure is due to a disease condition. The important determina­ tion is the mean blood pressure, which is the cardiac output against carriers, 'practically all of this encourage the development of an trade has gone by default to run­ American-flag bulk-carrying fleet. the peripheral vascular resistance. This can only be measured by in­ away-flag and foreign-flag bulk Actually, most of the world's ore strumentation, but is considered more in line with the diastolic pressure. ships. trade with the United States, in­ Cause Difficult To Determliie As a result, the US is dependent volving a considerable number of The cause of hypertension cannot always be determined. There are on foreign ships and foreign crews the most modern and largest ves­ certain known predisposing factors such as heredity, age, diabetes and for essential raw materials. sels afloat. gout. One of the most frequent findings associated with hypertension PORTLAND, Ore. —The "Port­ The proposed new vessels would The SIU as well as other mar­ in our clinics is obesity. Life Insurance companies have shown clearly land Reporter" the publication put itime unions have long been criti­ replace two older Ore Navigation that the death rate from hypertensive vascular disease is much higher out by newspaper strikers here, is cal of the lopsided pattern of mer­ ships which were built in the in the obese than in those of normal weight. activating its plans to go on a daily chant marine subsidy, which ig­ 1940's, the Feltore and the Oremar. In acute hypertension, there are two diseases which are associated basis this month. Originally an­ nores the tramps, tankers and bulk Both 'of the vessels are now up with rapid rise in blood pressure. These are acute glomerulonephritis nounced in November, the daily ore-carriers. The recent maritime for sale since, at 25.000 tons dead­ and toxemias of pregnancy. These are usually aggravated by salt and publication was delayed by equip­ union meeting which set up the weight, they are unable to compete water retention. Under proper treatment, the hypertension usually sub­ ment installation and by negotia­ National Committee for Maritime with larger, faster ships. tions for Associated Press news sides; occasionally however, it becomes chronic. service vfhich have just been com­ In chronic hypertension, there are many causes, but many of these cases are sooner or later associated with renal diseasd'^or disease of pleted., The new publication is the adrenal cortex. This accounts for about 25 percent of the. cases. being dnanced by stock sale and The other cases are so similar in behavior that they may all be activated also by subscriptions from many through disturbance of kidney function. Which of these comes first? West Coast unions, including the QUESTION: What was the most unusual or most persistent Whether it's the hypertension or the pathological changes in the arteri­ member unions of the SIU Pacidc shipboard beet you've run across? District. oles of the body, especially the kidney, is an unanswered question. The "Reporter" has been pub­ Heart, Ryes, Brain Vulnerablo W. J. Scbultz,. deck; A long Charles F. Henry, steward: Once The course of the disease usually follows a set pattern. If slow, it is lished for a year now by the called chronic or benign; if rapid, severe or malignant. In the chronic strikers and members of the edi­ standing beef, though not in the during the war I recall a rather category of the unusual beef at or benign type, the onset is usually insidious with slow progression. torial s'taffs who walked out in unusual, is the the payoff . . . The diastolic blood pressure usually is between 100-120, and the their support. It has been dis­ fact that general­ when the SIU person may remain symptomless for yeafs. Eventually, there are symp­ tributing 100,000 copies twice a ly, all ships have was young. The toms of headache, failing vision, dyspnea on exertion; anginal pains, week in competition with two had. Inadequate skipper thought cerebro-va.scular accidents or coronary insufficiency. The vulnerable struck Portland dailies. locker space for Meanwhile, the arrest of another he could take ad­ organs are the heart, eye, brain and kidneys. The height of the blood years. I won't vantage of this pressure does not always indicate the severity of the condition. Only strikebreaker who worked for the bring my best new Union by by evaluating the complications can the progress and severity of the struck newspapers has again given the lie to the glowing description shore wear on a disputing 90 condition be properly determined. trip because after hours GT in my Severe or malignant hypertension usually occurs in the younger group. put out by the publishers to de­ it stands weeks department and However, cases of mild hypertension in the old group may change to scribe their Imported scab labor. According to the publisher, "all In a small locker, it gets all wrin­ the deck and engine departments. severe hypertension, with rapid progress and "complications following rapidly, such as cerebral symptoms, cardiac decompensation, retinal are good people, most of them kled and dirty. I believe the un­ The result: a patrolman stopped married, a large percent owning licensed men should have lockers payoff until agreement was reached changes, kidney failure and death. . their own homes and paying similar to those provided for offi­ on payment. The diagnosis of advanced cases is easy, the borderline cases are Oregon taxes." cers. t 4" 4" difficult. Take, for instance, a young person with blood pressure of However, the "Oregon Labor 4" i« 150/90 without symptoms, or any other pathological findings. He is cer­ Press" reports that the FBI picked Ray Griffith, deck; One of the John Giordano, steward: One of tainly suspect, and only by following the person over a period of time up one strikebreaker recently for the most frequent beefs is the un­ constant beefs I've heard of recent­ can a definite diganosis be established. If the person is hypertensive, "borrowing" an automobile. He is ly is that of time availability of air then an effort to discover the cause is indicatd. off — or lack now the guest of the United States conditioning— thereof. Many The prognosis in chronic or benign hypertension is extremely difficult in Lompoc, Calif. The man had on Persian Gulf men agree that In any one individual case. The average life duration however is about been on parole from a previous runs. It's just such a rule be in­ 16 years. The prognosis is less favorable in men than in women. In car theft while employed as a too hot to sleep corporated into malignant hypertension, the average life duration is six months, rarely strikebreaker. A few days earlier, nights. The fans contracts. A day a year. About 50 percent die from cardiac complication; 30 percent another strikebreaker was picked don't help either off at either,end cerebro-vascular accidents, and 10 percent from renal insufficiency. up on a burglary charge. There when the temper­ of the run would have been other arrests in prior ature hits the 90's Need To Avoid Excess mean a lot to at night. In the There is yet no evidence that life is prolonged by any present avail­ months. both married and The strikebreakers had been daytime, when it able treatment. In the period of hypertension without symptoms, the single Seafarers. As a matter of person should be reassured. His physical activity should be only slightly supplied by the Bloor Schleppey gets in the lOO's, many men are fact, even a half a day off would agency, an Indiana organization overcome by heat prostration. limited, or not at all. He should avoid excesses in all things, however. help. which specializes in securing scabs Tempers get shorter, too. When symptoms develop, such as headaches, dizziness, insomnia, gid­ 4" 4 4" for struck newspapers. 4" 4" 4" diness, fatiguability and others, they should be treated symptomatic-ally. Anthony Suares, steward: I can't Anthony Maiello, steward: In my For the high blood pressure, there are various anti-hypertensive end 15 years with the SIU, I have wit­ comment on any unusual beefs but depressor agents which should be used. Evidence seems to indicate nessed consistent there are two sit­ that if lowering of the blood pressure is accomplished, the underlying discussions on the uations I have vascular disease and complications improve. Various types of sym­ been exposed to. desirability of pathetic operative procedures still have some vogue, with sometimes A reminder from SIU hesdless men in a foe' One concerns the spectacular results, but only in selective cases. Dietary measures are quarters c.tutions oil Seafarers armies of roaches sle. It would be indicated in the symptojPatic cases, especially the reduction of salt leaving the.'r ships- to contact that invade ships ideal to have no Intake. the hall in ample time to allow and the other is more than two Our experience at the SIU clinics, shows that 80 percent of the cases the L :ou to di! ...h a repl. "the steel gratings men to a room— of hypertension result from overweight. We find, almost without ex­ ment. Failure to give notice be­ on deck in vege­ instea d of the ception, that gradual weight reduction is accompanied by a decrease fore puving off may cause a detable boxes. Reg­ present three or in blood pressure, and an amelioration of symptoms in general, with iayed sailing. fo.'*ce the ship to ular visits by an four. Key men, a feeling of well-being that cannot be accounted for by the general sail short of the manniug re­ such as the bosun, steward, chief exterminator would take care of quirements and needle.ssly make psychological reaction to accomplishment, the insects. Steel gratings should the work tougher for your ship- cook, etc., should have a foc'sle to be replaced by easier-to-handl# (Comments and suogestions are invited by the Department and can themselves. Such an arrangement ttes. wooden ones. would make it easier for all. be submitted to this column in care of the SEAFARERS LOG.) Newspaper Scabs Have Sticky Habit Quitting Ship? Notify Union �SEATARItttS Tage r«bnur]r. INl LOG Seafarer Sues Over Skipper's . LOG Entry On 'Mental Illness' BALTIMORE—Prompted by an editorial comment "in the SEAFARERS LOG of April 1, 1960, a jgeafarer in this city is suing the skipper and operator of the vessel he was on because of an allegedly libelous and false entry in the ship's log. The entry by the vessel's captain First Step Toward Recertification Another important advance in the continuing effort to maintain held that the seaman was "re| the best possible feeding and service on SIU vessels is about to get ported sick with mental dis­ privatrf Inies. underway. It is important to undersand these first steps as part of turbance." C'lifF Wilson, Food and Ship Sanitation Director • long-range procedure to develop a recertification program for SIU chief stewards. This is in accord with the recommendations of a rankand-fiie fommittee of stewards, which were adopted at Union mem­ bership meetings last summer. The details are explained in a sepa­ rate story in this issue on page 3. What this means, of course, is that it is high time to recognize that the key rating of chief steward requires different specialized skills than the otlier rating.s presently in Group 1. A man must be a professional, trained steward today—and nothing else. TJiis is be­ cause of skills applicable to the job of chief cook or baker are far different than those applied to stewards. These other ratings do not have the responsibility for supervising an entire, department and for a hundred other details involving storing, inventory control and the like. Stewards have to be specialists—period. They may have to double as cooks or bakers in an emergency once they're aboard a ship, but they are still primarily stewards trained for a particular job. Therefore, in the best interests of all concerned, they cannot work both sides of the fence, picking their spots in Group 1 according to the shipping conditions of the moment. This is one of the prime objectives of the training process we are trying to de­ velop. Starting March 1, 1961 and until the end of March, anyone now registered in Group 1 of the stevVard department will have the op­ tion of shifting over to 1-S or remaining where is. If he declares him­ self and registers in Group 1-S, he can ship only as a steward. Those who stick in Group 1 can register and ship as either chief cook or night cook and baker just as before. This immediately eliminates a serious bit of friction in the depart­ ment, since the man now certified to ship as a steward really has two chances for a job, over the fellow who doesn't" have a steward's endorsement. Nobody loses out in this process of setting up Group 1-S because all prior registration and seniority on the beach is protected in every case. The man who shifts to Group l.-S now registers and ships as a steward only; he also competes with stewards only, with men like himself. The same applies in Group 1 starting March 1. Anyone wanting to throw in for a chief cook's berth won't have to buck some­ one who's also got a steward's endorsement and might'beat him out for the job. As stated before, all of this is a necessary first step for a future recertification program involving stewards. Before it can start, the stewards have to be separated from the other. Group 1 ratings. As a matter of routine, we can expect, for a while anyway, there may be some kinks in the registration and shipping procedure. Men coming in off ships, from hospitals or from vacations will also have to make a choice before they register in either Group 1 or 1-S, and this ap­ plies any time on or after March 1. However, when March is over and the men on the beach have picked their spots, we can move ahead on setting up a proper recertification procedure. (Comments and suggestions are invited by the Department and can he. submitted to this column in care of the SEAFARERS LOG.) Room SEAFARERS WELFARE PLAN ENROIIMENI-BENEFICIARY CARD jp.HN D OE Name. Print: In his suit, the SIU member has charged that the logbook entry im­ puted insanity and mental incom­ petence. He is suing for $25,000 because of the "defamatory and li­ belous" nature of the entry. The LOG editorial referred to a relatively new practice instituted by the shipowners and the Coast Guard in challenging the qualifi­ cations of seamen. ". .. some ship­ owners," the LOG said, "are seek­ ing to use the Coast Guard as a tool with which to knock seamen off the ships for 'mental health' reasons. Captains are being in­ structed to make entries in log books as to seamen's shipboard be­ havior whenever it departs from what they consider normal. From there on, the Coast Guard will car­ ry the ball," The editorial went on to seri­ ously question the competence of skippers to pass judgment on crewmembers' mental health, (See il­ lustration.) Apparently this is .exactly what happened in the case in question. After the skipper made his entry in the logbook, the Coast Guard tried to pick up the man's seaman's certificate. When he refused to surrender it, he was subpoenaed and compelled to undergo.a hear­ ing and take a psychiatric exam­ ination. As a result of the examination, the seaman was declared "fit for duty, psychiatrically" by the Pub­ lic Health Service. It was then he filed suit against the company. The outcome of the suit will un­ doubtedly be followed with close interest by the Industry. Should it be successful, it would put an end to efforts to use the "mental health" logbook entries as a gim­ mick to lift seamen's papers. The iraue of defining a seaman's fitness for duty would then be left, and properly so, in the hands of the Public Health Service. 1060, 11 Broadway, New York 4, N.Y. ..Tf. "Ml'ddU InltiRl ; FintNnmn 3 .SM.l.IH County ';5rMAIN,.,..ST^ 'ion. No.. Address•"Nunibn' and Strsst Print: """'—999,99-999 .... Social Security (J XRY • l Name of Beneficiary Print: Addr§ Print: j Date Slot. ^ Date of Birth further changei. * _ following nomination •'«' Relationship ^|pE D OE to You. JANE N.Y. 99 MAI N ST - -MlpygiE Stat* »»»•••••••••••• m oCify Nuinb.r and 7^: 1?: Zona NOi . 'ifSynfy Slot. ha lltf J «• R«»0"« 5"** .171 »• Is Your Card Filed Properly? Seafarers who have not yet filed a new SIU Welfare Plan enrollment-beneficiary card are urged to follow the sample above in order to assure prompt servicing of any claim for benefits. The card must be properly signed and dated by a Seafarer and also signed by a witness in the appropriate space. Ail items should be filed in. The postage-free card.s are available at any hall. Even Without such Government-imposed standards, sohie shipowners are seeking to use the Coast Guard «s a tool with which to knock seamen.off the ships for "mental health" reasons. Captains are being instructed to make entries in log books as. to seamen's shipboard behavior whenever It de­ parts from what they consider normal. Prom there on, the Coast Guard will carry-the baJI. Nobody disputes the skipper's right to act if somebody 4akes to a fire ax, which is what captains have been doing since time immemorial, but if ship operators think that skip­ pers-are qualified to pass psychiatric judgements on crewmembers' mental health then they had better take a look into la mirror to find but who is screwy. Next thing you know, somebody will suggest a mental health examination fpr ship operators, and then where would we be? Despite it all, nobody has yet suggested that a neurosis is the basis for disqualifying a man from working, for at that rate, probably 25 percent of the population would be unenqjloyed-overnight. am Excerpt from LOG editorial of April I, I960, alluding to the practice of using logbook entries on mental health as the basis for depriving men of their seamen's papers. Line-Handlers Needed Lakes Mooring System . Called Hazard To Crew The greaflist safety hazard to seamen on ocean-going vessels traveling the St. Lawrence Seaway is their use as line handlers according to a report in the "Proceedings of the Mer­ chant Marine Council," a-*'Coast Guard publication. The bosun's chair and gets to his feet report was made by Captain and runs to where the heaving line A. Preede of States Marine Lines. The Seaway authority does not provide line handlers for .ships passing through the many locks on the route. The present method of obtaining men to handle lines is to swing a crewmember from tiie ship to shore using a boom and bosun's chair. "Aside from the obvious danger to life and limb due to the method of putting the man on the dock." Capt. Preede said, "there is the additional danger of accidents to the men on board the ship." Crewmen of ships using the sea­ way put in long hours of work— the master is on the bridge for as long as 60 hours or more—and "with the double handicap of long hours and reduced complement occasioned by the loss of the men on the dock, accidents are much more likely to occur." Groups concerned with the prob­ lem have suggested the Seaway authority provide line handlers at the approach walls as well as on the locks. If this cannot be done, the re­ port states "it might well be a good investment to send line han­ dlers on by car from lock to lock to take the Vessel's line." In maneuvering and entering a lock, the lack of line handlers per­ manently stationed on the shore could result in damage to the dock and ship. "Under present conditions if the wind is blowing a vessel off the waiting wall side, it is extremely dangerous to land one of the crew­ men on the dock, because with a breeze of any strcngtli the vessel would have to have considerable headway on her to hold the-bow up into the wind and get it close enough to the dock for the man to land. At this speed there is every likHihood that the man would be injured when he struck the dork." If the man does land safely, "by the time be gets clear of the is and pulls the line ashore, the vessel may be past the point where the line could save her and the dock from damage." Other possible sources of danger~to crew or vessel include the round shape of the bollard, with no "ears" and from wli'ch lines can slip off; nylon mooring lines which can snap back if they slip off their mooring and hit crewmembers;- and the use of ship winches instead of tension winches Ice Blocks Albany Run NEW YORK—The coldest win­ ter in 13 years has slowed down shipping on the Hudson Rivei\ In the Albany area, northern terminus for vessels using the waterway, an extended period of sub-zero weather has set a new record. The Coast Guard reported that four ships. Including the Westwind, were used on icebreaking duty. At various times during De­ cember and January sections of tlie river were frozen solid by the ice, which was 18 inches thick-in places. A convoy system was used by the Coast Guard to escort ships on the 150-mile run from New York to Albany, a trip that normally takes 12 hours. Icebreakers were also dispatched to break out in­ dividual ships frozen in. At the height of the freeze a four-ship convoy covered about 10 miles in two days despite the assistance of three Coast Guaid vessels. Grain and oil are the major com­ modities transported on ships through the Port of Albany. The port is also an important junction on the New York State Barge Canal System which hBs been closed down by the freezing weather. �SSAFASSSS 76ifaiC7^ 3SS1 New Year's Greetings Arrive Wagm Tweafsr-Oac LOS Canadian SlU Wins Major Cains For 3,000 Crewmen MONTREAL—A new contract providing a package of wage increases and benefits for 3,000 members of the SIU Canadian District has been completed and approved by the mem­ bership involved. The package agreement provides 16 percent in gains over a two year period, it was announced by SIU Canadian District Secretary-Treasurer Hal Banks. The agreement was com-j pleted after four months of District is shown in these figures, When the District was revived in negotiations between the six major which come close to comparable 1051, Canadian scales were far companies which make up the scales on American operations. below those in the United States. Canadian dredging industry on the Canadian East . Coast and union representatives headed by Banks. Over the two year period, Cana­ dian Seafarers in the industry will get base wage increases of from $30 to $50 a month. In addition, overtime rates are increased 20 and 27 cents an hour depending on the overtime rate involved. All boarding dredges will have washing machines Installed aboard for the convenience of the crewmembers. Battery operated radios will be supplied on those dredges which do not board crews. Should travel between shore and dredge be in excess of one hour per day, the companies will pay portal-to-p6rtal pay. W^reck Benefits A $300 benefit has been set up in the event of shipwreck or other marine disaster to cover loss of personal' effects. Other contract clauses, such as coffee-breaks, transportation and various working rules have been clarified and improved. These three Canadian Seafarers hospitalized in Montreal The new agreement was signed by the following companies: General Hospital pass the time with a card game. Th^^y are Marine Industries Ltd., Russell (I. to r.) Romeo Gendron, cook; James Fitzpatrick, fireman; Construction Ltd., Beaver Dredg­ Gordon Newell, assistant cook. ing, Canadian Dredge and Dock, Harbor Development Co., McNamara Consti'uction Company. Base Wage Scales Base wage scales for the various ratings will range from a low of $307.04 for assistant cook, and $287.20 for gaugemen to a high of $505.50 for drill foreman in the second year of the two year agree­ MONTREAL — It used to be that when winter struck on ment. The second year scales take the St. Lawrence, everything shut down. That isn't the case effect on December 15, 1961. -Over­ now with the SlU-contracted freighter Eskimo in service. time rates will be $1.85 to $2.32 hourly while vacation pay will The Eskimo was specially range from $146.44 up to $235.90, built with a reinforced hull to Quebec and England, in its third based on a 240-day work season. handle the ice problem on the season of successiul operation. A Danish shipping company, The progress of the Canadian river. It is now running between Lauritzen, has also picked up the idea of putting ships on an ice run. It is using three large vessels with appropriate reinforcing to service the Quebec run. The ships can handle normal ice problems, but in case the ice does get too thick for them there are icebreakers available to give them assistance. It appears that this kind of trade will grow in future years as engineering progress is made in designing ships which can cope with ice conditions. Canadian Seafarers In Hospital New Year's Day for the family of Canadian Seafarer Basil Goodridge began at 8:45 PM when their new daughter ar­ rived in St. Michel Hospital. In Canadian Ports Ferry Runs Aground VANCOUVER—The Biack Ball Ferry Quilliyute ran up on the beach after striking a log which holed her bottom. A water taxi and a fishing boat took off the pas­ sengers. There were no injuries. 4 Quebec Quiet QUEBEC—The winter freeze has pretty well shut things up in this port, agent Ray Doucet reports. However, some of the dredges and tugs are still operating at Port Cartler on a year-long contract. which have been installed in the hall. The machines sell a variety ftf soft drinks, fresh hot coffee, hot chocolate and hot soups, which are welcome in the "balmy" climate here. Port Agent Dick Hardiman also notes that this port now has the Federal Pioneer, a deep sea ship, in lay-up. 4 4 Halifax Quiet 4 HALIFAX — With the close of the I960 Lake shipping season, many men have stopped by to say "Hello" before continuing home for a well earned rest. A few have 4 4 4 registered here but shipping is slow with few lay-ups during the New Canal Studied iMONTREAL—The Federal Gov­ past weeks. ernment is reported to be studying 4 4 4 the possibilities of building a canal Grain Shipments Rise from here to Georgian Bay. It Is FORT WILLIAM — Reviewing estimated that a 22-foot channel the 1960 shipping season, agent would cost about $41 million. Bill Glasgow notes that grain ship­ 4 4 4 ments from the Lakeliead were running two million bushels ahead Hazards On Lakes THOROLD—The Great Lakes of the 1959 season. He reports lo­ are no place to be out In a boat cal optimism for increases in deep In bad weather, Thorold agent Paul sea cargo out of this area. Gagne reports. The steamer_Starbelle cracked its hull while on Lake Superior with winds reaching 65 miles an hour, but the crew brought her in safely. MV Eskimo In Srd Season On Winter Run to Quebec Holiday Dinners In Canadian SIU Headquarters 4 4 4 Toronto Vends Food TORONTO—Canadian Seafarers using the Toronto hall are giving a big play to vending machines Canadian Seafarers, members of the SIU Canadian District, are a vital element in the mari­ time picture generally and in the SIU family of anions. They man ships under Canadian flag across-the-board—deep sea off the Atlantic Coast, on the Canadian West Coast, on the Great Lakes and the Seaway. The Canadian SIU also repre­ sents large groups of Canadian tugboatmen, dredgemen and al­ lied crafts. The Canadian Dis­ trict works closely with the other SIU unions throughout North America and the mutual relationship has been of great advantage to aH SIU members. SIU Canadian District Halls FORT WILLJAM. Ontario HALWAX, N.S General view shown Seafareri and membern of their families who attended holiday dinner served in the headguarters hall of the Canadian SIU in Montreal. Photo was taken on main deck of the Canadian Hall wjth lunch counter in background. <0a Simpson St. Phone: 3-3221 128 Mollis St. Phone 3 snil MONTREAL. 634 St. James St. West Victor 2-8161 QUEBEC ..... . 44 SauU-au-Matelot Quebec LAfontaine .3-1569 THOROLD. Ontario. 52 St. David St. CAnal 7 5212 TORONTO. Ontario. - .272 KinK St. E. EMpire 4^5719 VANCOUVER BC. . . 208 Main St. ST. JOHN. NB in Prince Vvllliam St. OX 2-5431 �S5;>- [•'Sf. Pare Twenif'Twm SEAFARERS LOG Febmary, 1991 r^/- V, Vv-. . •• • \ SUP, Mates Ask Probe Of MSTS Alien Crews Lundeberg Back In 1946 SAN FRANCISCO—The Sailors Union of the Pacific and West Coast Local 90 of the Masters, Mates and Pilots Union have called upon congress to conduct a "thorough investiga­ tion" of Military Sea Transportation Service Far East ternational Relations and to be in support of the Japanese economy, Area's continued policy of op­ particularly of the shipping and erating 17 LSTs with Japanese crews. SUP Secretary-Treasurer, Mor­ ris Weisberger, and MM&P Local 90 President, Captain Robert E. Durkin, told members of the Sen­ ate Interstate and Foreign Com­ merce Committee and House Merchant Marine and Fisheries Committee in a letter that the operation^ which cost over $85,000,000 in recent years, "is directly contrary to the best Interest of the United States, not only from the standpoint of the economic best interests, but of the best in­ terests and well-being of the American Merchant Marine." The "San Francisco News-Call Bulletin" supported the two unions In an editorial, "Jobs for Seamen," which said in part: "Post-war democratized Japan Deeded our help and it was given without stint. Today the Japanese maritime industry is in better •hape than our own. There is a shortage of Japanese seamen, while 40 percent of American sea­ men are on the beach looking for • berth. Spend $8 Million In Japan "MSTS is spending about $8 million a year for Japanese crews and in Japanese shipyards. We agree with the contention of West Coast maritime labor unions that this money would be better spent at home, and commend their pro­ test to the urgent attention of the Senate interestate and foreign commerce and House maritime committees." MSTS claimed, in correpsondence with the committees that operations by Japanese nationals "was considered important to In­ ship repair industries during a dif­ ficult period of transition," and on the basis of the economy of oper­ ational cost. In the letter to Senator Warren G. Magnuson and Congressman Herbert C. Bonner, committee chairmen, the two union leaders explained that "subsequent devel­ opments" necessitate a new look at the practice. They cited the The late Harry Lundeberg, former SUP secretary-treasurer, following: is shown with SUP members in San Francisco during the 1946 Balance Of Payment Loss general strike. SlU Pacific District unions marked 4th anni­ That the Presidential directive versary of his death on January 27. called for all agencies "to make every effort to improve our balance of payment position"; in 1959 it cost $6,525,000 to operate 18 ac­ tive plus 15 inactive LSTs and "this money went into the Japa­ o nese economy Instead of being re­ absorbed into the US economy in the form of wages to US seamen, shipping' companies and ship­ yards." SAN FRANCISCO—Members of SIU Pacific District unions That Japan has recovered 87 percent of her pre-war fleet and participated in memorial ceremonies commemorating tho 4th "now stands fourth in world rank of shipping." while in shipbuild­ anniversary of the death of Harry Lundeberg, founder and ing, "Japan stood third in mer­ first president of the Seafarers" chant vessels building or on order, International Union of North Marin# Firemen's Union at the in the principal shipyard of the America. Lundeberg passed base of the Lundeberg statue. A seagoing memorial to the late world, as of January 1, 1960." away, on January 28, 1957, at the SUP secretary-treasurer exists in The practice is in violation of age of 55. a Defense Department and Com­ As secretary-treasurer of the the form of the Kaiser Industries merce Department agreement that Sailors Union of the Pacific from gypsum carrier, the SS Hai;ry provided "first priority" for the 1936 until his death, Lundeberg led Lundeberg. maximum utilization of the US tho revival of seamen's unions. He berth line vessels," then US mer­ spent his life fighting for effective, chant ships, "voluntarily made non-political trade unionism In op­ available," then "Government- position to ship operators. Gov­ owned ships" assigned to private ernment agencies and the water­ companies" and last "where no front section of the Communist American-flag shipping is avail­ party. able, then foreign-flag shipping For a time the Sailors Union and Portland Crew Back PORTLAND—SUP, MCS and may be used to meet urgent re­ Lundeberg were the only forces quirements." standing in the way of a complete MFOW members on the Portland Communist takeover in US mari­ Trader were flown back here after their ship hit a reef in the Sulu time. A native of Norway, liUndeberg Sea. Most of the crew was picked first went to sea at the age of ten, up by the Liberian-flag tanker sailing under nine different flags. Martita and the rest by the Nassa, He came to the United States in another Liberian tanker. MCS is 1919, settling in Seattle. In 1934 looking forward to action from he became port agent in that port grain shipments to India to pick up and became the leader of the 1934 shipping slack in this port. West Coast strike which led to the 4- 4- !• revival of maritime unions. With Lundeberg's assistance and Seattle Tax Beef SEATTLE—MCS reports that support the SIU A&G District was founded in 1939,'after Lundeberg companies have been hardtiming received a charter from the AFL some members on maintenance and cure and urged they make sure to for the SIU of North America. After World War II, Lundeberg report all illnesses and accidents to embarked on a drive to free West the company, no matter how slight Coast ships of the Communist- they might seem . . . two MPOW dominated National Union of Ma­ oldtimers here who were on pen­ rine Cooks and Stewards. His ef­ sion, Ed Schulty and Tom McKinforts were crowned by a National ley, have passed away . . . Seattle Labor Relations Board victory SUP men who have shipped on which resulted in the certification vessels of California companies are of the Marine Cooks and Stewards being dunned for California in­ Union and the elimination of the come taxes. The agent advises all last Communist-dominated organi­ members involved to contact him. zation on the seagoing side of the maritime industry. The memorial services were con­ New York Reefer Surplus MCS waitresses Mildred Cony and Theresa Thomas pose NEW YORK—MFOW reports a ducted in front of the Sailors before statuette of King Kamehameha on the Monterey Union headquarters in San Fran­ surplus of reefers and electricians (Matsonl for which they made an authentic Hawaiian cus­ cisco, with the placing of floral in this port . . . MCS agent Is par­ tom. Occasion was an Aloha dinner. wreaths from the SUP, MCS and ticipating In actlvitie# of Uie. 'Hawaiian King' On Monterey 1^ 1'"^ |H Memorial Service Honors Lundeberg MCS Plans Conference Of Agents SAN FRANCISCO—An agent# conference of the Marine Cooks and Stewards Union will be called in the near future, MCS Secre­ tary-Treasurer Ed Turner annoupced, to deal with improve­ ments in union procedures. Among subjects to be discussed will be standardized reporting procedures for all agents to improve record keeping and speedier methods of handling pending beefs. In addition, the agents will take up several problems confronting the shipping industry such as the threat to seamen's jobs posed by automation and the continuing problem of runaway shipping. Tho call for the conference noted that shipping automation is a very pressing issue and that the MCS is planning to meet with other maritime unions to take up the threat it poses to the jobs of sea­ men. Draft A Program Turner, in his report to the membership said that the agents would seek to draft a program to unite the imion and provide for the betterment of all its members. The conference will also take up proposals for strengthening shipboard wages, conditions and jobs. The Pacific District con­ tracts run out on September 30, 1961, with 60-day notice of intent to discuss a new agreement to be issued before August 1. MCS mem­ bers have already been asked to submit proposals to the headquar­ ters negotiating committee. Greater New York Maritime Port Council. 4^ 4; SF Sailing Board Change SAN FRANCISCO—SUP, MFOW and MCS port committee met over shipload of beefs aboard the Santa Adela. The company had changed the sailing board without proper notice and stranded three men. Unions straightened this out with men getting return plane fare, five days' wages and five days' sub­ sistence . MCS got a new wash­ ing machine put aboard the Lurline for use by steward depart­ ment members. 4" 4» Wilmington Trial Run WILMINGTON—SUP, MCS won beef covering trial run on Mormaccape, new Mooremac ship at Todd's Shipyard. Company at­ tempted to have shipyard worker# handle job, but shipyard union re­ fused to take them as this has long been recognized as within juris­ diction of Pacific District Unions. 4" t 4" ffonolulu Is Busy HONOLULU—SUP reports large number of ships in transit In thi# port the latter part of January. Shipping has been good the last month. �W9*!*ma7, Iffl SEAFARERS Fag« Twentr-ThiM LOG , 4 '."S Seattle Bid Gets Leilani Louis Foyt of MCS Passes Away At 44 SAN FRANCISCO—A Seattle T drydock was the successful bidder SAN FRANCISCO—Louis Foyt, assistant secretary-treas­ . on the passenger ship conversion urer of the Marine Cooks and Stewards Union, passed away of the SS Leilani for American on January 30 here. He was 44 years of age. President Lines, contracted to the Known for his leading role SIU Pacific District. in helping to set up an effec­ the union. He will be sorely The Maritime Administration antive union of cooks and stew­ missed." - nounced early this month that the Tributes to -Foyt were also ex­ ards to replace the former ComPuget Sound Bridge & Drydock pressed by SIUNA President Paul Co., Seattle, Wash., with a six per­ Hall; First Vice-President Morris cent differential allowed for West Weisberger of the Sailors Union of Coast companies on West Coast the Pacific; Hal Banks, secretaryjobs, took the bid at $7,750,993. treasurer of the Canadian District; Actual low bid was from New­ John Hawk, SIUNA secretary-treasport News Shipbuilding & Drydock urer> Ray McKay, vice-president of of Newport News, Va., at $7,737,the Marine Engineers Beneficial 681. Other bidders on the Leilani Association; Captain Robert E. Durconversion were Bethlehem Steel, kin, president of West Coast Local Baltimore, Md.; Willamette Iron 90, MM&P and many others. & Steel, Portland, Ore.; Bethlehem While Foyt's funeral took place Steel, Terminal Island, Calif.; Todd in Long Island, where his brother, Shipyards, Alameda, Calif. Joseph Foyt, lives, the MCS con­ The two-stacker will be ready for ducted special memorial cere­ her first voyage in about nine monies at Driscoll's Funeral Home months. She will sail under the in San Francisco on January 31. name of the SS President Roose­ Shipping calls were cancelled and velt and will run with the Presi­ the MCS hall was closed so that dents Cleveland and Wilson. MCS members could attend the services conducted by Monsignor Matthew Connolly, chaplain of the Apostleship of the Sea. Burial took place in the Most Holy Trinity Ceremony, Brooklyn, The late Louis Foyt NY, on February 6. SUP munist-domlnated NUMC&S, Foyt HONOLULU Pier 8, Room 206 PHone 502-777 had just been reelected to a threeNEW ORLEANS 323 Bienville St. year term. Jackson 5-7428 NEW YORK 673 4th Ave., Brooklyn He first assumed office In the HYnclnth 0-6603 PORTLAND 211 SW Clay St. Marine Cooks and Stewards as CApitol 3-4336 SAN FRANCISCO 430 Harrison St patrolman in New York in 1954. Douglas 2-8363 Later that year he became port GEATTLE 2505 1st Ave. Main 2-0290 agent of the New York branch. WILMINGTON 305 Marine Ave. This was at the time the MCS was Terreiinal 3-6617 conducting its successful campaign to win recognition and certifica­ MC&S SEATTLE—James O. Willoughby HONOLULU Room 206. Pier 8 tion as the representative of West PHone 5-1714 Coast cooks and stewards. Seattle port agent of the MC&S, NEW ORLEANS 323 Bienville St. will succeed to the post of assistant RAmond 7-428 Well Known In New York NEW YORK 678 4th Ave., Brooklyn secretary-treasurer, the Union an­ "HYacinth 9-6600 In January, 1958, he took office nounced early this month. He will PORTLAND 211 SW Clay St. CApitol 7-3222 as the union's assistant secretarySAN FRANCISCO S-IO Fremont St. treasurer, its second-ranking post. fiU the vacancy created by the E.Xbrook 7-5600 death on January 30, 1961, of Louis SEATTLE 2505 l«t Ave. Because of his four years' serv­ MAin 3-0088 Foyt. WILMINGTON 602 Broad Ave. ice in New York, Foyt was wellWilloughby succeeds to the posi­ TErmlnal 4-8538 known to members and officers of tion in accordance with the MC&S the SIU on the East Coast and was MFOW constituti o n universally-respected as a' conscien­ HONOLULU. , 56 North Nimlfi IliRhway which provides PHone 5-6077 tious and effective official. that the port NEW ORLEANS..../.. .623 Bienville St. In paying tribute to Foyt's activi­ MAgnoIia 0404 agent receiving NEW YORK.... 130 Greenwich St. ties, MCS Secretary-Treasurer Ed COrtlnnd 7-7094 the largest num­ PORTLAND 822 NW Everett St. Turner said, "Louis Foyt has rep­ ber of votes in CApitol 3-7297-8 resented a quiet, but stalwart SAN FRANCISCO 240 Second St. the preceding nougias Z-4592 source of strength in the Marine SAN PEDRO 296 West 7th .St. election fills va­ Cooks and Stewards Union, both TErminal 3-4485 cancies. SEATTLE .. 2333 We.stern Ave. while sailing and as an officer of MAin 2-6326 The post of Seattle port agent Willoughby which Willough­ by will leave will be taken over by the present Seattle pkrolman, Charles Green. The patrolman's Total MC&S SUP Port MFOW position will be filled later. 12/13 to 1/9 1/1 to 1/31 1/1 to 1/31 Willoughby began going to sea 1,085 189 308 588 San Fran. in 1927 interrupted his career with a hitch in the US Air Force during 190 60 88 42 SeatUe the war, and resumed sailing in 1944. He became an organizer for 62 181 74 45 Portland the MC&S in 1952, and later that 320 398 tno hall) Wilmington 78 year became Seattle port agent, the post he has held until named to 82 22 New York 140 36 the second spot in the Union. Willoughby, mari'ied, with a (no hall) New Orleans 23 20 3 grown son who is an Air Force Honolulu 22 62 ^ 18 22 career man, is 57. He served the Democratic party as a delegate (no hall) (no hall) San Pedro 63 ^3 to the Niitional Convention and "^142 Total 1.194 428 has.served as tru.stee for the Seat­ tle Labor Council. SIU Pacific Districf Halls Willoughby Takes MC$ Second Post SUP, MFOW Voting For 1961 Officers Ends; Count Ballots SAN FRANCISCO—Voting for officers in two Pacific Dis­ trict Unions, the SUP and the MF.OW, has ended and results of the elections will be officially announced within a week. Previously, the third Pacific District union, the MC&S, 438 voted in Seattle; 287 ballots completed balloting for offi­ were cast in Portland; 843 voted in cers with the result that most- of the incumbents, headed by Ed Tur­ ner, Secretary-Treasurer were re­ elected. In the SUP election, SecretaryTreasurer Morris, Weisberger, who is also first vice-president of the SIUNA, was unopposed for the top post in the Sailors Union. Also unopposed was W. W. Jor­ dan, who ran for the top post in the Marine Firemen's Union. In­ cumbent MFOW president Sam Bennett was not a candidate for reelection. SUP ballots, which will also in­ clude voting on a change in the Union constitution and a change in one of the shipping rules, are being counted now. Voting ended January 31, and the results will be official after action by a Union committee and publication in the "West Coast Sailors." A preliminary check of all the ballots cast shows that a greater number of votes were cast in this election than in last year's voting. Total ballots cast in the 1960 SUP election was 3,473, while a total of 3,655 votes were cast in all ports in this year's voting. In the current election, 1,537 votes were cast in San Francisco; . On these pages is news of activities of the SIU Pacific District representing the three West Coast unlicensed unions, the Sailors Union of the Pa­ cific, the Marine Firemen's Union and the Marine Cooks and Stewards Union, who sail under the SIU banner predomi­ nantly in the Pacific trades to Hawaii, Alaska, the Far East and on 'round-the-world runs. The-SIU Pacific District Unions are a key group in the SIUNA, representing as they do the entire maritime industry on the West Coast. Wilmington; 235 voted in New York; Honolulu ballots totaled 246, and 69 ballots were cast in New Orleans. Consider Site For WO Clime SAN FRANCISCO — Further progress has been made toward the establishment of a joint clinic to serve the memberships of the three SIU Pacific District Unions — the Sailors Union, Marine Cooks and Marine Firemen's Union. A number of locations are under consideration as the best site for the clinic, with indications that the trustees of the Welfare and Pen­ sion Fund will approve a location at Howard and Fremont Streets. The clinic would serve as a diag­ nostic center for West Coast sea­ men and for members of their fam­ ilies. SUP Man Makes Erin SAN FRANCISCO—The expert seamanship of SUP brother Frank Van Lew earned him a sizable write-up and photograph in the "Galloway Advertiser and Wig­ townshire Free Press," an Irish newspaper in County Down. The paper reported that Van Lew, taking advantage of the tidal currents in the Irish Sea and-of any available lee, successfully piloted his 32-faot boat through both fog and gale weather and, de­ spite engine trouble, made port after a voyage from Liverpool. He went to Ireland to join his wife, a school teacher in Portaferry, and his children. MC&S Skill on Lurllne Pacific District Shipping m ^ Part of the tkillful MC&S crevr of the SS Luriine stands be­ hind an attractiva and eye-appealing holiday buffet table. �Paff« Tweatjr-roar SEAFAKKRS LOG MEBA Assails Engine Room Defects On States Marine Ships juntM. Meaf TIma On Robin Locksiey NEW YORK—The Marine Engineers Beneficial Association is conducting its own safetyinvestigation of ships operated under the States Marine house flag as a result of a series of de­ fects turned up in various ships' power plants. The MEBA acted after the chief engineer and an assistant a boiler breakdown at sea. The Subsequently, the brickwork in union has charged that the starboard boiler was con­ engineer on the Victory ship engineers the company knew the boilers and demned by the American Bureau Palmello State were brought up generators were defective but or­ on Coast Guard charges following dered the ship to sea without mak­ ing necessary repairs. Defects Noted On WC The defects had been noted on the West Coast, but nothing was done about them until the boiler breakdown en route to Tampa. In addition to the boiler problems, the MEBA found that the genera­ tor was in dangerous condition. Another ship, the Kej'stone State, was held up for several days in New York until the company agreed to let the union inspect a boiler that had been reported de­ fective by the ship's engineers. of Shipping. The union also in­ sisted that the stack be cleaned and jacked Into proper position, that watertight doors be over­ hauled and other repairs made. In­ spections here and on other ships also included long overdue repairs and painting in living quarters. The MEBA attributed the dete­ rioration of the company's ships to its fast turn-around policy, which does not allow sufficient time be­ tween trips for repairing, or even inspecting, important installations. Engineers on board are being over­ taxed to do complex and elaborate repairs with inadequate equipment. Working in th« galley of th« Robin Locksiey are (I. to r.) F. Soils, E. Sims, chief cookr and G. Thornton. TIPS ON SEAMEN'S INCOME TAX RETURNS The following is an up-to-date revision of an apicle by the SIU's tax expert on questions involving Seafarers' Federal income taxes. Generally, with very few exceptions, seamen are treated no differently under the In­ come tax laws than any other citizen or resident of the US. (The non-resident -alien seaman must also file a return, but the rules are not the same for him.) of the support of a dependent to WHO MUST FH^E. Those are $10,000 or more must use the •claim an exemption for that individ­ long form 1040. under 65 years of age earning ual, provided the other contribu­ over $600 and those over 65 earn­ ing over $1,200 must file a Federal tax return. If earnings were less than the minimum stated, and withholding tax was deducted, a return should be filed for a refund. WHEN TO FILE. Tax returns have to be filed by Aprii 15, 1961. However, the April 15 deadline is waived in cases where a sCaman is at sea. In such instances, the sea­ man must file his return at the first opportunity, along with an affi­ davit stating the reason. Another rule governs situations where a seaman signs on in one This article deals only with Federal taxes. An explanation of state income tax rules Is un­ der preparation and will ap­ pear in the March issue of the SEAFARERS LOG. year, signs off the next and gets a statement of his wages and the tax withheld (W2 form) from the ship­ ping company when he signs off. Under such an arrangement, it is possible for a seaman to have no Income In one year and the equiv­ alent of two years' income in an­ other.* In order to alleviate this, the seaman can report his allotments, slops, draws and other cash items as income and then deduct this amount from the total income re­ ported on the W-2 form he gets the second year. (See article below) HOW TO FILE. The Seafarer who has deductible expenses (amounting to ten percent or less of income) and an income of under $10,000, consisting of wages on which tax was withheld and not more than $200 of other income (for example, untaxed wages, divi­ dends or interest earnings) is ad­ vised to use the short form, 1040A. There is a form 1040W, for those who cannot use 1040A because they wish to itemize deductions, claim sick pay exciusion or estimated tax paid, or who have $10,000 or over in income. You can use this form if your income consists of salary and wages, regardless of the amount, and not more than $200 in dividends or interest and no more Items of income. Those Seafarers whose incomes EXEMPTIONS. Each taxpayer is entitled to a personal exemption of $600 for himself, $600 for his wife, an additional $600 if he is over 65 and another $600 if he is blind. The exemptions for age and blindness apply also to a taxpayer's wife, and can also be claimed by both of them. In cases where a man's wife lives in a foreign country, he can still claim the $600 exemption for her In addition, a taxpayer can claim $600 for each child, parent, grand­ parent, brother, brother-in-law, sister, sister-in-law, and each uncle, aunt, nephew or niece dependent on him, if he provides more than one-half of their support during the calendar year. The dependent must have less than $600 income and live in the US, Canada, Pan­ ama or the Canal Zone. A child under 19, or a student over 19 can earn over $600 and still count as a dependent if the tax­ payer provides more than one-half of his support. The law also enables a seaman who is contributing (with other relatives) more than ten percent tors file a declaration that they will not claim the dependent that year. CREDIT FOR EXCESS SOCIAL SECURITY (FICA) TAX PAID. If more than $120 was withheld from wages during 1960 for Social Secu­ rity purposes (if you worked for more than one employer), the ex­ cess you paid over $120 can be credited as income tax paid. . DIVIDEND INCOME. If a sea­ man has income from stock divi­ dends, he can exclude the first $50 he receives as dividend income from his gross income. He may be eligible to an additional credit against his total tax liability up to a maximum of four percent of the balance of the dividends received in 1960. WELFARE BENEFITS. Benefits received from the SIU Welfare Plan do not have to be reported as income with one exception. That is for a Seafarer over 65 who is get­ ting disability benefits. GAMBLING GAINS. All net gains from gambling must be re­ ported as income. However, if more was lost than gained during the year, the losses are not deduc­ tible, but simply cancel out the gains. TAX CREDIT FOR RETIRE­ MENT INCOME. A tax credit of up to $240 is allowed for individ­ uals against retirement ipcome such as rents, dividends^and earn­ ings at odd jobs. However, an ad­ justment must be made in this credit for Social Security benefits. The following items can be used as deductions against income (If YOU DO NOT TAKE THE STAND­ ARD DEDUCTION): CONTRIBUTIONS. A taxpayer can deduct up to 20 percent of gross income for contributions to charitable institutions, and. an ad­ ditional ten percent in contribu­ tions to churches, hospitals and educational institutions. INTEREST. Interest paid to banks and individuals oh ioans, mortgages, etc., is deductible. TAXES. State and city retail sales taxes, property and school taxes, .state income taxes on secu­ rities, state gas taxes, auto license and drivers' license fees and state Income taxes actually paid within the year are deductible. MEDICAL AND DENTAL EX­ PENSES. All expenses over three percent of adjusted gross income for doctors and dental bills; hos­ pital bills, medical and hospital in­ surance, nurse care and similar costs can be deducted. Other such How To Handle Long Trip Taxes A major beef of seamen on taxes is that normally the taxes are withheld on earnings not in the year they earned the money, but in the year the payoff took place. For example, a seaman who signed on for a five-month trip in September, 1960, paying off in January, 1961, would have all the five* months' earnings appear on his have to pay the fuil tax on them then get a refund a year later. 1961 W-2 slip and all the taxes with his 1960 return, at 20 percent While this will save the seaman withheld in 1961, This practice could increase his taxes in 1961, even though his actual 1961 earn­ ings might be less than those in 1960. There are ways to minimize the impact of this situation. For ex­ ample, while on the ship in 1960, the Seafarer undoubtedly took draws and may have sent alloments home. These can be reported as 1960 income. Unfortunately, this raises an­ other complication. The seaman who reports these earnings in 1960 will not have a W-2 (withholding statement) covering them. He will have to list all allotments, draws and slops on the tax return and ex­ plain vyhy he doesn't have a W-2 for them. Furthermore, .since no tax will have been withheld on these earnings in 1960, he wiil or upwards, depending on his tax bracket. The earnings will show up on his 1961 W-2. The seaman then, on his 1961 return, would have to explain that he had reported some of the earnings in 1960 and paid taxes on tl^em. He would get a tax refund accoi'dingly. What happens then. In our hypo­ thetical case, is this: Is Procedure Justified? • When the man pays off in January, 1961, the employer with­ holds taxes on all his earnings on the trip, including allutments and draws. • At the same time, if he reports the allotments and draws on his 1960 return, he pays taxes on them with his return. In essence, the seaman would pay taxes twice on the same income and some tax money In the long run, it means he Is out-of-pocket on some of his earnings for a full year until he gets his refund. Also, this procedure would un­ doubtedly cause Internal Revenue to. examine his returns, since the income reported would not jibe with the totals on his W-2 forms. That raises the question, is this procedure justified? It is justified only if a seaman had very little in­ come in one year and very con­ siderable income the next. Other­ wise the tax saving is minor and probably not worth the headache. For example, if a seaman's payoffs totaled $3,000 in I960 and $7,000 in 1961 because his longest 1960 voyage paid off in '61, he would save a maximum of about $20 in taxes by reporting his 1960 draws and allotments on his 1960 return. costs include such items as eye* glasses, ambulance service, trans­ portation to doctors' offices, rental of wheelchairs and similar equip­ ment, hearing aids, artificial limbs and corrective devices. However, if the Seafarer is re­ imbursed by the Seafarers Welfare Plan for any of these costs, such as family hospital and surgical ex­ pense, he cannot deduct the whole bill, only that part in excess of the benefits paid by the Plan. All expenses over one percent ot adjusted gross income for drugs and medicine can be deducted. The deductible portion is then com­ bined, with other medical and den­ tal expenses which are subject to the normal three percent rule. The three percent rule on medical serv­ ices does not apply in cases where a taxpayer is over 65, but the one percent rule on medicines and drugs does. In addition, the US allows the taxpayer to deduct all medical expenses of dependent parents over 65. The one percent rule on medicines and drugs'still applies. CHILD CARE. This allows a deduction of up to $600 to a widower, divorced or legally sepa­ rated taxpayer toward the cost of providing care of a child under 12 or a person physically or mentally incapable of support, regardless of age. This expense is deductibla only if its purpose is to allow tha taxpayer to remain gainfully em­ ployed. It cannot be claimed if the payment for child care went to a person who is already claimed as a dependent. ALIMONY. Periodic payments of alimony to a wife in accord with, a written agreement between them can be deducted. CASUALTY LOSSES. The rea­ sonable value of all clothing and gear lost at sea due to storm, ves­ sel damage, etc., for which the tax­ payer is not otherwise compen­ sated, can be deducted as an ex­ pense. The same applies to fire loss or losses in auto accidents which are not compensated by in­ surance. WORK CLOTHES, TOOLS. The cost and cleaning of uniforms and work clothes which ordinarily can­ not be used as dress wear can be deducted. This includes protective \fork shoes, gloves, caps, foul weather gear, clothing ruined by grease or paint, plus tools bought for use- on the job, or books and periodicals used in direct connec­ tion with work. UNION DUES. Dues and initia­ tion fees paid to labor organiza­ tions and most union. assessments can be deducted. �»«knvy. iiil SEAFARERS f^c a^ircmy-IiT* LOG Jay-Kay Workers Approve SlU Program Jan. UIW Benefits Mount To $6,784 The United Industrial Workers Welfare Plan paid out 36 benefit claims to UIW members or their dependents during January according to the Plan. The total paid out for the month was $6,784.65j, which was down slightly from the Severino, $240; Arthur Wheeler, preceding month when $7,- $232.80; Frazie Mitchell, $227, antK 065.09 was disbursed to 47. memr bers and their dependents. The largest single payment dur­ Sea of upraised hands shows enthusiastic acceptance of SlU programs to win decent contract ing January went to UIW member James Taft of A. A. Gallagher for Jay-Kay plant workers. Warehousing, who received a check Tor $1,170 covering special disability. (See story this page.) Other members who received benefit checks for $200 or more were: George Zelllnger, HillChase Steel, $428.56; Charles C. Landis of Porter - Matthews, $317.10; Kenning Anderson of NEW YORK — Some 275 UIW members — all employees of the Jay-Kay Corporation Paulsen-Webber, $296.10; , Fred­ —assembled in Long Island City earlier this month and approved a rank-and-file bargain­ erick Halvess of Stephen Laurie, ing committee composed of all shop stewards representing departments in both plants. The $271.78, and Hilkiah Murray, Dis­ members also unanimously ^— play and Advertising, $263.54. authorized a strike — to be 98 were cast for Local 355. The word from NLRB in Washington Four Airmaster employees also used only as a necessity in en­ latter waited a few days, then filed during last part of month that it received benefit checks for better charges with the NLRB in New is certified as bargaining agent for than $200. These were: Carmen forcing their contract demands. The meeting was the first since York alleging pro-SlU sentiment Jay-Kay workers. First member­ the SIU Qiticially became certified by some workers and the employ­ ship^ meeting then set for Feb­ The news on this page deals as bargaining agent for some 600 er in certain election proceedings ruary 3. with people working under the workers at the firm's plants, one and also that voting time was ex­ Draw Up Demands SIU banner in shoreside estab­ tended by a half hour so that some in Long Island City and another At this latest meeting this lishments engaged in maritime in the Bronx. Notice of certifica­ pro-SlU workers could get to the month, SIU representatives noti­ production and allied fields. tion came from the NLRB in Wash­ polls. The SIU labeled this tactic Included among the items ington on January 27—almost 16 as designed to forestall certifica­ fied the group that the rank-andmade are cordage, canvas, file negotiating committee—all months after the first few UIW tion. lifesaving equipment, ship's who were elected as shop stewards pledge cards were signed by Jay• November, 1960: Jay-Kay em­ gear and related industrial Kay workers, all of whom wanted ployees elect 15 stewards in secret by the members in secret voting— products. Because there had would meet with the SIU to dis­ genuine trade union representa­ ballot at their first official meeting not been any organization avail­ cuss members' contract demands. tion. after SIU division won election. able to them, many of these At this time, the Union's demands Almost from the start, the UIW • December, 1960: New York workers were formerly without met with resistance from a "paper" Regional NLRB, after lengthy in­ would be drawn up and then w;ould union known as Amalgamated vestigation, rejects all charges be presented to management at an any union protection, until they came under the SIU banner. Local 355. This local announced made by Local 355 against SIU, early date. Developments in their area will its intentions to continue repre­ and recommends NLRB in Wash­ The workers were told also that be reported here because they senting employees at both Jay-Kay ington concur and issue certifica­ the final contract would either be are an important part of the plants despite the efforts of SlU tion soon as possible. accepted or rejected only by their maritime industry. organizers. • January, 1961: SIU receives vote in secret balloting. SIU Pledge Cards But the SIU division through the months obtained ample pledge cards to call for a representation election. Here is a chronological review of the events that led to iiSiiiiiii the certification of the SIU last month: • September, 1960: National Labor Relations Board orders elec­ tion to take place within 30 days. • October, 1960: 309 Jay-Kay voters go to polls; almost another 300 employees who were caught by seasonal layoffs were unable to vote. The SIU received 183 votes; SlU Certified At 2 Jay-Kay Plants; Workers Select Negotiating Team iPy Meef Your Shop Steward Sal Lombardo Of Super Metals An oldtimer with Super Metal Cablhets, Inc., Salvatorc Lombardo, is the shop stew­ ard featured this month. Super Metals, formerly known as Unger Metals Products, is located at 63 Whipple Street, Brooklyn, NY. At the UIWLombardo contracted plant. Brother Lombardo is employed as a sheet metal worker. He began working there back in November ©f 1946. Lombardo, a native of Italy, lives in Jersey City, NJ, with bis wife, Grace. Posing for cameraman before meeing gets underway are Jay-Kay UIW members who make up the Employees Negotiating Committee. Group will present employees demands to SIU, which will incorporate same into overall package for presentation to management. Seated at table (I. to r.) with SIU rep John Dwyer (at left) are: Andre Paul-Noel, Esther Campbell, Edna Brown, A, B, McMoth. Mary Smallwood, Joseph Smith and Clifford Charles. In rear (I. to r.l: Charles Heard, Enoch Lloyd, Jerome Schoefer, James Watson, David Doiier,. Joseph Amos, Enoch Merriweather, Clarence L Thomas, M. Rivera and A. Lancaster. David Robe, $219. . There were nine payments for maternity benefits during the month, according to the UIW Wel­ fare Plan. Man Moves, UIW Benefit Finds Him PHILADELPHIA — No matter how long it takes, the Welfare Plan always finds the person wlio's entitled to benefits, in this case, $1,170 in disability payments. Take for example the case of UIW member Taft James, an em­ ployee of A. A. Gallagher Ware­ housing in this city. James tiled for the UIW di.sability bendfit about a month after becoming d sabled on the job last year. He sent in the prescribed forms to the UIW but failed to include certain re­ quired information. The UIW returned the forms to James and asked that he fully complete them. But because the UIW member had then since moved, the envelope was returned to the Union stamped "party un­ known." UIW welfare kept in touch with the company over the next few months in hopes of obtaining James' address. Finaly, the com­ pany later notified UIW tliat James had been in touch with the firm by phone and had left a for­ warding address so that he could collect his disability checks. Consequently, the Welfare Plan was able to contact him and Jamef got his check. These Are Your Union Meetings —Attend Them! All union members should regularly attend the member­ ship meetings in their area. These meetings are devoted to discussions of matters vital to the welfare and security of every MAWD member and his fami y. What's more, these meetings provide every MAWD member with tha opportunity to speak up and state his views about these vital matters. Here is the schedule of the next meetings: NEW YORK-Tuesday, March 7, ot 6 PM, SIU Hall, 675 Fourth Ave., B'klyn. BALTlMORE-Friday, March 3, at 8 PM, SIU Hall, 1216 E. Baltimore St. SUNBURY - Sunday, March 12, at 2 PM, Friendship Fire Company. PHILADELPHIA - Tuesday, March 14, at 7:30 PM, SIU Hall, 2604 S. 4th Street. �Pagm tweatr^Mir All of fho following 5IU familie$ havo ro» celved a $200 maternity benefit plus a $25 bond from the Union in the baby's name, representing a total of $8,400 in maternity benefits and a maturity value of $1,050 in bonds: ¥1^ JoAnn Bentz, born January 9, 1961, to Seafarer and Mrs. Henry Bentz, iiooklyn, NY. Donald Broadiu, born December 15, 1960, to Seafarer and Mrs. John­ nie Broadus, Mobile, Ala. James Cabral, born January 4, 196^, to Seafarer and Mrs. John Cabrai, Bristol, RI. Sammy Fah, born January 9, 1961, to Seafarer'and Mrs. Wong Hwa Fah. New York, NY. Joseph Falasca, born December 15, 1960, to Seafarer and Mrs. Jo­ seph Falasca, Yonkers; NY. Martha Fisueroa, born September 13, 1960, to Seafarer and Mrs. Carlos Figueroa, Bronx, NY. Patricia Johnson, born December 14, 1960, to Seafarer and Mrs. Stanley Johnson, Springfield Gardens, NY. Richard Jones, born December 25, 1960, to Seafarer and Mrs, Janies Jones, Mobile, Ala. Donna Kolenovsky, born January 30, 1960, to Seafarer and Mrs. Freddie Kolenovsky, Galveston, Texas. Sherman Lupton, bom December 14, 1960, to Seafarer and Mrs. Christopher Lupton, New Bern, NC. ^ William Maas, born December 22, 1960, to Seafarer and Mrs. Henry Maas, New Orleans, La. Patricia Mansell, born November 25, 1960, to Seafarer and Mrs. Rojert Mansell, Bellmore, LI, NY. Thomas Melton, born December 6, 1960, to Seafarer and Mrs. Thomas Melton, Mt. Airy, NC. Bonnie Mendali, born November 11, 1960, to Seafarer and Mrs. Ralph Mendall, Jamaica Plains, Mass. James Penton, born November 21, 1960, to Seafarer and Mrs. James Penton, McLain, Miss. Daniel Rentz, born November 29, 1960, to Seafarer and Mrs. Ken­ neth Rentz, Baltimore, Md. Lisa Ann Rodriguez, born January 8, 1961, to Seafarer and Mrs. John Rodriguez, Galveston, Texas. Jim Rodriquez, born December 14, 1960, to Seafarer and Mrs. Pablo Rodriquez. Fajardo, Puerto Rico. Leif Soj'.;a, born October 3, 1960, to Seafarer and Mrs. Robert Sojka, M -speth. NY. Valerie Sovich. born January 8, 1961, to Seafarer and Mrs. Michael Sovich, Clifton, NJ. Karen Thomas, born December 26, 1960, to Seafarer and Mrs. Charles Thomas, Mobile, Ala. Wilfred Walinski, born November 20, 1960, to Seafarer and Mrs. Frank Walinski, Baltimore, Md. Kathr.vn Wherrity, born December 10, 1960, to Seafarer and Mrs. Francis Wherrity, Philadelphia^ Pa. Johnny Williams, born October 27, 1960, to Seafarer and Mrs. Billy R. Williams. Galveston, Texas. Denise Sachs, bom January 14, 1961, to Seafarer and Mrs .Bernard Sa.hs, Baltimore, Md. Kelly Smith, born December 9, 1960, to Seafarer and Mrs. Donald Smith, Columbus Grove. Ohio. Carl Lundy, born September 6, 1960, to Seafargr and Mrs. Thomas Lundy, Wing, Ala. Juiie Fait, born September 19, 1960, to Seafarer and Mrs. Feaser Fait, White Springs, Fla. . Helen Sisk, born December 18, 1960, to Seafarer and Mrs. Wayne Sisk, South Tampa, Fia. Paula Smith, born December 31, 1960, to Seafarer and Mrs. Clyde Smith, Mobile, Ala. Kevin Reese, born November 17, 1960, to Seafarer and Mrs. Frank Reese, Port Arthur, Texas. Francisco Urbina, born January 29, 1961, to Seafarer and Mrs. Fran­ cisco Urbina, Galveston, Texas. Elizabeth Reyes, born December 1, 1960, to Seafarer and Mrs. Angelo Reyes. Brooklyn, NY. Sharon McNair, born January 22, 1961, to Seafarer and Mrs. Lloyd McNair, Baltimore, Md. , Edith Elliott, born January 9, 1961, to Seafarer and Mrs. John El­ liott. Pasadena, Texas. Cheryl Reeves, born December 14, 1960, to Seafarer and Mrs. James Reeves, Springhill, Ala. Nelrita Sylvester, born December 29, 1960, to Seafarer and Mrs. Ed­ ward A. Sylvester, Whistler, Ala. Ronald Winkoru, born December 23, 1960, to Seafarer and Mrs. Berthal Winborn, Bellovue, Wash. Lorie Ann Powell, born November 28, 1960, to Seafarer and Mrs. Howard Powell, Galveston, Texas. Bruce Shannon, born November 29, 1960, to Seafarer and Mrs, John R. Shannon, Philadelphia, Pa. Sandra Nauman, born December 9, 1960, to Seafarer and Mrs. Allen Kauman. Eureka, III. Ave Rossa Bonefont, born October 15, I960, to Seafarer and Mrs. Gabriel JBonefont, New,York, NY. 9KA9ARSRS im LOC The deaths of the following Seafarers havejseen reported to the Seafarers Welfare Plan and a total of $60,000 in benefits was paid, (Any apparent delay in payment.of claims is norma/// due to late filing, lack of a beneficiary card or necessary litigation for the dis­ position of estates.) Horace Ronntree, 41: Brother Rountre'e died of a heart ailment aboard^ the SS Montauk Point at Houston, Texas, on Janua^ 7, 19"Sl. He had been sailing In the deck depart­ ment since 1938. Surviving is his widow, Mrs. Mar­ garet M. Rountree of Thunderbolt, Ga. Burial was at the Catholic Cemetery, Sa­ vannah, Ga. Total benefit: $4,000. i t- Vincent J. Rianito, 51: A liver condition was the cause of death for Brother Rizzuto on ^January 5, 1961 at the USPHS Hospital, Baltimore, Md. He had been a member of the engine depart­ ment since 1949. His widow, Mrs. Ella E. Rizzuto of Baltimore, survives. New Cathedral Cemetery in Baltimore was the place of burial. Total benefit: $4,000. 4^ » » Elma E. Wasden, 52: Brother Wasden died of a coronary condi­ tion on November 29, 1960 aboard the SS Wacosta. He had sailed since 1949 in the engine de­ partment. S u rviving is his wid­ ow, Mrs. Anna W. Wasden of Mobile, Ala. The Memorial Garden in Mobile was the place of burial. Total benefit: $4,000, t X X Alfred Seegmiller, 54: Brother Seegmiller died at home in New Orleans, La., on July 26, 1960 of aNjung condition. He" had shipped since 1944 in the engine depart­ ment. He is surV i V e d by his brother, Floyd Seegmiller of De­ troit, Mich. Par­ adise Cemetery at Kingsley, Mich., was the place of burial. Total benefit: $4,000, XXX Roy T, Smith, 47: A coronary ailment was the cause of death to Brother Smith at home in New Or­ leans, La., on January 10, 1961. He had been shipping in the engine depart­ ment since 1949. Surviving Is his mother, Mrs, Nydia Fritscher of New Orleans. Place of burial was the Cypress Grove Cemetery, New Orleans.. Total benefit: $4,000. • Talb Hassan, 62: Brother Hassan passed away at the USPHS Hospi­ tal, Staten Island, NY, on January 5, 1961 due to a heart ailment. He had been a mem­ ber of the deck department since 1941. Surviving is his nephew, James Hohari of Brooklyn. NY. His place of Jiurial was Heavenly Rest Cemetery, Hanover, NJ. Total benefit: $4,000. i, X X Douglas B. Patterson, 64: Heart disease was the cause of death to Brother Patter­ son on December 13, 1960 at the USPHS Hospital, Galveston, Texas. He had been sail­ ing in the stew­ ard department since 1948. His widow, Mrs. Au­ drey Patterson of Galveston, survives. Burial was at Galveston Memorial Park. Total benefit: $4,000. XXX Harry T. Collier, 65: A heart at­ tack was the cause of death to Francisco Z. Alcaln, 37: Brother Brother Collier Alcain died of a heart condition on on December 9, August 22, 1960 1960 at sea aboard the SS aboard the SS Montego Ses at Santore. He had Bandar Shapur, shipped in the Iran, He had deck department shipped in the since 1939, His steward depart­ widow, Mrs. Vio­ ment since 1948. la Collier of Ha^He is survived by erstown, Md., sur­ his father, Vin­ vives. Burial was at sea. Total cent Alcain of benefit: $4,000. Guipuzcoa, Spain. Burial was at XXX Holy Redeemer Cemetery, Balti­ Thomaa R. Gonzales, 61: A diges­ more, Md. Total benefit: $4,000. tive ailment was the cause of death, to Brother Gon­ X XX' zalez at the USPHS Hospital, Roy A, Goddard, 40: Brother Ponce, Puerto Ri­ Goddard died of injuries sustained co, on November during the colii11, 1960. He had sion of the SS sailed since 1941 Alcoa Corsair on in the deck de­ October 22, 1960. partment. His He had been sail­ widow, Mrs. Esing since 1944 in tefania Gonzales the steward de­ partment. Sur­ of Ponce, survives. Burial was in viving is his wid­ Ponce. Total benefit: $4,000. XXX' ow, Mrs. Nellie George W. Huber, 65: Brother Goddard of Fo­ ley, Ala. Pine Rest Cemetery in Huber died of a heart ailment oa Foley was the place of burial. November 21, 1960 at New Or­ Total benefit: $4,000. leans, La. He had sailed since 1947 XXX ^ in the steward Alejandro Lopes, 69: Brother department. His Lopez died of heart disease at Bal­ daughter, Renee Huber of New timore City Hos­ Orleans, survives pital, Baltimore, him. Burial was Md., on Novem­ at Greenwood ber 4, 1960. He Cemetery, New Orleans. Total had been a mem­ benefit: $4,000. ber of the stew­ ard department XXX Francis J, Boner, 35: Brother since 1948. Sur­ Boner died on December 3, 1959 viving is his wid­ at the USPH3 ow, Mrs. Cecilia HospiUl, Norfolk, Lopez of Balti­ Va., of a kidney more. Burial was at St. Stanislaus condition. He had Cemetery, Baltimore, Total bene­ sailed since 1953 fit: $4,000. in the deck de­ it 4 4^ partment, and is survived by his Leo Mannangb, 60: Brother Manwidow, Mrs. Paul-naugh died of a heart condition at ine D. Boner of New Orleans, La., Norfolk. His on May 26, 1960. place of burial was not indicated. He had lieen a Total benefit: $4,000. •member of the steward depart­ ment since 1943. Surviving is his sister - in - law, Mrs, Delia Mannaugh of Rapid City, SD. Burial was at Fort Hudson National Cem­ etery, New Orleans. Total benefit: $4,000. . Tell it to tht I/oj! �: • V "'•" - ^ ^ --'• ' -"'v SEAFAREKtS Pcvrliwrjrt HSM. DIL MAR (Delta), Dec. 11—Chaliw man, J. M. Fetter; jUcretery, •• F. Acliee. Captain woulii' not lift IOCL Plclurei were acnt to the SEAFARERS LOG. <789 on hand lii ihip'a fund. Everything running tmootbly. Few faoura dltputed OT. WIU try to re­ move one tub in laundry room to make room for another washing ma­ chine. PENN EXPLORER (Penn Shipping), Dec. 4—Chairman, Boyd Amsberry; Secretary, Peta Triantafillet. All minor beefs settled. Elected a ship's dele­ gate by acclamation. It was suggested that all members take their beefs to their delegates Instead of top side. MADAKET (Waterman), Dec. 4 — Chairman, A. H. Anderson; Secrotary, tary, J. HIggln. Ship's Eelagata raalgned at payoff in Philly, Will chack ahortaga on food during meala. FLORIDA STATE (Ponca Camant), Dee. 1—Chairmen, Rusty KMgera; #eeratary, D. Mollar. Reported on letter from Welfare plan. All brothera wera urged to comply and mall cardi promptly. Vote of thanki to tha ateward department. Request mora canned fruit. SEASARDEN (Peninsular Naviga­ tion), Nov. 20—Chairman, Nona; Sec­ retary, V. E. Monta. New fans needed In roomi. Rooma Inefsted with roaches. Mattresses are in bad shape. Will have patrolman check repair lUt and have repaira made. CS BALTIMORE (Cities Service), Dec. 12—Chairman, Cafade, Secretary, C. MIshanski. 15.42 on hand In treas­ ury. Discussion concerning posting of shifting board. Vote of thanks to steward department. New ship's dele­ gate elected. Vote of thanks to de­ parting deMgate. ALCOA PIONEER (Alcoa), Dec. IS— Chairman, Thomas Sanchez; Secretary, Harry K. Long. Captain said there would be a payoff this trip. No or­ ders for next trip.' $19.50 in treasury. Request made to Jiave foc'slei painted. John McElroy. Ship's delegate Broth­ er Roy llassey passed away on Novem­ ber 23. It was suggested that each member contribute to 'ship's fund at coming payoff. The mattresses are In poor conditions and should be re­ ported In time to requisition for new ones. RAPHAEL SEMMES (Sea - Land), Dee. 12—Chairman, B. Varn; Secre­ tary, C. Henning. .Ship's delegate re­ ported no beefs. Two men missed •hip in Jacksonville since last meet­ ing. All repairs taken care of. t2 in ship's fund. Vote of thanks to stew­ ard department for good service and food. ROBIN COODFELLOW (Moore-McCormsck), Dee. 4—Chairmen, E. W. Ooulding; Secretary, Raymond F. Walker. Some disputed OT. $21.23 In ship's fund. Everything going welL Vote of thanks to steward department and the electricians for Jobs well done. STEEL SEAFARER (littimlan), Dec. 1$—Chairman, Lancelot Alexander; Secretary, Dick Grant. Ship's dele­ gate reported one man went to hos­ pital at Khoramshahr. Everything running smoothly aboard. No beefs. All repairs turned in. $1.6.43 in ship's fund. A special vote of thanks to chief ste-^/ard and his department for good feeding, good service and espe­ cially an excellent Thanksgiving diner. Ship's delegate. Robert Johanson. was commended by crew for his Interest and handling all beefs skillfully and to the satisfaction of all concerned. FORT HOSKIN8 (Cities Service), Nov. 26—Chairman, Wm. Smith; Sec­ retary, C. Swiff. Ship's delegate paid off. It Is requested that the company supply vessel with a better brand of coffee. Discussion held on wipers chipping cement In other than engine department quarters. Also discussed wipers painting chief cook's shower. SEAMAR (Calmer), Dec. 15—Chair­ man, J. R. Marshall; Secretary, J. V. Nelson. One man missed ship In Bal­ timore. Repair list not complete from previous voyage. Eiected new ship's delegate. Crew requests more canned Hail for night lunch. TEXMAR (Calmer), Dec. 4—Chair­ man, Joseph Rudolph; Secretary, Clark Waldron. Will distribute wel­ fare cards. Eiected new ship's deiegate. It is asked of crew to please refrain from throwing trash Into toilets. PACIFICU8 (Orion Shipping), Nov. 13—Chairman, S. P. Sokol; Secretary, A. D. Hill. Only two crewmembers stayed on from previous voyage. Crew short one wiper. No disputed OT. Elected new delegate. Members agreed to keep natives out of midship house whiie in port. A fresh water line will be extended out on deck for natives drinking water. FLORIDIAN (Eric A St. Lawrence), Nov. 27—Chairman, John Johnson; Secretary, Raymond Rebby. No news on new contract. Distributed bene­ ficiary forms to all members present. Held election for a new ship's dele­ gate. Discu.s5ed the repair of present TV antenna. Vote of thanks to the steward department for wonderful Thanksgiving dinner. DEL CAMPO (Delta), Dec. 3—Chair­ man, 6. E. Dalman; Secretary, J. M. Syms. No major beefs. Chief steward pas.sed awa.v Donation taken up from crew and officers for notification to headquarters and night letter to fam­ ily. One brother hospitalised due to auto accident. $40 in ship's fund. MOUNT EVANS (Cargo Tankshlp), Dec. 4—Chairman, M. C. Barton; Sec­ retary, John W. PIcou. It Is asked that tools be returned after use. No one Is to be broueht Into crew quar­ ters while in port. STEEL ARCHITECT (Isthmian), Nov. 27—Chairman, B. C'rowtord; Secretary, none. Few hours of di.sputed OT. Everything is OK. .Soent safety award money for TV set. Would like to have shins running In the tropics air-con­ ditioned. DEL SOL (Mississippi), Nov. 1<— Chairman, Robert Butler; Secretary, Ramon Irlzarry. Thanksgiving dinner served .at evening meal to give cooks more time to nrcpare. Vessel has been awarded STU safety award for (he period be! ween .Tanuary. 1960 to .Tune. 1060. $">3.38 in ship's fund. Will see purser about placing shot cards in pay envelopes at payoff ra that r members do, not leave same behind. It is requested that everyone come into messhall properly dressed. PRODUCER (M'rine Carriers), Dec. 4—Chairman, A. MeCloskev; Secretary, Albert Oe Forest. E\'er,vthing running smoothly. There will be no draw upon arrival. Thanks to everyone for their cooperation during the voyage. 177 hours of disputed OT. 35 addi­ tional hours in disnnte over tank eleapine rate. This OT is being dlsnnted )n the deck department. 63 hours disn'/ed in eneine department. Motion made to obtain clarification before next vo.vace eoneerning drylioiild eargo vessels in relaltons to OT. and working rules. Delegate feels that ehief engineer has been riding him sinec he pointed out that there are n'entv of men, paint and time available at hand. BENTS FORT (Cities Service), Dei 7—cheif-meh, Richflfd Jones; Secre- T.v.':;/-" /- .-• DE SOTO (Waterman), Dec. 11— Chairman, J. Castronova; Secretary, J. Fuller. No beefs reported aboard ship. Crew requested to keep out of pantry during meal hours and to take clothes out of washing machine soon­ er. Also to keep noise down as men want to sleep. STEEL SURVEYOR (Isthmian), Dec. 1»—Chairman, J. W. Adair. $14.44 in ship's fund. No disputed OT. Re­ quest made for keys for foc'sles. Also request for supply of beer In slop chest, request soogeeing deck dept. foc'sles. and fumigating ship. Request patrolman to have chief mate refrain from giving orders to steward dept. men and by-passing steward. PENN VANGUARD (Fcnn Shipping), Dec. 13—Chairman, Percey Beyer; Secretary, W. W. BIckford. Repair list taken care of. Captain will wire in for draw money. No beefs. Will see patrolman regarding collecting launch service for two weeks at Karachi. DEL MAR (Mississippi), Dec. 26— Chairman, N. W. Dubois; Secretary, Jay F. Joyner, Jr. $.529 left in ahip's fund. Will have Cinescope lens next trip. All departments report no beefs. Elected new ship's delegate. Anyone getting off ship In foreign port Is to receive $50 from ship's fund. All delegates to discuss 12-year retire­ ment plan. Vote of thanks to steward department for Christmas dinner. WACOSTA (Waterman), Dee. IS— Chairman, John S. Burke; Secretary, D. L. Dickersen. Three men missed ship but rejoined. One man taken off ahip and ho.spitalized In Okinawa. AB Carl Mann taken off ship at Midway Island by Navy. $8.65 left In ship's fund. Request Seattle patrolman to meet ship in Portland. Oregon. Vote of thanks to Capt. H. R. Anderson and chief mate, O. Pascale. Also to Navy ship Hovnet and airplane pilots droncing medicine. And a vole of thanks to the doctor off the Hornet for giving the captain the proper di­ rections on how to administer medi­ cine to Carl Mann. All hands request to he paid off. Wasi Tweair-Civem LOG Monfego Sky Men Endure Coffee Crisis On Grain Run (The following article, submitted to the LOG by William Calefato, voiper, relates the highlights and lowspots of the Montego Sky grain voyage to the Far Edst last month.) • It was only a few hours after the Montego Sky left Seattle that the drama began to un­ fold. The long series of events that was to harass the crew was more comedy than disaster. But nothing really surprises Seafarers, even when they sign on an old.Liberty ship for a voyage to India. How important is a cup of coffee on a ship at sea? The question was answered when the Montego Sky coffee pot failed to percolate. A crowd gathered to examine the electric cord and Its recepticle. There were as many opinions and suggestions as there were witnesses. One observer was the chief engineer who was looking for a hot "cupacawfee." The steward offered some opin­ ions and then was urged to produce new cords which proved ineffec­ tive. Some suggested, "Can't go all the way to Yoko without elec­ tric cords." "Have the bid man turn the ship around." "No, let's ask for a helicopter to bring some cords . . . cheaper for the com­ pany that way." Wiper To The Rescue Meanwhil^, one of the wipers who knew about such things, pro­ duced a socket from his suitcase and in ten minutes all hands were drinking that good old -seamen's brew. Only on old Liberty ships like the Montego Sky is it realized that a ship is as good as its galley range. Christmas was near and the cooks were saying that they had never seen the likes of the galley stove on any ship. The chief engineer blew his stack, and this got some action —a new unit was installed. As it sometimes happens on grain ships, there was a threatened shortage of the supply of fresh water when the Montego Sky was four days but bf Seattle. Laundry Detail The laundry was locked during weekdays, but the spirit of the Montego Sky is strong. The black gang did' their laundry In tin pails while the steward department used the wash basins. What the deck de­ partment did was a secret. Even with a threatened shortage of fresh water, the members of the "elite" department are always clean. But SILT ingenuity came to the rescue and an AB proved helpful when the wipers needed a sail needle to sew the towel material on the boiler water grease ex­ tractor. The AB loaned the needle, and then came up with a lucrative proposition. In exchange for some film, he would let the wipers keep the needle and he also offered a plug socket that a wiper mysteri­ ously lost during the coffee crisis. Enjoying Christmas Eve in the recreation room of the Mon­ tego Sky (Standard Marine) are (I. to r.) John Stotchen. AB; "Done" Pedersen, oiler; John Whitlock, wiper, and "SeoguH" Hunsoker. Photo by Willie Coiefoto. What makes the deck gang the shipboard darling's may seem like a mystery, hut the answer was given in coffee - time sessions: There were sailors before there were engines, so the sailors hecame the proudest of the depart­ ments and held the tradition to this day. On the Montego Sky, the deck department invented a new trend; now they control the weath­ er. The 12 to four watch claimed the fairest days, hut the eight to 12 watch insisted that it fixed the weather fine. Meanwhile, the winds howled and the sea struck, the port­ holes with a noise never known to landlubbers. Fear Being Adrift Oldtimers kept hoping that the seas would settle enough to let the ship reach port. They admitted their dred of being adrift with no fuel. They need not have been ashamed of their fear. A stalled Liberty, even if it was once called Monarch Of The Sea, is no match for the wintry fury of the Pacific. But the grain is so Important (the comedians on the Sky said it's more important that the safety and comfort of the people who work on the ship) that some skip­ pers and officials were even weigh­ ing the crewmembers as they signed on. The captain scrutinizes each man about to sign on and tries to guest his weight. He is disappointed when those 250-pounders comB aboard. If the captain's calculations are only nearly right, there is a shortage of fresh water. Crucial Repair List Another crucial moment comet when the repair list of the preced­ ing crew is examined after the ship leaves port. On the Montego Sky, portholes are the important items. At the first big swell, the foc'sles and messhall were pretty wet places. At these times, when there is a rainstorm or a wave washes over the boat deck, water cascades down a bulkhead through a crack in the boat deck, and as the ship rolls, the crew gets its feet washed by the water swishing across the deck. But necessity becomes the moth­ er of invention. The wet half of the messhall is evacuated and the recreation room was set up as a black gang mess hall. John Statchen, AB, maintained that water has habits all its own, like dousing him completely when he is sitting in the head reading a stimulating magazine. But in spite of all the irony, the men are cheerful. The attitude that prevails aboard is (as it is In the make believe world of show busi­ ness where the show must go on) "The grain must go through." OMNIUM FREIGHTER (Mol), Dee. 4 —Chairman, Dick BIrmlnqham; Secre­ tary, Frank Russo. Fulton Hendrix elected shin's delegate. List of re­ pairs drawn up, HURRICANE (Waterman), Dee. 26— Chairman, Richard Pardo; Secretary, Eugene Ray. All hands doing a fine Job. Vote ot thanks to steward dept. for good feeding the entire trip, as well as the fine holiday meals and the printed menus distributed to each member of the crew. Ship is one ot the cleanest afloat. Captaim Inspects every room daily. MT. MeKlNLEY (Cargo A Tankshlp), Dec. 17—Ctialrman, W. Taylor; Secre­ tary, S. Emerson. No beefs. One man signed on as saloon messman at Calcutta. S.aloon messman promoted to baker. Vote of thanks to steward dept. for good meals under shorthanded conditions. MAE (Boll), Dec. 24—Chslrman, Wil­ liam Morris; Seeretsry, Furston. .Te.sse Mctcaif elected new shin's delegate. Everything In order. $3 In ship's fund. Crew requests nfr-condlttoners on all SOT shins especially those run­ ning to the tropics. FA1RLAND (Sea-Land)r Dee. Chairman. Pat Mtlllgan; Secretary, Chps. Goldstein. . Safety meeting was exnlnlncd. It was suggested that Joe' Algina be contacted to come down to the ship and point out different hnzardn. This shot of seagulls homesteading on the Montego Sky, taken by Williom Coiefoto, is the fa­ vorite of the crew. The bird in front is named after an AB, Hunsoksr. Although they don't talk about it much, most Seafarers' like the birds. �I? "• r. rv Twttily SK4W4RSRS LOG Wild Ranger Saves 6 Colombians Shipwrecked Near Panama Canal Six Colombian seamen were mighty thankful that an SIU ship passed near "them early in January. The Colombians were picked up from"' a sinking skiff five hours from the Panama Canal on the Pacific side by the C-2* ^ W4d Ranger (Waterman). G. C. Lawson, deck delegate aboard the Wild Ranger related the story of the rescue at sea. He • said that the Wild Ranger skipper, who decided to change the ship's route, pulled out of the regular sea lane, so it was only by luck that the survivors were spotted. "It was about 2:30 PM and winds were blowing at about 35 miles per hour," Lawson recalled, "We spot­ ted the survivors in the skiff wav­ ing a flag. We heaved to, but it took an hour and a half to get them aboard. When tha survivors, tha mate and five seamen, were brought aboard, they were given clothing and food. They told how they had been in the skiff for about four days. The . Wild Ranger skipper figured that tha Uttla skiff was carrying about 1,000 pounds. Life Raft Missing The survivors were part of a crew of a 100-ton capacity patroltype boat. The patrol boat ran into trouble and sank in five minutes. However, the skiff with tha six men, and an army-fypa lifa raft were launched. Tha Ufe raft held tha boat's master (father of the mate rescued by the Wild Ranger) and four sea­ men. The skiff and the raft were lashed together until the day be­ fore the Wild Ranger made the rescue. The ra|t and it five occu­ pants are still missing. The Wild Ranger made New York in January and the six grateful survivors were taken to the Co­ lombian consul. They then went aboard a Colombian freigther for repatriation. The SIU crew took up a tarpaulin muster and came up with over $200 for the survivors. Lars Nielsen's Photo Serapbook ) i| MONARCH OR THI ••A* (WaMfb m4Ui),. DM. H—Chalrmsii, P«t« ei*. lack; Saeratary, JImmla Darauaa. Shlp'a delegate reported averyUiing runolns amoothly. Botun broke hla leg. la In hoapltal in San Juan. Neee boaun waa ahipped in San Juan. Diacuation to get mora money aboard ahlp. WIU take matter up with pa­ trolman. ORION COMBT (Orion), Dec. 1*— Chairman, John Short; Secretary, C. V. Berg, One man mlaacd ahlp In Sasebo, Japan. Captain will have travelera' checka for crew In Yokosuko. Captain haa contacted Ceylon an(U-(adlo operator atanding by for anawer In regard to medical aid for crewmernber. Dlacuaalon on food and Improvement of menua and varieties of meats. Things to ba taken up with captain are. replacements, sougeeing out tha rooms, coffee percolators, American coffee when the present runs out, repairs to washing machine, more milk, condemning bad flour, chairs for the messhall. Bosun re­ quests a new draw Ust ba mada. NATIONAL DEFENDER (National Shipping), Dec. IS—Chairman, J. Bul­ lock; Secretary, J. E. Hannon. Ship's delegate reported everything running aiaoothly. Ship will pay off at New­ port News and all men are requested to stay on until payoff. Some con­ troversy regarding using soma Japa­ nese meats. STEEL EXECUTIVE (Isthmian), Dec, II—Chslrmao, Henry Gordon; Secre­ tary, Cedric Wood. Captain reports that crew can go ashore at Suez at own risk. Letters for mailing to be given to chief steward arrival day not later than 7 P.M. Repair lists given te department heads. Balance In ship's fund is $8.39. Two men logged. Motion made that ship's hos­ pital bs kept in readinegp at all times. CAPT. NICHOLAS SITINAS (Cargg A Tankship), Nov. 13—Chairman, J. M. Lundy; Secretary, A. Bryan. Some men have failed to turn In shipping cards to delegates. New ship's delegats elected. Crewmembers are asked to take notice of "no smoking" signs for the safety of everyone. Water cooler heeded In crew messroom. to ba broaisht to tha attaBtloa ^ pa­ trolman. Raqgaat that gaUay and •tore room ba fumlgatod.. ACeOA RANOIR (Alcaa), Dac. 14— Chairman, N. Flowers; Sacrstary, L. J. Fata. Shlp'a delagata reported aa beefa. Ship received safety award for 800 accldeat-freo dayt. S1B.23 in ahlp'a fund. Somo disputed overtlmo In deck department. Nona concurred wUh item In LOO for' men to take vacation and go back to same ship. Crew comilalned about too much garUc la ood. Requested different variety of fruit to be ordered. Alao that hot drinks bo served In cold weatbcr. J STEEL EXECUTIVE (Isthmian), Dca. 11—Chairman, Henry Gordon; Socratary, Cedrick Wood. Ship's fund SB.39. No disputed OT. ALCOA FLANTER (Alcoa), Dae. 1g —Chairman, L. W. Faradtau; Saeratary, Zaa Y. Chlng. »21.85 In shlp'a fund. Motion made that Union offi­ cials request company to aend trav­ elers' checks at draw In foreign ports. Motion made to have new type per­ sonal clothes lockers Installed. Crew requests air condiitoncrs be installed on all ships running In tropics. Also to have ship fumigated for roaches In crew's quarters. Vote of thanks to steward department for good service and Improved menus. FENN TRADER (Penn Shipping), Dec. 4—Chairman, R. Queen; Secre­ tary, t. Santa Ana. A. Fctchko elected ahip's delegate. AU departments re­ ported no beefs. CITY OP ALMA (Waterman), Dee. 14—Chairman, James Pullsim; Sscretsry, Ernest Harris. Ship's delegate had to get off ahlp due to illoess. S6.40 In ship's fund, $10 being used for movie fund since last meeting. Suggest ship's fund and movie fund be kept separately In the future. Victor Harding electe* ehlp's delegate. No beefs. KYSKA (Waterman), Dec. 3t — Chairman, D. C. Gay; Secretary, R. H. Simpson. AH beefs In all departments squared away. ELIZABETH (Bull), Jan. 1—Chair­ man, L. H. Jonas; Secretary, R. Her­ nandez. Ship's delegate reported that some foc'sles, toilets and showers need to be painted. No beefs re­ ported. Peter Sarchio elected ship's delegate. Suggestion made to have the locks of the engine department showers and toilet changed. Issuing r»w keys to every man in engine de­ partment. Vote of thanks to steward department for Job weU done. STEEL FLYER (Isthmian), Nov. 20 —Chairman, Don Keddy; Secretary, Robert F. Black. Disputed lodging and OT from Singapore was approved and will be paid at the end of this voyage. $6.71 in ship's treasury. $5 donated to American Seaman's fund. Improved service In the stewards de­ partment. Need 40a more cartons of .cigarettes. SEATRAIN LOUISIANA (Seatrain), Nov. 37—Chairman, Edward Jones; Secretary, Edward Yates. No beefs. $91.20 in ship's fund. Laundry room to be kept clean at all times. Timer for washing machine to be bought PORTMAR (Calmar), Nov. 20—Chairout of ship's fund. All members. If . - man, Sacrotary, Clark S. Inpossible, should go to the halls In man. Obraza; Some repairs still remain to ba New York or Houston to vote. done. Voted unanimously to keep tha delegate because of a good job STEEL APPRENTICE (Isthmtsn), ship's previously. Discussed raising of Dee. 27—Chsirman, Crawford; Secre­ done slo'pchest prices to cover OT for tary, Perry. Ship's delegate reported - bringing slopchest aboard: tu be taken that considering the length of trip this has been a good voyage. To data up in port of payoff. there has been no major accident. ROBIN HOOD (Robin), Nov. 14— S19 in treasury. Motion to have Union Chairman, T. Ratcliff; Secretary, Ray officials Investigate sea chest. Motion Sedowskl. Everything running smooth­ made that all key rating men should ly so far. Crew requested to change be certined by some Union certiilca- linen on linen day and not or tion committee to Improve standard three days later. Crewmemberstwo asked of men shipping under these ratings. to keep natives out of midship house Crew request that medicine chest bs checked as it Is inadequately supplied. while ship Is in port. Discussion with regard to the slopATLAS (Cargo & Tankship), Nov. 27 chest on board. Crew complained —Chairman, Ange Panagopoulos; Sec­ about Inferior quality of merchandise. retary, Edward One man Suggestion that stepj be taken to missed ship andMarten. was arrested, re­ step up negotiations for a more favor­ leased and removed from ship. All able retirement plan. Possible retire­ men should cooperate in keeping the ment after 20 years of active mem­ messroom and pantry clean at night. bership In SIU. Benefit for retirement Anyone swapping watches must have be raised from $150 per month to $200. Seamen should be treated by permission from chief mate. their own doctor instead of USPH EDITH (Bull Lines), Nov. 34—Chair­ hospital. Welfare Plan be amended man, P. Murphy; Secretary, Bob High. to permit seamen to be admitted to Elected a ship's delegate. Request any hospital of their choice and to be new library. Voluntary donations are treated by reputable doctors. Sugges­ asked for a Chrislnias party. tion that foc'sles bo alr-condltloned on, all vessels making runs to hot coun­ SANTA VENETIA (Elam), Dee. 7— tries. Chairman, F. M. Jones; Secretary, Ralph R. Maldonada. OS was put in ROBIN SHERWOOD (Mormac), Dec. room and kept locked by cap­ IB—Chairman, Frank Pasaluk; Secre­ spare tain since November 20. 1969, till tary, Pat Devlne. Ship's delegate re­ arrival in Lake Charles. La. Captain ported it has been a good trip with claims this man is mentally 111. Cap­ no special beefs. S18.05 in ship's fund. tain will put out draw on arrival. Discussion on who orders sanitary $.1.5 tn ship's fund was used to send supplies for each department. Also on several wires to Union. Bosun was safety conditions. Delegate to see the injured aboard ship was trans­ mate about respirators for deck de­ ferred to a passengerandship heading partment. Crew asked to keep messfor England. Vote of thanks to stew­ hall clean. ard for Job well done during refriger­ SEATRAIN NEW YORK (Seatrain), ation failure for 18 days. Also vota Dec. 27—Chairman, Albert Palqe; of thanks to steward departmant for Secretary, Phillip Wagner. Shin's a wonderful Thanksglvnig dinner and delegate reported no beefs except for every day menus and service. small amount of disputed OT. Ship LOSMAR (CalmT), Dec. 18—Chafr-t paying off this trip. man, Georqe Stanley; Secretary, DEL ORO (Mississippi), Dec. IB— Thomas Ulisse. New wringer and agi­ ChaTrman, G. H. McFall; Secretary, tator to be ordered for washing ma­ A. S. Freenan. Ninety day's stores chine. Steward requested to Imnrove requested. Ship's fund. $23.46. Broth­ menu and not to substitute the fish er G. Montosano was elected new eau.ght by crew for the m.aln dl.sh on the menu. Vote of thanks to baker, Ehlp's delegate. Charles MosS. MT. HOOD (Carqo A Tankship), Dec. SEATRAIN TEXAS (Seatrain), Dee. 25—Chairman, Raymond Bnlling; Seeretar/, Robert W. Duff. Shin's dele­ 27—Chairman, T. F. Jernloan; Secre­ gate reported shore leave disnu'ed in tary, T. F; Greaney. $123.49 In .shlp'a Calcutta. One brother mi 'sed shin in fund. Vote of thanks to steward de­ partment for the Christmas dinner Mobile. Some disputed OT. Vote of and Thanksgiving dinner. thanks to steward department. Yogi poses with Nielsen near Bombay, India. Nielsen was invited to yogi's residence. Steel Architect dayman watches girl in Panang, Malaya using bike tire for hula hoop.* Photos by Seafarer Nielsen. GATEWAY CITY (Sea-LantD, Dec. 31)—Chairman, P. Reya; Secretary, A. Case. One 'man in steward dent, fir,.d and logged. Shin's fund $511. De­ layed sailing disputed. Deek delea-te to have patro'm.an Inform maTe a* to when aea watches are set. when shin sails In A.M. Inoulrv made rcarding Munnlles of atures nliowed to stew.ard MT. Me KIN1.EY (Carqo A TankEhloi, Nov. «—Chairman, Stephen Fmerson: Secretary, Walter Taylor. .Chin's delegate rennr("d on draws. *15 draw p»r man In DUhnutl. Enough Ameriran money on shin for small xtraw In iwgdras. Tndia. Mo American money aboar.-" shin. N'aht mok and hairao lo ni'hnutl. �rcbnuurr, iffl SEAFARERS Page Tweatf-Nime LOG 'Steward Needs Good Men' Del Mar, Steel Maker Meif The following article on the steward department was submitted to the LOG by Leonard Paradeaut, ship's delegate, and Zee Young Ching, ship's reporter, both of the SS Alcoa Planter. A good steward department is not made by the steward alone. It is the members ot the department, all of them, which really counts. Many times we have heard a steward department Seafarer say In self-c|eprecation "I am only a messman, utility man, or third cook." In our experience, every Job in the steward department is im­ portant, from the steward on down. All vegetables cooked by the sec­ ond or third cook must match the tasty entrees cooked by the chief cook, and they must be prepared well. Also, you cannot have a good meal without the services of a good messman. Pantrymen must make good salads and dressings for greens. Salads are important; they help make a meal more complete. Utility men should know how to make up beds, clean quarters, shower rooms and passageways so that the crew lives in decent con­ ditions. . We suggest that all steward de­ partment men carry at least three pairs of working trousers and two pairs of work shoes, especially when they are on long trips. On the Alcoa Planter's voyage 122, conditions In the deck and engine departments were good and 'Turning To' By Zhemeek La. Yule Party Was Success To the Editor: A vote of appreciation is cer­ tainly due the various officials and brothers who worked so tirelessly prior to, and during Christmas Day at the New Or­ leans hall to make the event and dinner a huge success. It was an appropriate farewell to the old hall on Bienville Street. The comments of the various members of families of Seafar­ ers and their guests and the children was heart-warming. -They were appreciated by the brothers who unselfishly gave their time and effort to make the dinner a great occasion. Among the many officers and brothers who participated and contributed to the success of the occasion were Tommy Beatty, Don - Collins, Herman Troxclair, Bob White, Charlie Tannehlll, and Clyde "Whitey" Lanier, who acted as maitre. Tommy Beatty acted as Santa" Glaus to the delight of the chil­ dren and amusement of the adults. A special word^of thanks to Johnny Doyle of the SIU shore gang, and Marty DeSalvo who hung the decorations and did a beautiful job. A "well done" and a pat on the back, brothers—you each earned it. . K. M. "Jeep" Cole SS Penn Transporter t 4. i Correction On Obituary To the Editor: I would like to correct a mis­ take which appeared in the SEAFARERS LOG last month in the death columns. In the LOG, you had Edward W. Ketschke'listed as 45 years old. He was only 35 years old when he passed away. Edward Ketschke was sur­ vived by myself, his widow, and not, as was listed in the LOG, by a sister. I would like this correction to appear in the LOG. Thank you. Mrs. Edward W. Ketschke i it the men did a fine Job. Things were made difficult in the steward department when two men missed the ship. On our return voyage from Korea to Sitka, Alaska, we had some rough weather and heavy seas. Ship Talk: Hospital AndSteak Hospital slips, and topside's re­ luctance to issue them, were topics of interest aboard SlU-contracted ships recently. On the Council Grove (Cities Service), Seafarers noted that when some men who were paying off to go to a USPHS hospital asked for certificates from the vessel's mas­ ter, they were told to use their discharges—all they needed, it was alleged. On another ship, Ames Victory (Victory Carriers), Seafarers re­ ported that they were getting a hard time whenever they requested hospital slips. The matter is being brought to the attention of various patrolmen. Seafarers on the Steel Executive (Isthmian) have developed a crav­ ing for sirloin" steaks. They dis­ cussed having them twice a week, in addition to minute steaks, club steaks and hamburger steaks. The steel ship crew also has a distinct preference for canned peaches— they want them regularly. USPHS Hospital Thanks Union To the Editor: In behalf of the ambulant patients and dietary staff of the US Public Health Service Hos­ pital, Staten Island 4, New York, I wish to thank the SIU for the beautiful fiberglass drapes which your contribution of $100 helped to make possible. We are most pleased with the Welfare Plan Aids Family To the Editor: The family Joins me In thank­ ing the SIU for the benefit check received on the death of my husband. Seafarer Claude A. Virgin, who passed away in New Orleans. We thank the SIU and its members for the lovely floral wreath sent to him. It is with heartfelt thanks that we re­ member how quickly, the serv­ ices of the SIU Welfare Plan came to our aid through the kindly assistance of C. J. Stevens, New Oi'leans port agent. We also wish to thank the officers and crew on the SS LaSalle, on which Mr. Virgin was a crew member when he became 111, for the wonderful treatment given him which no doubt contributed to his com­ fort. Again we wish to thank the Welfare Plan for the hospital­ ization and the educational benefits througlr the scholar-; ship program. May God bless the SIU and all the members. Mrs. C.'A. Virgin Jr., and Family < ' All letters to the Editor for publication in the SEAFARERS LOG must be signed by the •writer. Names will be withheld upon request. final results and wish to extend an invitation to any interested members of your Union staff to visit the patients' cafeteria and dining room ..to see the overall effect. The patients' comments were most favorable. The moment they were put up, I told the pa­ tients the names of the organ­ izations that had contributed funds to this project. Again we thank you. Myrtle M. Vincent Director of Dietetics USPHS Staten Island 4i i. 4^ Wife Thanks SIU Welfare To the Editor: I want to extend my thanks to the Seafarers Welfare Plan. I was In the hospital twice with­ • The deck department of the Del Mar (Mississippi) gathers around a table in the crew's messroom to talk over the events of the watch during the ship's voyage 92. The trip ^as made just right by the showing of movies every night. The photo is by C. G. McLeiian, ship's reporter. A typical shipboard meetihg, with Seafarer Charles Purdoe as chairman, is being held aboard the Steel Maker (Isth­ mian) during a-far East Voyage. Photo by C. G. McLellan. in three.- months. When the blanks were filled out and sent to the Welfare Plan, I was sur­ prised at the prompt and quick action they had taken in making a complete settlement of my hospital bill. Things like this makes me proud that my hus­ band is a member of the SIU. I also enjoy the LOG very much. Mrs. Frank Doyle 4* 44" Widow Thanks Union For Help To the Editor: Your kind and sympathetic letter was received with the benefit check on the death of my dear beloved husband. I want you to know that it is very much appreciated and I want to thank you for your kind thoughts and also the beautiful bouquet. Please give my kind regards to all the members of the Union. May God bless you and I pray for the continued suc­ cess of your organization. Mrs. Vincent J. Rizzuto 4> 4< 4" Death Benefit Heips Widow To the Editor: I wish to notify you that I have just received your letter containing a check in the amount of $4,000 for the death of my dear husband, Philip Bil­ bao. I give my most heartfelt thanks for the benefit received. Appreciating the services you have given me, I am very grate­ ful to you. Teresa R. Vda. de Bilbao if Weifare Aids Wife, Daughter To the Editor: I wish to thank the Welfare Plan for their prompt atten­ tion to hospital and doctor bills for both my daughter and my­ self. It's a great relief to know that at any hour, one can and will be admitted to the hospital without red tape. Thanks again for everything. I enjoy the LOG very much. Mrs. Robert F. D'Ferrafiet 4 4-4. Invite Seamen To Restaurant Retired Seaman Thanks SIU To the Editor: In a little place at 207 South Broadway, Baltimore 31, Md., there is a little restaurant, the "Texas" which I run. I would like all seamen who come into Baltimore and who live there to stop over. It's open all day and all week. We will have LOGs to give to brothers coming into the place—and of course, we serve all kinds of the best food. This is a special invitation to SIU men. George Litchfield To the Editor: The Weifare Plan check for $270 has been received by me and my wife. We heartily thank you. the Welfare trustees and all our Union brothers for their kindly support. I am very sorry that I cannot sail any more with my Union brothers around the world. We both thank again all the broth­ ers and the Welfare Plan for our benefit. Alexander Chemey Anna Chemey �SEAFARERS Face Thirty _ Febnuty. IMl LOG » Shipboard Shots The happy crew of the Santa Venetia (Cargo & Tankship Mgf.) gathers round the Christmas tree at sea. Photo was submitted by F. J. Mondesire. "Genius at Work" Is the title given this photo of Grady Fairelofh, chief cook aboard the Cities Service Miami, who is trimming a ham for the crew's dinner. LOG-A-RHYTHM; The Accepted Time By C. W. Cothran There are only three dayt Tomorrow's a bypass from action Yesterday, today and tomorrow; today— But yesterday's gone, irrevocably A mirage on the desert of life; lost. Tomorrow's lake no thirst can And you can't borrow time from quench- . . . tomorrow. Today is the fountain of life. / Let bygones be gone—the dead Neither look backward nor too far hath departed; ahead Waters o'er the dam have no Stay abreast with the present power; time; Why live with a corpse of a The past and the future are non­ yesterday. existent Or walk a desolate bower? Today is the accepted time. The snake slinks away from its Remember! he who says: "I will shedded skin; tomorrow," The moth forsakes its cocoon. Makes himself some future A lesson I grant you, suffice it sorrow; to say: But he who .says: "I will today," Yesterday's the life of a loon. Is the maestro all the way. Retired Seafarer Hits Runaways To the Editor: I'd like to answer Brother Morris Horton, radio operator, SS Evelyn. God bless you Brother Horton for your won­ derful article in the LOG. Yes, I say with all my heart, let the American operator of runaway ships get all the foreign coun­ tries which have our ships— especially the Panlibhonco—to do their fighting. With what was in the White House for eight years, more ships went under foreign flag than ever before. Sure they hate the American, seaman for his wages, conditions, etc. The previous administration's last act in office was to turn down a "50-50" quota for oil imports. They vetoed all liberal legislation — anything to kick ' the American workman. My dear Brother Horton, I started to sea in 1912 and I saw many a rough year. I joined the old ISU, but it didn't mean a thing in those days, especially under fink Republican adminis­ trations, because they and big business controlled the works. We went on strike in 1921 and we lost. We might as well have stayed in the hall. And here's one for the books; while I was on strike in Philadelphia, walking the picket line on Dela­ ware Avenue in front of Pier 98,1 got a call from a Mr. Sussler who was port steward for the US Shipping Board. He asked me to take a ship to Europe but I refused point blank. I told him I was a union man, not a scab. I was promptly put on the little old blacklist, but I didn't know that at the time. Natur­ ally we lost the strike and our union broke up. So I went back to Eighth and Chestnut because I had to work to support my mother and family. I was told in no uncertain terms, "there are no ships for you." A fellow overheard the argu­ ment and put me wise to see Capt. Powers who was the big cheese. I did and he promptly called in this phoney bum and told him that under the Con­ stitution I have every right to defend my rights. "Give that man a ship," he said. Was I surprised—a man with all that brass helping me, only a lowly chief steward who didn't stand a chance. I sailed until 1929 and did some organizing on my own, but was told by several skippers "none of that or you'll be on the bricks with­ out a job, period." Then I worked ashore; got fired out of several places for union activities, and when the war broke out I decided to go to sea again and do my bit. I found things changed when I arrived in Mobile; there really was a Union, and what a Union. I couldn't wait to get into the ty . V- Wants Film t On Furuseth hall and find out things for my­ self. I got a ship, Ihe Maiden Creek—later sunk/ on a trip To the Editor: card on January 22, ••1940, and A thought has been running I was taken In this great Union through my head while here in May 15, 1941. Oiin Banks was the hospital. I am quite sure agent. And I am happy to say that you will give my sugges­ I proudly served in the greatest tion some serious consideration. maritime Union in the world, Would It be possible to have a until I retired last spring. I motion picture made by otie of surely didn't want to, but it was the big studios concerning the life of Andrew Furuseth. It doctor's orders. I'll never lose Interest in this would be most timely, for our present members as well as the new fellows who from year to •year come into our organiza­ tion to follow the sea. There are lots of fellows sail­ To Th.e £ditor 1 ing today who take everything for granted; they do not know .....v..:;...'. . T .;.4 of old Andy and his struggle. All letters to the editor for A film would wake up a Jot of publication in the SEAFARERS people, including some of these LOG must be signed by the Johnny-Come-Lately . shipown­ writer. Names will be withheld ers and operators, and Con­ upon request. gressmen in both parties who seem disinterested in the van­ great organization of ours—God ishing merEhant marine. bless it. And many many thanks This type of picture would to our executive board and to create a lot of good will in this our officers for the swell job country and overseas; people all over would certainly be im­ they do. George H. Seeberger pressed by the progress made until today's wonderful hiring t> halls in all our ports. I for one will always have old Andy in mind. I've made quite a study of him. Vincent J. Fitzgerald To the Editor: Just these few lines to let t. t. tyou know that I'm aboard the MV Sword Knot, Suwanee mis­ sile-tracking vessel. My real purpose in writing is to let th^ membership know that I'm in To the Editor: These few lines are to thank the market to buy a house, big enough for my prospective wife the SIU Welfare Plan for their and four youngsters, in the prompt service of my applica­ tion for disability pension re­ vicinity of Jacksonville, Fla. It must be at- a bargain price, tirement. It is also to thank the officers and I would prefer it to be somewhere between Jax and and the brothers for voting the Cape Canaveral, If at all pos­ Christmas gift. sible. But any location In a I am always glad to get the warm climate would be satis­ LOG—to keep up with the do­ factory. ings in the maritime industry When writing, please include and also the work of the Union any advantages which are in for the betterment of maritime. the sale and note any marineIt is also fine to read the type homes, which would re­ shipboard digest of the meet­ ceive priority In my considera­ ings, but sad news when you tion. I want to get away from read about the death of a fellow those bitter Northern winters crewmember. The last was Sea­ which seem to become more se­ farer Fred Turok, an excellent vere with the passing of each chief cook and a fine shipmate. year. It was great to see the smil­ If cash will be any Incentive ing faces of Thanksgiving to your selling me a better gatherings at the halls. Keep home In a good location, I the LOG coming—it's great to should be able to buy within get. Lots of the best wishes and the year. I have a case for dam­ hopes for the continued growth ages pending settlement, so no of the SIU of NA. sweat there. James Mitchell Any Seafarer holding prop­ t> tr t> ^ erty in the vicinty of Pennsyl­ vania, from Pittsburgh to the New York state lines. Is also requested to send full particu­ lars concerning the property to To the Editor: my address: Clarence L. Cou­ I want to extend special sins, Bk. C-59, c/o Sword Knot, thanks to the master and crew Suwannee SS Co., PO Box of the SS Santore foi- the great 4187, Patrick Air Force Base, kindness shown my husband, Fla. Thanks in advance for Harry T. Collier who passed your Very kind cooperation. away on December 9, 1960. Sin­ cerely, Fraternally, Mrs. Viola M. Collier Clarence L. Cousins BETTERS Wants To Buy Florida Home Retired Seaman Sends Message Widow Thanks Santore Crew V �rcferaaiT* IMl SEAFARERS *i . >»•>» •... » f/ * ft_...ryf.....-t- .^ ' <26 FINANCTAIi REPORTS, Th« constitution of the SlU Atlantic, Gulf, Lakes and'Inland 'Vaters District makes specific provision for safeguardlnE the membership's money: and Union finances. The constitution requires a detailed CPA audit every three months by a rank and file auditing coranlttee elected by the mem­ bership, 'All Union records are available at SIU headquarters in Brooklyn. Should any member, for any reason, be refused his constitutional right to In­ spect these records, notify SIU President Paul Hall by certified mall, return receipt requested. m TRUST FUNPe. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District ai;e administered In accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees In charge of these funds shall consist equally of union and management represent­ atives and their alternates. All expenditures and disbursements of trust fluids are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. If, at any time, you are denied Information about any SIU trust fund, notify SIU President Paul Hall at SIU headquarters by certified mall, return receipt requested. v?'- M. SIIIPPIWO RIGirrs, your shipping Tights and seniority are protected by the con­ tracts of the SIU Atlantic, Gulf, Lakes and Inland Waters District, and by Union shipping rules, which are Incorporated In the contract. Get to know your shipping rights. If you feel there has been any violation of your ship­ ping or seniority rights, first notify the Beafarers Appeals Board. Also notify SIU President Paul Hall at headquarters, by certified mall, return re­ ceipt requested. ® CONTRACTS. Copies of all SIU contracts are available In all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for or on the proper sheets and In the proper manner. If, at any time, any SIU patrolman or other Union official. In your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. In addition, notify SIU President Paul Ifall by certified mail, return receipt requested. •' ' lui... "•"i......... EDITORIAL POLICY—SEAFABRRS LOG, The LOG has traditionally refrained from publishing any article serving the political purposes of any Individual In the Union, officer or member. It has also refrained from publishing articles deem­ ed harmful to the Union qr Its collective membership. This established policy has been reaffirmed by membership action at the September meetings In all constitutional ports. The responsibility for LOG policy Is vested In an edl-torial board which consists of the Executive Board of the Union, The Exec­ utive Board may delegate, from among Its ranks, one Individual to carry out this responsibility. "< PAYHENT OF MONIES. No monies are to bo paid to anyone In any official capacity In the SIU unless an official Union receipt Is given for same. Under no cir­ cumstance should any member pay any money for any reason unless he is given such receipt. If in the event anyone attempts to require any such payment be made without supplying a receipt, or If a member Is required to make a payment and^ given an oTflclal receipt, but feels that he should not have been re­ quired to make such payment, this should immediately be called to the attention of SIU President Paul Hall by certified mail, return receipt requested. - mmm m mm mi COHSTITUTIOWAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months In the SE/AFARERS LOG a verbatim copy of Its constitution. In addition, copies are available In all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with Its contents. Any time you feel any member.or officer Is attempting to deprive you of any constitutional right or o'ullgatlon by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify SIU President Paul Hall by certified mall, return receipt requested. si: RETIRED SEAFARERS. Old-time SIU members drawing disability-pension bene­ fits have always been encouraged to continue their union activities.. In­ cluding attendance at membership meetings. And like all other SIU members at these Union meetings, they are encouraged to take an active role in all rank-and-file functions, including service on rank-and-file committees. Because these oldtiraers cannot take shipboard employment, the membership has reaffirmed the long-standing Union policy of allowing them to retain thoir good standing through the waiving of their dues. liiiSiiliiiiiiiiBiiiiliiiM : Porfmar, Aformoc Ship Collide NEW YORK — No injuries were reported in the collision between the SlU-manned Portmar and the Mormacguide on January 25 in the East River off East 138th Street, about two miles north of Hell Gate, near South Brothers Island between the Bronx and Queens. The accident of undeterm ined origin took place shortly Editor, before 11:30 p.m. in good visi­ SEAFARERS LOG. bility. 675 Fourth Ave., The bow of the 7,133-ton Portmar, of the Calmar Steamship Brooklyn 32, NY I would like to receive the SEAFARERS LOG— please put my nome on your mailing list. (Prim information) NAME . .;. . STREET ADDRESS CITY ; . ZONE STATE TO AVOID DUPIICATICN; If you ore cn old lubscrlbor and havo a thango of oddreu pleas* give your former address below: ADDRESS CITY ZONE. STATE Fare Thfrty-One LOG Corp., was staved in on the starhoard side for about 15 feet above the water line. Repairs were made in Baltimore. The 7,959-ton Mooremack vessel had a large hole gashed into her starboard side, opposite the engine room, above the waterline. Mormacguide's captain first radioed at 11:32 p.m., the vessel was taking water and needed help. Three Coast Guard craft and a helicopter, two pcliee launches and a firehoat were 4'spatched. A second message at ^2:01 a.m. said there was no danger. Anthony J, Pranlo Please contact your sister at 4820 Queens Chapel Terr., NE, Wasl^ingto.n 17, DC. Thomas S. Klein Contact Aunt Florence. Urgent. Paul Aubain Contact John Greaux at PO Box 7, St. Thomas, Virgin Islands, im­ mediately. The above - named brother was last known to be aboard the Lucile Bloomfield. Terrence McNee Please get in touch with Ed Ken­ nedy or Leon Whitt at 2745 Yarnold Road, Baltimore Highlands, Baltimore, Md. A. Swenson, S-428 Your discharge papers and other personal effects are at the records department in headquarters. Ore, Calmar Checks Following men have cheeks at Baltimore hall from Ore and Cal­ mar Lines: Charles Bartlett, Stever Bernaldes, Maurice Gulp, C. Fos­ ter, Edgar Kurz, Raul Estrada, Howard W. Hall, Robert Duff, Billie Hughes, Richard Eveihart, Hubert Jackson, Joe Kordich, Leon Lowe, John Likeness, Luis Moya, Frank G. Ortiz, Vincento Russo, kiguel Viera. Emile Glaser Bill Oppenhorst Write to W. Karlak, c/o SS Steel Executive, Isthmian Steamship Company, 90 Broad Street, New York City. William Jennings Stephens Contact Milton Talkin, attorney, 827 St. Paul Street, Baltimore 2, Md. Henry E. Hicks Phone your wife as soon as pos­ sible at PArk 8-0814, or get in touch with her at 1515 Park Ave­ nue, Baltimore 17. Guy Thornton Contact Tommy Markham. Write to 2111^ Canal Street, New^ Or­ leans, La. Frank Panette Get in touch with Thelma Wise as soon as possible. Write PO Box 95, Nags Head, NC, or call Nags Head 3577. Urgent. John H. Murray Important you contact your son at Brownell Street. George Shumaker Get in touch with Mr. R. A. Shu­ maker, 208 Market Street, Hali­ fax, Pa. Charles Lynskey Very Important you get in touch with your family at 5545 West Park Drive, North Hollywood, Calif. Joeph E. Barringer, Jr. Important that you get in touch with your cousin, Harold Barrin­ ger, in Memphis, Tennessee, BRoadway 4-7683. Fred C. Hill Get In touch with Mr. J. McClanahan, 908 Westover Drive, Birmingham 9, Ala. William A. Ryan Important you get in touch with the Department of Welfare. City of New York at 250 Church Street. ^ Robert J. Bird Contact the First National City Bank of New York, PO Box 1136, Grand Central Station, New York 17, NY: Anyone who owes money to the late Peter McGrath, who recently passed away, is requested to get in touch with his widow, Mrs. Helen McGrath, 2527 Bath Avenue, Brooklyn 14, NY. Seafarers interested in purchas­ ing 160-acre Minnesota woodland site should contact Victor Pigg, c/o Sailors Union of the Pacific, 675 4th Avenue, Brooklyn 32, NY. Site is near Mahnomen, Minnesota, 100 miles west of Duluth. Has lake, is on good road with electric and telephone lines, mail service and school bus service. Can he farmed if cleared or used for hunting lodge as Is. Full price $1,800, or $600 down, two years to pay bal­ ance at six percent. Lewis H. Hertzog Contact Martin J. Jarvis, attor­ ney, c/o Marine Firemen's Union, 240 Second .Street, San Francisco 5. Phillip Ledbettera Get in touch with your mother, Mrs. R. P. Ledbetters, 2010 Bar­ nard Street, Savannah, Ga. Friends of Tommy R. Danzey are asked to get in touch with him at the Mount Wilson Hospital, where he expects to he for at least a year. The following men have checks waiting for them in the Baltimore mail room: Bailey, G. E., Carraway, R. K., Cliit, Frank A., Coale, H. M., Colley,-Jr., W. R. Da Cunha, J., Delise, J. R., frain, J. N., Francis, L. H., Fuller, Charles H., Jaynes, H. F., Jones. Darius Clay, Mi'Ier, Charles T., Shandl, Frank Joseph, Swohoda, James W., Tresnick, E. S., Turner, Kenneth C. Audley Cardwick Foster Contact your brother. Bender D. Foster, who is holding very im­ portant mail for you as well as some important news. You can reach him at 8203 Elmer Street, Tampa 4,-Fla. A! Whitmer Get in touch with Fabian Furmanek, R No. 2, Wausau, Wiscon­ sin., William R. "Bill" Dixon Anybody knowing the where­ abouts of the above is urred to contact Sophia F. Baker, 1315 So. 26th Place. Lawton, Okla., Tele­ phone ELgin 5-4577. Larry Moore Please get in touch with Mrs. Helen McGrath. 2527 Bath Avenue, Brooklyn 14, NY. Lewis H. Hertzog Contact Martin J. Jarvis, attor­ ney, 240 Second Street, San Fran­ cisco, Calif. John Scott Your wife is anxious to hear from you. You can reach her at 136 Crown Street, Queenstown, British Guiana. pIEEgTCyRY SIU Atlantic, Gulf Lakes & Inland Waters District PRESIDENT Paul Hall EXECUTIVE VICE-PRESIDENT Cal Tanner VICE PRESIDENTS Claude Simmons Lindsey Williame Earl Shoppard AI Tanner SECRETARY-TREASURER AI Kerr HEADQUAR-I ERS REPRESENTA ' n ES Bill Hall Ed Mooney Fred Stewart BALTIMORE 1216 E. Baltimore St. Rex Dickey, Agent E.Astern 7 4100 BOSTON 276 State St. John Arabascz, Agent Richmond 2-0140 DETROIT 10223 W. JciTcrson Ave. Paul Drozak, -Agent VTnewood .•1-4741 HEADQUARTERS 675 4th Ave.. Bklyn HYacinth 0 ' iO HOUSTON 4202 Canal St. R. Matthews. Agent CApital .2-4089: 3-408( JACKSONVILLE 2608 Pearl St., SE.. .• x William .Morris. Agent ELgin .2-0987 MIA.Ml 744 W Flagler St. Ben Gonzales. Agent FRanklin 7-2.';(:4 MOBILE 1 South Lawrenee St. Louis .Neira. Agent HEmloik 2 17.14 NEW ORT.EANS 52.2 Bienviilr ct. Buck Stephens. Agent Tele.: 524—8026 NEW YORK 675 4th Ave.. Brooklvo HYacinth 9 00 NORFOLK 416 Collev Ivc. Paul Gonsoichik, Agent MAUisun 7-1083 PHILADELPHIA 2C04 S 4.h St. S. CarduIIo. Agent DEwey fi 'TIO SAN FRANCISCO .. 450 Harrison St. Waller Sibley. Agent Douglas 2-4401 S.ANTURCE. PR 1313 Fernandez .lumos, Sto-i 20 Keith Terpe. Hq. Rep. Phone 2 .1996 SEATTLE 2505 1st Ave. I'e l K.ihknwski. Agent lain ;< .34 WILMINGTON, CaUf 508 N, Marine Ave. Reed Humphries. Agent Terminal 4-2528 �Vol. XXiii No. 2 SEAFARERS OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION . ATLANTIC, GULF, LAKM AND INLAND WATERS DISTRICT . AFL-CIO ! • - Is Your Repair List ReaclY? ' •A- ; • • 1 ,..'7 , ^ • V- -v .i'. -^r-" i-r' \P [*! • •„ '.'%r J.: 1:1 ' ^ • jr-- : J ' A •jS K EEPING crew's quarters and equipment ship-shapo is an essential requirement for shipboard comfort and safety. That's why tho Union has made up re­ pair list forms for every crew to use. Following the rec­ ommended procedures on filing of repair lists simplifies and speeds up the completion of the work. By giving the skipper a copy of the list three days be­ fore hitting port, and then turning over a duplioate of that list to the Union patrolman, the crew makes sure that all parties concerned are familiar with what's needed. So before you hit port, check on your gear and then list your 'needs on the official Union repair list form. It's step number one toward proper maintenance of shipboard quarters. •m\ •^1 • ' —r • "-•• -•t- . ' '-f 'iV? - -- "\'V \ . J 1 .'r. • '-J • irti-v',' It. I -1.. VI I r ^ v. , -T FA,; t 'j. "^K ^ � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1960-1969 Description An account of the resource Volumes XXII-XXXI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1961 Description An account of the resource Headlines: NLRB UPHOLDS SIU IN SEA LEVEL CASE SIU STRIKE SAVES RR TUG JOBS AMERICAN SHIPS TO GET MORE FARM, AID CARGOES; JOB STEP-UP LIKELY FIVE STATE PICKETING STYMIED ROADS DESPITE SUB-ZERO COLD DOCK LAW APPEALS SYSTEM SOUGHT BY NY PORT COUNCIL SIU TO OPERATORS: SEE THAT MAIL GOES THROUGH SEATRAIN GETS ICC HEARING – AT LAST ITF COMMITTEE TO MEET ON BRITISH-CANADA ISSUE TUG, RAILWAY DELEGATES FOR SIUNA CONVENTION VOTED ON BY MEMBERS PHILLY IBU CO. CHARTERS BIG OIL BARGE – TOWING TUG BROWNING TO TAKE OVER MIDLAND CO. DISPATCHING CONGRESS SEA AGENDA: WAGES, TAXES, SUBSIDIES AMCOAL VETERAN, 2 OTHER SEAFARERS GO ON PENSION SIU WEST COAST TUNA BOATS GET BIG CATCHES WITH NETS ORE LINE BIDDING FOR US AID ON SUPER-CARRIERS LAKES MOORING SYSTEM CALLED HAZARD TO CREW MV ESKIMO IN 3RD SEASON ON WINTER RUN TO QUEBEC SUP, MATES ASK PROBE OF MSTS ALIEN CREWS MCS PLANS CONFERENCE OF AGENTS SIU CERTIFIED AT 2 JAY-KAY PLANTS; WORKERS SELECT NEGOTIATING TEAM WILD RANGER SAVES 6 COLOMBIANS SHIPWRECKED NEAR PANAMA CANAL Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 02/1961 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXIII, No. 2 1961 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/98415bcc89c324c987fcb15e17a83507.PDF cc6e656aea946f98d9a65fd012ebb6a5 PDF Text Text Vol. XXIY No.I SBAl'ARBBS LO.G .._._I I 2 , r.:;:-'----- OFFIClAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO I - fnvesfigafe Charters •- A rgen f IDeS. •' · BaCA Pickets from the .unions of the Maritime Trades Department International Division walk the line alongside Argentine seamen to protest the firing of union crewmembers off the Rio Tunuyan. Argentine State Line vessel got away via court action but faces additional picketing when she returns to the States. (Story on Page 2.) - - - - - -- - - - - - - - - - - S t o r y On Page 3 MTD, Chileans Plan Ship Drive ~~E~~t*~'~t..r:~~t~i{ftft~~>!11':?~~~~-:~~:1~··}~:r:~=filt~~~;~=;·r~-~~~~J·:::~ir:~~~ff:~~:u~~:§i~j:~ft~~<tfil%tm;x~~::.~~;~~~~~§~i~~~a~~:~:~-~~~r..&~*~=~;~~-&*~ ~ I Seafarers Welfare Plan - - - - - - - - - - - - - - - - - S t o r y On Page 2 ~ I DIGEST OF BENEFITS SURGICAL SCHEDULE I Seafarers Pen:ion Plan I··; · See Supplement II Aided By ID-MJD ' l*:~i~~@;i1~;rn.rn .. ·:i~~i~~~~t~~$~i~~~~~t11~1~~~~~!:~t:~~:m-~~::;~t~~~~~~~~wit~?~=~~m~$~~~''-~~J~~~s~~1~w:.t~~~~~m=~~;~~~*-~~~1ilm:~%~~~\~~~~ SS Chicka-aw Beached r With her prop clear of the water, the Chickasaw (Waterman) rests helplessly on the rocky coast of Santa Rosa Island, · southwest of Santa Barbara, Calif. All crewmembers 'were taken off but the , vessel had to be abandoned when tugs could not pull her clear . . The Waterman C-2 went aground during a violent storm which drenched Southern California with its heaviest rainfall in years. She was inbound to Wilmington, Calif., from Yokohama at the time. (Story on Page 3.) . ' • < • - - - - - - - - - - - - - - - - - - S t o r y On Page 2 �sE Chileans,, MTD Agree To Fight Cut-Rate Ships . .4,. .4 RE Rs i .o .c Plcketllne Support For ·A rsentlnes •Ships.>J:tDf:N - 'Gle.nn Flight BAL HARBOUR, Fla.-A major gain in the fight of US marine unions against low-wage. ships of all flags was made at the Maritime Trades Department meeting here w}:ien an agreement was signed with+ · Chilean union representatives nounced that he had rejected vessels. The charges· made by N~U President t O bo ye ott such . . Joseph Curran agamst the ID- agreement provides that the Chilean unions wiH not service vessels in US trade which do not pay their Latin crews the wage scale of their national flag. · The object of the agreement is to halt the two-pot system. whereby Latin American crews on European-flag ships receive less wages . than their European counterparts. The same practice is followed on European-flag vessels manned by African and Asian nationals. (See story on this page.) Conference Held Following the MTD meeting, representatives of the International Division of the MTD conferred with AFL-CIO President George Meany; Pieter de Vries, sec;retary general of the International Transportworkers Federation, and Omer Becu, secretary of the International Confederation of Free Trade Unions. The confer~nce discussed proposals to resolve the differences between the ITF and the American .maritime unions which led to the withdrawal of the SIU, the International Longshoremen's Association and the Marine Engineers Beneficial Association from the ITF last spring. In connection with the meetings between the ITF and the ID-MTD, AFL-<;10 President Meany an- House May Act To Tax Runaways MTD as untrue. Curran had accused the new international division of splitting the world labor movement. The agreement between the Chileans and the MTD was signed by Wenceslao Moreno, secretary general of the Chilean Maritime Feaeration, and Mario Ferrada, financial secretary of the Seamen's Union of Chile. The agreement involves a pledge by the Chileans not to load or supply crews for European-flag ships headed for US ports unless the crews receive the European wage scale. Ships arriving here with low-wage crews aboard would be the targets of MTD action in US ports. At present, a great many European-flag ships are engaged in the US-Latin American trade hauling such raw materials northbound as iron ore, copper, tin, oil, bauxite and coffee. Many of them follow the practice of hiring Latin crews at a lower scale than a European crew would receive. Demonstrating support for picketing Argen.t i.ne sea'Y'en ~re ll ~r l Red Palmer, SIU; Edwin Wilson, .,Michael Carlin and Jose Perez, 10-MTD international representatives; Walter Sibley, SIU; Jose Arranz, who was fired ._off the Rio Tunuyan, and Pete Loleas, 10-MTD representative. 1 \ ' At least two vessel-. of the SIU· manned Suwannee . Steamship Beet had ringside sea.ts at the h~s­ torlc three-orbit ftight of Colonel John Glenn on Tuesday, February 20. While rigid security precautions were imposed on the role of the Suwannee vessels, radio and television broadcasters identified the Rose Knot and the Coastal Sentry , as being among the world network o,-.tracking stations which maintained contact with the Mercury spa~e capsule as it passed .overliead. Apparently, there was one picket ship stationed in the Gulf of Guinea oft'. the West- coast of Africa and another one in the .Indian Ocean. Most of the tracking was done by a far-flung network of land-based stations ranging from Bermuda to New Zealand. MTD Aicls Argentine Sti-ikerS NEW YORK-The International Division of the Maritime Trades Department successfully conducted its first action on behalf of a foreign maritime union early this month when it supported the beef of the Argentine maritime workers union against the Argentine-flag Rio Tunuyan in this•--·- - - - - - - - - - - - - - - - - - - - - - - port. MTD whose executive director is in New York State Supreme Argentine seamen, members Thomas · L. <Te.ddy) Gleason, ILA Court. The ship was able to sail, of SOMU, the recognized maritime union in that country, picketed the ' ship in protest against the firing of union members and their replacement by non-union seamen. Longshoremen · at Pier 25, North River, where the ship was berthed, promptly respected the picketlines. The ILA le one of the member unions of the ID General Orgamzer. The owners of the vessel, the Argentine State Lines, have claimed that they have the right to hire seamen from any source and ar-e not obligated to obtain crews from the Argentine union. Subsequently, the picketing was halted ~emporarlly when the operators obtained a restrainirig order Wage Discrimination Old Evil On European-Flag Vessels The two-pot wage system, under which European-flag v~ssels pay seamen of other countries at a lower wage scale, is a long-existing evil. Ever since the start of World War II, efforts have been 'made by various groups to put a stop to this practice, but without success. Indian seamen's un--+~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ions have been partic~ularly equal pay for equal work on ships diilns, Pakistanig., Malayans, Hong Kong Chinese and Africans. None vociferous in their complaints of a given national ftag. on this score. The practice la probably most of these crews receive British As far back as 1944, the ITF widespread on British-flag vessels wages although the ships fly ,,the passed a resolution caJllni for which employ thousands of In- UK flag. In some instances, the wages paid are $25 a month or less. WASHINGTON-Another effort to tax runaway operations is being Hits British Conditions made in Washington. The House Thus, aside from the abuse of Ways and Means Committee, the crews invo1ved, the practice which originates tax - legislation, enables British ship operators to is acting favorably on proposals keep British seamen from .obtainto tax the earnings of dummy foring significant improvements in eign subsidiaries of US cor.poratheir shipboard conditions. tions. If carried t hrough, the tax proposals wouJd affect the earnThe two-pot wage system was a ings of American-owned runaway major factor in Jast year's strike ship operations. of Danish seamen. The strikers Funds Never Returned ·in the Port of New York comA particular target of the legplained that when Danish ships islation would be money which is went on Far East runs, they never piled up abroad and never regot back to Denmark. The result turned to US owners where the was that Danish crews would leave funds would become taxable. The the ships eventu.ally and be reproposed legislation would, also hit placed by Asians at much lower ~t the practice of runaway comscales. panies which make interest-free The practice ls particularly "lo,ans" to parent companies in prevalent in the Caribbean area the United States, or purchase the on tankers and ore boats running stocks of the parent concerns. out of . the 'area, with virtually all · These devices are favorite runEuropean flags employing Latins away dodges. Since the earnings · th · E at a Iess~r sea1e an uropea11s. .are called "loans" they are not By contrast American and Canataxable, yet the parent company . • has the use of the money. Simi.d1an-flag· vessels pay crewmemlarly, the sale of stock to a sub'bers the contract scale no matter ID-MTD Executive Director Teddy Gleason (right) congratusidiary 'is 8 ready source of funns . what country t h ey come from. T o latei Wef)eeslao Moreno, secretary general, Chilean Mari-. Otherwise it woulcl have to go. out would be an open do Ot"'erwise 1 Federation, after latter signed agreement. for fight on · ti'me ' and ' borrow: it or' sell addjtional invltatiQn tp the operators to use bargain.- basem·e nt shipping.• i ;Stand,ing 11-rl are Raymond for.eign,. seamen as the unwitting .'litobk fo the public. "the commit·· McKay; executive vice presid ~nt, Marine En9inee1i~ · Q·e11eficial tee proposes th~t' these~"Joans~' be topls· of ~ campaig~ to . dlj!!jtro.Y ~ss~~iation; Mario. Ferra~a. 'financial , se.cr tary; .Seamen's : treated as . divjdends. iin"d be~ . .t'axed .A.m~ri~an . ,,and , C~l)~qlan; wage accordingly. · ' . , '.i: U'l!~t\ ,R,{ G~ilF .. fi nd . ~aJ ,1 ~.itp~~ ..~~.~·~i~epi! .A~~~ . 9fr.~~~P~:. s~ales. b"=' t -;19~ ~ ,...;i."':.;;; j..;: ;.%,.J.,_:.t,f., ~ J ..;..;,,, k> .Z·~J ~;/~~·/.-,.(,1.,( SIU Missile . but the restraining order was vacated when Justice Irving L. Levey of 'the state court declared that jurisdiction over the issue rested with the Federal courts. This · paves the way toward fu.rther picketing of the Tunuyan, if needed. Member unions of the ID-MTD, including the ILA and the SIU, had received telegl'llms from Latin America urging support of the Argentine union. Consequently, when the picketline was established by the Argentines, ID-MTD pickets supported them in protest against the substa~dard conditions under which the Argentine seamen were being compelled to work. The restraining order, naming the Argentine union, the ILA and the International Division, was issued after two days' picketing: . ID - MTD Executive Director Gleason, in cilscussing the beef, declared, "The MTD International Division was founded for the purpose of offering mutual support and assistance to free maritime trade unions everywhere. The MTD is happy to have the opportunity to render effective assistance to our fellow trade unionists and maritime workers of Argentina~ · He pointed out that without the Division, th~ Argentine strikers would have had no central group here in the States to whom they could appeal for assistance, particularly _with reference to the . legal questions involved. SEAFARERS LOG. Feb., 1962 . PAUL Vol. XXIY, No. 2 ~ HAL~, Presfdent 1 H&J!B&nr BR~No, Editor; IRw1N SPIVACK, · Managing Editor; BERNARD SEAM..i:N, Editor; HERMAN Anr uuR, ALliERr AMA- 4rt rEAu, ARTHUR MARKOw1rz, MIKE POLLACK, Staff Writers. , Publlshed monthly et the headquerten of thi Sealarers 1nternat1011a1 Union,. At- lantlc, Gulf, Lakes and Inland Waters District, AFL·CIO, 675 l=ourth Avenue, Bi'ooklyn 32, NY. · Tel . HYaclnth 9-6600• • Second class postage p1ld at the Pq~ Office In Brooklyn~ NY, urider the Ad . 11f Aue. l4, .1912.. , : . :. . :. . ~ ". "'·' ·' ' ' ' '"' uo . �l'••l'IW7. ttn · Press Interviews Anti-Hoffa Leader Union _Chcir.g es Sfir Senate Inquiry Into Aid Cargo Charters WASHINGTON-A Senate Commerce Committee staff investigation has been sche<Iuled to look into charges raised by the SIU and the Marine Engineers Beneficial Association concerning the manipulation of charters on foreign aid cargoes. The committee is going • to examine all aspects of other a~encies, includin~ State deal; manipulation in the assign, " ,, • and Agriculture, concerning the ment of Government-financed car50-50 cargo operations defects in the present system of goes; abuses of the waivers which with particular emphasis on the activities 0 f cargo brokers. After anti-Hoffa group representing 850 Philadelphia Teamsters voted to accept SIU charter, local press interviewed leaders of the group in the Union hall. Speaking into mike is Ron Davis, head of the anti-Hoffa "Sweep" movement, while SIUNA President Paul Hall looks on. Cardullo Resignation Backfires: Anti-Hoffa Groups Join SIU In Phila., St. Louis T wo more notab}Q successes have been scored by the SIU in its anti-Hoffa campaign with the addition of more than 1,100 former Teamster me.m bers to the Union's ranks in Philadelphia and in St. Louis.+ In a sequel to the affiliation of shoreside workers in the Phila'f OOO i d . . . delphia area. o 5, . tax rivers m CluA f ew d ays a ft er c ar d u11o•s ac- cago with the SIU, 850 employees of Philadelphia trucking firms and 280 taxi drivers in St. Louis afflliated with the SIU. Additional groups ot Teamsters in various east coast and midwest clties have also approached the SIU express ing their dissatisfaction with Hoffa's leadership and their desire for representation through an established AFL-CIO inter'n ational union. In the course of the anti-Hoffa drive, the SIU accepted the resignation of Steve Cardullo, Philadelphia port agent. In resigning, Cardullo announced that he could not ca1·ry out the SIU's policy of opposing Hoffa. He then accepted a job from Hoffa as an organizer Juli Dro.p s Two Ports Bull Line . has announced an embargo on bagged sugar cargo shipped fro~ Ponce and Mayaguez, Puerto Rico, claiming that it. is losing heavily in the sugar trade ·b ecause of inadequate rates. The company · is also discontinuing service to the two ports since sugar was the largest single cargo offering available. Hearing Ordered As a result of tha company's action, the Maritime Commission· bas ordered a hearing at which Bull Line will have to justify its eittbargo plans. Since th·e company is a domestic carrier, its operations to Puerto Rico and its cargo rates come under Government jurisdiction. The company said that the present cargo rate, 59 cents per 100 'pounds, is ' no.t adequate to ·cover costs. ~t ls asking for a sl.. abl..: rate increase ·to....75 cents per 100 pounds. · ; F~~' _ ; tion, the SIU presented a charter to a rank-and-file group representing. the 850 members of Teamsters Local 161. The group, consisting of an anti-Hoffa organization known as the "Sweep" movement, represents all the clerical workers of the Philadelphia Transportation Company and approximately 50 other companies In the laundry, general freight and air freight fields. Under the leadership of Ron Davis, the rebels }Jave been issued a charter as the Clerical and Allied Workers Union, Local l, SIU, and are a_c tively campaigning throughout their jurisdiction and organizing previously non-union operations all over the city. Subsequently, the Yellow . Cab employees in St. Louis who had previously quit the Teamsters voted to dissolve their independent organiza tion and affiliate with the Transportation Services and Allied Workers of the SIUNA. The 5,000 taxi drivers in Chicago, who had also gone independent, were the first group to receive a charter in this division. The Chicago and St. Louis groups, having left the Teamsters previously, brought their representation rights with them when they affiliated with the SIU. The Philadelphia workers have already filed petitions with the National Labor Relations Board to establish their right to bargain collectively for the 850-member unit involved. An early NLRB vote is expected. Since Cardullo's resignation, the shipping and servicing activities of the SIU Philadelphia hall have been carried out under the direction of Earl Shepard, SIU vicepresident for the Atlantic Coast. Patrolmen and staff memberll from headquarters and from Baltimore are s~vlcing the ships and the approxiinateiy 1,000 shoreside members of thP SIU-affiliated United Industrial Workers In the area. assigning cargo. The documentation dealt in great detail with the almost totally-unsupervised manner in which Government-financed cargo is assigned to ship operators. The result is that the Intent of the "50-50" law is being violated daily. The unions cited four areas wh ich merited close examination. They are the relations between cargo brokers and the various foreign missions with whom they The two maritime .unions, in calling for the investigation, charged that the loose and slipshod procedures used by the brokers were defeating the intent of Congress and the purposes of the "50-50" legislation. The result is that US ship operators are being deprived of access to Government-financed cargoes or are 'being forced to accept unfair terms dictated by the brokers or foreign missions, with the approval of the Government agencies involved. The unions' demand for revision in bidding procedures has been supported by the Tramp Ship Owners Association. The president of the association, Earl J. Smith, has called for sealed bidding on all Government-financed cargoes to ·replace the present system of oral bids. The operators have also proposed that the Maritime Administration be given over-all supervision of the chartering of vessels to carry farm surplus shipments. The unions' call for an investigation followed a 23-day picketline in Lake Charles, Louisiana, which had effectively tied up the Britishflag Salvada. The pickets were protesting the loss of a farm surplus cargo to the Salvada by an American-flag vessel. As a result of the picketing, a meeting was held in Washington where the two unions submitted detailed documentation to Secretary of Labor Arthur Goldberg and to . representatives of are permitted under the "50-50" act when an American ship is supposedly "unavailable"; and the ab· sence of sealed bidding procedure:; as well as a lack of appropriate supervision of bidding. They pointed out that many mil· lions in US Government transportation appropriations were Inv o 1 v e d, yet the Government agencies handling the cargo have disclaimed any responsibility for supervision of bidding procedures. AFL-CIO NAMES HALL TO EXECUTIVE BODY BAL HARBOUR, Fla.-The AFL-CIO Executive Council has named SIUNA President Paul Hall to one Gf the two vacancies on the 27-man governing body of the Federation. The action was taken on Feb-~ ruary 25 the closing day of negotiation of wag~ increases to ' . , . strengthen purchasing power, as the Councils mid - wmter well as an effective tax program meeting. Election to the executive body automatically carries with it a designation as a vice-president of the labor federation. The vote to name Hall was unanimous. No decision was taken on the remaining vacancy, which was left open until the next session of the Council. In other action!, the Council called for a more vigorous national policy for dealing with persisting unemple>yment problems and the continuing lag in the economy. It called for extension of unemployment insurance benefits and ~~~~~~E~~~";1~t~~~~t.~~=m~e:~~-rm~~~'~&~-;;i<~~~=~~~~ on earnings of US subsidiaries overseas. The Council also made plans for a major get-out-the-vote drive in next fall's Congressional elections. The Federation intends to assign $250,000 of its own funds for this purpose in addition to so1iciting support from all of its affiliates on the basis of special per capita contributions. Support for sizable pay raises for Federal employees, including postal workers, was also ·voiced by the Council, which stressed tha need for bigger raises in the low· est pay brackets. IND EX : Chickasaw Lost On Rocks;_ ·To Departments All Crewmembers Saved I The Canadian Seafarer . , - Page 10 . The SIU Inland Boatman ii ~ -Page 8 ~~ A&G Deep Sea Shipping : Report -Page 6 ~ ~ S'U Safety Department ~ ~ I I WILMINGTON- Just a few hours' steaming time from its first US port of call, the Waterman freighter Chickasaw was driven up on the rocks of Santa Rosa island on February 7 during a severe California• these efforts were futile and that ·winter storm. The ship was the hull was suffering severe abandoned after futile efforts damage, the vessel was abandoned. ~1 :~;;:~ ;:,:·:::~?] :Et~V.t~~~~~~~:~:;~~~; ~~ 1 ~ voyage from Japan when she was , ~! The Pacific Coast S~:arer ~ trapped in a driving rain storm ffi • • age 5 ~ with high winds. An SOS brought ~ Editorials -Page 11 l~ The SIU Industrial -Page Worker ~ The Fisherman and I f,§ ~ c . annery Worker 14 ;, ~ -Page 15 ~ . ~ SIU . Social Security Dep't ~ ~ -Page l'1 ~ ~ SIU M d'eal D t t ~ ~ e L__ epa~i;::e 18 ~ t the Goast Guard and the 669th Air and <:;ontrol Squadron to the rescue. A 15-knot wind and swells of eight to ten feet impeded rescue efforts. Most of the crewmembers and passengers were taken off to the beach with a breeches buoy, while 14 crewm em b er s, including Captain Emanuel Patronas, stayed aboard t~ . as ls,t in efforts to free the fie1ghter from the rocks. Continued stormy weather and heavy seaa barred salvage efforts. When · it became apparent that II ~ pboard Ne~s ~ -Pa&'es 19, 20, 21, 22 .· --~~~~~~~~~ · who apply for maternity, hospita! or surgical benefits from the Welfare Plan are urged to keep the Union or the Welfare Plan advised of any changes of address while their applications are being processed. Although payments are often made by return mail, changes of address (or illegible return addresses> delay them when checks or "baby bonds" are relurned. Those who at'e moving are ath•ised to notify SIU headquarters or the Welfare ,P lan, at 17 Battery Place. New York 4 · NY. ~~°""~~'\~~~~~\~\~~~~~~~• �,. SE.4FA.REICS il-PS ON £0& - . . SEAMEN~S- IN-C?@M.E - T:AX RETURNS 2'he following is an u)'>·tO'·date revi!ion of an a rtfcle bu the SIU!s taz e%J)eri Seafarers' Federal income -taxes. on. Qtleatlon.s int7oMng Income In ·the aame manner al lmbUraed by the Seafarers-·W ellare wqes. The Plan malls, after De- PIAn lor any of tbelSe costs, ltic:b·.a1 Generally, with yery few exceptions, seamen are treated no differently under the ·in- cember 31 of each year, ·a W-2 family hospital and surgjcal... 'exform to each- seam&.n who has re- .pense, he cannot' deduct the w_hole coine tax laws than any other citfaeit or resident of the US. celved vacation pay lndlcati'11 the bfll, only that part in excess of the (The non-resident alien ~eaman must also file a return, but . the rules are not the same tc~l amount :rec~ived - and the benefits :i;>eid by the Plan. for him.) + withholding and Social Security All expenses Qver one percent of WHO MUST FILE. Every taxes deducted from it. adjusted gross income ,for drugs and medicine can be deducted. The Seafarer Who l·s· a ci·ti"zen or GAMBLING GAINS. All net deductible portion jg then comresident of the United cStates gains from· gambIJng nmst be reQ bined, with other medical and den- Long Tr1·p.Tax ·Problems -whetttet an adult or minorA major beef of seamen on taxes is that nornfally taxes are not withwho had $600 or more income in held on earnings in the year they earned the money, but in th.e-:year the _i961 inus~ ·me; 'if 65. or ovei:, $1,200 · f payoff took place. For example, a seaman who sign~d on or a fiveor more. • ld A Seafarer with income of less month trip in ' September, l9 6 l, paying off in January, 1962·· wou have than these amounts should file a all the five nionths' earnings appear on his 1962 w- 2 slip and all' the -return · to get a refund if tax was taxes. withheld in 1962· This practice could increase his taxes in 1962 .withheld. A married Seafarer. with even tJt.ough his. actual 1962 ~arnings might be less than those in 196 1. Jncome less than his own personal There are ways to minimize the impact of this situation. For ex.ample, exemption should file a joint re- while on the ship in 1961, the Seafarer undoubtedly took draws and turn wilh his wife to get the small- may ha~e sent alloments home. These can be reported as 1961 income. er tax or larger refund for the Unfortunately, this rais~s another complica'tion. The seaman who couple. reports these earnings in 1961 will not have a W-2 <withholding stateWHEN TO FILE. Tax returns ment) covering them. He wHI h11ve to list all allotments, draws and slops on the tax return and explain why he doesn 't have a W-2 for them. have to b e f i1e d by Apri l 15• 1962· thh Id h i However, the April 15 deadline is Furthermore, since no tax will have. been wi e on t ese earn ngs waived in cases where a seaman is in 1961, he will have to . pay the full tax on- them with his 1961 return, at sea. In su~h instances, the sea· at 20 percent or upwards, depending on his tax bracket. man must file his return at the The earnings '\\Ill show up on his 1962 W-2. The seaman then, on his first opportunity, along with an 1962 return, would have to explain that he had reported some of the affidavit stating the reason. earnings in 1961 and paid taxes on thE?m. He would get a tax refund Another rule governs situations accordingly. where a seaman signs on · in one What happens then, in our hypothetical case, is this: year, signs off the next and gets a statement of his wages and the tax • When the man pays off in January, 1962, the employer withholds withheld !W2 form) from the ship- taxes on all his earnings on the trip, including allotments and draws. ping company when he signs off. e At the same time, if he reports the allotments and draws on his Under such an arrangement, it is 1961 return, he pays taxes on them with his return. possible for a seaman to have no Jn essence, the seaman would pay taxes twice on the same income and income in one year and the equiv- then get a refund a year later. · • · · a 1en t of t wo years rncome m an, this will save the se.aman some tax money in the long run, it other. While In order to alleviate this, the means he is out-of-pocket on some of his earnings for a full year until !eamen can report his allotments, he gets his refund. Also, this procedure would undoubtedly cause Internal Revenue to slops, draws and other cash items as income and then deduct this examine his returns, since the income reported would not jibe with the amount from the total income re- totals on his W-2 forms. ported on the W-2 form he gets the That raises the question, is this procedure justified? It is justified 1;econd year. (See story at right.) only if a seaman had very little income in one year and very considerHOW TO Fll,E. The Seafarer able income the next. Otherwise the tax saving is minor and probably should file the short fo1·m 1040A not worth the headache. For example, if a seaman's payoffs totaled If his income was less than $10,000 $3,000 in 1961 and $7,000 in 1962 because his longest 1961 voyage paid · and consisted entirely of wages re- off in '62, he would save a maximum of about $20 in taxes by reporting ported on withholding statements his 1961 draws and allotments on his 1961 return. (W-2 forms) and not more than $200 total of dividend s, interest, trusts, etc., use and attach Sched- relatives) more than ten percent and other wages not subject to ule B. of the support of a dependent to withholding. A husband and wife If you have income from a per- claim an exemption for that indimay file a joint return if their sonally owned business, attach vidual, proyided the other contribcombined incomes do not exceed Schedule C. utors file a declaration that they these limits. If you have income from the sale will not claim the dependent that THE SEAFARER SHOULD FILE or exchange of property, attach year. Form 1040 instead of Form 1040A Schedule D. CREDIT FOR EXCESS SOCIAL If you have ·income from farm- SECURITY <FICA) TAX PAID. IIing, attach· Schedule F. If a total of more than $144 of (1) he had income from sources ADVANTAGES OF A JOINT Sol.ial Security <FICA) tax was other than or in amounts la rger RETURN. Generally it is advan- withheld from the wages of either than those stated above, tageous for a married couple to (2) either husband or wife file a joint return. There are bene- you or your wife because one or both of you worked for more than ltemizes deduc tions, fits in figuring the tax on a joint one employer, you may claim the (3 ) he claims the tax sta tus of return which often result in a low- excess ove1· $144 as a credit against l1ead of househ old or surviving er tax than would result from your income tax. · husband or wife, separate returns. DIVIDEND INCOME. If a sea(4 ) he claims dividends received EXEMPTIONS. Each ta-xpayer credit or retirement income credit, is entitled to a personal exemption man has income from stock dividends; he can exclude the first $50 15) he claims an e~clu sion for of $600 for himself, $600 for his from his gross income. He may "Sick Pay" paid directly to him by wife, an additiona l $600 if he is be eligible to an additional credit 'his employer and this amount is over 65 and another $600 if he is against his total tax liability up to includ ed in th e total wages sho wn blind. The exemptions for age and a maximum of four percent of the '()n form W-2. blindness apply also to a taxpayer's balance of the dividends received (6) he claims deductions for wife, and can also be claimed by in 1961. travel, transportation, or "outside both of them. · WELFARE, PENSION AND VA· salesmen" ex12ense, Jn cases where a man's wife lives CAT'ION BENEFITS. Benefits re(7) he claims credit for pay- in a forei gn country, he can still ceived from the SIU Welfare Plan mehts o·n estimated tax or an over- claim the $600 exemption for her. d6 not' have to be reported as in.payment from 1960, In addition, a taxpayer can claim come. . (8) he is a nonresident alien lfile $600 for each child, parent, grandPayments received from .t he SIU F:orm . 1040B, Form 1040NB, or parent, brother, brother-in-law, Pension Plan are includable as inForm 10_40NB-a). sister, sister-in-law, and each uncle, come on the tax return of those The 1961 Form 1040 has been aunt, nephew or niece dependent pensioners who retire with a norrev.•sed. The form is limited to a on him, if he provides more than mal pension. There is a special resingle sheet which is used by those one-half of the~i· support during the tirement income tax · credit to be persons whose income was .entirely calendar year. The dependent fl'om salary and wages and divi- must have Jess than $600 income dends and interest of uot more and Jive in the US, Canad a, Panthan $200. Supporting schedules ama or the Canal Zone. are to be attached according to the A child under 19, or a student individual ne rls of each taXIH!Yef; over !!! can ~!11'~ over $600 and still as follows: count as a dependent if the taxpension payments received after If ·your dividends ·and interest pay,e ! provides .moi·e than one-half ag9 '\i5 are tax~blel in,,..,t~eonsame exceed $200, o.r if you have inc·ome. . of ~us SlJI>I/ort. . marmer as a no. ma p.;.i:n . vacation pay received · from the from rents, royalties, lpension·s, anThe- law also enables a seaman nuities, partnet~hips, · 'estates, who' Is contributing (with t other. Seaiare1:s Vacation. Plan'. Js, taxcible. ~)f~~¥!~t~;~;~~;i:~ii 4 ported as income. However, if more was lost than gained during the year, the. losses are not dedu~tible, but 5imply. cancel out the gains. TAX CREDIT FOR REhREMENT INCOME. A tax credit of up to $240 is allowed for individuals against retirement income such as re'nts, dividends and earnlogs at odd jobs. However, an adjustment must be made in this . credit for Social Security benefits. The followinc 'ltems can be used as deductions arainst Income (IF YOU DO NOT TAKE THE STANDARD DEDUCTION): CONTRIBUTIONS. A taxpayer can deduct up to 20 percent of gross income for contributions to charitable institutions, and an additional ten percent in contribut· t h h h ·t' l d wns o c urc es, osp1 a s an educational institutions. · INTEREST. Interest paid to banks and individuals on loans, mortgages, etc., is deductible. . TAXES. In general, you can deduct: personal property taxes, real estate taxes, state or local retail sales taxes, auto license and driver's license fees, state gasoline taxes and state income taxes actually paid within the year. You cannot deduct: Federal excise taxes, Federal Social SecUl'ity taxes, hunting and dog licenses, auto inspection fees, water taxes and taxes paid by you for another person. MEDICAL AND DENT AL EXPENSES. All expenses over three percent of adjusted gross income for doctors and dental bills, hospital ·bills, medical and hospital insurance, nurse care and similar costs can be deducted. Other such costs include such items eyeglasses, ambulance service, transportation to doctors' offices, rental of wheelchairs and stmilar equipment, hearing aids, artificial limbs and corrective devices. However, if the Seafarer ls re- as tal expenses which are subject to the no.rmal three percent rule. The three percent rule on medical services does not apply in cases where a taxpayer is over 65, but the one pel'cent ' rule on medicines and drugs does. In addition, the US allows the taxpayer to deduct ail medical expenses of dependent parents over 65. The one pereent rule on medicines and d,ru.gs stiJl applies; CHILD CARE. This allows a deduction of up to $600 to a wi'dower, di'vorced- or legal.ly ' •eparated taxpayer toward the cost of providing care of a child under: 12 or 8 person physically or mentally incapable of support, regardless of age. This expense is deductible only if its purpose is to allow the taxpayer to remain g!linfully employed. It cannot be claimed if the t payment for child care wen to a person who is already claimed as a dependent. AUMONY. Periodic payment• of alimony to a wife in accord with a written agreement between th~m can be deducted. CASUALTY LOSSES. Tl1e reasonable value of all clothing and gear lost at sea due to storm, vesse.J damage, etc., for lvhich the taxpayer is not otherwise eompensated, can be deducted as an expense. The same applies to fire loss or losses in auto accidenta which are not compensated by insurance. WORK CLOTHES, TOOLS. Th• cost and cleaning of uniforms and work clothes which ordinarily can• not be used as dress wear can be deducted. This· includes protective work shoes, gloves, caps, foul weather gear, clothing ruined by grease or paint, plus tools· bought for use on the job, or books and periodicals used in direct connection with work. UNION DUES. Dues and initlation fees paid to labor organizattons and most union assessments """ hP. deducted. 0 In Philadelphia Seafar.ers Hall "' ',JfJ~ ' Relaxing aroul'ld ·card table in Phil4delphia hall .I l~r I a r~ O. Gonsalves, deck; J • . Brennan. engine; Ji99s Jeffers. · • k . d I · h b k ·· · ·) engine., and ~oe Blac , stewar wit ac to camera , .are •• bet.w.~.en .ruinm.y.... hands. .. •·. , ·• -· .. .. '· ~ . ,. · •. • . . . .. ~ .., �__,______________________________ S K A. FA. R g R S t 0 G __________________________ ~.:.:..:.....::..:.::..=...::...:_..=-.::....::... 'THE PACIP:IC Yr :~ - ~: ' t : Rall Unions Discuss Merger Problems 1~ ... - ' Pal"e Five __:::.:...:~ I : COAST r-'-~- _.__.,.,_~_·_· SEAFABE:R ?iJQ"TJI!'!'-. SUP Reelects Officers, . SAN FRANCISCO-Union-wide . balloting by the Sailors Union of the Pacific over a two-month period ended January 31 with the reelection of all lncuntbent officers. For the first time, the. new terms of office will be for a two-year period. · Morris Weisberger was returned as secretary-treasurer over ·n ominal opposition, while assistant secretary-treasurer Jack Dwyer was reelected unopposed . . Other officials reelected were: San Francisco-Joe Pohorence, dispatcher; C. P. Shanahan, first patrolman; Jim Dlmitratos, second patrolman; William Berger, third patrOl!J'.lan; Homer Davis, engine · and steward patrolman; Seattle-Ed Coester, agent; George Lewis, patrolman; Portland-Frank Fellows agent; John Battles, patrolman; Wilmington-Gordon Ellis, agent; Ray Murphy, patrolman; Tony Finale, engine and steward patrolman· New York-William Aonstrong, agent; Geert Pott, patrolman; Hono: lulu-James Dooley, agent; New Orleans-Philip Monssen, agent. Matson Plans Active Year SAN FRANCISCO-Matson Lines has plans for a busy year for SIU Pacific District seamen. The company has scheduled 77 sailings in 1962, enough to carry 100,000 passengers to and f r o m + - - - - - - - - - - - - - Hawaii and the South Pacific. At take courses in sales techniques. the same, Matson announced it Convention ships will make it was launching an intensive cam- easier for delegates to bring their paign to develop shipboard con- families, who can use the vessels' ventions for two of its liners, Lur- recreation familities while meetline and Matsonia. ings are going on. After the meetMatson and the 'E. F. MacDon- ings, the whole family can be toald Company have developed a gether for the evening's fun, dining campaign to attract companies to and entertainment. use the vessels as seagoing conThe Matsonia and Lurline will vention ships where a "captive'.' be used as convention ships during audience can be shown new prod- the 60 sailings the vessels will ucts, develop marketing ideas or make between the West Coast and Hawaii. Matson has scheduled the Mariposa and Monterey for 16 voyages to the South Pacific. The Matsonia is also down for a special sailing from Honolulu to the Seattle World's Fair on April 19, where she will sei·ve as a hotel ship during her three-day visit. At Christmas time, the Lurline will make her seventh annual AGANA, Guam-SIU Pacific Dis- cruise to Acapulco. : trict unions have been successful in their ~fforts to prevent the USflag Chicot from continuing to sail from here to Far East ports with foreign crews. The ship had been operating under a Department of Defense SAN FRANCISCO - Negotiawaiver which permitted her to use tions between the SIU Pacific Disforeign crews while sailing under trict Unions and the Pacific Marithe US flag. This operntion had time Association are continuing been under attack by the three on a day-to-day basis in a lastWest Coast unions since 1960. The ditch effort to arrive at a contract unions. have offered contracts to settlement without a strike. the ship's owners but were reThe original strike deadline set buffed a number of times. for Tuesday, Febru.ary 20, has The Defense Department de- been pushed back on a 24-hour . clded not to renew the waiver after basis while negotiators wrestle the unions enlisted Congressional with outstanding Issues. support in their fight. In denying At issue are increases in welfare renewal, the department said, In benefits, retroactivlty to October Washington , DC, that the "waiver's l, 1961, as originally agreed upon, not in the interest of national de- and appropriate wage adjustfense, a ccordingly, waiver not ments. Agreement had previously granted." been reached on details of a clinic The ship's cwners, Jones and progr(.lm on the West Coast, while Guerrero Co., of Guam , must now employers have offered $150 use American crews, If it contin- monthly pensions with retirement ues its US-flag operation. at age 62. West Coast -.u nions Win Waiver Fight C·ontinue WC Pact Talks Pacific Djstrict Shipping I ' · Port San Francisco SUP 12/11 to 2/5 MFOW 1/1 to 1/31 MC&S 12/27 2/8 TOTAL '° 1,246 218 1,052 2,516 Seattle 238 60 r53 351 Portland 186 18 45 249 126 696 Wilmington ._570 (no hall) New York 172 53 80 303 New Orleans 101 8 1 110 45 24 28 97 Jionolulu San Pedro TOTAL (no hall) 2,558 '19 460 Cno hall) 1,385 79 4,403 ' -, Proposed mergers of maj~r US railroads, including the New York Central and Pennsylvania, are discussed by G. E. Leighty, chairman of the Railroad Labor Executives Association, at a press briefing in . Washington. A study conducted on behalf of the association by Leon H. Keyserling, prominent economist, warned that mergers would seriously affect employment and the national economy. Kennedy Names RR Tug Board To Resolve Manning Dispute More than a year after the end of the historic railway marine strike in which SIU Railroad ~arine Region members turned back the railroads' bid to arbitrarily terminate jobs on their New York Harbor tugs, President Kennedy appointed a commission to investigate the issues of the strike. SIU+·- - - - - - - - - - - - - - - - - - - - - - - - The Presidential group which US Bureau of Labor Statist1cs vice-president Claude Simmons was named to the com- will consider the railway marine commissioner; Lloyd H. Bailer. manning issue includes nine mem- New York arbitrator; Ternon H. mission. The strike, conducted by the bers, three from labor, three from Jensen, Cornell University profesRailway Marine Region, the Ma- management and three "neutral" sor of labor relations; L. B. Fee, New York Central vice president; rine Engineers Beneficial Associa- members: Ned R. Phillips, MEBA asso- J. J . Gaherin, Eastern Railroads tion, and the Masters, Mates & Pilots against 11 major Eastern ciate counsel; Simmons ; Capt. Labor Committee chairman; J. J. railroad and terminal operators, John M. Bishop, MM&P secretary- Maher, Pennsylvania Railroad latreasurer; Isadore Lubin, former bor relations manager. ended January 23, 1961. Both sides agreed to maintain the status quo on railway tug manning scales at the end of the stoppage which had ,spread as far west as Cleveland. In addition, the two sides resolved to participate in the Presidential commission in(Ed. note: The following account is another in a series which will vestigating the so-called "feather~ bedding" issue in the railroad in- appear in the LOG on Seafarers who serve as sh.ip or departmenti deLegates. Future issues wm carry interviews from, other SIU vessels.) dustry. A separate commission, which Sailing in the deck department of SIU ships for nearly 10 was finally appointed early In Febyears has given H. A. "Tony" Bergine a firm and capable ruary of this year, was to Investigate the issue of railway tug man- hand as delegate. The 36-year-old native of Minnesota is ning. However, the RMR and the current ship's delegate aboard-+ other unions involved have de- the Steel King (Isthmian). ship's delegate takes the grie~ance clared that any commission findShortly after joining the to the top leve~ - the engmeer, ings would only be taken under SIU in 1953, Bergine recalls, he bull mate ~r ~kipper. . advisement and would in no way began serving as deck delecrate On a ~hipw1de beef, Bergme "because I c~uld note.d. th<: sl~ii1's delegate goes be binding. yell louder than topside . with 1t, and a new ~P­ proach 1s called for on every ship. anyone else," he " On this ship you have to ease joked recently. in, very diplomatically. On some Experience others, you've got to wade in like SIU membership meetings aboard many vesyou have bolh guns luatletl." are held regcularly once a month sels since he on days indicated by the sm first shipped out Constitution, at 2:30 PM In the of Seattle has listed SIU ports below. All Seat a u g ht Bergine ,,,;:1 farers are expected to attend. that tact and a Bergine "<'1 Those who wish to be excused thick skin are should request permission by sometimes needed to handle the telegram (be sure to Include delegate's job. registration number). The next "If you really get down to the SIU meetings will be: business of being a delegate," New York March 5 Bergine says, "you'll find that there's no end to the fine points Philadelphia March 6 of representation which you can Baltimore March 7 learn." The routine beef and arrangeDetroit March 9 Houston March 12 ments which delegates can take care of are many. "Launch schedNew Orleans March 13 ules, fi1ail, shore passes In foreign Mobile March 14 ports, sailing board notices, are some of the day-to-day details that Monthly Informational and a delegate has to handle, and educational SIU meetings for there are all kinds of wrinkles." the West Coast membership Bergine, who makes his home E. L. Wheatley, president of have been authorized by the in Long Beach, Calif., and sails the International Brotherhood Executive Board, starting at 2:00 PM. and are scheduled In mostly out of Wilmington, likes of Operative Potters, receives th~ longer runs. l\farub as fullows; congratulations from Paul Being ship's delegate requires March 26 a different approach than depart- Hall, president of the AFLWilmington San Francisco March 28 ment del~gate, Bergine said. If a CIO Maritime Trades DepartMarch 30 beef can't be settled by the dele- ment, as ·his group becomes Seattle s....;.•_,...___.........._......._.....:_._.....:_.;....:._ _,, gate withiq his pf?~artment, the the 30th union to join MTP. SIU MEETINGS 30th MTD Union �' -Pate•·.·. SEAF~BEBS ROTARY ·SHIPPING BOARD (Figures On This Page CoveT Deep Sea Shipping Only In the SIU Atlantic., Gulj., Lakea and lnfund Waters· District.) January 1 Through January 31, 1962 Continuing a pattern of many years' standing, sh_ipping took its usual big dip in January, following the hot shipping and heavy holiday turnover in December. Overall, the January total of 2,390 men shipped was 600 off the December ·figure of 2,998. Surprisingly, · while the January shipping total dropped, the month's ship activity figure went up over December (see right). The 518 vessels serviced· last month represents an increase of 64 ships over the year-end activity. Compared to January of a year ago, both the shipping total and the ship activity figure show increases, indicating that 1962 is getting off to a g<;>od start for Seafarers. If this year's shipping pace continues in the same manner as last year's, then job turnover should be fairly rapid for all hands wanting to move out. Interestingly enough, while shipping fell off in January, Seafarers in the Class A seniority group more than held their own. The. total of 1,506 "A" m~n shipped last month was equal to 63 percent of all jobs filled. This figure is an increase of more than 10 percent over the · pe:rcentage total of "A" men shipped in December. .. This incUca~es how the seniority provisions are working ou~ for top-rated men, with the big shipping drop coming in the· lower-rated Class C · group. · ~ The "C" shipping. total for the nionth of January was about 10 percent, with only 270 men shipped as compared to December's total of 588. Class B totals also. fell off. 614 "B" men filled sleep-sea berths while ·in December, 828 "B" men shipped. Registration was off for both Class A and B men and, at the end of the month, there was only a slight increase in "B" registration. This is a good omen for next month which is expected to have fair to good shipping · from most ports. · Ship Aci!vily ,., Sit• •• . ·~ lo1toa ••••••• 18 . Oat Traaa. TOTA'l. 0 10 - Now Yorlr •••• 50 11 Plillaclolpllla • ~ · I laltfMore •••• 14 4 16 . U.7 t 11 25 Norfolk ••••.. . 6 5 t H Jack10.vllle • • 4 Tampa • • . . • • • 1 Moblle .. . ..... lt Now Orlea•• .. 10 Houston •••••• 10 Wilmlngtoa • • • 0 San Frandsco. • 4 Seattle . .. .. • .. 6 2 0 10 9 H 10 37 69 15 10 9 11 17 16 81 15 19 21 305 511 TOTALS . • , .150 t 2 0 5 6 H 43 41 J9 DECK DEPARTMENT Registered CLASS A GROUP Port ......... .. Boston New York . . ..•.. •••.. Philadelphia ........•. Baltimore . . ..••.• .••• Norfolk Jacksonville ...•.•.... Tampa . ............. Mobile . New Orleans ... . ...... Houston Wilmington . . . ... . • •• . San Francisco . ...•..• Seattle .......... .. .. .... ... . ..... ..... ......... TOTAf~ I 2 45 6 12 8 15 1 18 46 33 11 16 11 224 Registered CLASS 8 "GROUP SALL 2 I 0 3 21 7 74 23 142 3 21 5 I 32 0 60 2 39 9 12 25 1 5 20 2 37 0 2 2 5 0 27 8 I 53 0 63 27 136 2 52 21 106 4 21 1 5 5 22 43 2 5 5 33 0 17 357 119 I 100! l 5 2 2 18 6 7 3 8 0 ~ s ·3 34 4 18 8 8 2 7 15 20 3 6 4 15 21 8 6 9 U6 132 Shipped CLASS A Shipped CLASS 8 GROUP ALL 5 65 10 27 12 16 2 10 32 45 12 14 13 Shipped CLASS C GROUP I 4 32 6 13 7 7 0 14 16 44 1 17 7 2 3 ALL 1 3 1 8 0 64 18 114 5 17 6 29 l 29 50 0 8 17 27 1 3 15 3 25 1 1 0 1 0 21 8 43 0 62 14 92 0 75 24 143 2 13 4 18 0 22 9 48 1 17 8 32 0 1 263 ;i6s356t o6T63o 11 G'ROUP 2 I ALL 0 2 2 14 23 42 6 6 13 3 11 14 0 8 9 -3 5 9 0 0 0 6 0 6 21 6 15 6 27 35 0. 4 4 2 12 9 21 11 32 61 127 I 199 1 Registered On The Beacfl CLASS B · CLASS A 10TA1 SHIPPED CLASS GROUP GROUP I ALL . 1 2 I ALL 3 ALL A 2 B C ALL 1 16 1 8 2 11 5 4 25 0 3 8 1 1 5 4'2 18 174 82 132 .4 2 256 .5 22 51 9 18 114 78 j 2 2 12 26 0 5 6 29 13 48 9 5 6 65 38 1 1 50 46 14 1 77 11 125 3 19 34 2 10 12 10 0 23 0 5 42 13 6 27 9 6 9 7 . 16 2 4 9 25 43 15 . 19 36 0 9 9 18 0 1 2 1 1 1 2 6 9 3 3 0 0 ·9 80 0 4 5 41 0 2 43 6 2 51 34 5 9 :92 53 4 21 29 22 9 122 63 76 25 164 2 7 21 27 48 9143 35 9 187 53 69 19 '141 0 2 13 3 26 1 10 4 3 25 10 2 13 3 18 11 12 10 10 48 5 17 0 70120 25 7 .52 1 2 32 11 2 32 2 66 15 10 1 26 0 8 3 ---40 I 77 630 199 77 I 906 '363 509 12'1 I 999 12 131 175 I 318' 2 0 6 1 0 1 4 0 2 4 2 . 0 3 0 0 0 1 1 0 1 0 1 1 0 0 9 0 8 29 • ENGINE DEPARTMENT Registered CLASS A GROUP pOrf 1 0 21 1 5 4 5 0 0 22 12 6 8 1 85 Hoston .. ... .... ... . New York . ........... Philadelphia ..... ..... B11Itimore . . .......•.. Norfolk J acksonville ....•..... T an1pa . ... ..... ... .. . Mobile ... ....... . New Orleans . ......•. . Houston Wilmington . . . .. ..... . San Francisco . ....... Seattle ......... ....... .. . ........... TOTALS Registered CLASS B Shiooed CLASS A GROUP GROUP 2 3 ALL 3 ALL 1 2 2 1 2 1 2. 1 5 83 21 11 29 32 72 1251 21 25 0 3 16 8 8 41 21 51 2 31 5 8 22' 1. 15 6 5 12 3 15 l 21 1 11 16 4 5 0 1 0 1 5 0 29 15 7 36 1 5 9 81 12 115 1 26 25 52 52 71 ·1 25 18 7 44. 13 2 21 2 8 3 13 22 5 , 35 1 4 2 7 21 6 28 1 4 14 9 399 73 I 557 23159 116 I 298 Shipped CLASS C Shipped CLASS 8 I GROUP GROUP 1 2 2 3 ALL 3 ALL l 4, 1 2 1 4 2 1 1 23 25 59 14 57 11 82 11 3 9 15 21 0 15 6 3 3 31 41 0 20 7 10 : 10 2 10 11 1 4 7 7 0 4 1 12 2 6 4 . 12 7 1 0 0 1 0 1 1 0 10 15 4 3 ·7 5 24 0 14 67 10 91 2 13 10 25 12 87 2 . 26 30 . 58 67 8 2 1 1 11 7 8 10 2 9 20 31 1 2 Ii 8 3 25 4 34 :2 14 io - 26 5 75 323 54 I 452 24 117 119 I 260 CLASS 2 3 ALL A B 1 1 7 4 0 20 14 38 82 59 2 15 0 2 21 1 41 20 1 0 2 3 5 11 10 12 9 12 6. 3 2 1 1 2 0 1 24 10 0 1 5 91 25 4 0 19 . 87 12 5 58 4 10 2 11 0 9 1 4 31 3 7 34 26 4 3 51 38 1- 98 1452 260 l 0 4 0 0 0 0 0 0 1 2 2 0 0 9 STEWARD · DEPARTMENT Registered CLASS A GROUP Port Bos . .... . .... Phil. ..•. NY Bal ...••. Nor . .••.. Jae . ..• •. Tam .•••• Mob . .... NO Hou ..... Wil , •• • , SF . ... . . Sea . ..._,. .... TOT AH 1-s 1 1 2 2 1 10 32 13 3 9 1 1 13 6 0 9 3 3 7 6 1 0 1 8 4 6 9 34 16 27 17 7 2 5 3 2 9 &. 4 4 5 50 159 81 3 ALL 3 57 13 20 5 7 1 25 58 24 2; 8 9 232 Registered CLASS 8 GROUP Shipped CLASS A GROUP 1 1 3 1 2 3 ALL 1-s 1 2 0 3 4 0 3 0 7 112 3 27 33 6 14 15 26 0 iO 11 0 4 3 41 4 2 16 22 2 13 5 17 3 3 6 12 1 5 2 23 4 3 3 10 3 8 1 3 1 0 0 1 0 1 0 43 0 0 22 22 1 4 2 117 0 2 24 26 5 20 10 75 . 3 2 29 34 7 23 12 12 2 0 3 5 0 2 1 24 1 2 12 15 1 10 3 22 2 1 10 13 2 5 I 6 I I -522 251816Tnos 28 112 / 60 l - GROUP Registered· CLASS lJ GROUP 2 2 3 ALL 1 224 357 119 I 100 15 116 85 399 73 I' 557 23 159 81 232 I 522 .- 25 · 18 209 518 837 424 11779 -~a. ..:~,~ 1 DECK - ----ENGINE STEWARD - - - -GRANO 101 ALS . 2 3 ALL 2 2 0 25 0 22 6 5 0 4 4 0 11 0 9 5 4 1 1 0 0 11 0 11 23 0 23 39 1 34 4 1 3 5 5 0 19 1 18 4 140 I 155 l 2 1 3 1 0 1 0 0 0 0 0 0 0 0 0 2 0 1 0 1 0 0 2 0 0 0 0 6 6 c 1 38 2 1 5 9 2 1· 5 19 2 4 .7 96 Registered On The Beach CLASS 8 CLASS A GROUP 2 ALL l 12 1 8 179 33 123 20 38 1 62 11 60 26 3 19 .33 2 13 4 1 10 35 6 44 121 35 103 164 20 68 23 5 13 44. 9 30 16 67 5 I 808 132 527 . ' GROUP . 3 ALL 3 ALL 1 2 1- - ., 6 0 9 0 22 178 12 95 38 45 8 2 5 3 23 0 57'' 7 '78 4 34 19 23 0 11 20 1 9 11 6 1'1 3 18 0 12 0 1 1 3 4 18 55 0 10 .6 5 31 26 60 9 147 3 48 21 27 95 0 7 9 1 • 12 1 19 2 1 8 45 0 5 6 ·9 25 0 "' 6 3 4 68 I 727 21 190 14.S I 359 Registered On The Beach eLASS 8 CLASS A GROUP GROUP CLASS 3 ALL A 8 c ALL 1-s 1 2 3 ALL 1 2 3 ALL 1 3 11 0 2 9 1 1 7 2 2 2 5 1 41 5 34 53 30 89 204 2 25 23 129 22 23 81 18 21 2 11 0 36 5 8 9 5 3 6 17 16 17 13 6 21 32 96 5 42 -10 32 17 37 4 3 2 3 35 21 2 14 6 5 10 4 7 . 8 32 0 8 13 11 8 22 3 3 3 9 6 34 4 3 9 7 12 5 17 6 19 1 0 1 2 2 12 2 2 3 0 1 0 1 0 24 0 24 68 0 36 12 . 14 9 33 11 0 0 25 0 5 44 49 40 29 89 175 0 23 11 I 130 17 9 11 96 2 24 70 4 30 29 12 19 39 5 82 5 127 10 5 5. 0 6 21 1 18 7 4 4 7 3 6 8 6 6 7 47 1 1 9 32 9 12 5 21 3 24 5 3 3 24 6 0 12 I 18 2 8 47 6 8 19 2 2 26 2 28 197 I 258 87 4.21 155 9 f I 674 105 215 127 335 I 792 31 75 ---, SUMMARY I Reglsteted CLASS A GROUP GROUP 3 ALL 1 2 5 0 81 3 46 6 13 1 15 35 0 13 2 5 15 0 3 1 1 0 18 25 0 61 96 0 82 4 40 8 0 5 10 24 0 13 26 o . 224 I 4.24 11 : . .TOTAL SHIPPED Shipped - CLASS C Shipped CLASS 8 I TOTA1 SHIPPED Shipped CLASS A GROUP Shipped CLASS 8 GROUP Shipped CLASS- C uo Registered On The Beach CLASS A CL4SS 8 GROUP ~ROUP CLASS 3 ALL 1 2 3 ,JiLL 2 C ALL I 8 ALL A B 12 363 509 127 I 999 13.1 1.7i; I 318 I 906 630 199 77 40 I · 77 452 260 · 96 I 808 132 527 68 I 727 21 190 148 I 359 38TTs 75 I 87 424 155 9'7 I 676 320 127 . 335 I 1s2 3'1 28 197 I ·256 l53 I 26211506 614 270 j2390 SJ.~.. 1163 5~~ 12508 64 349 520 l 933 GROUP 3 Al.I_. I 2 3 ALL 1 B 2 8 Al·L 1 132 I 263 168 356 106 I 630 11 29 01. 127 I 199 8 116 I 29-3 75 323 54 I 452 24 117 119 I 260 9 • 151 164 I 207 140 60 224 I 424 11 4 I 155 6 · 6 ~\2, l 'Z68 ~ ~3 . 7.391ft ll.50.S ~ Jfl •. Vl~ i.~H J ,fJJ.4 ~J ,4 ~6 TOTAL SHIPPED �l'eliJ'aarF, IHI TB~B . ~• . SE.4.P..4RER~ GREAT .LAKES SBAFABEB .......L...............,c1.. ~ ~illi1111L/~I--- t_____...,;l:f, ..... Roen .Crews Discuss Contract ~ Roen Steamship Company crews met in Sturgeon Bay, Wisc., to give the SIU complete backing-including strike action -to attain contrad demands. At the table I 1-r I are SIU representatives Scottie Aubusson and Jerry Westphal. Higher Freighter Wag~s Okayed By 16 Lakes Co's DETROIT-A new wage scale for bulk freighters increasing wages from 8112 cents to 10112 cents an hour has been agree~ to by the SIU and 16 contracted dry cargo companies. Membership ratification of+ the agreement has taken place into effect for any other type of unlicensed rating carried aboard SIUat membership meetings contracted freight vessels. throughout the Lakes. · Negotiations for the wage increase were provided for in the contract signed on October 20, 1961, and were realized early this year in agreements with the companies. Meanwhile, negotiations are continuing with passenger, tanker and special operations companies toward completion of agreements to cover the crews of these vessels until July 1~. 1963. Besides the increased hourly rate for various specified ratings, corresponding increases also go Job Security Cards Issued DETROIT-Thousands of Great Lakes Seamen's Welfare Plan job security program Identification cards have been mailed out to Great Lakes seameu as the SIU begins preparing for the 1962 shipping season. The blue, wallet-sized cards now in use by all Great Lakes seamen will serve a dou hie purpose: ideniify members of the Welfare Plan and serve as seniority docum e nts . at fitout time. During last year's lay-up, cre·ws filled out lay-up lists to expedite job calls at the spring fitou t. Job assignments will be made accordin g to niority within each fleet using these lists and the ID cards. In cases where a man has accumulated seniority with more than one company, he will have to choose which company he wants to r emain with, as this is a requirement of the program . IN 1f-IE llCOPITAL ~ CAL! SIU HALL • IMMEDIAtELYi At fltout, new copies of the standard freight agreement will be available and will incorporate the new wage scale into the text of the contract. The 16 companies which have agreed to the new scale are: American· Steamship Company-Amersand Steamship Corp.; Browning Lines, Inc.; Erie Navigation Company; Erie Sand Steamship Company; Gartland Steamship Company; Redland Steamship Company; T. J. McCarthy Steamship Company; Midland Steamship Llnes, Inc.; Tomlinson Fleet Corp.; Reiss Steamship Company; Pioneer Steamship Company; Buckeye Steamship Company; Huron Portland Cement Company; Penn-Dixie Company; Wyandotte Transportation Company, and Kinsman Transit Company. . Treasury OKs Lakes Pension DETROIT-The US Treasury Department has approved the IBU's Great Lakes Pension P lan and benefits should go into effect shortly. Treasury approva l has be en pending since the retireme nt program. was initially negotiated last year. The pension coverage is apart from the welfare program which has been operating for IBU Great Lakes Tug and Dred ge Region members on the Lakes since last fall. The welfare set-u p is t.h e s ame as the Great Lakes Seame'n•s Welfare Plan that was origin all y negotiated for Lakes se:.imen and then broaden ed to in clude IBU mem bers as well. Welfare coverage for Lakes tug and dredge worke1·s went into effect in September and has bee n building up sinco then. Now that the Government has approved establishment of the pension plan, detalls are bdng worked out on contribution rates ft·om the compa- nies. 'u j Pare Seven · LOG Congress Reversal Urged: Hodges Nixes Ore Ship Subs.idy . WASHINGTON-The SIUNA and AFL-CIO Maritime Trades Department have urged Congress to reverse the decision of Secretary of Commerce Luther Hodges, denying construction subsidy for two giant ore carriers for the SIU-contracted Ore Navigation Inc. The Bethlehem Steel s u b s i d A - - - - - - - - - - - - - - - - - - - - - - - - iary had asked for a $15 mil- declining over the years, while both at sea and ashore. Telegrams of protest were sent lion construction subsidy to bulk cargo trade has become the build two 51,400-ton ore carriers for American-flag operation . The rejection was seen as a' reaffirmation of the outdated policy of giving Government aid only to general cargo and passenger liners, even though the bulk of American foreign cargoes now consist of basic raw bulk materials such as iron, aluminum ore and oil as well as bulk grain cargoes. Hodges rejected the subsidy application despite its support by virtually all segments of the maritime industry. The rejection means that Bethlehem will bu.ild the ore carriers in foreign yards. It's probable that the two bulk ships will be registered under the Liberian or some other runaway flag. The two 51,400 deadweight-ton ore carriers are expected to be operated on an ore run between Liberia and Sparrows Point. Last summer, the old Fed'eral Maritime Board provisionally approved the construction subsidy, but Hodges put off a final decision until this month. The Secretary now 'claims that subsidizing the ore carriers would establish a precedent and disrupt the Government's replacement program for liner-type vessels. However, the old Federal Maritime Board noted that the 1936 Merchant Marine Act does not prohibit subsidizing private carriers as opposed to common carriers . SIUNA President Paul Hall, in a telegram to Hodges protesting the rejection of Bethlehem's subsidy bid, noted "of all segments of our merchant marine, probably the most inadequate and obsolete is the ore carrying fleet." Despite long-time Government ope1·ating and construction subsidies, the liner trade has been for SIU MEMBERS I E'VEf!lfrUING 'PtJ NEE:D JN S&t\ GGAR most important part of the na- to all members of the House Comtion's overseas commerce. mittee on Merchant Marine and "We are now importing about Fisheries, headed by Rep. Bonner, 25 percent of our iron ore, and the Senate Commerce Compractically all of our bauxite and mittee, under Senator Magnuson. large percentages of other strategic The wire to Congressional comores on foreign-flag ships manned mittee members said, in part, "In by foreign crews owing no allegi- view of fact that the Secretary's ance to this country," Hall noted action has closed the door to in his telegram. American shipping companies inCalling on appropriate Con- terested in carrying vital bulk gressional committees to investi- cargoes used in defense-which is gate Hodges' decision, Hall said currently carried almost excluthat approval of Bethlehem's ap- sively in foreign-flag ships - we plication would aid our shipbuild- think it imperative that your coming program and would provide mittee examine the wisdom of this employment for skllled craftsmen 1 dec ision." An attempt by an airplan~ parts manufacturer to skip out on his unionized plant by subcontracting work and moving some machinery to a non-union area failed in St. Louis. A US District Court ruled that the company must rehire 167 Machinist District 9 members and pay $190,000 in back wa2es. Meanwhile, the company's non-union plants in Rector and Walnut Ridge, Ark., voted for Machinist representation in an NLRB election. ;t t t The 28 regional offices of the National Labor Relations Board collected back pay totalling $1.65 million last year for illegally-fired workers. This is an increase of 95 percent over 1959 and 31 percent higher than the 1960 total. In addition , 2,349 employees who were illegally discharged were offered reinstatement, and 31 back pay proceedings were initiated, more than in the three preceeding years combined. t t t The Northern Virginia Sun, of Arlington, Va., was found guilty of unfair labor practices by the National Labor. Relations Board. The newspaper was or· dered to reinstate 24 members of Typographical Local 101 who were laid off or fired in 1959. The NLRB also ruled that the newspaper unfairly Jired an advertising salesman because of his support of the Washington Newspaper Guild. Labor Secretary Goldberr presented certificates of merit to 22 union, management and Government representatives for the role they played in bringing in two Atlas missile complexes weeks ahead of schedule. He cited the achievement as "a great voluntary effort" and read a letter from the President congratulating labor and management for their cooperation in expediting the projects. t ;t ;t The NLRB has found Florida'• biggest roadbuilding firm, the Cone Brothers Contracting Comi:·any, guilty of misconduct "of the most flagrant type" against employees who went on strike in 1960 .. . Hourly pay rates of union building trades workers in major cities rose an average 1~ cents during the year ended last July 1. The Glass Bottle Blowers have served notice on employers that the "deliberate anti-labor moves" of the Ball Brothers of Muncie, Ind . could shatter a 77-yea r record of Industrial peace. Ball Brothers is planning to close its plant at Muncie to transfer operations to a non-union plant . . . The South Dakota Supreme Court has declared unconstitutional a Sioux: Falls city ordinance prohibiting union memb ership by employees of the city's fire , police or health departments. Afoundria earries Unusual Cargo At#J SUOP.E WEA~­ ~A ~BRlS4 IO AScVV.J5s1Cf:z..· AL.L ATsPECIAL- SEA CJ.IE.ST PRICES your SEA CHEST SHORE WEAR l SEA GEAR SEA GEAR ' SHORE WEAR INJH~ lltw r'a<K~ 'SAt1JMc;ep -l(AIJ.S One of the sections of monorail train which is headed for Seattle fair is shown being loaded aboard the Afoundria (Waterman I in Bremerhaven. The high-speed Germanmanufactuted ears are expected to be a pri me attraction of ' the Seattle exposition. �Pq-e Elrl1t · THE sru· ts ~ -if Sea-Land Buys Three Esso Tankers; :INLAND BOATMAN Waterman Seeking Bull Line C-4s - Acting on its plans for e~pansion in the domestic trades, the SIU-contracted Sea-Land Service has purchas~d three Esso tankers for conversion into trailer-carrying ships. The Esso Raleigh, Esso New Orleans and the Esso Bethlehem, all T-2s, will be cut apart, be welded to new mid-body sec-+ tions and converted to handle Sea-Land had purchased three bach, the last common carrier in 476 trailer boxes. One other other T-2s, the Summit, the West- the -service, suspended operiitlons tanker, as yet unspecified, will field and the Ridgefield, with the last year. Luckenbach had been also be converted, making a total intention of converting them into losing heavily in the service as a of four ships for this trade in all. trailerships. They have been by- result of transcontinental rate cuts' The first of the mid body . sec- passed for the Esso vessels because on canned goods by the railroads. tions has been completed in West the latter have more horsepower. Canned goods from California are Germany and is now being towed One of these three ships may be the biggest single item in the interto the US. It is due to arrive here used for the fourth conversion job, coastal business. Sea-Land's intercoastal operasometime next month and the com- or possibly another tanker may be tion with C-2s is a holding opj!rapletion of the job is expected by purchased for that purpose. At present, Sea-Land has three tion until the more efficient conJuly 1. Sea-Land is aiming to complete all four conversions by the conventional C-2s operating in the intercoastal trade. The company tainer-ships can be introduced in end of the year. entered the trade when Lucken- this service. · In another move to expand operations in t he domestic trades, Waterman of Puerto Rico wants to buy two C-4s, the Alicia and the Dorothy, which are also in the process of being made over into trailerships for Bull Line. The latter company has announced that it is asking the Maritime ComHOUSTON-March 8 has been designated as the target date mission for pe1·mission to sell the for the opening of the new Houston hall for Seaf ~rers., If..no vessels to Waterman. Waterman of ·New IBU members are boatmen on tug Universal of Lynch Puerto Rico would use the two last-minute hitches develop, Seafarers should begm sh1ppmg Jirothers Company, which has: ·,ust come under IBU contract ships in the Gulf to Puerto Rico out of the new building on-+ that date. coast. The port complex of Houstrade. in Wilmington, NC. Pictured ( • to r.) are deckhand Morris The new hall is located at ton, Galveston, Port Arthur, Texas Seller, mate Andy Squires, engineer Stacey Brown and The C-4s are undergoing a parcanal Street, corner of Nor- City and Beaumont is rapidly be5804 assista'nt engineer L. C. Milliken. tial conversion in Todd's Shipyard in Seattle which would enable wood. It is a two-story building coming one of the country's top them to carry as much break-bulk located on a 100' by 75' plot, offer- shipping centers. The SIU already cargo as conventional C-2s plus ing considerably more space for has a hall operating in Port Arthur to further organizing cam168 35-foot trailer bodies and SIU men than the existing hall. paigns among harbor craft and additional deck cargo. They are Houston has been on a consistthe former Marin~ Panther and ent uptrend as a major SJU · sh~p­ other related marine activities. The main deck of the new hall Marine Fox. ping port, reflecting booming conwill serve as a shipping hall and Before buying the Esso tankers, ditions on the upper Texas Gulf provide facilities for Union busiBEATTYVILLE, Ky,_.:.A key victory in the· riv~rs area ness operations, Union records and other functions. Recreation facil- opened the new year for the SIU Inland Boatmen's Union ities and meeting space. are provided on the second deck. The when employees of, Kentucky River Collieries voted to hall is air-conditioned throughout. join the IBU. The win was• QUESTION: What's your reaction t,o the idea of having a workThe new hall is considerably scored in a National Labor election.' The newest victory give• closer to the waterfront than the Relations Board election here added impetus to the IBU rivera .Ing wife7 · existing offices. The turning basin, January 23. It follows an earlier campaign and is expected to tnfluvictory in November of last year ence the outcome of th.e IBU drive Juan Leon, deck: Never. A wom- main piers and grain elevator are when employees at Inland River throughout the non-umon fleets in Jack Winley, deck: I think it's a within easy reach. darned good idea. Lots of Seafar- an after she's married should· never The telephone number of the Company, which · operates on the the .:-area. go to work. My ers are raising -------new hall is WA 8-3207. Seafarers Mississippi River and the intrawife doesn't work families and buycoastal canal, also voted for IBU now and she nev- who have deposited their gear ·at representation. Inland River has ing homes and, er will as long as the existing hall are reminded to with the w i v e s since come under IBU contract. I make a living. pick it up as soon as possible working, the y Kentucky River Collieries operBefor e we were since there is no provision for a don't have any fiates three boats and eight tbarges married, my wife baggage room in the new building. nancial thoubles. w h ·i c h transport coal from this had a job, but If a married river port to Ford, Ky., along a she hasn't had to w oman doesn't 78-mile stretch on the Kentucky go back to work have children, a River. There are 18 'boatmen in t;;,;;;.;.....,~..._ since our marjob should keep HOUSTON_..:The world's largest the company who will be covered .her - occupied and bring in extra riage. A woman has enough to do non-self-propelled aluminum barge by the IBU. money. Later, she can quit work looking after a home and family. Await Certification ts being put into service as part of and raise her children. As soon as official certification ts the !BU-contracted National Ma;t ;t -;t Leo McGravie, deck: Absolutely; received, the IBU will begin nego- rine Service fleet. It is designed A. Bell, steward: Heck no, with a wife should go to work. Who taxes the way they are now it · tiating a Union contract with the to obtain chemical cargoes for else ls going to would lbe worth company. The firm maintains its water transportation that cannot it for me to pay keep the old man headquarters in Winchester, Ky. be carried in steel barges. BAI...TIMORE-Baltimore's main my wife a salary when he's on the Last fall, employees of the comship channel finally is going to River Use beach? I defiinstead of letting pany as.ked for l}nion protection, get a 42-foot depth and an 800- and the IBU, which r e c e n t 1 y 11itely t h i n k a her go out to According to a company statefoot width-after 15 years of opened several offices to serve in ment, the 50 by 100 foot barge is work and pay wife should go to trying. t ax e s . Anyway, work. Th is also its organizing campaign, was ready going into operation on the keeps her out of it just c re ates The Arundel Corporation has to act on their behalf. On October Mississipp·i-Ohio Rivers system in mischief . w hi I e more unemploybeen awarded the contract to pro- 10, the IBU petitioned for a repre- carrying alcohols, benzene, lube ment; her husband is women ceed with the work. Arundel was sentation election in t he fleet and and edible oils, tallow and 111rd. at sea, Me? No, w o r k i n g keep low bidder with a $5,858,365 offer. a preliminary NLRB hearing was Some of these substances cannot I'm not married. men out of jobs. My wife doesn't be hauled in conventional vessels The contract calls . for pumping held some time later. work; it just isn't worth it. ;t ;t ~ Company officials were deter- because of their acid nature. some 3,170,000 cubic yards of maFelix Bonefont, engine: A wife terial from the Curtis Bay and Fort mined to keep ·the ~BU off the KenThe barge is being made avail· should work to help · with houseMcHenry sections of the channel tucky River. They tried the tactic able to chemical and connected hold expenses. of calling all ··employees to a comClarence A. Collins, steward: If to a di sposal area in Hawkins· P oint. My wife doesn't there are young children in the pulsory meeting ·in Winchester the industries on a spot basis without Enc~osed Area work, but we day before.· the election in an at- the necessity for · a long-term use family, I don't That disposal area will have to tempt to coerce ·the boatmen's contract. It will be used in inha v.e two kids th ink a wife be enclosed or diked in with an choice of a bargaining represen- tegrated tows with steel barges in and she has sh o u 1 d go to the operations of the company's earthen structure of some kind. enough to do tative. work. A mother's fleet of eighty-five barges and raising the famHowever, when the chips were In addition, another 12,200,000 place is at home twelve tugboats. ily. B e f o r e we down, the boatmen stood by the cubic yards is to be removed from looking after her Aluminum barges, built of metal had any children, children and the the outer sections of the channel IBU. Eight votes were cast for the my wife went to house, My wife and can be pumped overboard for Union compared to four "no-union" from five eighths to seven eighth:I work and helped j u s t started to the most part in specified disposal ballots. · One vote was challenged of an inch thick, are more costly pay the bills. With children, it's work, but I've areas. This material is to be exca- and could not affect the outcome than steel barges of similar size but can carry up to 15 percent . different. A mother ought to stay been laid up fo1 vated from a 15-mile stretch from anyway. home and see that her children are a while. Our children are all Cralghill channel through the · Captains and re l I e f capfalns more cargo because of their lighter were not eligible to vote in the weight. raised right. grown, anyway. Brewerton-Fort McHenry angle. Houston-Will Open New Hall March 8 Kentucky Collier Voting Booms·Rivers Campaign • Channel Work For NowBaltimore Underway Aluminum Barge Gets Gulf Trial �....111817. lift SB..4F..4RERS toe ' YES By REAR ADMIRAL WALTER DEANE INNIS lfnited State• Navy, Retired to . the Maritime Administration statistics for ocean goin1 ships of 1,000 gross tons and ~ver, released 3 OCt. 1961,.. the number of U.S. priva~ly owned merchant ahips under· foreign ftags is reaching proportions which · can cause grav~ concern in time of war. '.I'oday there are more U.S. privately owned tankers under foreign flags than under the Stars and Stripos-356 as apinst 333. Of the bulk carriers there .are 50 under foreign ftap ~d 60 under U.S. · Dzy cargo ships - including combination pas5enger-cargo vessels-total 34 under foreign flags and 59:; under U.S. A - I C it februa . - NO By PAUL HALL president, Sea/aren lrdernnlional lfnion, and president, AFL-CIO Maritime Trades De.p t. OR SEVERAL YEARS, particularly since the end of the Korean War, tho foreign co.m merce of the United States has been . drifting out of the hands of the American people and the Ameri'can government. This has happened · because of the de-velopment of the runaway ship device. __ What'is a "runaway ship?" Let's make "a comparison. Just suppose that a district was set up in the United States in which U.S. ·~aws did not apply. Imagine that one of our automobile manufacturers set up a factory in that · district. He then went . to any part of the world where cheap labor was available and imp0~ workers. These workers· would receive the same rates of pay, ·as prev'ail 'in their native lands, from $40 to $100 a month. MERICAN owners have 76 tankers under construction·since U.S.:Jaws would not apply to the district, the United all in .foreign yards~all · destined for foreign registry. States woUid . not collect any taxes from the earnings of this Under construction in European yards are three .American- company. In fact, the .company wouldn't pay taxes to any• owned dry cargo ships, all to be registered un<;ter the United body. Kingdom flag. This, in a nutshell, is the runaway ship operation. Th~ . These few statistics are sufficient to sh.o w that something owners of runaway ships are in ·u.s. business. · In mpst Is wrong.· Why . are these ships flying what their O"'.ners call instances, they carry the raw materials upon which our grea~ ••ftags of necessity," their competitors refer to as "flags of conindustries depend, for example: iron ore for such companies venien~e,'" and· the labor Unions term "Runaway flags?" · as U.S. Steel; aluminum ore for major outfits such as Alcoa The first reaction is to blame the American owner as unand Rey~olds; oil for Standard Oil, Gulf and Texaco; bananas patriotic and concer~ed only with the maxi~num profit, and for Uniteci fruit; gypsum, maganese, copper, tin, coffee-'to say foreign registry shouid' be 'stopped. But further study .al~ost" every essential for every-day Jiving. But these ships, shows that this is not so; the owners are being driven from which operate in American trade for the benefit of American under the Stars and Stripe~ by the unrealistic demands ·of industry, are registe.red under runaway flags. There are 1,60() the unions and they are doing the best th~y can in the cir· of them in all, about one-third of them owned by Americans. cum~tances . ·Most of the rest are chartered to. these giant American com.. A-National Academy of Science study in 1959 recommended ' panies. that .'the U.S. government take steps to assure continuance of What: is a runaway flag? Liberia is the most prominent "'flags of necessity'' agreements pending possible' . development .example. To register a ship ·under the runaway flag of Liberia, of economically competitive shipping under the U.S. flag. The the owner simply fills out some papers, pays a registration fee Defense Department and Department of Commerce ·have de• 'of $1.20 per net ton on his ship, and annual dues of $200 a clared the importan~e of their continuance for reasons to be year. From that point on, he pays taxes to nobody. His ship shown below. . never goes to Liberia. He does not hire Liberian crews. Ho Registering U.S. owned ships under "flags . of necessity ... is not supervised in any way by the Liberian authorities. Ho started before World War II. Oil companies, operating shipping is no! making a genuine foreign investment. He has simply as a supporting function, needed to expand their fleets of purchased a tax loophole. Before he had that piece of paper,. tankers to ensure a steady· flow of petroleum. Because of the he had to pay 52 percent of his earnings to the U.S. Afterwards, highly competitive market, economy of operation was impera- be keeps ~he 52 percen.t. The money, if properly handled, ill tive. · Panama, .H-0nduras and Liberia permit registration of ·the form of interest-free "loans," capital gains disbursements U.S. ships with retention of control and .owneJ.ship by U.S. or investments overseas, never has to come back to the U.S. interests, so ml!nY oil companies registered their tankers with subject to income or corporation taxes. these countries, paying wages equal to European · standards, ow MUCH is . this tax saving·? On a single -tanker voyage which enabled them to compete with European shipping. from the Persian Gulf, the value of the oil cargo will bo As labor and operating costs under the U.S. flag increased, inci:eased by : $180,000 or more, depending on the vessel's size. more ·and more owners have been forced to register under An oil company, by transferring all of the gain to its runaway· foreign flags. Strikes aggravated the situation. Shippers, subsidiary in the form of a transportation fee, can avoid all whether American or foreign, want depen.dable, efficient trans· of the 52 percent federal tax, in this instance, some $93,000. portation. Strikes mean delay and. Joss, so business is trans· Are wages a factor? Sure, the runaway operator saves ferred elsewhere. With a . world surplus of shipping this business is quickly absorbed, often is Jost to the U.S. because it is . heavily on wages also. But the wage savings are often chicke11 feed 'c ompared to the tax item. On that same tanker voyage, usual to schedule operations well ahead, and most shippers sign the· operator saves . about $18,000 in crew costs by recruiting a 18-month contracts. U.S. owned "flags of necessity" are · · foreign crew. His tax savings are five times as great. The proof modern, efficient, and fast. ·of the pudding is that British companies also use runaway flags, and in their instance, the wage savings are negligible. T MUST not be supposed that ~·flags of necessity"' are flown Putting money issues aside, how does this practice affect for economic reasons only. Before the U.S. entered World our national security? The gi ant corporations which profit from War II, the Neutrality Act forbade U.S. ships to enter the war zone. The delivery of goods to the Allies .was ·essential to the 'the runaway device claim that these vessels are under "effective contror• in ·times of emergency. But during the maritime interests and sympathies of the U.S. and these "flags of necesnegotiations last summer they claim~d that these ships would sity" ships were able to deliver them •. transfer away from Liberia if U.S. maritime unions organized , .. In more recent crises, their value has been shown again, them. They declared flatly that the U.S. would then lose particularly in the Middle East. In spite of the understandings control of these vessels. An occasion for such a transfer is the within the framework of NATO, shipping has nof always been chance. to get ~ contract carrying Russian oil. When _the available for the support of military operations. Indeed, there have been times when this would have been detrimental. For Russians pay more than Jersey Standard, then the Russians example, the U.S. flag in support of either the Suez operatio~ have "effective control." Many of the indepe~dent · runaway operators, (those not or the Lebanese cris~s of 1958 would have added to the interdirectly linked to an oil company) such as the Niarchos in• national repercussions in . the area. I.t is difficult to understand the unions' attitude in making terests, have long-term contracts with the Soviet Union. They more demands. As far as conditions on U.S. flag merchant ship- ·simply register sliips under another flag for this purpose. The ping is concerned, accommodations for .a seaman are superior Russians use this shipping to invade traditional American to those of officers in 'the U.S. Navy and the pay of a young markets and weaken our economy. For many · years now, engineering· officer on a C3 hull is equal to that of a· rear Panamanian and Liberian-flag ships have traded with Com• admiral. munist China, though this is contrary to American policy. Further pressures on the "flag of necessity" owrters will only The operation of runaway ships is old-fashioned dollar succeed in removing millions of tons of shipping from U.S. imperialism in its · purest form. Crew members operate in control. · American trade on behalf of American companies, yet they de>' The ideal,· .of ~ourse, is to create such conditions tbat U.S. not get American wages. They know they are being exploited owned ships can OE'erate effectively and competitively ·under as a cheap labor pool. Our union · affiliates, who h;ive been the Stars and Stripes . . If this is impossible, "flags of necessity" in touch with many of these workers, can testify to the. terrific are the next best thing, for they are all that has prevented the resentment these men feel toward the American companies unions from pricing the U.S. Merchant Marine completely out which exploit them. of the market. Certainly, maritime unions would be less than candid if If ·the union leaders are truly concerned with the interests they tm~t~n<J.~ they didn't h11ve ~ personal stake in this of lhe American seaman-:--ereiting more jobs-they will use situation. This practice has deprived seamen and maritime their influence and abilities to restore the confidence of ship- workers of thousands of jobs. But the nation as a whole also ·pers and owners, through effective labol'-management teamwork. has a stake. None of the rationalizations which the runaway Their objective should be to build up a U.S. flag merchant fleet operators can. come up with can cover up the fact that they offering reliable, efficient service in a competitive world market, have weakened the economy and security of the U.S. CCORDING - W••"in&ton, ~~. " •. PA&'e Nln.e F A Do U.S. S.hip Under .Foreign Flags Help Our Nation? H I The material on this page is reproduced from the weekly news magazine "World" where it appeared i"! the February 21, 1962, issue. It is from the "Point At Issue" section which presents the pros and cons of a controversial p~blic issue. Adm. Innis, who argues for the runaway point of view, is currently serving as a consul· tant to the Argentine govern.. ment. SIUNA President Paul Hall presents the unions' position on runaways. ~ ~ ~ I �" Pebrua17, ,. . 1912 : ... Speaking .Out At NY Me•tlng Atom Ship· Ge#$··First Sea Tests ___________________, ==.::: ==.::: =::::: ~~ · · ~ Sea trials for the nation's first atomic-powered merchant vessel should get underway shortly in preparation for entering service in June. The NS Savannah has already been to sea under auxiliary power to test her handling and is. now preparing for sea tests using steam supplied by the nuclear reactor. The Savannah's first trip earlier coastwise was a brief run from Camden, NJ, to Yorktown, Virginia. She was constructed at the Camden yard and completed last year. Passenger-Cargo Combination The vessel, which will carry 60 passengers as well as cargo, has cost the US almost $50 million thus' far, or about 2Y.i times as much as a similar vessel would cost if built with a conventional power plant. States Marine Lines is the operating agency for the ship on a charter from the Government. .THE ., CANADJ:AN SEA-F ARER r;;;-:----~==----:::: ~ ==:.:...· ==---- ::::::o;;;;;;;; Canadian SIU Demands. 12-Month Wage Program MONTREAL-The Seafarers International Union of Canada has notified its 30 contracted companies that it will seek a guaranteed annual wage for the 8,000 seamen who man its Great Lakes vessels. U n i o n a n d management w h e n negotiations begin this summer. negotiations are already unMaritime labor leaders assert Seafarer M. J. Trulock takes the microphone at the February membership meeting in headquarters calling on the Seafarers to support the Union's fight to eliminate abuses of US shipping in the administration of the "50-50" law. He urged the members to write their Congressmen to correct de.fects in the law's administration. Isthmian Entering Seaway Tra·d e Isthmian Lines; Inc. has announced its entry into the Seaway trade via a regular monthly freight service between the Lakes and the Near and Far East. It is the first American steamship line to service the Lakes area on a Far East run. The company is planning~ seven voyages this year, to be the first cargo from the Far East inbound cargo from Indonesia, kicked off by the Steel Re- to Montreal, Detroit, Cle~eland Th,ailand and Malaya. Ships on the run will handle all corder, which is due in the Lakes and other Lakes ports so.metime sometime in the middle of April. in May. It is scheduled to arrive types of cargo, including liquids The Steel Seafarer should deliver in Montreal on · May 15 carrying in deep tanks and refrigerated freight. Traffic on the Seaway r.ose a reported 21 percent last season, but most of the increase involved foreign-flag shipping. SJ:U SAFETY DEPARTMENT Joe Algina, Safety Director Cleaning Compound Hazards This column will deal with the hazards that . are lnCidental to the use of cleaning compounds aboard ship, and will discuss the proper use of these products. Some of the most widely-used items are the tank cleaning chemicals. These fall into four classifications, solvent emulsion, direct spray emuli;ion, the powdered type, and special products such as de-rusting compounds. The solvent emulsion type is used for cleaning double bottoms, and ls introduced into the tank by means Of a sounding line. As the .tanks are pumped down, they should be rinsed with water and ventilated to prevent hazardous residues from forming. Another type, the direct spray emulsion, is designed to spray over the tank areas for removal of fresh oil deposits. This spray is highly inflammable. After it has been sprayed over the surfaces, and has penetrated the soil to wet the• metal, a high-pressure water rinse should be applied. Powdered cleaners are designed to be mixed with water and present no hazard. It is only when they are mixed with caustic soda that they become capable of inflicting serious burns. After the tank has been cleaned with these products the tank should be rinsed with generous amounts of water and ven1.ilated by means of a · steam-driven fan or wind sail. Afler the tank cools and has been ventilated a certified chemist should examine the tanks. ' · .The fourth type, the de-rusting compounds, have highly acidic quallt1~s ~nd can be quite irritating to the skin, as well as to the eyes. It is important to follow the manufacturer's instructions, and to protect the eyes and other expos~d areas by goggles and suitable clothing. Another class of cleaning compounds are those used for cleaning electriC motors, switches and contacts, known as solvent-type cleaners. An ideal type of solvent cleaner is one which would remove all types ()f grease and oil. At the same time it should be able to evaporate readily wi thout leaving a residue. . In the use of de-greasing compounds care should be taken in selecting a proclue:t. Some are solvent-emulsion cleaners, others are watersoluble. Generally, reading the manufacturer's literature and the labels on the drum should suffice. In summing up, these basic safety rules are applicable to every situation: Use only certified cleansers. Read the labels and literature available on all cleaning proc~ ucts . Don't try to use one product as a universal cleaner. Each produ'ct has its own particular purpose and intermixing can be dangerous. Never leave oil-soaked rags about to tollect, and handle the drums of chemicals with care and store in a safe place. And last and most important; obey the safety rules of your ship, and be certain that your eyes and other exposed areas are adequately protected when handling chemicals. (Comments and suggestions are invited by this Department and. can be submitted to this column in care of the SEAFARERS LOG.J US Halts Cuba Trade · WASHING TON-All trade with Cuba has now been discontinued by Presidential order, with the exception of sales of medicine, medical supplies and limited amounts of food. The embargo, announced by President Kennedy on February 5, will discontinue imports of Cuban tobacco and some food products such as lobster tails and tropical fruits. The ·ruling will not have any effect on US shipping which has not been active on the Havana run for many years. The West Indies Fruit and Steamship Company, American-owned Liberian - f I a g company on this run, had discontinued service late last summer as the result of the sharp drop in US-Cuban commerce. Mail Crew Lists To Union Office In order to keep Union records up to date and to fullyprotect Seafarer's rights to welfare and other benefits, it is important that all ships' delegates mail a complete SIU crew list in to headquarters after the sign-on. The crew lists are particularly valuable in an emergency when it's necessary to establish seatim'e eligibility for benefits on the part of a Seafarer, or a member of his family, particularly if he should be away at sea at the time. Crew list form11 Me being mailed to all ships with this issue of the LOG and can be obtained from Union patrolmen in any port. ' · •%#4'%~1%.®J.i#PB~S'i?.W.&~~gfffe'•:WJ derway, in preparation for a new contract to replace the present one which expires in September, 1962. ShlP5 Run Steady The new demands for the guaranteed a n nu al wage revolve around the fact that during the eight-month shipping season, Lake freighters are run -constantly, and actually do 12 months' work in an eight-month period. Under the present contract, crewmen are paid at the end of the season and receive no pay until the ships are being readied for the new season in the spring. The new SIU contract would provide for payment of salary . on a 12·month-a-year basis, instead of the present eightmonth agreement, and a corresponding increase in monthly wages. The new contract will also provide for a reduction In work hours, and for an increase in welfare contributions from employers. The shorter work week is in keeping with the progressive shortening of work hours, as evidenced by a four-hour reduction in the last contract. The request for an increase in welfare contributions from employers is essential in order to meet the growing responsibilities of the plan covering Canadian seamen and their families. In the United States, the International Longshoremen's Association is seeking a guaranteed annual wage to offset possible job loss through the use of automation. The, ILA has told its employers that ft will Beek such a contract that maritime workers either afloat or ashore are entitled to the same conditions as those existing in other industries to protect job and seniority rights. Whea~ King In Lay-Up HALIFAX-The runaway- flag Wheat King, battered and beaten throughout the Great Lakes in its attempts to scab on unemployed seamen, limped into this port empty last month and she will lay here for some time. The vessel, together with her sister ship, the Northern Venture, was the means by which the Norris Grain Company tr i e d to broaden runaway shipping on the Great Lakes. But both ships were effectively tied up during 1961 by picketing protest action of unem· ployed Canadian ~nd American seamen. Picket lines were respected by longshoremen, members of the International Longshoremen's Association, and company attempts to obtain court injunctions against the protest action failed here and in Three Rivers, Que., in the case of the Wheat King and in Duluth. Minn., for the Northern Venture. Shippers are questioning the value of using these unreliable ships to move their goods. It is expected that runaway - flag vessels will have a hard time gettinf cargoes. British Stall Canada Shipping Aid Plans OTTAWA-The Canadian Government's efforts to aid the Canadian-flag shipping and shipbuilding industry has met with limited success so far because of obstacles raised by the British government. -+ Efforts to stimulate the could engage in the Great Lakes domestic shipbuilding indus- trade. Such action would require dustry through Government sub· sidies have been successful, as in· dicated by announcements that 40 projects, worth $31 million, have been approved and 15 of these are actually under construction. Shipbuilding Help Another 20 projects are being considered by the Canadian Maritime Commission and the majority ·of these are expected to be approved, Minister of Transportation Leon Balcer has indicated. The total value of this construction is approximately $25 million, he· said. While the government has met with success in its subsidy program to shipbuilders, it has failed to provide aid to the Canadianflag shipping industry on the Great Lakes, primarily due to stalling tactics by the British Government. In' May, the Government anno1,1nced that it woula move to revise the Commonwealth Shipping Act so that oruy domestic ships I· unanimous approval by the 11 signatories to the agreement. Recent reports indicate that the British Government is delaying this by stalling on the Canadian Government's request for an early revision of the act. If' there is no unanimous agreement, then the pact requires a year's notice before any changes can be made. Parliament Action The full benefits of the Government's plan may be delayed still further because the Canadian Shipping Act will also have to be amended by parliament. When the government made its original announcement, the move was hailed by the SIU of Canada and the SIUNA as a much-needed step to aid the hard-hit Canadianflag iud.uslry. By limiting the Great Lakes trade only to domes- · tic vessels, the government lfopes to increase the job opportunitie!-l for Canadian seamen. �.... Elum None Are ·So Blind·... SJ:'U LBGJ:SLATJ:VB .DEPARTM:ENT~~~~ · MARITIME ADMINISTRATION-An application for operating subsidy from the Delaware River and Chesapeake Bay areas to ports in the United Kingdom, France, Belgium, the Netherlands, and Germany, with option to call at Ireland, has been opposed in a brief filed by the Public Counsel for MA. The Public Counsel concluded that there is no inadequacy of US-flag service - either for additional cargo facilities or for additional passenger facilities in _the trade routes under consideration . . . The SIU and MEBA, in connection with the application of APL for modification of an MA waiver under which Signal Oil and Gas Company, an APL affiliate, is permitted to operate foreign41ag tankers in world-wide carriage of petroleum, have stated that recent waiver precedents seem to read the statute as requiring waivers unless there are strong reasons against, rather than as forbidding waivers unless there are strong reasons for foreign-flag operation. APL recently applied to MA for modification of a waive11 previously granted that subsidized operator under terms of Section 804 of the 1936 Act, so as to permit Signal Oil, under the modi fication, to construct or take under lon g-term charter,· not more at any time tI. 'in five tankers of forei gn registry and each of 20,000-65,000 tons capacity, for use in world-wide carriage of petroleum. So.5oLAW ;t. Reports that the Senate Commerce Com. mittee intends to look into chartering practices relative to Government-financed cargoes are an encouraging response to the complaints about these practices made by the SIU and the Marine Engineers Beneficial Association. The two unions had charged that the activities of shipping brokers and Government agencies were nullifying the provisions of the "50-50" law. They submitted · detailed documentation to Secretary of Labor Arthur Goldberg and to appropriate Government officials describing the manipulation of cargo assignments at the expense of the American-flag merchant marine and the employment of American seamen. The iml'll:ediate targets of the complaints were a group of shipping brokers who, for some mysterious reason, seem to have a stranglehold on the handling of the huge volume of farm surplus and foreign aid shipping. The unions pointed out that these favored brokers were employing extremely loose methods in handing out charters, without sealed. bidding or any written record of bids. Also involved are the foreign missions of several countries which receive huge amounts of US assistance. A major part of the respo:Qsibility for this · situation lies · squarely at the door of the Government agencies involved, such as the Department of. Agriculture and the foreign aid agency (AID). Because of their refusal ·to supervise ship chartering or to establish specified chartering procedures where Government funds and Government cargo is involved, the agencies have given the brokers a free hand to proceed as if they were dealing · with purely private, commercial trans· actions. The brokers ·argue that they ·h ave been conducting their business without written bids fop. years. Whether or not this is desir· able in handling commercial cargo is beside the point. Wh~t matters here is that Goverq.. ment cargo, Government funds and a Federal law-the "50-50" law-is involved. A ' , , thorough airil',lg" of this issu~ by the Senate committee_will be ~11 to the good since it is likely to result in t.ighter supervision of Government cargo assignments and a fairer shake for American-flag ships. The SIU welcomes such an investigation and the opportunity to place in the record its complaints about the existing chartering practices. ;\"- ;\"- ;t- A nto ma tion Pe1·il Ever since the 1957 recession, the trade union movement has been warning the people of the United States that automation was slowly eating away at job opportunities. This warning has not made much headway until now, in part because of management propaganda. Management has let it be known that all this talk about automation and job security was simply an excuse for "featherbedding.'' Anyway, it said, automation would create more jobs than it destroyed. Now though, there seems to be official awareness of the serious problems involved. Both the US Labor Department and the ·President have called automation-caused unemployment the number one domestic problem in the United States. The United States now has to create 35,000 brand-new · jobs every week or face an increasingly-serious unemployment problem. The size of that task can best be understood when you consider that the entire US merchant marine provides little more than 50,000 sea-going jobs. Creating 35,000 new jobs every week is a little bit like putting 800 freightships into business each week. Concefn about automation, which used to be the worry of blue collar workers, has now spread to white collar workers and to small businessmen. Office an~ clerical help are rapidly being displaced by business machines. Because of the huge sums of money needed to automate, smaller businesses face destructive competition from l~rger firms. · Admittedly, there is no easy solution for these problems. One answer, from the trade union point of view, is to fight as hard as it can to preserve the jobs of its membership until such time as the country develops an · effective program for dealing with automation-produced unemployment ;\"- ;t. 1963 MARITIME BUDGET-President Kennedy's budget for fi scal year 1963 showed that the Administration recommended a total of $225 million for payment of operating-differential subsidies in that fiscal year. This compares with a total of $182 million for the same purpose in 1962. The budget request for ship construction funds. however, showed a substantial cutback from the 1962 appropriation. The 1963 budget request of $50 million for ship construction, compares with $98 million appropriated in 1962. In commenting on the President's budget, the American Maritime Association stated that it saw nothing in the budget which would indicate that a program had been -launched to upgrade and improve the American merchant marine. "Our first reaction is one of great disappointment with respect to 1963 estimates for ship construction and operating differential . subsidies. It is well known that the American merchant marine is rapidly reaching block obsolescense. We are falling behind our friends and even more important, behind our enemies in the size, speed and efficiency of our ships . . . "According to the Budget, aithough 2,000 subsidized voyages were 1 under contract in fiscal 1962, 1,724 were undertaken. The new 'proposal apparently anticipates that 2,000 voyages will be under contract .but only 1,73'5 undertaken, an in crease in actual voyages of only ·11. This does not seem to us to be a reasonable estimate if our liner operat ions are to 'expand . . . "Little or no provision is made for increasing and improving the unsubsidized segments of our merchant marine which make up about two-thirds of our fleet in number of ships and which are in dying position. · "We had been led to believe by statements of the President and others in authority that a program to upgrade and improve the American merchant marine was in prospect. We see none of this greatly needed program in the present Budget." ;\"- ;t. ;t. LEGISLATIVE ROUNDUP-Senator Magnuson <Dem.-Wash.) has introduced a bill, S. 2737, designed to grant a subsidy to domestic water carriers for transportation of merchandise of US industry in those cases · where application of the coastwise laws causes such industry to lose a substantial portion of its business to foreign competitors. Senator Magnuson· was joined in introducing the bill by Senators Church (Dem.-Idaho ), Jackson <Dem .-Wash. ), Morse, <De~.­ Oregon) and Neuberger <Dem.-Oregon). Similar legislation has been introduced in the House. The measures are known as HR 9820 and HR 9821 and have been referred to the House Merchant Marine Committee . . . Representative Pelly _has introduced HR 9652, designed to make more uniform the laws governing the coastwise trade of the US and to eliminate a "loophole" in maritime law. The proposal would strike from Section 27 of the 1920 Merchant Marine Act the "third proviso" which, he pointed out, contains an e.xcepti?n .or waiver "_i_n favor of routes which are in part over Canadian ra!l Imes and their own and connecting water facilities." The waiver in the third proviso presently opens the door to an operation such as was recently announced by Canadian rail lines under which they wou ld mova merchandise in bonded railroad ears from Midwestern points in the US to Prince Rupert, thence transshipped via their Canadian:owned railroad car carriers for discharge in Whittier, Alaska, a termmal of the US-owned Alaska Railroad. t. ;t. :\'. CONSTRUCTION GAP-Representative Shelley <Dem.-Calif.) has stated in an address on the floor of the House of Representatives that the Administration's fiscal year 1963 budget request of $50 million for ship construction activities is not only inadequate to bring the vessel replacement program into phase with fiscal year 1962, but constitutes another step in the process of the erosion going back to 1958 and beyond. Representative Shelley told House members that the time had come for action-action on the Department of Defense appraisal of our maritime deficiencies. The time for action is long overdue. Congressman Shelley went on to say "Ironic.ally, while the Russians are building with haste and almost unlimited funds a modern and efficient merchant fleet, we are permitting, with lethargy and insufficient funds our maritime capability to be marginal at best. It should be added that the Russian merchant marine is totally subsidized while ours is only partially subsidized. But, regardless, the diagnosis of the Russian merchant fleet is apparently strong, healthy and growing-while the diagnosis of ours is infir m, ailing, and shr inking. "Will it be too late in taking an overdue first step in the long journey toward a strong and adequate United States-flag merchant marine? If the Executive Departments on whom the responsibility falls, fail _to fq-rnn~l!!!e an adequate policy in this field and ask for sufficient funds to carry out such a policy do not know their business enough lo du the job, then I am sure the Congress must and will do it. In fact, Mr. Speaker, maybe the time is here for the appropriate committees of each party of the Congress to ask the present Administration what, if any, is the ·p·olicy on the American merchant marine." �.... 'rwehe SB.4F.4RERS r..oc February, 1981 Unidentifled Seafarer standing gangway watch ·peered from th.e de.ck of the C~ia ·: Se.a I Blea key Trans.) while ship was ,in drydock Jn Baltimore. Vessel has since gon• ba~k- :f'nto service~ :- ,. · :,._ , "-:: What*i ·cooking. for today? "Wilfred Chapman, MM and ·steward depa·rtment delegate on the Steel King (Isthmian l, looks over the menu with fellow messman Tom Gray. .... ·un.der wafchf~f eye~ ~f s·tee1 · Kint'• . c.hief electrici~n· Nat Muse, Bob Bird, OS, works on winch~ .The Isthmian C-J was In Philadelphia when i·hese photos were taken• �.... S E .4 F .4 R E R S L 0 (;· Pase 'l'ldrlee• Steel Architect crewmembers Ivar Anderson MM (left), and John G. Brady, chief electrician (right), check point in SIU handbook with headquarters rep. Ed Mooney. r··:· ('" ~:,. ti , ~): : fi.., ~;.· ..... 1">".: ~/. 1.. .. L ~::.. ' f: t f 1:· ~~ ~· >'· ~· ~· k Conversation break on the Madaket (Waterman) features l!-r) Jeff Sawyer, OSr Bob McGonagle, AB, and ship's delegate John Devine. No collection of shipboard pictures is quite complete without a coffee mug. C. S. Dayos, steward on the A~chltect, 11 on the receiving... 1na from messman Anclenon. • j �, .. ~ .. t ... '\. ~ , l .. s•A,~R•RI .._l'..te• •11111111111111111111111111111111111111111111111 111111111111• Get Pollo Shots, PHS Urges The Public Health Service urges Seafarers who have not already done so to get their polio shots as soon as possible. The shots can be gotten at any PHS hospital without charge. Plenty of vaccine is available so there is no delay in the administering of the shots. The few minutes a Seafarer takes to insure himself against the crippling disease by getting ~he shots are well worth the saving of time, money and, most of all, the avoidance of suffering and possible disability. US Sponsor.s Study Of Ship AUtomation A long-range study to determine the possible impact of automation on US shipping and seamen's jobs is now being sponsored by the US Government. The $200,000, two-year project is being conducted by+ the Maritime Cargo Trans- management are being asked . to C -~ f th serve on advisory panels dunng · .port ation Oiaerence 0 e the course of the study. National Academy of Sciences on behalt of the Departments of Com merce and Defense. . As part of the study's preliminary phase, the SIU a~d other maritime unions are bemg con~ulted for information on employment of seamen. Representatives of labor and By SIDNEY MARGOLIUS Banks Battling For Your Savings Interest rates paid to savers have risen again as the nation's banks, savings and loan associations and credit. unions compete for your deposits. It pays even small savers to give attention to interest rates paid by various institutions. I t ' s - t - - - - - - - - - - - - - quite common to meet families who The ideal use of E bonds is for shop with the greatest care for retirement purposes or as a backfamily needs, but have no idea log against unemployment. Since what interest they get on their sav- you can postpone the tax liability ings. One skilled worker we recent- un_til you actually cash the bonds, ly met stored his savings in a bank this way you probably would avoid downtown paying three percent any income tax at all on the inwhen the credit union right at his crease in value, since you would plant was paying a husky five. be cashing them at a time of Another matter of concern is the reduced income. habit of buying Government Another advantage of E bonds savings bonds on the· payroll- is that the interest rate is guarandeduction plan, accumulating a teed for the next seven years and few, and then cashing them in. nine months. Conceivably banks This way, the bonds never get a and savings associations could cut chance to earn any interest. It's their rates back to the .previous important to ( 1) shop for the best lower levels in a time of recession. interest rate consistent with safety, Also, when you approach retireand (2) use the right type of ac- ment you can exchange E bonds, count for different kinds of both matured and unmatured, for savings-short-range and long- Government H . bonds and thus range. defer paying income tax on the E~s a result of the recent rate bond increase in value for ten rise, many banks now pay three years more, or until you cash in and one-half percent plus a bonus the H bonds. Thus, moderateof one-half of one percent on income retired couples could very deposits left in the bank a year or likely escape tax liability commore. This rate puts the b;,m ks pletely on their original E bond within closer distance of the purchases. savings and loan associations. For Government H bonds earn the some time most savings and loan same three and three-quarters perassociations have been paying four cent as E bonds, but the Interest to four and one-half. Most recently is paid by check every six months some of the associations-espe- instead of accumulating until you cially those on the West Coast- cash in the bond. This Is a useful have edged up to 4.6 percent. Some arrangement for people who want associations which don't have their the interest as a regular income, as deposits insured by a Federal in retirement. agency, but by private insurors, Government savings bonds can pay as much as five percent (but be bought on the payroll-deduction of course need to be evaluated plan or at a bank, and can be with extra care). cashed in either at a bank or the Credit unions still generally are nearest Federal Reserve office. In at the top of the list. Most credit case of death, cashing bonds Is unions pay four to five percent. simpler if you name a co-owner. A Many also provide deP.o sit life beneficiary named on the bond insurance, which is worth an ad- can cash it but must present a ditional one-half of one percent to death certificate. If a savings bond Is ever lost, young families, and even more to stolen or destroyed, write the middle-aged and older people. The Treasury Department says Bureau of The Public Debt, Divilt has no plans to raise the present sion of Loans & Currency, 536 three and three-quarters percent South Clark Street, Chicago 5. rate on E bonds to meet the in- State the serial number (with crease in bank rates. But E bonds prefix and suffix letters), month have their own advantages for and year of issue and your name long-range savings. and address. The bureau will send In general, this department you a form to fill out and, after recommends using savings ac- you return this form, will issue a counts for short-range funds new bond. those you expect to draw on in But we don't recommend putting less than two years. There is no your money in either the higheruse buying E bonds for temporary rate savings accounts or E bonds savings, because you merely will while you still owe installment be trading cash back and forth debts or continue to buy on time. with Uncle Sam, and neither of There is no point to paying finance you will gain. E bonds aarn no charges of 12-22 percent on credit interest at all the first six months, purchases, or interest rates of 8and less than two pP.rcent the. 12 percent on cash loans, while second six. Not untH t_h e third your savings earn just three and year do they earn· over three. three:quarters t'o five percent. The areas that the study will explore will be mapped out by the Shipboard Mechanization and Manpower Committee, composed of individuals from · the fields of education government labor and industry. ' ' The initial step wUI be for the MCTC to collect data on current ship operations and employment of seamen, including number of seamen, number of seagoing jobs, entry and attrition rates, number of men employed, their earnings, training and experience. The staff will then evaluate automation proposals in terms of their expected effects on shipboard operation and maintenance, and their impact on the employment and · training of seafaring personnel. Members of the labor and management panels will then be consulted to insure that the evaluations reflect the needs of the industry as a whole. Complete Information The study is expected to provide a complete set of statistics, so that wheri management and labor get to the bargaining table and begin their diseussions they will have impartial figures to work with. The study will con.fine itself to areas of fact finding and analysis, and will not concern itself with policy matters. The MCTC was founded in 1953 when the Deparunents of Del'ense and Commerce contracted through the Office of Naval Research with the National Academy of Sciences to organize the conference. Now in its ninth year of research, the MCTC has produced a number of studies on the subject of cargo transportation by sea, in addition to some reports on the more advanced concepts in ocean transportation. Reds To Boost Price Of·Oil The Soviet Union has announced its intention to post a new sizable increase in the price of oil it is marketing in Western Europe. The Russians said that the new oil prices will reflect the true cost of oil exploration and the development of oil fields. With the help of some Liberianflag operators, the Russians have been making increasing inroads in the European oil market as well as markets In Asia and Latin America. All Cuban oil, for example, comes from the Soviet Union. Major runaway-flag operators have been carrying Rilssian oil because the Soviet Union does not yet have enough tankers of its own for that purpose. The new prices could cut trade and the business of the runaways. The Soviets have been able to sell huge quantities of oil abroad by cutting prices to as low as 75 cents a barrel. By comparison, the going rate for crude on the United States east coast is approximately $3 a barrel ·or better. ~eftM~OW. .. ,__.~,-WRr'Q! ---.......__... lNI 10 LOG 1t UIW member Ronald I. Lockwood of Beam-Mdic Speciality takes the floor to make a point at a membership meeting at headquarters. UIW·Wins Optical Plan; Philadelphia Clinic Opens Continue its program of providing the most extensive.welfare protection possible, the UIW bas won complete optical coverage for all Union members and their dependents. Under the terms of the optical benefit, eligible urw members and their eligible UIW Push.e s SI Oil Drive dependents are now entitled to one pair Of eyeglasses every two years. Children will be able to obtain The UIW is continu4Jg to exsafety glasses which do not shatter; thereby preventing injury to their pand its organizing drive in the Staten Island oil distribution field. eyes. negotiations with a sec.Contract The plan also provides for free eye examinations every two .years ond company have been completed to determine the need for glasses. ~nd U~iori unfair labor · charges Appointments for the eye ex- against another concern and a soaminations are to be made through called "independent Local 355," the UIW halls in the cities where which have been trying to block the plan is in operation. These the desires of employees to join cities are: New York, Philadelphia, the UIW, have been decided ·in Norfolk, Baltimore, Mobile, New favor of the Union. Orleans and Houston. Richmond Burner company ha• After the · eye examination, the agreed to a top UIW contract for eyeglass prescription is usually its employees who joined the Unfilled within a few hours, the only ion last fall. The contract calls for exception being cases where substantial wage increases retro- ) specialized lenses are needed. active to 'December 15 · and lm· Eligibility for the optical bene- proved welfare benefits. It run1 fit Is the same as for all other for :one year. · UIW welfare benefits. A member Uphold Charges must have three months of con. · tinuous employment with a miniThe National Labor Rel~tlona mum of 60 hours worked in the .Board ha~ upheld UIW ~nfair. lamonth .pre.ceding the date of claim. bor practices charges agamst .F1?re Eye examinations are also avail- Bros, and Local 355. The deci~~on able separately through the net- prevents t~e company an.d the '.'inwork of UIW medical clinics. This dependent - from blocking Fiore Union program was also expanded workers from joining the UIW. in February, when members and The Union will file for a r_e prt;sen· their dependents became eligible tatlve election shortly. .: to use the Union Health Center of Hearings on charges against Lothe AFL-CIO International Ladies cal 355 and another oil distributor, Garment Workers Union in Phila- Salmirs Oil, have been completed delphia. and an earJy decision is expected. Expansion of the UI~ free Salmirs employees have indicated medical ·examination program to. a ·strong desire to join the UIW. that city ineans that UIW mem· · hers are now able to use clinics in ~~.&~~~-rm·mnm six cities. The other five are New York, Baltimore, Mobile, New Orleans and Houston. The ILGWU center in Philadelphia, at 925 North Broad Street, ls Seafarers with beefs regardrecognized as "one of the finest ing slow paymt:nt of monies due union health centers-in the country. from various operators in It will provide the same type of wages and disputed overtime complete head-to-toe medical exshould first check whether ·they amination which UIW ·members in have a pr~per mailing addr~.ss other cities have been receiving at the other clinics since last fall, on .file with the company. ' SIU · headquarters officials point out when the UIW program began. Visits to the Philadelphia clinic that reports received froni sev· can be arranged promptly by call- eral operators show checks have ing the Un.lob ball for an appoint- · been mailed to 1me address ment. This allows for the orderly while a beef Oli the same score scheduling ,of exarr.~ for all mem- ts sent from another, thus crebers and their dependents. T~ ating much difficulty in keeping same' practices are followed in the: accounts straight. other clinics as· welL Use Only One Mail , Address back �Pa&'e Fifteen ~ .···. ·• ~8 ' Seafarer And Son In New Orle•n• All· Offieers W"i°ii:a PXSBBR~ . Reelected By Pursers a:n.d CANNERY WORKER ~ SIUNA Fishermen Plan New Program SAN FRANCISCO-Fishermen and cannery workers' unions affiliated with the SIUNA met here recently to map out plans and a legislative program to improve the bargaining position of fishermen across and Duane Vance, Seattle attorney the nation . . who has been representing SIUNA Prime target of the SIUNA West Coast fishing affiliates. fishermen and cannery workers representatives was Federal legislation which now excludes fishermen from ·the classification of "employees" and . ·prohibits them from bargaining for minimum fish prices which form the basis on which they are paid. Chairman of the meeting was John Hawk, SIUNA international representative. Also attending were John Calise, San Pedro Fishermen's Union; Lester Balinger, San Diego Fishermen and Cannery Workers Union; John .Crivello, Monterey Fishermen's U n i o n; George Issel, San Francisco Cannery Workers Union; George Johansen, Alaska Fishermen's Union; Abe Lehto and Bill Lehto, also of the Alaska Fishermen's Union; Jack Tarantino, of the San Diego Fishermen's and Cannery Workers Union; Andrew Neimi, representing the Alaska Marketing Association, The unions resolved to collect pertinent data and transmit 1t to the International to further its fight for fishermen's rights. Each union will gather information on: 1. Type of boats, nets and other gear used in catching fish and species of fish caught by members in each jurisdiction. 2. How minimum fish prices were recognized as wages and included In union contracts for many years. 3. Part played by the OP A and by the War Labor Board during World War II in controlling fish prices and, consequently, fishermen's wages. 4. Devices used by canners, particularly tuna cannen, such as delaying by weeks the unloading of refrigerated boats, thereby holding up fishermen's wages and reducing their earning power by idling fishermen in order to force prices down. 5. Destruction of boatowners' associations by fish canners, and how canners, by indirect ownership of boats through mortgages, control fish deliveries and prices. 6. The fluctuation of boatside fish prices, set at auction or by bargaining, which has little effect SAN DIEGO _ The seiner Nau- on consumer prices. tilus, largest tuna boat under the American flag, has returned from her first trip to the fi shing grounds with what is probably the largest catch ever brought to a California -cannery by an American ship. TERMINAL ISLAND, Calif.Capt. Eddie Madruga and his A woman member of the Cannery crew had 630 tons of yellowfin and 1kipjack caught while ranging over Work1?rs' Union of the Pacific, an 3,000 miles of fishing waters be- employee at the Star-Kist tuna plant here, saved a fellow union tween Mexico and Ecuador. member from drowning. The Nautilus was gone 2~ Isabel Ramirez, of Star-Kist, months and after a few minor was driving to work in December alterations will leave for her sec- when she saw the car ahead of ond voyage this month. her plunge over ~he bridge beNautilus scored another "first" tween the mainland and Terminal tn being the first California clipper Island. to carry a helicopter as a regular She stopped her car, took off her part of the equipment. shoes and dove into the water to After 'copter pilots learn more save Ausenico Vigil, an employee about spotting fish and the tech- at Van Camp Sea Food and also a niques of seining, the machine will member of the SIUNA-Cannery be a wonderful help Jn tuna fish- Workers union. ing, Madruga believes. 'Copter Aids Tuna Catch Cannery Worker Rescues Brother Snapped in the New Orleans Seafarers hall are Seafarer M. C. "Blackie" Foster and his son, M. C. Foster, Jr. Photo was taken last Christmas at the annual holiday dinner. ILA Starts Meeting On Pact Demands The International Longshoremen's Association has announced that it wiH seek a new coniract calling for higher wages this year for Atlantic and Gulf coast longshoremen. The announcement was+ made by Thomas L. (Teddy) SJ:U FOOD Gleason, executive vice-president of the ILA, who added that the maritime industry ' must also consider the possibility of paying a guaranteed annual wage for pier workers if it insists on going ahead with its automation plans. Gleason emphasized the fact that the increases that were obtained in the last contract have been largely wiped out by the rising cost of living, and that the ILA has employed the services of on economist in order to devise a formula by which union and m·anagement "can live under an annual wage pattern." Although the union contract does not expire until September 30, ILA and management officials have already met with the Federal Mediation and Conciliation Service in an effort to iron out any disputed issues before actual contract negotiations begin. In the past, mediators took ac~ tion only when union and management had reached a dead end in their negotiations. and SHJ:P SANJ:TATJ:ON DEPARTMENT Clift Wilson, Food and Ship Sanitation Director Insect Control On Ships V.e rmin control, which Includes control of insects and rodents, is an important factor in maintaining healthful conditions on a vessel. Bugs, insects and rodents are all capable of transmitting disease. In order to supress vermin infestation on vessels, continuous control measures are necessary. Good sanitation practices should be carried on at all times. Good sanitation habits are a most important factor in the prevention and control of vermin. Living quarters and areas where food ii stored, prepared or served, or where utensils are cleaned and kept should be regularly cleaned and maintained. Simple cleanliness, with frequent and abundant use of soap and water ls essential. Some other basic rules for prevention and control of vermin are: • Eliminate enclosed spaces where trash, food particles and dirt may accumulate. • Use screens on all openings leading to food service areas especially during those seasons when insects are prevalent. • Store and dispose of trash and garbage in closed, covered containers. • Use suitable Jnsectici~es properly. H cleanliness is maintained, then there will be few occasions when MSET YOORCV..O~lfZ. MATES AT 11-4' 5«.t ~ Wk 1N1H~ 8AL1h102e A>Jott.r.J./4t/S, SWAP YARNS AND WA1C#-l 1J.IE f=IGl-llS ON 7\J. JISW L.OW PRICES AND '(OU~ AlWA'rS WELCOME JlERE A"T San Diego tuna fishermen mend the huge nylon net used on modern purse seiners like the Nautilus. New techniques, including power-operated nets which measure from 400 to 600 fathoms, have revolutionized the tuna industr.y. All incumbent officers of the Staff Officers Association, the SIUNA - affiliated pursers union, have been reelected in recent voting. Reelected by near - unanimous votes were: Harry Moreno, president; John Aitken, vice-president; Bert Lanpher, secretary-treasurer, and Paul Tonnarelli, assistant sec. retary-treasurer. The membership also approved amendments to the SOA constitution, including revisions in the duties of officers, the executive board and trial procedures. The constitution also allows for waiving of initiation fees during organizing drives. SOA members have also ratified the union's contract with American Export Lines by a vote of 84 to one as a consequence of the union's successful organizing drive on ships of that company. The union is now conducting a drive to secure a manning scale change which would place purserpharmacist mates on all Americantl.ag ships. YctJR OWN PL-ACE-. OWNEDANDCRGRATID Pi'f ,..,, SliAJ;ARERS IN12. UNION·A~G·AR insecticides have to be brought into play. When they are, they should be handled with care as they are also harmful to humans, not just vermin. They should be stored at a distance from food-handling areas to prevent their being mistaken for foodstuff. Poisonous types should be colored and clearly marked "POISON." Insecticides are of two kinds: residual· sprays and dusting powder, or sriace sprays. The residual spray or dusting powder leaves minute but long-lasting poisonous crystals on the treated surface. These residues kill vermin as they emerge from their hiding places and crawl over the treated area. Space sprays are quick-killing mists containing agents that kill vermin when they come in contact with the insects. They are not of a long-lasting nature and their effectiveness is spent after a \\'hile. When insecticides are used, they should not come in contact with food, utensils or the person using the spray. Any contaminated article should be cleaned immediately. Contaminated food should be discarded: Ratproofing activities should, for the most part, be confined to maintaining in good condition the ratproof111g \\'hich has been built into the vessel. When ratproofing is necessary , as in the case of concealed spaces and structural pockets whieh cannot be inspect ed, efforts should be directed to closing off the area by using heavy ga uge sheet metal or other material that cannot be gnawed by rats. Collars using ratproof inateriiil, should be installed around penetrating fixtures . When necessary, rodenticides nnd traps should be u ed. Rodenticides should be clearly marked. stored away from all foodstuffs and used according to instructions. Most rodenticides are toxic to humans and must be used with care. (Comments and suggestions are i n ited by the D epartmPnt and can be submitted to this column care of tile SEAFARE RS LOG.) 1 �l'e1119117, ... Drawlns·A Bead On A11 Coman 0 . . S%U . SOCXAL s~cvarrr 0 .*. *SEAFARERS IN DRYDOCK BVLLB'1'J:N'· -OARD 0 The fo"iowing is the iatest availabZ. list of Seafarers '" hospitall nround the count1'1/: Packing all the artillery are Jamey, 4, and Steven, 3, sons. of Seafarer James Lupo. They were brandishing the irons in the New York hiring hall. 25 In '62 Competition For 5 SIU Scholarships Appro~imately 25 Seafarers and children of SIU men have completed or are completfug all of the eligibility requirements to compete for the five $6,000 SIU scholarships. The five scholarships, one o f • - - - - - - - - - - - - which is reserved exclusively by the time of the March examinafor a Seafarer, will be award- tion so that the committee which USPB$ HOSPITAL NEW ORLEANS, LA. Vlr.ill Alford, Jr. Kazmirz Lynch Paul Arthofer William Mason Robert Banlater Olua Mccann FellPe Basalda Alom:o Morr!• Paul Bates Sam Morris Percy Boyer William Nelson Clyde Brown M. Pederson Clolse Coats Harry Peeler Thomas Dalley J , R. Pblpp1 Ignazio D ' Amico Lee Pullen Earl DaVidson Chester Seymour Henry Dill Melvin Silva John Dooley Wayne Sisk Albert Doty Herbert Smith J. B. Dyess Herman Smith Ramose Elliott Samuel Soloman Thomas Folse W. Taylor, Jr. Needem Galloway - Lucien Theriot John Graves Patrick Thompson Clarence Hafner Adrian Vader Charles Hanner1 J. Valladariu Lee Harvey . Richard Weir Jim A. Jenkins Carlie While George Kasprzyk Fritz Wid eirrc n Edward Knapp Roland Wilcox l\1cllar LlnJsey USPHS HOSPITAL BALTIMORE, MD. Russell Alcfrich James Macunchuck Wllllam Barber Max Marcus James Bergerla William Mason Ralph Bradshaw Chester MllJer Joseph Buckler Albert Morse Joseph Carroll Harry Overton John Chelton Juan Palmes C. Crockett John Powers Millard Cutler ' Thomas Riley Friedof Fondila Blakely Saylor Patrick Foy Henry Schwartz Robert F1·avel George Silva Peter Galvin William Spoil Henry Gawkosld John Steglefort Gorman Gla1e Paul Strickland F. Gonzalez Tim Sullivan John Hannay J . Taglioferri Paul Huggins Joseph WiUlam1 Joseph Kisten Vyril Williams Howard Lahym , Royce Yarborough Frank Llro Leon Lockey MOUNT WILSON STATE HOSPITAL MOUNT WILSON, MD. Theodore Valmas George Lesnansky USPHS HOSPITAL GALVESTON, TEXAS Robert Aumiller C. Lambert Allen J. Bullard Alvin Lacaze Walter Ballou Henry Myers R. D'Ferrafiet S. M. Plash D. A. Dutton J . R. Richard Steve Ericsson O. W. Rosenber1 C. Hippard C. E . Thompson H. Holmes J. R. Thompson LeeRoy Hoft'man Francis Wall J . V. Johnson R . H. Wilson Pat Jones USPHS HOSPITAL SAVANNAll, GA . Malcolm Foster G. Kitchens Donald Gagnon Jolfu Sikes Sanford Kemp Kenneth Turner makes the awards can have full information available tu it when Wii~ill'f.4.&.W.g4.%.W.W1i'~~Nai;::?,Vf~l@;>;;;~%M~Wt,l it meets in May. Up to this year 43 scholarships have been awarded by the Plan to active Seafarers and to children Seafarers who have taken toe of seamen. Last year's winners series of inoculations required incfuded Seafarer John R. Sweefor certain foreign voyages are ney and the children of Seafarers reminded to be sure to pick up Garland Hogge, William Peterson, their inoculation cards from the Harold Welsh and William Walsh. Twenty of the 43 awards issued captain or the purser when they under the program thus far have pay off at the end of a voyage. gone to Seafarers themselves. The card should be picked up The $6,000 scholarship benefit by the Seafarer and held so that covers four years' study at any it can be presented when signrecognized college or university Ing on for another voyage where in the United States. In some the "shots" are required. The instances, upon application to the inoculation card is your only trustees of the Seafarers Welfare proof of having taken the rePlan, scholarship winners have quired shots. been able to apply their awards Those men who forget to pick to graduate study in medicine, up their inoculation card when dentistry and other fields. they pay off may find that they Selection of the winners is based are required to take all the on their previous scholastic record, "shots" again when they want their performance on the College to sign on for another such voy· The importance of the new Sickage. ness and Accident program in pro- Entrance test and their extra-cur· viding coverage for Seafarers who ri cul ar and community activities.+ ~·~~~w..;tw,,mmi'iW'i-%f.1.f!&i:i!Z:iXiiW%.'!fft=.J.!11!Wiilliit.W~~1l suffer injury or illness off the job is shown by the completed fi gures received for the month of December. The Seafarers Welfare Plan reports that benefits paid to outpatients under this p r o g r a m amounted to $49,263 in that month (see adjoining Welfare, Vacation , Plan report). The S&A program was set up to protect those Seafarers who would not be eligible for maintenance and cure because their illness or injury occurred while they were on 1 the beach and not in the employ of ·any shipping company. It provides tip to 39 weeks' coverage both in and out of the hospital at a rate tomparable to maintenance and cure benefits. The new benefit went into effect on October 1, 1961, as an outcome of th~ shipping negotiations of last tummer. ed in May. The awards are based on the recommendations of a board of college administrators. Thus far, 17 of the applicants have taken the College Entrance Board Examination and have met all of the other requirements called for under the scholarship plan. An additional eight applicants have either taken tne exam or will b.e taking the last test. ,;:iven early in March. The rules of the plan call for the full qualifications to be met Pick Up 'Shot' Card At Payoff Off-Job Benefit Totals $49,000 In One M.onth In the hospital? Call SIU Hall immediately! USPBS HOSPITAL SEATTLE. WASH. Loul1 Bernier Robert Reinken Lucien R. Eli• Herman Spralnll Mlke Orelbe USPHS HOSPITAL BRIGHTON, MASS. Allred Dut.ian JoHph Hunt Georie Flemlnf Herbert Mcl!aao Geor.ie Hubner C. Robinaon USPHS HOSPITAL SAN FRANCISCO, CALIF. Jef'lerson Br1-ham C. Neuklrchner Thomas Conway William Roger1 Jose Ferrer Richard Ripley F. Fullbr1-ht Edward Smith Paul Hansen Thomas Trollinger Harry Lowther S. Vlllaflores Phillip Mason William Wllllam1 usi>lls HOSPITAL STATEN ISLAND, ,NY Edward Bergevin Val Elbert Gordori Bell A. Gregoire C. Anderson James Helms Omar Ali Nichola s Korsak W. Berg ulst John I glebekk Kurt Blnemanls John Jellelte Alfred Cedeno Evald Kamm Thomas Connell Chatles Kerns W. Connolly Charles Kinnke Wilbur Coutant Dan McMullen George Crabh·ee L . Narloncslk Rulo£ DeFt·e ttes Herman Meyer John Dern Frank Pickett M. Diamant11 F1·ed Muller S. DIBella Joaquin Munis Jose Doletln\9 Dan Mullan Alber~ Nelson · E. Reyea Robert Nlellon V. Sanabria F . Nielsen B. Savaae Aneu1 Olson H . F. Smith Nick Pap•1eot1lo William Vidal John Pasko H. R. White MaJor Reid James Wlili•IDI Candido Reye1 USPHS HOSPJTAL FORT WORTH, TEXAS Benjamin Deibler James Rist Abe Gordon Grant Saylor Thomas Leh•1 W. A. Youn1 Max Olson B. G. Zelenclc SAILORS SNUG HARBOR STATEN ISLAND, NY Hennlnf Bjork Thomas Isaksen Albe1·to Gutierrez VA HOSPITAL WEST ROXBURY, MASS. Raymond Arsenault VA HOSPITAL KERRVILLE, TEXAS Wiilard T. Cahill USPHS HOSPITAL K~Y WEST, FLA. Carl Copper PINE CREST HAVEN COVINGTON, LA . Frank Martin US SOLDIERS HOMlil W ASHlNGTON, DC William Thom• s VA HOSPITAL WEST HAVEN, CONN. James Gorman Physieal Exams-All SIU Clinies December, 1961 Children TOTAL Seamen Wives New York .••••••••••• 80 144 55 172 3,58 12 5 6 10 19 7 4 1 13 14 99 . 153 62 195 391 TOTA.L 809 52 39 900 Port ............ ............. Baltimore Houston Mobile New Orleans ••••••••• .............. ............... SIU 8lood Bank Inventory January, 1962 Pints Credited 4 Pints Used 0 New York . ••. , , . . . .... . . 112 30 Philadelphia . . . . . . . . . . . . . 85 2 18 2 5 0 48~ 4 0 18 Previous Balance Boston . . • . • • . . . . . . . . . . . . 5 Pon Baltimore •. . . . . . . . . . . . . . 43~ ....•..........•. 14 Norfolk TOTAL ON HAND 9 124 85 Jacksonville •.•.......... 33 2 0 35 Tampa .....•............ 2 s 0 5 Mobile .......... ..... ... 30 6 0 New Orleans ............ 18 21 4 36 35 11~ 9 17~ Houston San Francisco .......... . Cl4J+ 3 Seattle . .. . .............. 15 0 24 4 0 96Y2 61 Wilmington . . . . . . . . . . . . . 26 TOTAL +Figures 5 .......... . 387 in parenthesis ( 20 7 (15) 422~ 15 ) indicate shortage to be made up. SIU. Welfare, Vacation Plans Cash Benefits Paid-December., 1961 CLAIMS Hospital Benefits (Welfare) •••• 7402 Deoth -Benefits (Welfare)... . . 12 Disability Benefits (Welfare) • • AMOUNT PAID $36, 191.72 ~6,668.82 Maternity Benefits (Welfare) •• 282 41 42,300.00 8,200.00 Dependents Benefits (Welfare). 216 57,663.94 60 Optical Benefits (Welfare) •••• Outpatient Benefits (Welfare) •• 610 750.73 - Summary (Welfare) • • • • • • • 8623 Vacation Benefiis ............ 1491 TOTAL WELFARE, VACATION BEN.EF TS PAID THIS PERIOD, •• 10, 114 49,263.00 $231,038.21 $239,791.41 $470,829.62 �s·:i:t1 · SOCJ:AL SEC'OBIT1r DBPARTM:ENT Seafarer And Wife Donate To SIU Blood Bank Benefit Improved: Extend SIU Optical Aid To Three More Ports Continuing its policy of improving benefits for Seafarers and their families, the SIU has extended its optical plan to three more ports and has expanded coverage to provide safety glasses for dependent chil- • now able to receive safety eye- . dren. The three new ports joining gla~ses. This type of lens is ?lore the nine cities in which optical benefits are available to wives, children and dependent children as well as Seafarers are Jacksonville, Norfolk and Seattle. Coverage ls the same as in the .•,·'i other ports, providing for free ' •. .If eye examinations and, if needed, Having made several donations to the SIU blood bank on previous occasions, Seafarer regular or bi-focal eyeglasses once George McAlpine, electrician, brought his wife, Irene, to the New York health center with every two years. ' him the last time around. McAlpine last sailed aboard the Fairland (Sea-Land). Lab techUnder the expanded coverage of nician Esmond Field handles the technicalities. the plan dependent children are ------------------------------+ 7 Pensioners -Start The New Year Right ' ,...----------~-----------------. SOC:IAJ:. SECUBJ:TT REPORT Joseph Volpian, Social Security Director After many years of active seatime, seven veteran Seafarers began the New Year on Union pensions following Compensation For Radiation Burns trustee approval of their benefit applications last month. The expanded use of radioactive material in industry and the probThe first Seafarers to be• lem of radiation injury to workers is increasingly becoming a problem. The nation-wide failure of states to provide adequate compensaapproved for $150 per month tion has resulted in efforts by the l~bor movement to have the Govlifetime pensions in 1962 are Leo Gillis, Regnjuald Hans Hans1en, Charles Frances Jeffers, Edwud Jones, Pedro Rodriguez Penelas, Daniel Rucker and Manuel Da Silva. With seatime extending back to 1918 on American bottoms, Broth. er Gillis joined the Union in 1938 in Philadelphia and has been s a i Ii n g In the deck department since then. The 66-year-old Seafarer retired to that city last year when he signed Gillis off the Yorkmar (Calmar) on August 22, 1961. .( Aftr 13 years on foreign-flag ehips, Brother Hanssen joined the Union in 1940 in New York and began sailing in the steward department. The 74-year-old veteran paid off the Steel Recorder <Isthmian) on August 16, 1961. He has a daughter, Eleanor Skoog, in Brooklyn. A deck department veteran, Brother Jeffers joined the SIU in 1941 in Baltimore. He ca.lied it quits on October 18, 1961, signing off the Del Campo (Mississippi). The 65-year-old Seafarer makes his home with his sister, Mrs. E. J. Murphy, in St. Simons Island, Georgia. With 10 years of foreign-flag sailing plus SIU seatime since 194_3 behind him, Brother Jones paid off his last ship, Seatrain Texas CSeatrainl, on November 28, 1961, as a baker. Born in England, the 65-year-old veteran makes his home in Union City, New Jersey, with his wife, Ellen. A native of Spain, Brother Penelas joined the Union in 1939 in Miami, sailing in the steward department. He signed off the · Florida State (Evergfarlns) on October 16, 1961. The 6~-year-old Honssen Jeffen seaman lives 1n Miami, Florida, with his wife, Antonia. , The oldest Seafarer receiving a pension this month, Brother Rucker is 75 years of age. His seatime includes nine years on foreign bottoms before joining the SIU in 1944 In NY. Shipping in the deck department, he paid off the Del Norte <Mississippi) on October 23, 1961. He lives with his wife, Rosemary, In New Orleans, La . Originally from Portugal, Brother Da Silva joined the Union in 1948 and has been shipping In the steward department. His last ship was the Steel Rover (Isthmian) which he signed off on June 9, 1961. The 63-year-old veteran and his wife, Laureutiua, live 1n Newark, New Jersey. ernment establish a Federal compensation program for workers disabled by radiation exposure. While almost all states list radiation-induced disability as compensable, AFL-CIO spokesmen have pointed out, this is more illusory than real. Many states provide that industry does not have to have its employees covered, thereby affording no real protection to workers It the company decides not to have state coverage. Other states have time limits or dollar restrictions on coverage, which make compensation ineffective. Nationally, only half the states provide full medical care for radiation-induced occupational diseases which will become more frequent as atomic energy is employed more and more in industry. Secretary of Labor Arthur Goldberg also cited the deficiencies in state programs. "I think it may be fairly concluded," he said, "that the existing programs in many states do not provide adequate ·protection against work-connected radiation injuries." He added that the Labor Department has prepared proposed regulations dealing with radiation hazards which will become an integral part of the safety and health standard!?_ for Federal supply contracts. . . While the Government has taken some action in this area, the AFL-CIO has proposed that present laws be modified to take into account the delayed nature and lingering aspects of radiation injuries. Unless this ls done, states are going to have to stretch their compensation laws beyond recognition if employees suffering latent injur from exposure to radiation are to receive adequate protection. ;.t. ;t. ;.t. The nation's economy has been bolstered and helped by the rise in the Federal minimum wage to $1.15 . an hour last September, and establishment of a $1 an hour minimum for over three million workers not previously covered, the Government reported to Congress. Forecasts of opponents to a higher minimum that the increase wirnld fQrce price increases, touch off ·inflationary wage r aises and price many workers out of their jobs have not come true. Instead, the Government reported, both retail and wholesale prices have remained stable since September and un employment has gone down slightly. At the same time, t he increased purchasing power of the lowestpaid group has been a contributing factor to the general economic upturn. There is no doubt that the uses to which the additiona l income were put were immediately beneficial to the wage earner and the economy, The wage-earner used the added income on necess iti es, thus raising his living standard closer to what is general ly co nsi dered lite cu1·rL'llL US level. 'fhe lnol'ea ed money, in turn, boo;;;ted the economy so that the whole ' nation benefited. Wage incr~ases resulting from the new minimum will add up to $536 million in the first year, adding that much more to the .nation's wealth. (Comments and suggestions are invited by th.e Dcpart111 en.t and can be st1bmitted' to this column ca·re oj th.e SEAFARERS LOG.) resistant to shock and . less hkely to break, thereby reducing the posslbillty of glass Injury to dependent's eyes. Originally providing coverage _Just to Seafarers, the plan ~v as expanded late last year to mclude their families. This was follo wed bY coverage f or s ea f arers an d their families who live in areas without SIU optical centers. Up to $25 in benefits ls payable when they visit optical facilities closer to their home. The ports in which coverage was provided previously are: New York, New Orleans, Mobile, Balti· . more, Philadelphia, San Francisco, Boston, Chicago and Houston. Actually, Houston coverage is for the. whole state of Texas as the optometrists used by the plan have offices through the state. In order for a Seafarer or his dependents to be eligible for the optical benefit, a Seafarer must have at least 90 days of employment in the previous calendar year and one day of employment in the six months immediately preceding the date of application. This is the basic eligibility rule for all SIU welfare benefits. Under the terms of the benefit, Seafarers and their eligible dependents are entitled to one pair of eyeglasses every two years except in cases requiring glasses more frequently due to special medical reasons. In addition, complete eye check-ups are available through the separate network of SIU medi· cal centers. Appointments for the eye examinations can be made through the Union halls in the 12 ports where the plan is now in operation. Notify Union On LOG M.ail As Seafarers know, copies of each issue of the SEAFARERS LOG are mailed every mon th to all SIU ships as well as to numerous clubs, bars and other overseas spots where Seafarers congregate ashore . The procedure for mailing the LOG involves calling all SIU stea mship companies for the itineraries of their ships. On the basis of the informati on "' oplied by the ship oppratn r , fou r copies of the LOG. the he;1dqu arters report and minutes forms are then airmail ed to th e company a!,!ent in the nex t port of call. Similarly, the seamen's clubs get various quantities of LOGs at every mailin g. The LOG is sent to any club \\'h en <i Seafarer so r equests it by notifying the LOG office that Seafarers congregate the re . A al way the Un ion would ti!;:e to hef!r promptly from SIU ships whenever the LOG and ship's mail is not d livered so that the Union can maintain a day-to-d ay check on the 11ccuraC'y of its mailing lists 0 �SBAP:4KER6 £0Q ' sru ••DJ:CAL DBPARTMBNT Joseph B. Logue, MD, Medical Director Breakthrough On Deafness ~ In the past few years, there has been ·a marked advance in the rehatilitation of persons with defective hearing. Modern advances in surgical techniques and hearing aids are now restoring a useful and happy life to many .who were totally lost behind the barrier or' silence. This revolutionary breakthrough has been interestingly described by Robert O'Brien in "Today's Health." Many can remember when the hard of hearing were resigned to being "shouted" at. We have the picture of older persons sitting by the fire using a trumpet-type hearing implement or being relegated completely behind the silence barrier. In promoting the use of hearing aids, there has been the barrier of prejudice that had to be overcome. The use of hearing aids is at the present time at the stage where the use of visual aids was 50 years ago. Now, no one has any inferior feeling about using glasses. We hope a similar situation will eventually prevail in the use of hearing aids. The ear Is roughly divided into three areas. The outer ear, canal and drum. The middle ear contains three small bones or ossicles (hammer, anvil, stapesl which transmit the sound to the third portion or inner ear. The inner ear contains a conch-like body which is attached to the auditory nerve that transmits the impulse to the brain. The two major types of hearing impairment are conductive deafness, and perceptive or nerve deafness, or a combination of the two called a "mixed-type deafness." Conductive-type deafness occurs when the sound waves do not reach the, inner ear. It may be caused by anything which obstructs the sound waves in the ear canal, or muffles the vibrations in the middle ear. This could be caused by a foreign body in the ear canal, wax, bony growths, perforation of the ear drum, swelling of the fluid in the middle ear, the result of infection, or a break in the chain of vibrations through the three tiny bones of the middle ear. Conductive:type deafness is seldom complete, as the skull bones themselves conduct vibrations to the J nner ear. Thus, these patients frequently hear well over the telephone, as the vibrations are transmitted through the temporal bone to the inner ear when the telephone receiver is pressed over the ear. In · nearve or rerceptive-type deafness, the outer and middle ear function normally, but the ·circuit to the brain is not functioning. This is due to damage to the nerve endings in the inner ear, to fibers cJf the auditory nerve or to the hearing centers in the brain. The causes of nerve deafness may be loud noises such as gunfire, head injuries, tumors or diseases that ·affect the brain. A common cause in infants occurs in those born to mothers who have measles during the first three months of pregnancy. In nerve deafness, high frequency sounds are not heard. In conversation, speech tones usually missed are the p's, k's and t's, so that only part of the words are heard. The victims complain that the sound does not make any sense. Bone conduction is of no assistance, and they hear poorly over the telephone. As nerve damage cannot be repaired, nerve-type deafness presents a serious problem for medico-surgical treatment. However, much can be done in the way of rehabilitation. New techniques in lip reading, speech analysis, auditory lrainlng, tape r ecor ding and educational television are greatly benefitting the· nerve deaf today, especially children. This training, together with proper hearing aids, is making great strides in rehabilitating the victims of nerve deafness. One of the most frequent causes of conductive deafness, particularly in children, is chronic middle ear infection. This can be caused by measles, scarlet fever, head colds and upper respiratory disease, and frequently , by diseased tonsils or adenoids. The middle ear becomes inflamed ; the mucous lining swell s; ihfectious fluid accumulates behind the ear drum, and eventually may perforate the drum, producing a running or draining ear called a "chronic ear." If the drum does not perforate, the drum thickens and movement of the drum in inhibited, and hearing losi:. develops. If " chronic ear" is. treated immediately, it can be controlled, or cu red. ~ ·: n cg l ec ~ed. ser;ous hearing loss develops. Fantastic progress has recently been made in the field of microsurgery. The c!evelopment of binocular surgical mircoscopes and minute cu tting instruments enables the surgeon to work in the small area of th e ea r. With micro-surgery, and new techniques in tissue graf'ls, lh e s urgeon is able to restore hearing to pati ents who were previou sly \\Title n oII as hop eless. In otosclerosis, a fre qu ent cause of conducti ve-type deafness, Dr. John J . Shea, J r. of Mem phis, Tenn ., ha s developed th e stapedectomy. He r emoves t he sta pes, cuts away t he ostosc lerotic bone gro wth from the inner ear, ta kes a ve in graft from back of the pati ent's hand , grafts over the opening in inner ear . He then uses a plasti c tubin g as a substitute for the stapes. Thi s type of operation is successful in about 90 percent of cases of otosclerosis. Another type of operation, "tympanoplasty," according to Dr. W. D. Schlosser, has now restored hearing to many " chronic ears." Using the op er ating microscop e and grafts, the ear specialist is ab.le to clean out a chronic middle ear and graft a ne w drum, thus clearing up chroni::: infection and r es torin g hearing lo th e many who her etofore were hopel ess. Dry ea rs are r estor ed in about 70 percent of cases and hearin g res tored in almost as man y. Many young children of sc hool age are fr equentl y apparently dull in class, are slo w to lea rn and un abl e to make their grade. Th ese children are ofte n of normal intell ige nc:e, hut are ha ndic apped by defective hearing. All school age children should be screened for hear· ing impairment, and proper correction made. He ari ng aids are an indi spe nsab le tool to many of the 15 million of hard -of-J1earin g Americans. Don't jus t buy a hearing aid. Have an exam in ation by a competent o tologisl. Follow his advice. S urgery ma y du lhe job. If nol, and a hearing aid is required, take his advice as to type of hearing aid best suited for you . All hearing aids should be individually fitted. The deaths of the foil owing Seafarers 'have · been reported to the Se~faren Welfare Plan and · a total of $28,000 In benefits wa1 paid. (Any apparent delay in payment of claims is normally due to late filing, lask i>f a beneficiary card or necessary litigation for the disposition o{ estates). Walter Stoll, 79: Brother Stoll Frank Lundgren, 38: A heart atHarry Luke, 56: Brother Luke died of a cerebal hemmorhage on tack was fatal to Brother Lundgren died of a heart condition on Feb~ ruary 1, 1962, ·i ll on December 17, October 29, 1961, Jersey City, NJ. 1961 , in Miami, bi Memorial Hos:. He'd been , sailing Fla. He was a pital, Savannah, SIU railway tugs member of the Ga. He began SIU since 1960 II I n c e 1960 shipping SIU in which he shipped and sailed in the 1938, sailing 1µ as a deckhand.' deck department. t h e cf e c k deHe is survived Surviving is his partment, a n d mother, Mrs. Gerby his wife, Mrs~ had been receivtrude Lundgren, Jennie Luke, of ing dis a bi 1 i t y of Staten Island, Jersey City. Buri· benefits s i n c e 1955. Surviving is his widow, Mrs. NY. Burial was in Staten Island. al was in Jersey City. Total benefit: $4,000. Wilma · B. Stoll, of Savannah. Total benefit: $4,000. Burial was in the Forest Lawn Cemetery, Savannah. Total beneAll the following SIU f am iiies l1ave received a $200 fit: $4,000. on ' John Brickhouse, 57: Broth e-r B r i c k h o u s e died of injuries sustained while aboard a tug at Cape Fear, NC, on November 26, 1961. He sailed in the engine department a ft e r joining the SIU in 1960. Mrs Marie Brickhouse, of Portsmouth, Va., and Murray Resnick were appointed administrators of his estate. Burial was at St. Stanislaus Cemetery, Baltimore, Md. .Total benefit: $4,000. William Howland, 6'7: A heart attack was fatal to Brother Howland on December 25, 19 6 1, a b o a r d the SS C a n t i g n y. He joined the SIU in 1945 and shipped in the steward depar.tment. His daughter, Beverly Coughlin, of Lacrosse, Wis., survives. Burial was at Lauderdale Memorial . Park, Fort Lauderdale, Fla. Total benefit: $4,000. maternity benefit plus a $25 bond from the Union in the babr'11 name, representing a total of $6,400 in ma· ternity benefits and a maturity value of $800 in bondss Carla C. Swafford, born January and Mrs. Abraham Aragones, Fa· 17, 1962, to Seafarer and Mrs. Jo- jardo, PR. seph C. Swafford, of Cedartown, Ga. Paula Saylor, born December 4, 1961, to Seafarer and Mrs. AlIrina Flguero, born December vin Saylor, Baltimore, Md. 27, 1961, to Seafarer and Mrs. t t ;\:. Manuel A. Figuero of New York Tracy Hill, born January 5, 1962, City. to Seafarer and Mrs. Charles E. Hill, Houston, Texas. George A. Everett, Jr., born No;\; ;\; ;\:. vember HI, 1961, to Seafarer and Ronald Taylor, born November, Mrs. George A. Ever.ett, Mobile, 11, 1961, to Seafarer and Mrs. Ala. Robert G. Taylor, Mathews, Va. t ;\; ;\; James L. Brantley, Jr., born NoMary Frances McNellage, born vember 2, 1961, to Seafarer and January 2, 1962, to Seafarer and Mrs. James L. Brantley, Jackson- Mrs. John W. McNellage, Mobile, ville, Fla. Ala. Becky Lynn Martinlere, born Tedd Terrington, Jr., born DeOctober 4, 1961, to Seafarer and cember 7, 1961, to Seafarer and Mrs. William E. Martiniere, Fair- Mrs. Tedd P. Terrington, New hope, Ala. Orleans, La. ;\; <\:. ;\; Francisca Nicolas, born SepPaul Warhola, Jr., born Janutember 25', 1960, . to Seafarer and ary 3, 1962, to Seafarer and Mrs. Mrs. Francisco V. Nicolas, Balti- Paul Warhola, Middle Village, NY. more, Md. ;\; ;\:. <\:. Joni Everrett, born January 10, Lorraine Butler, 'born Septem1962, to Seafarer and Mrs. Alfred ber 8, 1960, to Se~farer and Mrs. V. Everrett, Norfolk, Va. Owen R. Butler, Gibson, La. ;\; ;\:. ;\; ;\; ;\:. Michael Patrick O'Mara, bor11 Patrick Frankewicz.. born Dcember 27, 1961, to Seafarer and October ·26, 1961, to Seafarer and Mrs. Stephen J. Frankewicz, Bal- Mrs. James p. O'Mara, West Hollywood, Fla. Mal McAllister, 62: Brother Mc- timore, Md. <\:. ;\; t t t ;\:. Allister died of n at u·r a 1 causes Rebecca Pierce, born January David Hawley, born December on December 24, 2, J962, to Seafarer and Mrs. Ben26, 1961, to Seafarer and Mrs. 1 9 61, at the Jo}Jn C. Hawley, Palisades Park, jamin Pierce, Jacksonville, Fla. USPHS hospital, NJ. S t a t e n Island, "' "' born t December James Johnson, NY. He joined 22 , 1961 , to Seafarer and Mrs, Isabelle Serrano, born January the SIU in 1939, James Johnson , Jr., Los Angeles, 9, 1962, to Seafarer and Mrs. Fes hipping in the Calif. lix Serrano, Brooklyn, NY. steward depart- "' "' ment and had be e n receiving ;\; Beth Ann Gulley, born Decemdisability beneber 16, 1961, to Seafare1· a nd Mrs. fits since last July. Surviving is William Gulley, Clarkesburg, his widow, Mrs. Helen McAllister, West Va. ~ ~ ~ of Philadelphia, Pa. Burial was at . ~ ~ ~ Mount Lawn Cemetery, Sharon Suzle Scroggins, born DecemHills Pa. Total benefits: $4,000. her 29, 1961, to Seafarer and Mrs. Eueile Scroggini:;, Houston, Texas. t "' t ;.t. ;\; t ;\; ;\:. ;\; t t t t Nancy Dee Barber, born December ll, 1961, to Seafarer and Mrs. · William B. Barber, Elizabeth City, NC. . Anthony Loscalzo, born November 14, 1961, to Seafarer and Mrs. . Michael Loscalzcr, Bronx, NY. Mark San Juan, born December 24, 1961 , to Seafarer and Mrs. Vin- . ceqt San Juan, Savannah, Ga. ;\; ;\; ;\; Michael Dean Ingram, born January 25, 1962, to Seafarer and Mrs. William Ingram, Jr., San Antonio, T exas. ~ ;t. ;t. Carlos Bonefont, Jr., born December 14, 1961, to Seafarer and · Mrs. Carlos Bonefont, Brooklyn, John A. Morris, 54: A heart ailDenise Reyes, born October 4, ment was fatal to Brother Morris 1961, to Seafarer and Mrs. Felipe on January 29, · M. Reyes, Jr.. Houston, Texas. 1962, in Balti;\; ;\; ;\; more, Md. He Margarita Sanford, born Janujoined the SIU ary 1, 1962, to Seafarer and Mrs. in 1938, sailing Tommie 'R. Sanford, Texas City, in the deck de- Texas. · · partment. He is ;\; ;\; ;\; surviveµ by a Vincent Kendorski, born Janufrienn, Frank ~ry 1, 1962, to Seafarer ·and Mrs. Hickey o( Balti- Ralph Kendorski, Philadelphia, NY. · ' more, Md. Burial Pa. ;\; ;\; ;\; was in Sacred Heart Cemetery, ;\:. ;\; ;\; Michael D. Hicks, born October (Comments and suggestions are invited by the Depa.rtm ent and can Baltimore, Md. Total benefit: Eden1 Ramon Aragones, born 26, 1961, to Seafarer and . Mrs. be subm,itLesJ. tg .JIJi~ pqJ11-rnTJ pq,r.e .Pi Jl~ e•. SEA.F,A.F~ERS. L.QG.) . .$A.OOD~ . _ ,•• ~,.. • • : .. .. _, .• , .... ..N.ov~b.er ~ Z4. 1961, .. to .. Seafare& .F.red R .. Hicks, Norfolk, Va .. 1 �...... ~ Ex-Seaman.P lans Spring · Totlr;Of National Parks. Retired Seafarer Donald Catlin, now beached in Tucson, Arizona, can't wait for 1prlng to arrive. When it does, "I'll heave -anchor and leisurely work my way northward," he says, visiting the many na-• tional parks on the "{{By. lowstone, then southward through A black gang member1 join- Wyoming and Colorado to .the tng the SIU in 1951, Catlin had to retire last year .because of bronchial asthma. Doctors told him' he must live where It is high or dry, preferably both, so he settled down in Arizona, living in a trailer pulled by a jeep station wagon. Catlin has th Seafarer's emblem . e pamted on the trailer together with a telegraph with the arrow point1 t "F'10 lsh d With Ei· in ,, ng 0 ·e .g es. The name of the trailer is "The FWE, I guess you know why," he writes. "The trailer is 17 f eet long ~Ith plenty ?f r~om for me. It's a self - ~ontamed model, which means it not only ls wired for electricity and capable ·of being connected · to trailer park sewers, but is also· completel.Y equipped with propan~ .gas apphances--refrlgerator, gas lights and gas water heater. "In addltlon, the trailer has a 20gallQn water tank Into which I can pump 20 pounds' air pressure, assuring running water at all times when I am not connected to a water main. The gas refrigerator works even when I am on the road so I can store Catt in food to last me a ' : considerable time~ " He has attached a small anchor and chain to the trailer's hitch-bar which he "lets go" when parking. "This arouses much interest and I nev,er tire of telling about seafaring." His voyage northward from T.ucson will be to "Zion National Park, Capital Reef, Bryce Canyon, Salt Lake, Grand Teton Park and Yel- The concern of Seafarers for the welfare of others hat again been illustrated by the action ·of crews aboard several vessebl at 1ea. Living up to the best tradition of the "Brotherhood of the Sea," Seafarers aboard the Steel Designer (Isthmian) took up a fund to help 1ome Ume, the re1t of ·the crew steward department member went rleht alone with the idea of 4---------------------- Pike'• Peak country at Colorado Ores&e Vola speed home to hl1 Springs, then Mesa Verde Park, sick mother, Mn. Mary Vola, In Arches National M on um en t, Brooklyn. through the Goosenecks of the San Crewmen· on the Sword Knot Juan to Monument Valley which (Suwannee) did their bit by donatspraddles the Utah-Arizona border, ing $100 to a . Capetown, South thr?ugh the Navajo Indian Reser- Africa, newspaper, the "Cape vatlon to Grand Canyon, returning Argus," which will forward the In the late fall to Tucson." B th p if' N th t contribution to a local orphanage. orn 1n e ac ic or wes • Th!s practice has become tracliCatlin knows of the beauty of the tional with SIU missile ship crews country he is going to visit. Now 1n recent years, writes ship's rethat he is retired, he will have a porter Roy Elford, who's a memchance to visit the places he heard of while a child. When he gets to ber of the steward dep"'lirtment contingent on the Sword Knot. a park, he should be well equipped i i i to do exploring by horseback 'a s he's a world war I cavalry veteran. Appreciative of. the fine meal' Catlin's last ship was the :Penn time fare prepared and served by Shipper (Penntrans), which he the galley crew aboard the Mansigned off In April, 1961. kato Victory . <Victory Carriers) for · ------------------------------. OCEAN ULLA <Mariti me Overseas), October 22=-Chalrman, Frederick ~ eh· leri Secretary R. Maldonato. Some , di sputed OT 1n engine and deck de. partments. All r epairs taken care of except few minor Items. Crew asked to keep recreation room clea n. ERNA ELIZA!!ETH <Albatro11l, November 12- Chairman, J. F11lasca1 secretary, B. Wagner. The ship's dele ga te gave an educational discussion on the ship's arti cles, SIU constitution a nd SIU agreement. Some dis· puted OT on deck . The port captain complimented the crew on the cl ean· ing of the tanks. No beefs reported by department delegates. Chief stew· nrd Samuel Doyle and his department given a vote of tha nks for a job well done. G. Fargo, d eck delegate, given vote of thanks for carrylni a large slopchest. LOG-A-RHYTHM: Your Last -Voyage By Fero) Knickerbocker It is so very close to sailing time, I can see you are about to leave m.e. I shall go with you to . this last dock, For yau have to go, but it won't grieve me. I'll watch your ship sail out the Golden Gate As I wave a final farewell to youThen I'll thank God for our years together • And that your pain and suffering are t_hrough. OVERSEAS JOYCE <Maritime Over: seas>, October 22-Chalrma n, Emil Gretsky; Secretary, Bill Hay. Few hour's disputed In OT. No beefs re'· ported b y depa1·tment delegates. Request better supervision of sanitary conditions. Watch to be served before other members in messhall. All dele· gotca to make out repair lists. PENNMAR !Calmar), November 11 -Chairman, S. Foti; Secretary, John · Biehell. No beets reported . Too much noise In passageway. Remove 11ll lo c k~rn from pnrmng ~·.•.rn~.'. !5.00 in treasury. KENMAR (Ca lmar>, November 5Chalrman, N. D. Earley; Secretary, .F. Qulntayo. All repairs m1 llsl l1ave On the Jean LaFltte <Waterman), a vote of thanks was given to radio operator Vern Bean for putting out a fine daily newspaper so the ship would know the latest world doings. Ship's reporter Marcel Jette commented that "Sparks" and " old Judge Bean, the boss thief from down in old Texas" were not related. So this is to be your last voyage, dear, And we will say our last good-bye. Yau will sail on to a new adventureTo your old friends, your loved: ones in the sky! been done except a first aid k.it has not been put in the engine room. Ship's delega te suggested that a timer be installed on the washing machine. though five were ordered. Crew asked to bring cups back to pantry and return cote to room when finished with them. HILTON <Bull), November 11Chalrman, C. W. Hall; Secretary, P. L. Shauger. Everything running smooth· ly. Captain said plenty of money is aboard for draw in every port. No beefs reported by department dele· gates. Discussion on ways to keep foreign longshoremen out of Inside passageways and messrooms. CITIES SERVICE NORFOLK (Cities Service>, October 1-Chairman, D. E. EdwardSI Secretary, F. Flanagan. No beefs reported. D. E . Edwards elected new 1hip's delegate. Discussion re putting TV on board ship. Men who want TV to put up · the money for same. Keep ship's library circulating among crewmembers. TRANSYORK <Transeastern>, October &-Chairman, J. Miller;. Secretary, R. Merrell. No beefs reported. All OT beefs to be cleared up before payoff. HASTINGS <Waterman>, October 29 -Chairman, Thomas A. Pradat; Sec· retary, John E. Wells. Few hours dis· puted OT. T1·ip has been smooth. Department delegates asked to make up repair list as soon as possible. Some of the repairs can he done be· fore ship anives in port. SilfetY meetlug tu be field by captain. Depart· ment delegates asked to take r. n y safety suggestions from the members and present th em at the meeting. Repair li sts to be made up by afi department delegates. PENN VANGUARD <Penn Shipping), November 5-Chairman, H. Smith; Secretary, K. M. Cole. No beefs and no disputed OT. Patrolman should check stove. New stainless steel si nk needed in c1·ew pantry. Move night cook and baker frnm present room to laundry rooln and vice-versa as vessel ls going on Persian Gulf run. Spare fans and parts needed. All ladders on masthouses and holds to be d1ecked for rusted-out rungs. Fumigation o f entire ship needed badly. E IZABETH (Bum, November 4Chalrman, George Leach; Secretary, ,N. L. Renley. Sh ip's delegate left at San ,Juan. No beefs reported by de· partment delegates. D. Tapman elected new ship 's delegate. All ship's toilets are not working properly. Suggestion made to have a gangway on the side rlnnr nr pnrnpr1Y rilrn!!!t 9tJ1erwi§e. PORTMAR CC11lmar), October 15Cha lrman, Winburn; Secretary, H. "Tiny" Kennedy. No b eefs reported. Only three mattresse put !\board ,I TRANSYORK <Transwesternl, November 2-Chairman, V. Shook; Secretary, R. Marrero. Disputed OT and subsistence to be t urned over to pa· trolman on arrival. New ship's dele· gate elected. Men who have beefs about other departments ' should see their own delegate regarding same . Fifty cents donated by each man to ship's fu nd . BENTS FORT <C!ties Service), Sep· tember 4-Chalrman, Ed Wright; Sec· retary, W. Cassidy. Number of beefs aboard. including repairs n ot done. New e lec tric heater to be Inst.ailed In galley. One crewmember taken off due to slcltness at last mi1,Jute In Brownsville. Some disputed OT in engine department to be settled by patrolman. Beef regarding lodgin g mon ey in shipyard at Savannah, Ga. Edf Yates elected sh ip 's delegate STEEL MAKER (Isthmian), Septem· ber 25- Chalrman, Terry White; Sec· retary, N. A. Huff. One man left in hospital at Gibraltar. Ship's delegate stated this is one at the finest <'rews he has ever sailed with. $25.00 In ship's fund. No beefs reported })y d epartment delegates. Men getting off to turn In keys. Repair lists to be •nade up. Discussion on cold w;>ter beini? hot. Vote of thanks to steward department for t he ti ne /ooci and •ervlce. TRANSYORK ITranswesternl, Octo: ber II- Chairman, J. Miiier; Sec ret11ry, Moving stores from midship to the after store room on The Cabins (Texas City Refining) while at sea are 11-r l M. Spencer, third cook; J. Hewitt, baker, and The radio operator on the Santa Emilia {Liberty), Raymond L. Bacholtz, was similarly cited by his shipmates for many past kindnesses, Including occasional mediF. Colleton, BR. C. Brown, cal assistance and all-around OS, sent in the photo. efficiency In operating the slopchest. Texas City, Texas (naturally!) after the set went on the blink the As far as the Seatraln Texas last trip out. CSeatrain) Is concerned, Marshall Dillon is back on the correct waveThe Longview Victory (Victory length now that the vessel's TV set has been rep.aired. The crew con- Carriers) has put in an order for tacted a television repairman in small soup spoons and steak knives. Could be they have spread out a bit from too-steady use of regular-size utensils. The compactsize cutlery might give them a hand in reducing the calory intake. . . . I know the "King of Skippers" is aboard"Heaven's Haven" shall be your Port of Call. Many shipmates will be there to greet you, Also your cio.zar Dad, with Mother in her shawl. MARGARET BROWN CBloomfield), . October 7-Chairman, John Mahney1 Secretary, W. D. Makin. $17.50 jn treasury. No beefs. Laundry and sink to ·be kept clean. Change brand of coffee. Request better variety of night lunch . Vote of thanks for ~ew· ard department. · . PENN VANGUARD (Penn Shipping), September 17-Chairman, R. Cooks Secretary, Keith M. Cole. H. M. Smith e lected new ship's d elega te. Discussion on soogie work Jn foc'les. Letter to be sent to headquarters regarding fresh water an d obtninlng new etnin· · less steel sink in crew pantry. Lot'kers ln foc'sles to be overhauled or replaced Request fumigation of a ll spaces, foc'sles , pantry. etc., before next voyage and renewal or replace· rrient of galley range. bavlna the coou prepare a cold 1upper fn Honolulu before Chrutmas. In th11 way, galley personnel were assured a half day off for the holiday. ., .... . .. An order for foam rubber to cover the tops of the messroom tables has been put in by the Lucile Bloomfield <Bl oomfield), . but we .don 't think it will work, fellows. You still won't be able to use the meat balls as ping pong balls. They just don 't have the same bounce. ~t,.,. ~DRIES: . I' Send 'em to the _ ... .._.,, .... LOG _. ~ R. Marrero. Captain, chief mate and chief engineer will repair items as they come up to their attention. No beefs reported by department dele· gates. Discussion on men wearing p a nts in messroom . Steward promised to order six mattresses. AZALEA CITY (Sea·Land), Novem· ber 14-Chairman, Scotty McCormick; Secretary, A. J. Fonatine. Everything okay. Request safety meeting. Check with patrolman regarding securing platforms on after crane. $2.50 In ship's fund. Twenty.five cents to be collected from crevnnembers at pay· off. Vote of thanks to 4-8 watch for cleaning messhall in morning. Vote of thanks to crew messman for fine service and consideration. New math'esses to be ordered by steward. ALCOA PARTNER <Alcoa>, Septem· ber 9-Chalrman, Stephen H. Fulford; Secretary, Gilbert Troscla ir. Logging _ and wages due crew from l ast trip . One safety meeting held and not much don e . Captain and others topside com plained a bout the food ; crew is well satisfied. Repair list turned in. Balance In ship's fund of $6.00. Since the company and Union have joined forces on safety aboard ship, the sh ip's minutes forms should have space for safety com m ents a nd action to be taken. When negotiating on working rules, deck department should be a llowed ~2 hour inste a d of fifteen minutes for readiness and co£fee when called out. On extra meals se rved, charge of $1.00 should be paid instead of splitting fifty cents. Captai n a lways threatening to call Coast Guard on just about any matter that does not go his wa~'. Dael.ors h ave been giving light duty sli ps. Crewmen not bei ng able to speak the la nguage, don' t know .what is going on until they are back ahoard. All men getting off to show reason for le aving ship. Vote of thanks to steward department. ROBIN HOOD <Robin Line), Nov. 4 -Chairman. J. Straka; Secretary, R. Sadowski. $12 In ship's fund . C. Slanley e lected ship's delega te . Crew asked not to leave coffee cups on deck. When In foreign ports, keep midship house doors closed except one leadin g to gangway. MOUNT EVANS <American Trampl, Oct. 22-Chalrman, Mike Doherty; Secretary, Paul J. Onufer. Lerny Temple el ectefl new ship's dele ,rrntc. Brakes and safety catches on winch h a ndles don't work. Dishes a nd glasses are not rinsed enoug h . Hea ler ln deck department bathroom doesn't work. No beefs reported by depart· ment delegates. MERMAID (Metro Petroleum >, Dec. 12-Chairman, Tate Hall; Secretary, Wilbur C. Sink. No beefs reporte d by delegates. Motion not to elect new shi p's delegate unlil aflcr , Lake Char les w hen new crew t'Om cs aboard. Smith asked to keep job until th e n. PENN TRANSPORTER <Penn Ship· ping >, Nov. 19-Chairman, William J. Anderson; Secretary, Robert Stewart. No beefs reported. l\lotion m ade that all ships going to hot weather coun· tries shou ld have air condition ers. Ship 's delega te to see t'hief en gi neer about the sa lty drinkin g w~ter . Wa sh Water tank should be cle aneCI next port. Too mut'h smoke in m essha ll from stack. FORT HOSKINS (Cit ies Service!, Dec. 2-Chalrman, T. D. York; Secretary, Luke A. Brace. Boug ht new TV antenna and s u ggest each man donate $1 to ship's fund . Nn beefs reporteCI by departm e nt de legates. Need new toaster for crew m ess. ALAMAR <Calmar), Nov. 20-Chair· man, Cal. Bettinger; Sec retary, Sidney A. Garner. No beefs repor te d by de· partment dele1rntes. lt e '!U c•t to order a new wa shing machine . Son1e overtim e bee fs to be gi\' e n to pa lrnlm a n at payoff. STEEL KING !Isthmian >, Nov. 13Chairman, Thomas Bolton ; Secretary, Fred Tampoi. Pernrnm•nt awni ngs s hould be hung ba ck aft. H. Bergine elected new ship' s dele gate . Ice trays hould be filled a nd put back in the icebox. Ship's deleg a lc to see the chief en g ineer about pullin g ice twice n day, BIENVILLE <Sea-Land), Nov. 26Chairm a n, Paul Cathcart ; Secretary, M. Degollade. No beefs r eporte d . $17.:l6 In treasury . Ernic Koino\'ski elet'led safety d e legate. Stcward de · P3rtmcnt gi ,·en n vote of th :rn ks for t he la~· out on Thanksg i\'ing Dny. STEEL FABRICATOR (Ist hmian ), Nov . 27- Ch a irm;in, James Pulliam; Secretary, Edwin Brown . .inl111 T IJump· 'o n elerted new ship's ne!e"n te . Ren.ucsl to have hospi tal mo,·crl top sinp anrl m nkc present spare n" , ;1,hle rcw 1nore rl·<"w qn:Jrter~ . �SEA.l'A.RERS £0C LOGiA-RHYTHM: _ B y J. F. Wunderitch Al O~maner raises hand over board. Hand comes down with full force. Love can be wild, Burning in passion. Love can be madness, Hearts put aflame. Strolls through a garden~ Kisses in rapture, Secluded places, . Always the same. Love can deny you, Love can forget. Impulsive desirers, You'll later T'egret. You think she's the only one That lives in your heart. You think you would dia -. If you eve1· should part. But as you grow older Your spirit will be tamed. You'll find out It ts always the same. Four-inch board ia cleanly _split. Breaking Boards Is Fun, So Says One Seafarer With one swipe of his hand, Seafarer Al Oromaner can split a four-inch board. This feat, along with others of the same calibre, has made Al one of the few Americans to be awarded the Japanese Black Belt, symbolic of excellence in the Japanese sports of karate and judo. + War: II. While there, he from the Japanese newspapers, Al, a former New York City ...---------------------~--------~ World was under the tutelage of one of and Al's work became known in (The followin!! a r ti c l e Police Department instructor accompanying photos Japan's foremost instructors in the States. in judo, says he started sailing and were submitted to the LOG the art of judo and karate. When Among Seafarers, Al ls known because of his wife's aversion to by Seafarer William Cale- he finished his training he was as a quiet, easy-going guy, who cigars. Al, an inveterate cigar granted the status of a profession- doesn't get excited easily. On fato.) smoker, was admonished by his al, and performed in various exhi:. wife for smoking in the house, so he packed up and went over to but Al passed it off with a shrug Jap•a n to find peace and quiet and of the shoulder. He can break an a pl.ace where he could smoke his 8x~ inch thick brick the same way. cigars in solitude. c6nsidering that there is only one The scene of the breaking of the Japanese champion alive that can block (see photos above) wa s on break two bricks, doing this with the fantail of the Alice Brown one brick is no mean accomplish(Bloomfield ). The whole crew as- ment. sembled for what was considered Al's romance with karate and a feat of extraordinary strength, Japan began many years before MERMAID <Metro Petroleum ), Nov. 26-Chairman, T. Hall; Secretary, W. C. Sink. Unless the ship has a fire and boat drill in the Canal Zone it will be necessary to have one in New York. This would probably hold up the payoff. Hand vote taken and majority wanted the drill in the Canal. Vole of thanks to the cooks and steward department for a good trip . S uggestion to clean up messman's foc'sle. Faucet leaks on wash· ing machine. '4· MADAKET <Waterman ), Nov. 25Chairman, V. Suska; Secretary, Albert G. Espeneda. No beefs. ~3 . 19 in s hip's fund . See chief engineer about painting a ll r ooms back aft and chief e lectrician's room. Need light at gangway for safety_ Request steward department to dump all garbage aft. Water g lasses should be put in the side table and not in the sink. a day's lodg ing since there was oil in all of the shower lines and it was impossible to take a shower. One man did and had to be scrubbed down with kerosene . Smoke only in smoking afoeas where signs a1·e posted. Try to keep the messhall clean after leaving all ports. Vote of thanks to the steward department . KYSKA <Waterman), Nov. 19-Chalr· man, c. Kempe:i:ynskl; Secretary, R. Simpson. No beefs reported by de. partment delegates. Washing machine completely useless as It tears light clothing full of holes. Must have new machine, preferably in Wilmington, Calif. BE!THCOASTER (Ore Navigation), Dec. 3-Chalrman, Lou Smith; Secre- MOUNT VERNON VICTORY CVIC· tory Carriers>, Dec. 2-Chairman, L. W. Pepper; Secretary, L. J, Doty. Vote of thanks lo chi ef cook and stewa rd department in general for job well done . Vole of thanks to all dele gates. COE VICTORY <Victory Carriers), Nov. 28-Chairman, B. Webb; Secretary, F. Allen. Crew asked to slop beefing a bout service in messhall if they won't spea k up at meetin gs. · Ship's delega te suggests reading full stories in SEAFARERS LOG. Each department s hould use own heads and showers when possible. Crew to co·operate In keeping garbage oft decks. .. BEATRICE CBulll, Nov. 26-Chalr• man, R. Velli11ga1 Secretary, C. F . Boyle. No beefs reported b y depal"l· ment delegates. Repair list to be made out. TIMBER HITCH (Suwannee>, Nov. 20 -Chairman, H. Murranka; Secretary, Paul Magro. $8.89 in treasury . Nfl beefs reported by delegates. Steward .suggested that all excess linen be turned in for Inventory. HASTINGS (Waterman), Nov. 5Chalrman, G. Caruso; Secretary, John Wells. No beefs reported b y departmen t delegates . Ralph R. Nay elected new ship's d elegate. STEEL TRAVELER (Isthmian >, Nov. 26-Chalrman, R. L. O'Brien; Secre· .tary, A. H. Schwartz. , $13.40 In treasury. A. Doromal elected new ship's delegate . No beefs reported. Ship to be painted and cleaned up . A vote of thanks to steward department for a fine Thanksgiving dinner. MOUNT WHITNEY CBulll, Nov. 26Ghalrman, George Marumoto; Secre· tary, Doyle Huff. $2.45 in treasury. No beefs re1>orted by delegates. Pa· trolman c heck quality of linen. George Marumoto elected new ship's delegate. MONTAUK <Amerlc1n Bulk>· Nov. t'--Chi'lf'm- n, iialph Ewing; Secre· fary, R<>bert L. Fagan. Steward re· ports s~B.~ In treasu1·y. No beefs reported. Motion niade to put In for tary, John Abrams. No beefs reported by department delegates. Vote of tha nks to steward department. Re· move dry clothing from drying room. Clean coffee cups after u si ni. MAIDEN CREEK <Waterman), Nov. 26-Chairman, Gibson Coker'; Sacre• tary, Johnny P. Ballday. $3.61 In treasury. No beefs reported . Patrolman should see the captain about shortage of cigarettes this trip. Motion adopted to have Union contact company about unsafe condition of deck cargo. Headquarters urged to negotiate a 30-minute call-out before turning to on overtime and a clarlfi· cation concerning shifting s hip Jn area between Mojl and Kobe, Japan. LONGVIEW VICTORY <Victory Car• rlers), Nov. 19-Chalrman, Juan s. Rueda; Secretary, Karl G. Hagstean. One dollar in treasury. No beefs re· ported by department delegates. Request s1nalle1· soup spoons . Prepara· tion of food below standard. bitions with some of Japan's great champions. Karate blows are administered with the edge of a hand, tips of the fingers, fists and knuckles and feet and hands. When delivered with force, the blows are capable of inflicting serious injury. Back home, sport writers from the San Francisco area heard of Al's proficiency in karate and judo ship's delegate. $21.73 in treasury. No beefs reported by department d e le· gates. Deleg1·ates to try and get a small donation from each department member for ship's fund. Beef about ~hortage of fresh fruit on coastwise part of voyage. Oct. 15-Chairman, H. B. Butts; Secretary, E. K. Iverson. $15.73 in treasury. No beefs reported by department delega tes. Fresh vegetables obtained at last port in Europe. Poor selection of salads. All excess linen to be turned over to steward to be sent to laundry. OCEAN ULLA CMarltlme Overseas), Dec. 18-Chalrman, Charlie Fox; Sec· retary, Leo M. Morsette. No beefs reported by department delegates. Brother Gunder Hansen was elected ship's delegate . . STEEL fCIENTIST <Isthmian), Aug. 20 - Chairman, John F. McGonnel1 Secretary, F. S. Omega. Ship's delegate spoke to captain , about cold water shower and was told there could be no remedy at present. $16 in ship's fund. No beefs reported by department delegates. Sept. 17-Chalrman, John P. Mc· Gonnel1 Secretary, F. S. Omega. The water problems will be taken up with the proper authority. S6 In ship's furid. No disputed OT beefs reporle8 . Chief steward reported a shortage of certain Items that went aboard Ship. Vote of thanks to whole steward department, particularly the chief slew· ard, for good food and se.rvlce. PAIRLAND (Sea -Land ), Nov. 30Chalrman, Walter Newberg1 Secretary, Walter Newberg. Ship's delegate reported no beefs. Two wipers paid off In Jacksonville and only one was replaced. Third cook mi ssed if.lip in New York; sailed short. Repair list turned in to captain. Vote of thanks to steward department for a job well done especially on Thanksgiving Day meal. $1.85 left in ship's fund. Chief cook selected as new ship's delegate. Discussion on safety, Each delegate to act as safety man for each department. Crew requested to donate to ship's fund after payoff. Stew· ard will see about repairing washing machine and check if crew can get a clothes d1·yer. WILD RANGER (Waterman), Nov. 26-Chalrman, J. F. Wunderlich; Sec· retary, C: L. Strlrigfellow. Repair list turned in to captain. No beefs re· ported by department delegates. RAPHAEL SEMMES (Sea-Land), Dec. 3-Chalrman, J . C. Thompson; Secretary, H. Connley, Two solid doors will be installed back aft to keep the heat In. Crew to cooperate by keep· Ing the doors closed during cold weather. $74.90 In treasury. No beefs r e ported. Al Sliva elected new treasu rer. Suggested lo h ave all crew quarters art furnlgated for roaches upon arriva l In Newark. Steward will write to the company office about same. Vole of thanks to the steward depllrfm ent !or a job wdi done. FORT HOSKINS (Cities Service), Oct. 19-Chalrman, T. D. York; Sec· retary, Norman Chasse. Three meri taken off ship by doctor. No replace· ments Obtained as lt was too late. $14 on hand ln ship's treasury. Crew· members to notlfy ship's delegate In case they are · taken off ship by doctor SQ ttia.t repla~ements can bll ordered . NEVA WEST (Bloomfield), Sept, 18 -Chairman, H. B. Bvtts; Secretary, C. B. Brown. Jack Oosse elected MASSfi!All (Calmar), Oct. 15 --Chalr· man, R. L. Morrow1 Secretary, R. L. Morrow. Everything running smooth· I After The Hunt many ships Al has conducted classes. As a result, many Seafarers have acquired a working knowledge of the principles of karate and judo., Some of them are able to battle two or three _ men at a time and can also split A day's hunt in Grimes boards. County, Texas, s.aw Seaferer Those who rec-all the feats of Al Oromaner are quick to add, how- James H. ·Smith and his sis· ever, that his greatest asset is ter bag these fine deer. Smith being a good shipmate. sails in the deck department. ly and no major bcefq, A few diii· puted hours to be referred to the patrolma n. All foc'sles painted except one Jn engine department. which wi.U be soogeed. Change of brand in canned milk t•equested: present brand has a tendency to sour. Mattresses ordered. DEL MONTE <Mississippi), Oct. 9Chairman, Howard Hutchison; Secretary, Ramon lrlzarry. Ship's delegate reported that a few of Uie Items on repair list were taken care of in New Orleans. Vote of thanks to outgoing ship's delegate. S. .W. Noa! elected new ship's delegate . Crew messman should give better service as some of the members have little time to eat before going on watch . Schedule for cleaning laundry to be put up. All members should board ship on time prior to sailing. Captain will report all late arrivals. GATEWAY CITY <Sea-Land>, Nov. 18-Chairman, M. Machel; Secretary, 0. Guerrera. Repair list turned In with special request for galley repairs. Crew quarters inspected and found in need of painting. Crew asked to clean washing machine . Vote of thanks to steward department for good feeding. OCEA,N EVELYN (Maritime Over· seas>, Nov. 11!--...Chalrnian, A. Harring• ton; Secretary, R. M. Romanoff. Most Items on repair list completed. Some dispute d OT in deck and engine departments. Motion that NY baggage room be continue<J. Motion to revise welfare plan since an a ctive seaman puls_ in twice as much on the job as a shore worker. Retirement age should be lowered. Captain should give deck men lull 15 minutes to get ready when r,alled · for docking and undocklng. Beef about shortage of milk. Company not living up to agreement. T R A N S W A R R E! N (Transeast· ern), Oct. 29-Chalrman, A. Peura1 Secretary, E. J. Len. No beefs i·eporled by department delegates. Ship to bo fumigated for bugs and roaches. ALCOA . POINTER (Alcoa), Nov. 25 -Chairman, W. O. Wandell; Secre· tary, Campbell. Requ est for more fruit in season and more milk. Too many roast beef sandwiches and hot dogs on menu . No beefs reported by department delegates. CITIES S ! RV IC I! BAL TIMORB (Cities Service>, Nov. 12-Chal man, J. C. Whatley1 Secretary, w. Wiii· drldge. W. Wllldddge resigned as ship's delegate and was given a vote !If thanks. Jaml!s C. Whatley elected new delegate. No beefs reported by department delegates. Need new sll· verware. Discussed duties of BR re cleaning top passageway. SE!ATRAIN SAVANNAH (Se11traln), Nov. 26-Chalrman, C. W. Emanuelr Secretary, A. W. Walsh. Foc'sle being painted as requesteo:l. No beefs re· ported. ltequest new heavy llut:v washing machine . C. Emanuel elected new ship's delegate and will see pa· trolman about repairing bunks and bunk springs . Need clarliicatlon on breaking sea watches in port when we are ln less than 24 hours . FANWOOD (Sea-Land), Oct. J Chairman, Johnnie Hoggle; Secretary, John Banett. No beefs reported by department delegates. Deck and en• gine departments to take care of laundry. Messroom " to take care of recreation room. VILLAGE! <Consolidated Mariners>, Aug. 27-Chalrman, Paul Zellneri Secretary, Pe1e Trlantaflllos. No beefs. Discussion on sanitary work for laundry and recreation room. Steward department thanked for a job well done with 3rd cook short. Crew thinks some drastic measures should be taken against men walkin« off ships at the last moment before sailing time . There are men on the beach that would appreciate these .lobs. ATLAS <Bum, Nov. 26-Chalrman, G. B. Gllllsple1 Secretary, A. Tremer. No beefs reported by department dcle· gates. Vei::v poor medical attention. Request to bring back cups and glasses. Need clarification on deck mainte nance . Coke machine will be stopped when coke runs out. No coopc1·a tion from engineers on repairs. SEATRAIN TEXAS CSeatralnl, . Nov. 26-Chalrman, c. J. Frey; Secretary, Wllllam Clegg, $83.15 In treasury. No beefs repo1·ted by department delegates. Motion made to buy new television antenna. Crew was reminded to go to respective delegates with beefs. ATLA"S (Bull), Oct. 24-Chalrman, R. Mllls1 Secretary, · J. M. Dalton. Rooms to be pain led as soon ,as pos· sible. $191 worth of cokes on board, No beefs reported by department delegates. Union officials given a vote of confidence for prnvlous payoff and handling of repairs. MAXTON <Marine Carriers), Oct. 1' -Chairman, A. Michalski; Secretary, J. Mates. No beefs reported. Ship'• delegate will check with captain to have Icebox and washing machine re· paired in Japan. Vote of thanks to steward department for good chow. · · DEL ORO (Mississippi), Nov. 19Chalrman, L. Watts; Secrelary, W. Russell. No b eefs reported by de· partrnent delegates. Suggesti on maae to try and kce.P the stevedores out of the crew lounge. Vote of thanks to the steward department. CANTIGNY (Cttle! SeniJgeJ, Nol!. 'U -Chairman, J. F. HRI; Secretary, J. A. McNell. Objection to steel wire . brushes on deck and in pa ssage,ways. Discussion on smoking in passageways near pµmproom. , �- .-....... • ' I . Mack (Don Pelayo) Sharpe. AB .1nd BOb Sipsey. .l)M. Among the n.ewcomera yvho are. ending . their first year aboard are Ed .To the Editor: ,,,. I ain enclosing an article from <ex-Delta Lines) Kea_i!Y. chief the July 22, 1961 issue of 'the ilectriclan and Larry Springer. __ "Saturday Evening Post" that I oiler. Put these ancT some of the rest think would be of interest to the- Union. Many of the mem- ol us who are interested in a bers probably saw this article little social life in places like written by a retired Navy Ad- Cadiz, Spain; Istanbul, Turkey; Massawa and other Persian ports miral. It concerned the runaway together, and one can cease to ships and repeats the usual line wondei: why most of us }}ave about how important this kind thrown our suitca"ses and seaof operation is supposed to be bags over the side. Of course, there are some that and why efforts by American "can't take the good life" of a ship and· run like this, so they strike out for other ports of the world. But for those of us who like a smooth-running ship with ,%,x,,, ,.,;, ~.w.. ® overtime, _appetizing food and .«''""·'·',._.,;,;;.;;·;,,~;;,:i;;J1;:·~(...,...7:....:~~"'"'.<,,;.,,..~;.,.;"' . . comforts of "home, this is the All letters ro the Edttor for only shi p afloat. . publication in the SEAFARERS All Seafarers with the better d b th cards had better hurry up to th~ · LOG mus t b e signe y e d· h • d .. d th l writer. Names wm be withheld . ispatc er s csk ~n row n upon request. on her, as there isn t going to be many jobs open on her. R. (Sandy) Sanderlin unions to bring these ships up . to standai:d should be opposed. Ship's dele«ate I don't think this fooled many _.. _.. _.. people, especially A m e r i c a n ~ I.I' "" sailors who hav~ seen t~e affect Cites Two Crews of the runaways on union sea- F A i men's Jobs. or SS S ance Oscar A. Rosenfel& To the Editor: My wife and I would like to ;\;. ~ ;t. thank the purser and crew of the Del Sol and the crew of the Lauds Union's Del Sud · tr~Ussls;;ippi) for their Welfare Help assistance to me. Thanks also to To &he Editor: Father David, Leonor, Emma I want to thank the SIU Wel- and Rodriguez of Buenos Aires, fare Plan for its help and Argentina, for their kindness assistance in paying my hospital shown to me. and doctor bill during my reI was hospitalized for 23 days cenLconfinement. I would also in that city as a result of an inlike to tell you how much my jury to my right foot due to a family enjoys the LOG. fall on the Del Norte. · Mrs. Edward Lyons I would also like to thank Union port officials in New Or.i.- ;t. ;\;. leans for the help and coopReport Fine Crew eration shown to my wife In receiving her . f i n a l allotment Mans Steel Rover check. To &he Editor: Joseph Collins · As every Isthmian sailor and ;t. t ;t. those Seafarers who happen to board · one of the ships with the LOG·A·Rhythm big buff stack knows, the Persian Gulf run is no prize. Recalls Husband With a crew such as ours though, To the Editor: it can be made BS pleasant and On December 22, 1961, my comfortable as the "Delta Line husband, Lester B. KnickerRomance Run." bocker, passed away at the San With Captain George Denny Francisco USPHS Hosrital. He as our skipper, Ove V. Hultin as had been c o n f i n e d for six chief mate and Philip Enegess months with cancer. My heartas chief engineer, we have a felt gi:atitude goes to all of the topside hard to beat. Our third wonderful people who loved and officer, Norman Dahl, is eager cared for him during his Ulness to give any struggling seaman -the chaplain, doctors, nurses advice and a hand in learning and attendants. how to become a mate. I am also most appreciative of First order of the day is a the loyalty and kindness of the good day's work from a com- SIU officials and members, as petent SIU crew. We have "old- well as the $56 weekly benefit timer" <but still looking young) which ·made it possible for me "Red" Simmons making out the fo be with my husband much of tasty menus. If any Baltimore the time. boys have been wondering ·When I knew the end was where "Willie Nickel" was, well near, I wrote t he enclOsed poem, he has been rignt .here for three and I would be grateful to you years,.. serving the chief's best. if you would publish It Jn the. He says he's working on bis own LOG. five-year-plan. Ferol Knickerbocker Pushing him for longevity (Ed. note: See Log-A-Rhythm honors are James Rodder, AB. feature on page 19.) : Article Repe•ts Same Old Line , 'b ;».·">. t t I B£.4PAlfBR!J LOG N~ght-tiine, TrQnsfer At Sea Saves 111 -MesSman;s Life Seafarer Patrick A dramatic night-time transfer at sea probably saved the life of 'Odgen Thompson who, while a messman aboard the Hastings (Waterman), came down with an attack of bleeding ulcers. · The severe attack required•••• the immediate attention of a doctor and the ne~rest ship with a doctor anq a hospital was the French liner C o 1 u m b i e. Thompson was transfered to the Columbie by way of the Hastings' motorized No. 2 lifeboat. The maneuver took place about 1,500 miles . at sea after the C-2 altered its course and steamed 12 hours to meet the liner inbound for Southampton, England, and Le Harve, France. Nine volanteers manned the lifeboat. The transfer began at 2021 hours with the launching of the boat into n br eaking sea with moderate swells pf five to six feet whipped up by a three to four-mile-an-hour westerly wind. The tricky night maneuver took place when the Columbie was about one half mile from the Hastings. Thompson was tied to the stretcher and then put into the lifeboat which had been lowered to the deck. The Hastings was stationed so .that the swells broke on its bow to reduce rolling during the launching. In spite of this, the rolling caused the boat blocks to swing back and forth, raising the possibility thal the heavy metal would smash into the boat crew at any moment. Following the successful launching, the I if e b o at transferred Thompson to the French vessel and returned in about a hall hour. If the engine had failed, the crew was ready to man the oars. Reboarding the Hastings presented as big a problem for the lifeboat as launching. It received some dents in. its hull when being picked up due to ·t he rolling. Re- covery was completed in five min-+ ~f.&Nf'.'iD'i.lf:'.<l'ff>f0.~~:;,ivr:~tt:@r~f'«tI'.iZN'{'.@liifr:?'ill utes with no injury to the crew. Get Certificate The successful launching, transfer and recovery was due to the Before Leaving fine seamanship displayed by the Seafarers are advised to sevolunteer boat crew of six Seacure a master's certificate at farers, two engineers and one mate. The ship's master, Ben Martin, has , all tlmes when they become ill recommended that the crew be or injured aboard ship. The right to demand a master's cercited for their action. tificate verifying illness or inThompson was hospitalized In jury aboard a vessel is guaranEngland for a short while for teed by law. Be sure to get a treatment before being flown back master's certificate before you to the US. He received further leave a vessel as a means of treatment in the Staten Island assuring your right to benefits USPHS Hospital and then con- later on. tinued to his home in New Orleans. On A Holy Land Voyage. • • . Seafarers on a recent Glo~e Explorer (Bulk Ships) run to Israel include: upper left, W. Guillory. OS; Y. Douglas, steward; upper right, F. Crosbie, oiler, with radio officer G. Blevins; · lower left, L. Pool, wiper, D. Emerick, MM; J. Hodges,· engine utility; J. Halladay, third cook; lower right, F. Y. Dusen, utility; A. Queary. OS; J. Thomas, wiper; F. Cisneros, BR; M. Henton, AB. Douglas turned in the photos •. CAL.LING -r1-1e DSCI< A FLOo.8 ? "('K.NOW, IF THE = 01.0 MAN llEA~ You TALK LIKE TUAT-ME.'LL 7HROW YOU £16UT TJ.IRDUGJ4 OAJE OF Tl-IEM /.It ~OU/ID WINDOWS! �Pace TwentJ' Twi Shipwrecks And TorpedQi:Dg .,..All In A Lifetime.,s Work · Many an oldtimer with a bagful of sea stories has dropped in to chat at the LOG,· but few can match the yarns spun by R. Hans Hanssen, 72-year-6ld chief steward who recently went on the SIU pension list. After a quick -mental c a l c u - + - - - - - - - - - - - - - - - - - - - - - - - - - lation, Brother Hanssen re- a Captain Daas. 'I'll never !._orget married son and a married daughhim: We got food that the firemen ter, Js a grandfather (with five called that he first went to didn't want, and the captain used grandchildren) and has a nephew .. sea in 1903, at the age of 14, out of Bergen, Norway. Actually, he sailed a total of 47 years when you count the time he spent ashore, some of it as night manager of one of the Brass Rail restaurants Jn New York City. Tells Of Shipwreck Shipwrecks? Brother Hanssen saw plenty. "I was on the Washingtonian in January, 1915, when she went down in seven minutes in Chesapeake Bay; we lost one oiler in that one." Hanssen was chief steward on the Norwegia n-American liner Kristeaniafj ord when it was shipwrecked off Newfoundland in July, 1917. The liner was carrying 1,260 passengers and only one was lost. Back in August of 1910 he was on the Alice when she sank in the Caribbean 173 miles from Kingston, Jamaica. After six nights in lifeboats, the crew, all saved, landed on a jungle beach in Nicaragua. Food Shortages "We traveled 190 miles to a seaside hotel, then we got a schooner, with a load of gold, for British Hondu ras. That schooner cook used flour, water and grease, not much else. In British Honduras we ate rice, beans, and rolls and when we caught a Norwegian freighter to New Orleans, we ran out of food the last two days." Brother Hanssen, carrying the story to its bitter end, recalled that at a seamen's flop in New Orlea ns, they were fed a familiar diet : beans and rolls, for lunch, supper, and breakfast. Fi nally, the Alice crew got a shi p to New York, skippered by to say, 'If you don't like it, take a swim'." Back in New York in October, 1910, a little over two months after the wreck, the Alice crew received their compensation - a half month's pay. War stories too are · a part of Brother Hanssen 's unerring memory. Back in 1944, Hanssen was steward aboard the G ab r I e 1 Frencher, an Isthmian vessel bound in convoy for Europe and loaded to the marks with 10,000 tons of explosives. Dangerous Cargo The dangerous cargo was unloaded in England and the ship returned to the States. Brother Hanssen remembered that 300 miles off Sandy Hook, the skipper announced to the crew that the explosives had reached their final destination: the load had been used to sink the German battleship · Tirpitz. Toting up a few vital statistics, Hanssen figured he had been shipwrecked eight times and torpedoed twice. The recent years, however, have been better. Brother Hanssen joined the SIU in 1946, when Isthmian came under SIU contract, after helping to organize the Steel ships. Before the Union hiring halls, Brother Hanssen knows well how seamen were exploited by shipping agencies. He declared that he personally knows at least one operator of a seamen's employment agency who retired as a millionaire after years of preying on seamen. Brother Hansse n, who has a ROBIN SHERWOOD <Robin), December 10-Chairman, W. E. Messengeri Secretary, W. D. White. No beefs. $10.15 in treasury. Question on time changes b eing made on only two watches, thus requiring m en to stand 4 lfi -hour-watches. Ship's delegate to see captain on locking up all cigarettes at. Capetown. Members advised to decla re all items in their possession. Requ est less n oise in passageways. Vote of thanks to steward de· partment. CHICKASAW (Waterman ), Decem· ber 17-Chairman, John Cantrell; Secretary, Frank Kusturs. No beefs report,ed by dep artment delegat es. $11.05 in treasury. Crew to keep all portholes and doors closed and locked while in Korea. Crew reminded to stay l!QQ!:r l!!ld be on ·the ;luU. to headquarters for a terrific payoff on di sput ed OT. $14.50 in treasury. No beefs reported by department delegates. Drinking fountain on crew deck needs repair. Crew requested to stay out of pantry during meals so pantrymen have room to work. Care should be taken when hanging clothes in fidleys so they won't fall on engine. Slopchest prices to be posted. Chairs to be left in messroom. ORION STAR <Orlon, Shipping), December 17-Chairman, James Robinson; Secretary, Lovls B. Thomas. Captain is going to put out checks and yen in Japan. They are going_ to put new steam line in crew pantry and repair the fans in the crews' ROCKY POINT <Bulfl, December 23 -Chairman, George L. Hayes1 Se tretary, C. E. Martin. No be efs. Sugge stion that cots be used aft on ship instead of in passageways for sa fet y reasons. Steward reported Christmas dinner will be served Sunday instead of Monday due to transit of Panama Canal. Crew agreed. Cooks th anked all hands for cooperation. Vote of thanks to steward dep artment for food and service. EAGLE VOYAGER (United Marttime), December 5-Chalrman, L. ·A. Williams1 Secretary, Florencio lslt. No beefs. Cooperation should be given to wipers regarding head and shower. No butts, matches, papers or bits of soap should be thrown on deck. Put 1cetrays ba ck In tho freezer . Congratulations _to the steward department for a job well ~me. MONTAUK POINT (B ulk Carriers>, December 10 - Chairman, Barney Kelly; Secretary, none. New pump requested for the crew ·machine. Request to have the crew mess painted. Need a new supply of llnens and new fans for all departments. SEA'TRAiN NEW JERSEY <Sea· - lrainl, December 19-Chairman, I. A. Pedersen; Secretary, L. Reilly. $7.23 in treasury. Discusslpn on men putUng slugs in coke machine and takin g cokes from storage racks. Unanimous vote to keep operation of ·machine fndependent from ship's fund. , STEEL WORKER (Isthmian), no ........Ciaalrnuin, W. M. Hand1 . Secreg,y,. 2. Johnson . . M~nr - ~ anks '°"" quarters. $3.00 in treasury. Request to put all chairs back in messroom, b ooks back In library after use. Men going to engine room asked to close d oors quietly. Vote of thank8 to the cooks. FRANCES (Bull), December 16Chairman, P. Seinyk1 Secretary, Wll· fred Grant. No beefs reported. Re· quest to h ave a fan in the laundry, more variety and quantity of food and more iinen. Vole of thanks to the baker. who is a sk1pper and another who is a chief engineer in their native Norway. Plans for the future? Brother Hanssen ls thinking about making a trip to the Island where he was born, 23 miles south of Bergen. But it would be just a visit. The US is still the best place to live, Hanssen declared, and Brook1yn ls a good home port. $500,000 Cargo-A Yqcht The Ocean Dinny (Ocean Clippers I carried an unusual cargo from San Francisco to ·Tampa-the $5-00,000 yacht "Miss Budweiser," built in California for the An~ heuser-Busch brewery. At right, dockside crane prepares to lift yacht off C -2: above, boat rests in water with crane gear still holding her. Dinny is manned by Seafarers. This seafood ls often bad and s\eward said it would not be cooked In galley or kept in ship's refrigerator. OCEAN ULLA <Maritime Overseas), November 1' - Chairman, W. c. Tholl')as; Secretary, F .. A • . Pehler. . Sl3.40 in treasury. No beefs reported by delegates. Rt!palr list and everything else okay. ROBIN SHERWOOD · <Robin), November 5-Chalrman, W. Messenger1 Sec~etary, c. Mlchnay. D. Whittaker, chief electrician, hospitalized in ·cape. town. $12.15 in fund: $6.83 spent. Crew asked to be more considerate of men sleeping. Vote of thanks to the steward department for a ;lob well done. Brothers asked that a closer check be- made on stores. Ship left wllh 05 days' 6tores nnd tt Wl'~ a 90-day-run. GLOBE PROGRESS (Maritime Overseas), September lG-Chalrman, Stan· ley F. Schuyler; Secretary, Andy ·Noah. Andrew Lustaves is the new · ship's delegate. Everything runnini smoothly; 110 beefs reported by department delegates. Repairs to be done on next trip. Bunks and bunk .light-wm be repaired later as ,there ls no welding machine aboard ship. Too mu ch chlorine in the fresh drink· Ing water. STEEL RECORDER (Isthmian), November 4-Chalrman, James D. Manni Secretary, E. Pappas. Library wiii be locked in port. No beefs reported by department delegates. Vegetables have been served cold. Suggested that hot rolls be se1·ved more often. Washing machin e should be repaired or re· placed. BROWN <Bloomfield), Nov~mber 5-Chairman, Robert A. Bur· dick; Secretary, John J. Harty. $12.25 In treasu;y. No !l!:!!fs repnrtert , See chief engineer about a new wringer on washing ma chine. Vote of thonk1 to steward department. CITY OP ALMA (Waterman), Octo· ber 31-C halrman, Vic Harding; Sectary, Bob Garron. Thank• given to crew for donations toward a wreath for tho late Brothe1· Haggerty. Repairs almost completed. Further effort is , to be made at New York regarding p ay for the penalty cargo. No port as yet nominated for 'd1·ydocklng. Sll3 In movie fund and S28 In treasury. Some disputed overtime reported. - S!EE_L E~EC~T!Y!!! !llthml11n1, :>epremner 24-Chalrman, Alexander D. Brodie1 Secretary, Cedric R. Wood. S0.89 in treasury. · No beers reported. ~ew toaster needed for crew. Steward discussed the fact , that some crewmembers 'Were bringing aboard seafood frotn burnboats in foreign ports. P-ENN MARINER (l!enn Shipping), November 11-Chalrman, Louie W. Moore1 Secretary, S. Rothchild. Two men missed ship in Brazll. Captain informed ship's , delega\e there will be no draws upon arrival In Tampa . Ship 1, definitely 1101d. No beef• r•· ported, Crewmembeu would Ilk• to ALICE "But they were hamburgen when I started." receive layoff 1llps 10 they wlll be able to receive unemployment bene· fits wlthout delay. Vote of thanb to steward, department, especially to crew pantryman. Ship was In Brazil three weeka and did not receive any I.OGS. - BEATRICI (Bull), . October 29Chalrman, Erne1t de Beuttel Sec'r.. tary, J. Keating. All disputed OT will be settled at payoff. Discussion on lmprovin& quality of fresh fruit. TITAN <Overseat 011 Transport), October 29-Chalrman, Joseph E. Hannon1 Secretary, R. C. Pappan. No beefs reported by delegate1. W. J. McDonald elected new ahlp's delegate. Company leaves mail in office a month or more be!oro sendJng to 11hlp. Men to let 11hip'~ delegate know 1f store• are okay. CHILORI! <Marven), October 15Chalrman, M. H. Joneu Secretary, I!. B. Tart. No beefs reported by department delegates. C. Tho1·pe elected new ship'• delegate. MAB <Bum, October 14-Chalrman, John Emmarlck1 Secretary, W. Mor• .,.. rls, Jr. Stanley Johns elected new ship's delegate. Discussion on ship'• fund and new TV set. ELIS V. <Ocean Cargoes>, September 10-Chalrman, J. Mora; Seer•· tary, G. 8. Gapac. Ship's delegltte saw captain about drinking water belnlJ too salty. No beefa reported by department delegates. Washing machine not working properly. All agreed to have new was~ng machine installed. COASTAL CRUSADER (Suwannee), Octo))er 29-Chslrman, Cliff Taggart1 Secretary, O. Stevena. S2.00 in treas· ury. 0. Steven1 elected ship'• dele· fate. YORKMAR (Calmar>, November 7Chalrman, Carlyle Stack1 Secretary, J: A. Rockko. Disputed OT In deck fr'11ng concerning longshnre work In Aberdeen. Six men paid off and replaced on West Coast. Food le not up to standard and it greasy. EVIL YN !Bull), Octobtr 29-Ch!tlr• men, J. Busalackl; Secretary, Ii. W. King. No beef1 reported by depart· ment delegates. SB.45 in treasury. Dl!L MA:i <Mississippi), October 1Chalrman, M. B. Brongeon1 Secretary, ldward _,chH. ' N.o beef1 ,i;eported. ·" ••t rl t f If t I George McFall thanked the membership for the way he wat received on Ute 1hip. COTTONWOOD CREEK (Bulk Transport>, November · 6-Chalrman, Claude M. Sturgl11 Secretary, Walter J. Wallace. No beefa reported by department delegates. Request all to help keep pantry clean. DEL ALBA <Mlsslaslpp(), October 22-Chalrman, John I. Reddlng1 Sec· retary, Max Fabrlcant. No beefs reported by department delegates. Jl'hD E. Redding elected ship's delegate. All department sanitary men to agree on cleaning of slop sink, laundry and recreation room. STEEL AGI <Isthmian>, ~ovember IS-Chairman, Tony Radslck; Secretary, Felizardo T. Motus. $53.00 ill treasury, No beefs reported by a11partment delegates. Ship's delegat• suggests that crew donate a few cents each for the ship's llbrary. Vcte of thanks to all delegates for a job well done. STEEL DESIGNER (Isthmian), Octo· ber 29-Chalrman, Gene Flower11 Secretary, R. M. Moody. Patrolmen · ' squared away slopchest beef, room allo.wances and OT beefs. Safety meetings being h eld regularly. $26.0() . In treasury. No beefs reported by department delegates. Discussion on coffee. The crew agreed to try to get a better brand of coffee. Request more variety in menus and less salt in food. OCEAN EVELYN (Maritime Over· 1ea1), October 14-Chalrman, Mike Rozalski/ Secretary, Cecil B. Thomas. ·, $8.00 in treasury. Everything In good shape. No beefs reported by department delegates. 1 HUllRICANI <Waterm,a nl. October 10-Chalrman, Tom Hlll1 Secretary, Ii ' Ray. Repairs being taken care of and rooms painted. No beefs re· ported. Old books given to Se~men's · . Club at Rotterdam. Vote of thanks to ship's delegate. Vote of thanks to 1teward department. PETROCHl!M (Valentine Chemlcal), October ;J-Ch!!lrm!!n, John Tewn~endr Secretary, ' J . Prestwood. $17.00 in ahlp'e fund. No beefs .reported. Discussion on canned and fresh milk, Majority agreed it would be good ' for brealt'fast, cereals, etc., on lor1!z :tuns as ·lonr 01 j t dldn't cut out freall rnllk -, where obtalnabJe in forelin ports". · I ' . '. I 1 ' 1• ,. · �,· ....111U7. lib BEA.,.4.RERS ioc ,Wfiose )Right fo Wor~? :· ·fhe Promoters of Course FINANCIAL REPORTS. Th• con1t1tut1on of the IIU Atlantic, Gulf, Lak6S and Inlan~ W,ters D1Btr1ct makel IJWICifiC prevision !or aafegulU'l!!ng the membership'~ money and Union !inance1. Th• con1titution requ1re1 a detailed ~A audit every three month• by a zank and file auditing c0111111ittee elected by the mem- · ber1hip. 'All Union record• are available at SIU headquarters in Brooklyn. Should any member, for any ~ea1on, be refused hi• con1titutiqnal right to inIJ)9Ct the•• rocord1, . notify SIU Prtaidtnt Paul Hall by cer tifi ed 111&11, r1turn receipt requ,ated. WASHINGTON-Thanks to some energetic activity by cm Indiana Congressman, Ws bef'n discovered whose "right to work" the National Right-To_-Work-Committee is talking about. The organization,-+-------------which is devoted to the cause hutlons to its actlvltles at"e tax exof outlawing the union shop, empt as a business expense, 'but it spends most of its fund-raising re~ ceipts to assure the job se{!Urity ·and working conditions of its own fund-raisers. _ Rep. Ray J. Madden (Dem.-Jncliana) cited a report of the National Better Business Bureau, Inc. which disclosed that 42 percent of all the funds raised by the group went for fund-raising expenses. The business group reported that the national "work" committee took in $418, 732 in contributions from businessme~ and dues froni 15,000 members. Of this total, $3,000 a month plus a one-third commission of net income went to a professional fund-raising outfit. The comm1ss10n ·was · based on whatever was left after the firm's fixed fee and expenses had been deducted from the organization's gross income. · The group has been trying to spread the impression that cpntri- conceded that it has not received any such ruling from the Internal Revenue Bureau. In fact, one company in Indiana, the local Coca Cola Bottling Company, was rebuffed by Internal Revenue when it attempted to list a contribution to the group as a deduction. The regional Internal Revenue director classified the 'Contribution as a "payment to influence legislation." Indiana is one of the few heavllyindustrialized states which has "right to work" legislation on the books. The National Right-To-Work Committee has never registered as a lobby under state or Federal laws although its objective is to help secure the passage of anti-union legislatlon. The committee claims it exists to "assist and advise" local · "right to work" groups but has no "official" connection with such groups. .c:...,, TRUST FUNDS. All trust fund• of the SIU Atlantic, Gulf, Lake• and Inland 'Waters District are adainiatered in accordance with the provisions of various trust fund a1reeae~ts. All the .. agreements 1pec1fy that the tru1tees in charge o! theae fund1 shall con1i1t equally of union and aanagement representatives and their alternates, All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees, All trust fund financial records are avai1able at the headquarters of the variou1 trust funds. If, at any time, you are denied information about any SIU trust fund, notify SIU Pre1ident Paul Hall at SIU headquarters by certified aail, return receipt · reque1ted. ',. . ~ . ,:i.·f '.;,' .·,f:;'~. : .,. ~~.: '.~,·'.:'·c:~'. ·~' ..=;·' .• . ,: . t t August Charons Get In touch with Mrs . . Anne Harding, 25-28 42 St., Long Island City 3, NY. ;t. t t t t t Bernt L. Soland Uld~rico Meyudlo Contact Norman Hansen of Sam Contact Mrs. H len Doro, 161 Hansen & Son, Storage Warehouse, India~ Field Road, Poq. Bridge, 4909-11 Fourth Ave., Brooklyn 20, Conn., or phone Hilltop 5-1342. NY. . ;t. ;t. ..,.+',ii .... 0 " · .- . ·.., ..... ..... , ·,• • ... '·.-:-.. ..:. ··· ·.~... -· :.. .·.·· ·-;. ·· EDITORIAL POLICY--SEAFARERS LOO. The LOO has traditionally refrained from publishing any article serving the. political purposes of any individual in the Union, o!ficer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership, This established policy has been reafJirmed by membership action at the September, 1960 mee tings in all constitutional ports, The responsibility for LOO policy iii vested in an edi,;, torial board which consists of the Executive Board of the Union, The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility, %@~, t , ··: ....... · . contract rights properly, contact the nearest SIU port agent. In addition,· notify SIU President Paul Hall by certified mail, return receipt requested, ..;.; i~;;~;t;;Wf;:~~·~~;=<·:<...; '. .\-·-~ Georgia, or phone Adams 3-3279. Manning passed away in Galveston on January 14. ~ CONTRACTS, Copies of all SIU contracts are available in all SIU halls, These contracts specify. the wages and condi tlons under which you work and 11 ve aboard ship. Know your contract rights, as well as your obligations, such as filing for(]!' on the proper sheets and . in the proper manner, If, at any time, any . SIU patrolman or other Union official, in your opi~ion, fails to protect your ;i,ij'~. :'ft~} · ;(.;'. Oliver N. Myen Contact your wife, at 2804 Third St., Bay City, Texas. ;t. ;t. t Willia1t1 Drew Get in touch with your attorney, Bernard Rolnick, 320 Broadway, New ·york 7, NY. . SHIPPING RIGHTS, Your •hipping rights and seniority are protected by the contracts of the SIU Atlantic, Gulf, Lakes and Inland Waters District , and by Union shipping rules, which are incorporated in the contract', Get to know your shipping rights, If · you feel there has been any violation of your shipping or seniority rights, first notify the Seafarers Appeals Board, Also ' notify SIU President Paul Hall at headquarters, by certified mail, return receipt requested, &A $1.\ i.\;\:; q'f if(; Wk ~;1~· tr/. ,. ~ 0 ,~o ...: .. -:; PAYMENT OF MONIES.,..,.... monies are to be paid to anyone in any offici al capacity in the SIU unless an qf!icial Union receipt is given for same, Under no circwnstance should any member pay any money for any reason unless he is given such receipt, If in the event anyone attempts to require any such pay111ent be made without suppl'ying a receipt, or if. a member is required to make a payment and is given an o!ficial receipt, but feels that he should not have been required to make such payment, thi@ should iDllllediately be called to t he attention of SIU President Paul Hall by certified mail, return receipt requested, :~l >-W 0 ;t. Henry T. Buckner Harry E. O'Brien "Important. Get in touch with Your wife would like to h~ar your brother, James B. Buckner, at from you at 307 Eslava St., Mobile, Maupas Ave., Savannah, Alabama. 409 ;\; ;t. CONSTITtrrIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the SEAFARERS LOG a verbatim copy of its constitution. In addition, copi~s are available in all Union halls, All members should obtain copies of this constitution so as to familiarize themselves with its cont~nts. Any time you feel any member or officer is attempting to deprive you of any constitutional r.i ght or obligation by any ~ethods such as dealing with charges, t~ials, ·etc,, aa well as all other details, then the member · so affected should iJn111ediately notify SIU President Paul Hall by certified mail, ·return receipt requested, ;t. Ex-Pacific Navigator Checks being held in the Boston hall for the following: Robert Wigfall, Melvin Smith, · Jam~s Fort, Aust In Daniels, Francis Smith, John Gates, Harry Schultz, Claude Brown and Gilbert Essberg. ·SIU Atlantic, Gulf & Inland _Waters District L~kes P:~u~IDH~ EXECUTIVE VICE-PRESIDENT Cal Tanner VICE PRESIDENTS Claude !ilmmons Llndsc:v William~ Earl Shepard Al Tanner SECllETARY-TREASURER Al Kerr HEADQUARTERS REPRESENTATIVES Jill Hall Ed ~ooney Fred Stewart llALTJMORE . ...... 1216 E. Baltimore St. Rex Dickey, Agent EAstern 7·4900 llOSTON . . . . . . . . . . . . . . . ' 276 State St John Fay, Agent Richmond 2·0140 DETROIT 10225 w. Jefferson Ave. Vlnewood 3-4741 HEADQUARTERS . .. 67:! 4th Ave .• Bklyn · HYaclnth 9·660 HOUSTON . .... .... . .. . .4.202 Canal St. Paul Drozak, Agent CApltal 3-4089; 3-4080 JACKSONVILLE 2608 Pearl St .. SE .. Jax WIUlam Morris, Agent ICLgin 3·09P.7 MIAMI . . . . . . . . . . . . . . . 744 W. Flagler St. ·~en Gonzales, Agent FRanklln 7·3564 MOBILE ... ........ J South Lawrence St. Louis Neirii . Agent HEmlock 2·1'Ui4 NEW ORLEANS . .. . . . . 630 Jackson Ave. lluck Stephens. Agent . . . . . . Tel. 529·7546 NEW YORK . . 675 4th· Ave., Brooklyn .... . HYaclnth 9-6600 NORFOLK . . . . . . . .. 416 Colley Ave Gorct9n Spencer, Acting Agent 625·6505 PHILADELPHIA . . .....-.. 2604 s. 4th St DEwey 6·381!' SAN FRANCISCO . . . . . . . 450 Harrison St Dougl;is 2-4 4 0~ SANTUR~E . .PR ,1313 Fernande1 Juncos. · ·· . ·· stop 20 Keith· ~~rpe •. H~; Re'p, , Phone 72~· 00p3 SEA'IT~E . . . : , , . . . . . . . . 2505 1st Ave Ted ~ n,.'hko\\'.Skl. 1 Agen~ · ,Main, ~ - 4:i34 tAMJ!A . . : ... i· .... . .. 312 HarrJsop St. ~elf Gillette,. ,,~ent 1 • 24·3471 ~LMlNC.TO~ . Ca lif 505 N. Marine Ave ° ;t. ~ t ;\'. ;\'. ;\'. ·.·,··.·.-..·.··:······ RETIRED SEAFARERS, Old-time SIU · members drawing disability-pension benefits have always been encouraged to contlnue their union .activities, including attendance at membership aeetings, And like all other SIU members at these Union meetings, they are encouraged to take an active role in all rank-and-file functions, including service on rank-and-file committees, Because ·these oldtimers cannot take stiipboard employment, the membe'r ship has reaffirmed the long-standing Union policy of allowing them to retain their good standing t'hrough the waiving of their dues, Reginald. Sirois Contact your sister, Mrs. Cecile Akin, 1814 East Hill Ave., Escondido, California. Roy Como Conlact your mother, MI'S. Edith Como, 121 E. Center St., Lawrenceburg, Ind. ;_t, ;\. ;\'. Ex-Ore Line Checks are being held in the Baltimore hall for the following: Louis Brown, James Bergbower,. Edward Celkos, V. Colas, Robert Duff, M. Jensen, Edgar Kurz, Frank Koski, William Lanier, S. M C · k G ff c orm1c , eo rey Mil 1s, Luis Moya, Allen Myrex, James Nelson, Charles Nelson, Earl Pattee, Gerald Sha.ffer, Charlie Shurplnskl, Herb, ert Sim. ms, Franklin Taylor and Samuel Torina. ;t. ;t, ;t. c/o S. Alexanderian, Sabet-Pasal the following: H . Waller, M. San- Anyone knowing the whereabouts Co., Inc., PO Box 1523, Teheran, chez, B. Cherry, J. L. Blanc, D. S. of this man is asked to contact Mrs. Whisman. Coggins, W. Frederick. Iran. ;t. ;t. t . ;t. ;t. t Ch2.rles Rerdue Contact Mary E. Rerdue, 12220 W. Golf Dr. , Miami 68, Fla. ;t. ' ;t. ;t. Ottie D. Walker Contact Mrs. Annie Walker, PO Box 301, Stone Mountain, Ga. ;t. ;t. t Charles T. Miller James Terry Important mail is being held for · Daughter Cheryl would like to you in the Bnltimore ball. see you MaTCb 16, 1962, at 3738 ;\' . ;\' . t 22nd St., San Francisco 14, Calif. George E. Harrison ;\. ;\. ;\. Please contact Mrs. Clarice HarBreadus Duncan· Miles rison at Beaverlett PO, Mathew PO Virginia. Contact Mrs. B. D. · Miles, Box 18101, Easten Statio.11~ Hous;\'. ;t. ;t. t 2 'I' Mcmey' Du'e on 3 , ex. . . ";t, , ~ · . ;\. HedgP Ha\'cn Farms, Inc., of 80 'Hiak Atexand~rian Bi'oad 'St., New· York City, is holdC'nnf ,,,..t M'"' ...... .. A1 ..,..,,,nA~··l,,n _ . s ciJe~~ .C~.i: tt·•u:is~aiwn . -!Os. ·rt4'.!l..li~ta.•1641P& .. -. 'lu1111nak•~ ~ • ~~...., ., r -~~,....,_.- "'° .....,. t ;\'. t t t t John H. l\'lurray John L. Whisman John Oslandes Important you contact your son Contact wife Bertha at 2089 Contact Irene Kydoniefs, 83-45 Market St., San Franciscc 14, Calif. at Brownell St. Broadway, Elmhurst 7~, NY. �.· " . Vol. XXIY No.2 SEAl'ARBBS.- OFFICIAL ORGAN o ·F THE SEAFAftlRi JNT!RNATIONAL UNlQ-N • ATLAN.T,C, GULi", LAKES AND IN LA.ND WAT.&:RS DISTRICT •: AP'l-·CIO ' . / "" ... - - ..... ~ ~1 ~ 9: I •e Fres A oyage '.'.' '.q \p 'I&.. • . ~ IOHAt. UNION OP ~ORTH 1~1;! JNLANI> wATliRS ATLANTIC • GULP • u &?S fOURTn AVENUE ' BROOK t.MERIC'- a AF&.•ClO AT I 0 NA L UN I 0 N """"'" woT• ••• ...,..... ,....... SEAFARERS . ,. LYN 32. • NEW voA~. l DIS~cr · HYACINTH S..GGOO · February 14, 196Z Companies £the TO. All Signatory t the Plan o , ·• parties o S 'tation Departrnen._ ILK 11Food and Ship a~1 .WHOLE FRESH M ON CANNED RE· CLARlFlCA TION :_ . - The newest benefit ·f or Seafarers, fresh whole mi.Ik throughout the voyage, has been in effect - now. from the first of the year. All shipping compan.ies have been notified that their vessels ore to stock conned whole milk to be used after the supply of' US fresh milk has been used up. T h i s pioneering benefit for Seafarers has :·· been made possible by new . processing · techniques. The adjoining letter to SIU-contracted operators detajls the agreement reached on storing milk so that all Seafarers may be familiar with its provisions. ived on.th~ use Gentlemen· . s that have been rece inqu1rte . erve to clarify numerous . This will s ·1k" ·1k t ·the d Whole Fresh Mi d Whole Fresh Mi a 1 of • Canne h store Canne . voyage s a 11 k ' ng a f ore1gn . { the voyage l Vessels ma l d for the duratiot:i o . . . . . s 1s 1 . t per man per ay 'lk from local da1rie . rate of pin ~ S ports' fresh m1 domestic ports . . Contmen!al U . ting from any 1 £ es is 1n pno:r to a vessel dcpar (40) gallons of loca r 2 While a ves.sel · s a day ,....,.,t ' {n- ... ty. d three tirne / foreign pv.i. to be serve . port and or a ther domestic going to ano laced on board e supply of fresh milk must be p tal U S .port and th at breakfast the last Con~1nen . . k 1s to be served 3 After departure from ann.,.d Whole Fresh M1i . as been consumed. C . local nnlk h . ed three times only while ·at sea b MUk is to be .serv . d Who1e Fres . ort. C3.r.ne · 4 While ln a foreign p . d Whole Fresh ment. h'l Canne · gree a day as per a :gn- ports w i e • i... 11 he made in. Fore1 .o1 milk s l:a . 5 No purchases Milk is available . db all parties. 1 am. u nr:ler stoo Y , . Trusting this clarification is ... I I ~1 ,'. '· J ~ , ��! Seafarers W~lfare ·Plan .S.urgical ·Schedule· . - !MXIMUM PAYMENT "Pylori: &tanosf1, &!Pf:'&tfcn fer &tpalr of tenstrfdlon.Of .c&.w.; open c;tr.atron IUtnu11un1ttflllllHlllllHlltUlllUtttUU.t11te ''·~ . Cheat, nHdl1 ....................................................................~. 22.50 "lower opening 'of 'ltomtch) .......... ,.............................. . 150.00 Cystoacopy ...... ............:....................................................... . ~2.54 for pyloric atenosis (repair of conRamatedt'a operation Two more aurgtcat procedures performed through the same Esoph1goacopy ••••••••••••••••••..••.••••••••• :........... ,•• ,•••••••••••••.•.•••• 75.00 atrict~on of lower opthfng of stomach)........................ 150.00 abdominal Incision will be considered 11 one operttlon. G11troscopy ....................................................................... . 75.00 'Rectum, rtaectlon Of ..................... ,.. ,................................. 300.00 Gland, or glands 1uperflct1I................................................ 20.00 Splenectomy (removal of aplun)......................." ............. 225.00 Kidney, by needle ,............ ,..•!.,•foou••,. ........................... . 22.50 150.00 • Ab bdl h d d • . $l50 Splenorrhtphy (autur• of aplffn) ................ w ............. .,... . 1 an rfainage ........ •• l1ryngo1copy ............................................:........................ . 37.50 •00 _ Stomech, resection ............................................................. . 300.00 aceu, lu ap ragm at1c, 1nc11(on umbllectomy (remove I o f n1v1 I)...................................... 150.00 liver, 'by needle or punch ................................................. . 22.50 Adrenalectomy, partle1 or tote 1 remove 1 o pert or I 11 of adrenal ·g Ian d •) .......................................................... 300·00 Vagotomy (cutt1'ng of vagus nerv . e I at ch) lung, aspiration of,•by needle ......... ,............................... .. 22.50 . n oma '"'~""" 150.00 Appendectomy (remove I o f appen dix,' ... :........................ 150.00 lung, cutting ope• operetion of chest............................ .. 75.00' ABSCESSES Appendiceal abscess-incision and drainage of................ 1.50.00 Muscle •.•.••.............••..•..........•.........•..•.••••••••••.••••..•..•.........• 37.~ • repair • or reconatru ct"ion........................ 225•oo Incision and dr1Tnage8 iIe d ucts, p Iashc NMdle (paracente1ts)' •................. " ................................... . 22.50. Bowel, resection of .......................................................... :. 300.00 requiring hospital residence ...............: ......................... . · 37,50 Perltoneoscopy •..............................•.......•......•..................• 75.0C not requiring hospital residence ................................. . Cholecystectomy (removal of gall bladder) ..................... , 225.00 15.00 Proctoscopy •..•.••................................................................• 37.50 Peritonsillar abscess, incision oftholecystectomy and exploration of common dud (r_. Sigmoidoscopy •...........................••....•....•..•• ,.•••................• 37.50 moval of gall bladder) ........................................ .... ...... 225.00 requiring hospital residence ......................................... . 37.50 Skin ........................................, .•..•.•••.•......., •.••••.••.•.............• 15.00 not requiring hospital residence ................................... . Cholecystoduodenostomy (joining of gall bladder to 22.50 Spleen, by needle .......................................................... .. 22.50 intestine) .................... ...... .... ....... ...... ........................ ....... 225.00 Supralevator (above levator muscle of anus), incision Sternum, by needle ................... ........... .................. ........ .. 22.50 Cholecystoent~rostomy (joining of gall bladder to i.,. and drainage ................................................................. . 52.50 BLOOD TRANSFUSION (OR PLASMA) testine) .......... ............... ....... ... .. .. ............................... .....• 225.00 . AMPUTATIONS Each •..•.•.•...•.......................................................................• 37.50 Cholecystotomy (cutting into gall bladder, including reCoccyx (removal of bone at lower end of spine) ........... . BREAST 75.00 mov~! of gall stones) ............................. .. ..................... .. 225.00 Ear-unilateral ............................ Breast, abscess, Incision and drainage of 75.00 ~holedochoplasty (operation on the bile duct) ................. . 225.00 bilateral ...................... ..... ............•.....•..•••...••••.••.•••••• 150.00 requiring hospital residence ...................................... .. 37.50 Choledochostomy (operation on the bile ducts) ............. . 225.00 Fingers, each (one or more phalanges) ............................. , not requiring hospital residence ................................. . 15.00 25.00 Choledochotomy (operation on bile ducts) ....................... . 225.00 Biopsy ........................................................................... ..... - 22.5d" Foot (thru metatarsal bones or above)-unilateral ........... . 150.00 Cholelithotomy (cutting into gall bladder, including rePlastlc ·operation, complete separate· procedurebilateral ............. . 300.00 moval of gall stones) ...... ..... .................. .................... ..... 225.00 unilateral .. :..................................................................... Forearm-unilateral ........................................................... . 150.00 75.00 Colectomy (partial removal of colon-large Intestine).... 300.00 bilateral ................................ :..................·...................... . 150.oO bilateral ............................................................. , 300.00 Colon, resection of (partial removal of colon-large Radical amputation ........................................................... . 225.00 Hand, entire (thru metacarpal bones or above)intestine) ........................... ............................................. .. 300.00 Removal of benign tumor or cyst. unilaterel ..................................... ::-:................................ 150.00 Colostomy (formation of artificial anus) ........................... . 187.50 requiring hospital residence bilateral .......................................................... :.•...•••.•...•• ~ 300.00 Colostomy, revision .............. ............. .............................. . 150.00 unilateral ......................................... ~ ....................... .. leg-unilateral ................................................................... , . . 187.50 . 75.00 Colostomy, closure of ....................................................... . 150.00 bilateral ...................... ............................................... . 150.00 bilateral ..................................... ,................................ 300.00 Common bile duct, opening of with exploration, drain• not requiring hospital residence ................................ .. 15.00 Nose ......... .......................•.......•...•....•.•....••.••..••...•..•.•.....••••• 75.00 age or removal of calculus with or without removal Simple amputation-unilateral ............................... , ......... .- 150.00 Thigh-unilateral ............................................................... , 200.00 of gall bladder ............................... ............................... 225.00 bilateral .......................................... . 300.00 bilateral .................................................................. 300.00 Common bile duct, opening of, secondary, in absence BURSAE Thumbs, each (one or more phalanges)............................ 25.00 of gall bladder ................................................................ 225.00 Bursae, aspiration, injection, irrigation, or needling Toes, each (one or more phalanges).................................. 25.00 Common bile duct, resection or reconstruction of.......... 225.00 , Upper arm-unilateral ........................................................ 150.00 (o~ any combination) ............................................. .each 22.50 Diverticulum, Meckel's or intestinal (removal of pocket excision of (bursectomy) prepatellar and olecranon bilateral .......................................................... 300.00 52.50 in the intestine) ............................... ............................... 200.00 shoulder, Hip ........................... : .............................. .. .. 112.50 ARTERIES AND VEINS (VHcular Sur9ery) Duodenal ulcer, perforation, closure of.. .......................... 150.00 Incision· and draniage -(bursotomy) Aneurysm (dilatation of blood vessel) arterial or arterioEnterectomy, with or. withou~ anastomosis (cutting requiring hospital residence ......................... :...... 37.50 venous, operation for away of intestines, with or without rejoining)............ 300.00 not requiring hqspital residence..................... ....... 15.00 (excision of or wiring) . Enterorrhaphy (suture of intestine) .. .......... ...... .................. 150.00 CHEST . ' Extremities ........•..•..........•.•.•.........••...•.............•.•...••••• 75.00 Enterotomy, including removal of foreign body (cutting Arytenoidopexy (fixation of arytenold cartilages)..... ..... 225.00 Intra-abdominal ......................................................... . 150.00 Into intestine) ................................................................ .. 150.00 Bronchoscopy (examination of windpipe by bronchoscope)lntracranial ................................................................. . 300.00 Gall bladder, removal of (cholecystectomy) ................. :" 225.00 . diagnostic ..............................:-..... ..... ................. ... .... ...... 60.00 lntrathoracic .............................................................. .. 300.00 Gall bladder, operation other than removal ................... . 225.00 operative ....................... ~............................................... 75.00 Angiogram, cutting operation for exposure of vessel Gastrectomy, partial or total (removal of stomach) ......... . 3-00.00 · Commissurotomy (operafiQn on valves of heart) ............ 300.00 . where necessary for .................... ... .............................. . 37.50 Gastric or duodenal ulcer, perforation, closure of.. ........ .. 150.00 Costo-sternoplasty (repair of funnel chest)............ .......... 187.50 Aorta, excision of coaretation of ............................. :..... . 300.00 Gastroduodenostomy (joining of stomach to intestine) .. .. 225.00 ·Decortication of lung (removal of ·membrane lining the Artery, anastamosis (joining or forming a conn~ction Gastroenterostomy (joining of stomach to intestine) .... .. 225.00 lung) ........................ .................. ...................... :............... 225.oo, between ~rterles) · Gastrojejunostomy, with or without vagotomy (joining Diaphragm, transthoracic approach to ............................ 300.00 each in extremities ...................................................... 75.00 · of stomach to intestine) ........ .......... ...... .. ............. ......... 225.00 intra-abdominal ......................................................... . 150.00 Gastroscopy-diagnostic "(examination of stomach by Eplglottidettomy (removal of epiglottis) ...................... .. 112.50 intracraniel .................................................................. . 300.00 . gastroscope) ................................................................. , 60.00 Esophageal diverticulum, one or more 1tages1 intrathoracic ...................... .-. ....................................... . 300.00 operative (operation thru gastroscope) ........................ 75.00 transthor1clc approach ........: ......................................... 300.00 Artery, excision of temporal ....... :................................... . 37.50 , Gastrostomy or gastrotomy (forming opening In other approach ............................................................ .. 225.00 of major artery of extremity Artery, excision or ligation 75.00 stomach) ................................... ....................................... 150.00 Esophagoduodenostomy (joining of es(>phagui to Artery, excision of coarctation (contraction) of aorta ...... 300.00 Gastrostomy, closure of .................................................. .. 150.00 duodenum) .................................................................... .. 300.00 Artery, ligation (tying) of result of accidental wound Gastrotomy with exploration or foreign body removal Esophagogastrectomy, combined, thor1coabdominal (r~ each •.................................................•.....•..••..•...............• 15.00 (cutting into stomach) ................................................... . 150.00 moval of part or all of stomach and esophagus) ....: ... 300.00 of ..................................... . Carotid artery, ligation (tying) l 12.50 Esophagogastrostomy (joining of esophgaus to stomach) 300.00 Hepatectomy, partial (resection of part of liver) ........... . 300.00 Catheterization of heart (independent procedure) ......... . 75.00 Esophagojejunostomy (joining of esophagus to jejunum) 300.00 Hepatorrhaphy (suture of liver) .... ................................... . 150.00 Embolecfomy-arteriotomy or venotomy with explora" Esophagoplasty (plastic repair or reconstruction of Hepatotomy (incision of liver for drainage of abscess or tion or. removal of embol1J.s or thrombus (cl.of) esophagus) ............ ......................................................... . 300:00 ·. cyst, one or two stages) .............................................. .. 150.00 tn abdomen ................................................................ 150.00 Esophagoscopy (examination of gullet by esophagoHer.niotomy - heriorrhaphy - hernioplasty (repair of in chest ......... ,...• ;....................................................... 300.00 60.00 scope) diagno~tlc ........................................................... . , hernia-rupture) . In extremities ................ , ..............................,.~ ......... . 75.00 75.00 operative ••...•••.................•••.••••••••••.••••••••••.•.......• l aingle-ingulnal, femoral, umbilical, ventral or ind· in neck ........................................................................ 150.00 Esophagus, transthoracic. approach to ............................. . 300;00 \ . sional ......................................................................... . 150.00 In skull (intracranial) ................................................ .. 300.00 Funnel chest, plastic repair of ................. :....................... . 187.50 . •il11er1l-inguinal, or femoral ..................................... . 187.50 Femoral vein, ligation (tying) of, for other than verl0se Heart Operations-See section on HEART OR CARDIAC Hiatal or diaphragmatic .................... ,......................... .. 300.00 37.50 veins-Unilateral ........................................................... . Hemilaryngectomy1.(remov11I of. half of larynx).,., ... ;;;,.... , 225.00 lntistinal ob~truction-operation for, not requiring re75.00 bilateral ............................................................. . Hernia, ·d iaphragmatic or hiatal, repair of....................... . 300.00 section ........................................................................... . 150.00 laryngecto.m y (removal of larynx) ................................... . 300.00 Hemangioma (blood vessel tumor) simple, not requiring Intestine-reduction of volvulus or intussusception by 15.00 hospital residence ......................................................... . Laryngofissure (cutting into larynx) with removal" of cutting (repair of folding or twisting of intestines)... . 150.00 37.50 150.00 requiring hospital residence .......................................... Intestine, large, resection of ........................................... . 300.00 tumor 75.W laryngoplasty (plaatic repair of larynx) ................. _. ......... . 225.00 Intestine, small, resection of .......................................... .. 300.00 Hemangioma (blood vessel tumor) cavernous ............... . laryngoscopy (examination of larynx by laryngoscope) laparotomy-exploratory (cutting into abdomen) .......... .. 150.00 Saphenous vein, ligation (tying) of, for other than 37.50 22.50 diagnostic ••............•......................•.....•..••••....•..............• varicose veins-unilateral ............................................. . liver, aspiration (tapping) or punch biopsy .................. .. 22.50 75.00 37.50 operative ••.....•...•••...........•..••.•...........•.••,•••.•.••••..............• bilateral ............................................ ! ... liver, biopsy by laporotomy ....... ................................... .. 150.00 37.50 lobectomy, total or subtotal, wedge or segmental reliver, marsupialization of cyst or abscess of .................. .. 225.00 Temporal artery, excision of ........................................... ~ se~ion, (removal of all or part of lobe of lung) ......... . 300.00 Varicose veins-injection treatment, complete procedure Liv~r, suture of wound or injury (hepatorrhaphy) ........ .. 150.00 60.00 lung, removal of all or part of......................................... . 300.00 (one or both legs) ............ :............................................ . 75.00 Pancreas, drainage of, or marsupialization of cyst........ .. 150.00 Mediasti.,al cyst or tumor, excision of........................... . 225.00 cutting operation, complete procedure-one leg ........ 120.00 Pancreas, excision of, partiel or total except marsupiali• Mediastinal wound or injury, suture of........................... . 225.00 both legs •.................•... ,.,, •.....•.........•.•..•••.•• ,•• ,•••• :zation of cyst .................................................................. . 300.00 Vein, ligation (tying) of, result of accldental wound, Mediastlno'OJYIY ............................................ i ..................... 225.00 Pancreas, radical excision of Am·pulla of Vater, with each ................................................................................ 15.00 Oleothorax, lntrapleural, Injection of ollresection of duodenum and portion of pancreas, lnitial •..........•..................................•••.•.••••••••...•...•.........• ~7.50 Venogram, cutting operation for exposure of vessel gastrojejunostomy and anastamosis of biliary tract to (not more than 1n subsequent..................................... . . 15.00 where necessary for ...................................................... 37.50 alimentary tract, one or more stages .......................... .. 300.00 Venous Anast1mosl1 (forming connection between veins) Phrenlc nerve, crushing or resection ....................:~......... . 37.50 Pancreaticogastrostomy (joining pancreas to stomach) ... , 225.00 Pleurectomy or decortication (removal of membrane porto·caval anastamosis ............................................... . 300.00 Pancreaticoenterostomy (joining pancreas to intestine).... 225.00 lining the lun~) .......... .................................................. .. ·22s.oo superior mesenteric caval anastamosta ....................... . 300.00 Pancreatotomy (cutting Into the · pancreas) .................... .. 150.00 Pneumonectomy (remO'o'.111 of entire lung)....................... 300.00 Spleno·renat enastamo1is .............................................. 300.00 Pancreolithotorny (removal of stone from pancreas) ...... .. 225.00 Prieumonocentesis, puridure of lung for aspiration BIOPSY Paracentesis, abdominal cavity (tapping) .. .................... .. biopsy ................................................•.•••.•••.......·...........• 22.50 Removal of fluid or tissue by cutting or aspiration for examine• 22.50 Peritcmecm;1my-diagno~tic (examination of lining of the Pneumofhorax, ln~uction of artificial. tion. Not payable when done Immediately pr~cedlng or ~s part ebdomen by peritoneoscope) ........................... ~........... , 60.0o of operation listed In rnformatlve schedule. =:e: ! :':' ·t·t•••• •... , ... •• Jnltiil . •..... : .......... 37.50 Qperative (biopsy) ...................................................... .. 75.00 Bone, excision of portion for biopsy .............................. .. -60.00· (not more than 1n'Subsequent ........................ :.......... . 15.00 22.50 .. Pneumonotomy, explorator.y (cutting Into lung) ............ . 150;00 fneuJnoper~toneum-induction of (injection of g111 Into Bone marrow, aspiration of, Including sternal puncture 22.50 . Pneumonotomy, with open .drainage, of pulmonary 1bdominal cavity) .................................................... ... .. .. 37.50 Breast !•· · •• •~ •. •,,,, •• ••• 9,,,.,,, ••.••.•.• •·· · ·················1··············· ~; ···.··• · abscess or cyst (cutting ·into lung) ..... :........................ .. 150.00 f.tch refill-{not more than 1n.............................. each 15.00 Bronchoscopy ••••••••.•••••••.••..•·•••••••••••••••••••••••••••••.•••••••••••••••• 75.00 °' AIDOMEN • u ....... ............................... ····························································t·•··············· !•••······· j ••••••••• • • • •• • • • • • • : • • • , ; : , : : : : : �l'eltial7, tt• tr•naffioracfc 1pproech to............................:..... I00.00 lympethec:tomy, wlth·tr1n1thor1dc 1pprOICh .................. aoo.oo 1horlC'!9ftflllt (i'urglCll pv~rt of th• cheat avlty)...... 22.50 '1h0t1C01COpy (exemln1don of ch11t' by thorecoacope) llomtc:h, operative ;••-............................................ ;.....:•••••••••••••• ";, 15,.00 dlttnOltlc ...................................................................... 60.00 thoracotomv (cuttfnl Into chtat cavity, Including drel,,. age) explor1tory lncludlnf control of htmorrh1ge...... 150.00 1horKotomy, Inter-rib (cutting Into ch11t c1vlty without Olttlng r ) .: •••....•..••.• :u••·················································· 15.00 ttodt11lcltlon Cr•mov•I of am1lrbone1 of the note) unll1t1r1I ......" .." ................................,....................... l:tlllftrll ..........................~....;...................................... 22.50 .u.oo THROAT . Aclenotclectomy, tonalllectomy, 0r both........................ 50.00 Arytenoldopexy (flxatlon of 1ryttnold c1rtileg") ...... .. 225.00 8r1nchl1I cyst, excl1lon (removal of deep cyst of the ntclc:) ............................................ :•••••••••••••••••••••• ;•••••••• 75.00 Electroc1uttrlzttlon-unll1ttr1I ................................... . 22.50 bllaf&ra: ,..;.... ;~ .............................. <45.0G Eplglottldectom·y (removal of epiglottis) ................... . 112.50 Thoracotomy, with rib resection ..................................... . 150.00 Eaoph1g11I divertlculum, excl1lon of, on• or more Thor1cotomy, with r1mov1I of lntr1pltur1I foreign body 150.00 1t1gt1-tr1nsthor1cic 1pproach .............................. .. 300.00 Thotecotomy, with pntumoly1l1 ................................. : .. . 150.QO . other 1ppro1ch ............................................. . 225.00 Thorocopl11ty, complete (rtmov1t of rib• · ind coll1p11 of che1t) ...................•......!.-..................•.....•.•...•..•.•.••..•.• Eaoph1poduodenoatomy ijoining of. eaoph1gu1 to 300~duodenum) ................................................................ .. 300.00 Tr1cheotsoph1gHI flatul1, cloture of ............................. . 150 Eaophagog11trectomy, combined, thor1co1bdomln1I Tt1cheoplast (pl11tlc oper1tlon on trtchH) ..................... . 22 .00 (remov•I of pert or 111 of 1tom1eh tnd 11oph1gua) 300.00 Tr1cheorrh1phy (1uturlng of trtchH) ............................. . 52.50 E1ophagog11trostomy {joining of tsoph1gus fo Trtcheostomy f0r tr1chHI ft1tul1 .................................... .. 37.50 1tom1c:h) ........................ ............................................. . 300.00 Tt1ch11tomy (cutting Into windpipe) ............................ .. 75.00 Esoph1gorjefunostomy (joining of 11ophagus to V1lvulectomy (oper1tion on v1lv11 of he1rt)................... . 300.00 jtfunum) •......•....•.•.•..••....•....•••..•...•....••....•........•••••.••.•• 300.00 CYSTS Cutting optr•tlon for remov.11 of ~oph1gopfesty · (pl11tlc rep1ir ot reconstruction . of Biker'• cyst, (b1ck of Knee) ......................................... . 75.00 -esophagus) ................................. .............. ................... 300.00 75.00 Branchial cyst (removal of deep cyst of the nee~ ...... Esophagoscopy (ex1min1tlon of gullet by esophagoBreaat-requiring . hospital residence ........................... . 75.00 60.00 acope)-diagnostic .................................................... .. not requiring hosp itii re1ldenc:e .... ........................... . 15.00 75.00 oper1tive .................... .. ........ ,. ................. .. 52.50 Dermoid cyat (1uperflc:i11) ........................................... . Esoph1gus, tr1nsthor1clc 1pproach tc. ...................... .. 300.00 Pllonidal cyst or 1inu1 (1t b11e of spine) .................. .. 75.00 15.00 Frenum linguee, clipp{ng of ............ ..... ....... :............ . Thyrogloual cyst, duct or sinus (remoyal of.'deep cyst Glossectomy, complete or total (remov1I of tongue) 300.00 of the neck) ................... .................... ......................... 150.00 Hemilaryngectomy (removal of helf of larynx) ........... . 225.00 Cysts, 111 others, unless otherwiae set out in schedule laryngectomy (removal of lerynx) ....... :-: ...................... . 300.00 37.50 requiring hospit1I residonce .. .................................... l.aryngofi11ure (cutting Into larynx) with removal of not requiring hospital residence .................. .-........... 15.00 tumor ... ......... .............. ............ ........ ............................ 150.00 . NOTE: ·If multiple cysts ire removed through more than one laryngopl11ty (plastic rep1ir of lerynx) ...................... 225.00 Incision, pay . for 11ch Incision up to maximum limit of $300 Laryngoscopy (examination of larynx by laryngofor 111. 22.50 scope)-dlagnostlc .................................................... . DISLOCATION 37.50 for biopsy ..................................................... . Closed r.eduction of, incl.uding app.licatlon of c11t oper•tlve ............................. ........................ . 75.00 Ankle joint .................................................................... .. 75.00 22.50 larynx, cauterization, without use of laryngoscope .. .. Bones of hand .............................................................. .. 25.00 37.50 Larynx1 cauterization, done through laryngoscope .... .. Bones of foot ..............................................................,,,, 25.00 Peritonsillar abscess, incision of {operation for absc,'lss Coccyx ....................•................ ,........ :.........•..•.•..•.•••.....•• 7.50 of throat) -(quinsy) requiring hospital residence .. .. 37.50 22.50 not requiring hospital residence .. .... ; ...................... . 22.50 Collar Bone (lltrnod1vfcul1r or 1i:romiod1vlcul1r).... .. Thyroglossal cyst, duct or sinus, excision of.. ............. . 150.00 Elbow .............. :................................................. .-........... . 52.50 Tongue, total excision of (for malignancy) .............. .. 300.00 Hip (femur) ·................................................................... . 52.50 Tongue, partial excision of (for malignancy) .......... ;.... . 150.00 52.50 Kn" ·joint (P1t1ll1 excepted) ....................................... . Tonsillar tags, excision, electrocoagulation or electro· 22.50 Lower few (ternporom1ndibul1r) ................................ .. dessication-unilateral .................................. ..... ........ . 22.50 22.50 Patella ...............................................................;-···· ...... . 45.00 bilateral ....................... ........................ . .. 5.00 Shoulder (humerus) ........................ , ............................. .. 50.00 Tonsillectomy, adenoidectomy, or both ....................... . 22.50 Wrist ............................................................................... . 75.00 of .......... .. ........... ................. .. Torus palatinas, excision Vertebra (except coccyx) manipul1tion under gener1I Tracheotomy, (cutting into windpipe) ....................... . 112.50 enesthesi• with hospit11iz1tion ind lmmobilizition 52.50 75.00 Tumor, benign, vocal cord, excision of .. ..... ..... ........... . NOTE: for dlslOGBtion requiring open operstion, the maximum Tumor, malignant, of vocal cord, excision of ............. . 150.00 payment will be twice ~he amount shown above; except: Tumor, malignant, vocal cord, excision of with 75.00 Wrist foint (1rthrotomy) ................................................ laryngectomy .............. .. .. .. ... ....... .......... .. .............. .. .... 300.00 Hind................................................................................ 37.50 ENDOSCOPIC PROCEDURES foot ....... :................................................... ..................... 37.50 Bronchoscopy (examination of windpipe by bronchoEAi, NOSE 01 THIOAT 60.00 acope)-diagnostic .......... ............................ .................... EAR (oper1tion on windpipe by bronchoscope)-operative 75.00 Absce11, extern1l auditory can1I, Incision tnd Cul~oscop~ (examination of uterus by culdoscope)22.50 dr1in1ge ..................................................................... . d11gnost1c ..... ................... ......... ... .. ... .................... ......... 37.50 22.50 Abaceu, 1xtern1I 11r, Incision ind draln1ge .............. .. (operation on uterus by culdoscope)-operative. ......... 52.50 75.00 Amput1tion- unilateral ................................................ .. Cystoseopy (examination of bladder or ureter by cysto• bil1ter1I .................................................. .. 150.00 37.50 scope) diagnostic .... ... ........ .................................. ~........ .. Excision of polyp or polyps of 1uditory c1nalWith ureteral catheterization :....................................... 37.50 22.50 not requiring hospital reaidenc:e ............................. . Operative-operation not otherwise classified-(opera· 37.50 requiring hospit•I residence .................................. .. ti on on bladder or ureter by cystoscope).. ........ ........ 52.50 Electroc1uterlzetion-unilater1I .................................. .. 22.50 Esophagoscopy (examination of gullet by esopliago• ..5.00 bilateral .................................... .. 60.00 scope) diagnostic .............. .. ... ......... ... ...... ... ......... ........... Exo1tosi1 (bony outgrowth) excision from external (operation qn gullet by esophagoscope) operative...... 75.00 75.00 •udltory c1n1I ................ ........... ~ ............................... · Gils~roscopy (examin.ation of stomach by gastroscope) Fine1tr1tion, one or both sides (window operation for diagnostic ..... ....... .............................. ........ ... .. ............... 60.00 300.00 deafness) .................................................................. .. (biopsy of stomach by gastroscope) operative.............. 75.00 labyrinthectomy (cutting away of inner ear) ............ .. 300.00 lar~ngosco.py (examination of larynx by laryngoscope) labyrinthotomy (cutting into inner ear) .......... .......... .. 225.00 22.50 diagnostic ...... .... ...... .. ......... .. ......... ........ ... .. .. ..... ..... ....... .. Malignant lesion, resection from external auditory 75.00 (operation on larynx by laryngoscope) operative ...... .. 75.00 canal ........................................................................... . 37.50 for biopsy ........... :........ ... .... ...... ..... ................ .............. .. Mastoidectomy, one or both sides-simple ................. . 150.00 Otoscopy, for removal of foreign body, except wax radical ................ .. 225.00 from ear .. .. ...... .. .. .. .. ...... ...... .. .. ..... .. ...... .. .... .. .... .. . .. .. ........ 15.00 22.50 Myrlngotomy (cutting into ear drum) .......................... . Perltoneoscopy (examination o.f lining gf the 11bdomen O uiculectomy (c!.!tting out of bones of inner ear) .. .... 75.00 by peritone.oscope) diagnostic ....... :........... .... .. ............. 60.00 Otoplaity (plastic · operation for protruding ears) (operation on lining of the abdomen by ·peritoneo75.00 each ear ........................ .............. .............................. .. scope) operative ........ ................ ........ .. ....... ... .... ........ 75.00 22.50 Plicotomy (cutting of posterior fold of ear drum) ...... .. Prostatectomy, transurethral (removal of prostate thru Stapes, mobiliz1tion of-unilateral .... ...... :.................. 150.00 cystoscope) . ... .. ... ........ .... ................. .... .... .. .. ................. . 150.00 , ' bilateral ................... ........ ... .. 300.00 · Proc!oscopy (examination of rectum by proctoscope) 22.50 Tympanotomy (cutting into ear drum) .. ...............,..'.... .. 15.00 diagnostic .. ................... ............... .... ................... ........... .. NOSE 37.50 (operation on rectum by proctoscope) operative ...... .. Abscess, nasal, Incision and drainageRhinosc:opy, for removal of foreign body of nose .... ..... . 15.00 22.50 'not requiring hospital residence ............... .............. . Sigmoidoscopy (examination of lower colon by sig• 37.50 requiring hospita! residence .................................... .. moidoscope) diagnostic ................ ................................ 15.00 22.50 Antrum (nasal sinus) puncture of .............................. .. (operation on lower colon by sigmoidoscope) 22.50 Electrocauterization-unilateral .................................. .. 3!.50 operative ..... ................................... .... ..... ... .................... .45.00 . bilateral ...... .............................. .. Thoracoscopy_(examination of c:hest by thoracoscope) 22.50 Epl1taxis (nose bleed) electro-cauteriz1tion only ........ .. 60.00 diagnostic :..,.... ......... ... .. ................................ ........ .......... Niaal polyps, removal of-not requiring hospital (operation on chest by thoracoscope) operative.......... 75.00 22.50 residence-unilateral ............................................... ;.. EXCISION °(AUHRECTOMY) . OR FIXATIPN (ARTHRODESIS) .4'5.oo . , bilateral .................................................. .. BY CUTTING 37.50 ,. ,r,equlrlng hospital residence-uni11tera! ................... . NOTE: Excision of a joint is the 'removal of the artlculatlng end bi11teral ..................... . 75.00 of one or more of the bones forming the joint. Amput1tion for malignant tumor ................................ .. 150;00 Fixation of a joint is the permanent immobilization of the Amputation, other "than for malign1ncy ...................... .. part by some type of fusion operation. Rhinophym1, excision of skin of nose for, lnc:ludlng plastic rep1ir ............................... ............................. .. 150.00 · In event of bilateral or multilateral excision or fixations pay for each up to the limit of $300.00 for all. 75.0o Rhlnoplasty (plastic operation on nose) ....................... . Ankle Joint ........................ .................. ....... ....................... 187.50 Sinus ·operation by cutting, any appro1ch (puncture of Coccyx (removal of bone at lower end of spine)............ 75.00 antrum excepted) frontal, ethinoid, aphenoid ind 75.00 . Elbo~J joint .................:...................................................... 187.50 . rnGKillurf, ••ch- unilateral ....................................... . Hip joint .....................................:............ .................. ........ 225.00 . bilateral ......................................... . 150.00 Knee foint .................................... ,...................... ~ . .. .. . .. ....... 187.50 75.00 _su'bmucous reaectlOn 'of n11111l septum ............:..... :.... . Petell• (knoe c;ap} ....... ~ 150.00 ~¥,rbl.nectomy, excltlon, eiectroco1gulatlon 9r elec• . ..,.,. . ·1s.09 .. . w.--,......... ................................., s.mMuner ur.tllap• (cartdtge of '""9 folnt) .........."._ 150.00 ltNmold (iupernuou1 bone1 usually In .t1ndo91) •>C· dsfon of, '1'1.5':» Slaoulct.r loint ......................................~.............................. 187.50 ••di ..........................................".."'........,...... Spine, Including 11cro-lll1e (except coccyx)...................... 225.00 Temporo-mandibul1r (hlngt of Jaw bone) meniscus........ 150.00 Wrist Joint •. :....•............••:................................................... 187.50 Rtmov1I of diseaae~ portion of bone, lnc!'-!ding cure,. tagt .(1lveol1r processes excepted) .............................. 75.00 pay exostosis under this heading, Including· bunions (hallux·valgus) or corns when· bone Is removed. ,, m Abaceu, lntra~bltal, drainage of........... :....................... . Abaceu, lecrlmal gland, Incision of................................ .. Blepherectomy, excision· bf benign lesion of eyelid ....... . Blepharectomy, excision of ·malignant lesion of eyelid ..... Blepharoplasty, plastic restortaion of eyelid, skin only .... Blephai'oplaaty, · plastic restoration of eyelid, deep structures ............................... ......................................... Blepherorrhaphy ·(suturing of accidental. wound of eyelid) . . ... .. .... .... .......... ............. ... .. .. .... .... . .... .. ... ... ... ....... Ctnallculi (small canals leading from lac:rimal sac) plasti_c operatlon on ................................................... .............. . Canthotomy, division of canthus, with suture ................. . Capsulectomy (removal of the lens capsule) ................. .. . C1psuletomy (cuMing Into lens capsule) ........................ .. Ca'aract, removal of ................................................ .. ...... .. needling-complete procedure .... ..................... .. .. ..... .. Chalazion (cutting out or scraping of retention tumor or glands in the eyelid) ................. .. ............ .. .. ............ . Conjunctiva, cutting operation for biopsy .................... .. Conjunctiva, ~free graft of ...................... .............. ........... . Conjunctiva, suturing of injury ...... .. .. ......................... .... . Confunctlvokeratoplasty for perforating wounds of eyeball .... ..... ....................................... ............................ Cornea, paracentesis (tapping) of ................................... . Cornea, suturing of accidental wounds ........................ .. Corneal, tattooing .... .................... ......... ... ..................... ... .. Corneal transplant (transplant 9f front surface of eyeball) Corneal ulcer, electrocauterization or curettage (scraping) Corelysls (freeing of adhesions between lens and cornea) Cyclodiathermy: diathermy of ciliary body ..................... . Cyclodialysis (detaching ciliary body from sclera) .... ..... . Cyn, conJunctival, excision of ...... ................ ..... .... ......... .. Oacryoadenectomy (cutting away of tear gland) .... ...... .. Dacryocystectomy (cutting away of tear gland) ............ . Oacrycystorhinostomy (forming communication between tear gland ind nose) .................. ... ...................... ...... .. . Dacryocystostomy (cutting into tear sac) ......................... . Oacryocystotomy (cutting into tear sac) ................ ......... :.. Oiscission: Needling of lens, complete procedure .. .. .... .. Ectropion, operation for (repair of eyelid folded out) .. .. Entropion, operation for (repair of eyelid folded in) .... .. Epilation (removal of lashes by electrolysis only)- each eyelid ............. .... ..... .................... ..... .. ...... .... ..... ....... .. .... . Epithelioma, excision of conjunctiva! ............ ................ .. Eyeball, removal of, enucleation or evisceration .. .~ ...... .. Eyeball socket, revision of, subsequent to original enucleation and not during enucleation.. .... .. .. ............ Eyelid, ptso·sis (drooping) of, operation for-each eyelid Foreign body, removal of, from cornea, sclera, or con· junctiva,' (by surgical incision or magnet) ....... ........... .. foreign body, removal of intra-ocular (from interior of eye) .... ... .. . .. .. .. .. .. .. ........... .... ... .. ...... .. ... .. ... .. .. .. .. ... .. .. .. . Glaucoma, operative procedures (except paracentesis or tapping) ........ .......... ,......... ...... ....... .. . ......... .... .. ........ . Glaucoma or inflammatory exudate, paracentesis (tap· ping) for ......... ..... .......... .. .. .. .... ....... ...... ..... ....... ... ........ .. Glaucoma, air injection or irrigation for ................... ... .. Hordeolum (stye) operation for .................. ................... . lridectomy (removal of iris) .......................... .................. .. lridotomy (incision into iris) ............... ....... ...... ......... ..... .. lridencleisis: stretching of iiis (independent procedure) .. lridodialysis (separation of iris from its attachments) .. .. .. Iris, excision of lesion of .. ................. .. .. .. .......... ...... .. .. .. Iris, repair of prolapsed (dropped) with suture of perforated sclera .. .... .. ............... .. ...... .. .... ... .... .. ... ....... .. Iris, transfixion of; iris bombe' (repair of bulging iris) .. .. Keratectomy, complete ~ r partial (removal of cornea)... . Keratoplasty, corneal transplant (plastic operation on cornea) .... .. ... .. ... .. ... ........ .............. ...... .. ... .... .. ...... ......... .. . Ken1totomy (cutting .o f cornea) ...... .. .... ... ...... ................... .. lacrimal duct, dila tation of (enlarging of tear duct) .. ..... . lens, extraction of, intracapsular or extracapsular ........ .. Muscle, ocular, any cutting operation on, each .... ........ .. Nevus, excision of eyelid ............. ... .... ......... ...... ... .. .. ....... . Orbit, reconstruction of, subsequent to original enucle!I• tion and not' durir'lg enuclealion (plastic repa ir of eye-socket) .......... ... ... .... .. ........ . .... ... .. ........... .... ...... ..... .. . Orbitotomy with exploration (cutting into orbit) .. ......... . Pannus, excision of ..... .. ............. .... .. .. ..... .. ..................... .. Peritectomy (removal of ring of conjunctiva) .. ............... . Peritomy (removal of strip of conjunctiva around corne~ Pterygium, excision of (treatment of thickened mem· brane over eye) ... ......................... .............. ........... ......... Ptsosis operation, complete-each eyelid (correction of drooping eyelid) .. ..... ... .. ..... ... ....... .... ..... ...... ....... ... ........ Retina, operation for detachment, including diathermy.. Sclerectomy (removal of part of sclera) for glaucoma (lagrange, Elliott) (cutting of surface of eyeball).. .... .... Strabismus (cross eye) cutting operation for (complete procedure) each eye ..................... ...... .... .................... _, Stye, incision of .......................... .,......... .............. .. ............ Symblepharon (adhesion of eyelid to eyeball) release by simple incision ...... ..................... ..... ... ......... .... ............ " Tarsectomy (removal of tarsus of eyelid) .. .......... ........ ~ .. . Tarsorrhaphy (stitching of tatsus of eyelid) .................... .. tear duct (lacrimal duct) dilatation .................................. .. Tumor, cxci:ion of intra-orbital, ~imple ........ .................. .. Tumor, excision of intra-orbital, malignant.. .. ................. . .Woun~ 1ccidental, of conjunctiva, suturing of """"'•' (Continued on p age 6) 37.50 30.00 30.00 75.00 30.00 150.00 52.50 75.00 30.00 225.00 150.00 225.00 112.50 30.00 30.00 75.00 30.00 150.00 30.00 112.50 ' 30.00 200.00 30.00 150.00 75.00 150.00 30.00 75.00 75.00 112.50 30.00 30.00 112.50 105.00 105.00 30.00 112.50 112.50 1t2.50 75.00 7.50 150.00 150.00 30.00 75.00 15.00 150.00 150.00 150.00 75.00 150.00 150.00 150.00 150.00 150.00 30.00 50.00 225.00 150.00 30.00 112.50 112.50 30.00 30.00 30.00 35.00 75.00 300.00 150.00 150.00 15.00 30.00 75.00 ~2 . 50 30.00 75.00 150.00 30.00 �WHO IS COVERED I Hospital room and board ,. BENEFITS TERMS OF BENEFITS 515 per day room and board PLUS UP TO S400 FOR HOSPITAL EX. TRAS. Payments continue for as Jong as hospitalized. ELIGIBILITY D •Basic seatime requirement. '. / Actual charges up to S200 for 6rst 31 days; thereafter, up to another S200. (Maximum 5400). Hospital extras Blood transfusions Jf' ives 11nJ 1mm·a rrieJ thildren 1mder 19; adopted thildren and stepthildren: dependent parents of Seafarers; dependents of Seaf!'rers on pension, and dependents of Seafarers on spe- <;:overs . cpst of anes~h~ias. . Ja~oratory and ~-rays :while confined in hospi"I. Also . covers emeJ·gency room trejlJment. Claim 1nust be filed witJ. Welfare Plan not later than 180 days after surg•ry or discharge from hospital.· .. File enrollmem card. marriage license and birth certificate with names of both parents. Maximum of six transfusions at $37.50 each.t this is in addition to hospi· ta! extras benefit; dependent must be confined i1,1 hospital. I - For adopted c:hilJren: l' i e adoption papers with Plan office. 'ial disabilit)' list. !4 per visit for a maximum of 3 J Doctor calls at hospital days. In non-surgical cases, benefit paid · during period dependent is hospitalized. For stepi·hildren: Notarized affi· davit showing support for all of previo~1~ calendar year. In surgical cases, benefit paid up to date of sur_gery. ; Surgical lJp to S300 maximum as specified in surgical schedu·le. Payable for surgery in hos' pital or in doctor's office. Maternity S200. (In addition to the Welfare Plan benefit, the Union w ill provide a S25 U.S. Savings· Bond in the baby's name. r Payment for ead1 birth; additional payments for multiple births. Free medical examinations, diagnostic nnd laboratory services. Services available in Union ports where medical centers are maintained. Medical examinations Optical benefit All S~afarers. All Seafarers. Wives and unmarried children under 19; adopted children and stepchildren; dependent parents of Seafarers. Seafarers on special disability list. Seafarers on pensiori and their dependents. For depenJent parents: file support claim form showing Sea· farer furnished major portion of support to parents previous cal· en_dar year. •Basic seatime requirement. File claim wirhin one year of birth. file marriage license. birth certificate with names of both parents. Child must be born in United ·States. Puerro Rico. Virgin Islands or Canada. ~'Basic seatime requirement ONLY. Free eye examina- . tions and eyeglasses every two years; safety glasses for dependent children. t~loOd is ~~ .jvailable free,,of ch,arge ,through the Union .b lood. ba~k. Co~tact port o,ffices for detai~. Facilities ~vaiiable in most Union ports. Up to $25 in benefits for families living at a distance from Union ports and using closer facilities. - * IA51C . SEATIME·. ·REQ. �••"'11arF, lta . P•ce Five SE,,CFARERS UJC-..:..J'l'ELF,,CRE PUN SUPPLEMEN'l' WHO IS COVERED BENEFITS TERMS OF BENEFITS ELIGIBILITY Scholarships .All Seafarers under 35 and children of Seafarers; children of deceased eligible Seafarers. S6,000 over a four· year period. Covers any course at any accredited college; can be ex· tended for graduate study if 4 years not used up. Three years' discharges including . basic seatime requirement for Seafarer applying or father of child applying; ·transcript from last school; upper third of graduati ng class; co llege entrance exam ; letters of reference. Death .Any beneficiary named 'by Seafarer. $4,000. Covers death anywhere. *Basic seatime requirement. Seafarers .in. hospitals *Basic seati me requ irement. Jn-hospital' beoe6ts are S8 a day for first 39 weeks; . thereafter, S3 a day for as long as hospitalized. • Seafarers ill or injured on or off the job, if they are not · receiving · maintenance and cure, wages from employer, disahility or work· :men's tompensation. Where there is a questiOo on M & C payments, benefits apply subject to collecting M & C. Special disability benefit All totally and permanently disabled Seafarers regard· less of age. Special equipment .All Seafarers. Meal books .All· Seafarers. Hospital movies Patients at USPHS hospitals. Sickness and accident benefits are $56 a week for 39 weeks for any combination of in-patient and out-patient treatment for any one period of disability within a 12months period, dating from the beginning of illness or injury. If hospitalization is required for more than 39 ..weeks, in-hospital benefits of $3 a day will continue for as long as hospitalized. SI 50 monthly for entire period of disability. Unlimited medical and hospital benefits for Seafarers on special disahiliry list. Dependents eligible for schedule of dependents' benefits under Seafarers Welfare Plan. A beneficiary who is a dependent is eligible for a S4,000 death benefit. All other beneficiaries eligible for a $1,000 death benefit. For hospital or out-patient benefits, file claim within 60 days of discharge from hospital. For out-patient benefits, file USPHS medical abstract. Seafarers who have not been hospitalized must be out-patients for 7 days before they can receive benefits, which are retroactive to the 5th .day. *Basic seatime require.m eat. Employment record showing 12 years of employment (at least 4,380 days) with signatories to the Plan; medical abstract stating "not fit for duty permanently.'' Special aids neces· sary for recovery not provided by hospital. Benefit provided upon approval by trustees after survey of need. *Basic seatime requirement ONLY. Meal hook credit. Fac ilities available in all SIU-ports. · *Basic seatime requ irement. 30 days ashore on shipping list. Seafaren who reach the age ·of 65. Pensions Beneficiary card must be on 6le. .All Seafarers fn hospitals• " Sickness and acCidents I · Regular movie showings p rovided at no cost to Seafarers and other patients. $150 monthly until death. Unlimited medical and hos· pital benefits for pensioners. Pensioners' dependents eligible for schedule of dependents' benefits under Seafarers Welfare Plan. At least 65 years of age; basic seatime requirement; 15 years of employment ( 5,475 days) with signatories to the Plan. A beneficiary who is a pensioner's dependent is eligible for a $4,000 death benefit. All other beneficiaries eligible for a $1,000 death benefit. JIREMENT: The bcisic ·eligibility for ev•ry benefit ·is one day's seatiin9 In ·the last six monthi and 90 days· in the last calendar year. �l'aleSIK , ... SURGICAL SCHEDULE .a.. of~. . .~ ............. .......!"'"'........................ - Cvstoc*lt, repair of (hernia of bl1dder)............................. 112.50 · Cystocelt (hei'nl1 of bladder) ..1nd rectocele (hernia of rectu~ oi' other . multiple gynecological repair procedures without · abdominal 1pproa_c:h (except pert')(anthoma, excision of-requiring hospital reslCfence..... :17.50 · ntorrhlphy or P.rineoplasty) ...................................... 150;00 not requiring hospital resldenc9 30.00 with or wi~hout rectocelt with perlneorrhaphy or FRACTURES . perlneoplasty ....... ,., .................. :................................. 187.50 Simple fractures, closed reduction or Cy1ton-h1phy (•uturt of bladder wound, Injury treatment, unless otherwise specified. rupture) ............................ ::............................................ 150.00 The · amounts shown below ire for simple fraeturet. For a Cystoacopy, dlagnoattc,· .in!=ludlng retrograde pyelogra• compound fracture, the maximum payment will be one and one phy or flushing of kidl)ey ·pelvis ................................. , 37.50 half times the amount shown below .for the corresponding Cystoscopy, operative,' unlen otherwise apedfled In tlmple fracture. ac:hedule .......................................................................... 52:50 For a fractu re requiring 1n open operation, the maximum Cystollthotomy. (cutting Into bladder, Including removal payment will be twice the amount shown below for the corof stone) ........................................................................ .. 150.00 responding simple fracture. (Bone grafting, bone spllclng and Cystoatomy (cutting Into bladder) ................................... . 150.00 iketletaltraction pins are considered open operations.) Cystotomy (wtting into bladder) .................................... .. 150.00 Removal of bone plates or pins .except removal of trac• .bilatatlon and curettage, non-puerperal (not associated tion pins or other traction- appliances (as t~is Is al• with pregnancy) ............................ ~ ...................... ~...... 37.50 . ways a separate and distinct proce d ure).................... .. ' ' 37.50 Enterocele, repair of SKULL vaginal approach, without cystocele or rectocele ...... .. 112.50 Non-operative .. . ..... ........................................................ 75.00 1bdominal approach ..................................................... . 150.00 Operative, with cutting into cranial cavity (drill taps vaginal approach, witl:l cystocele or rectoc:ele .......... .. 150.00 excepted) .. .................. .......... .... ..... ... .... ............. ... ....... ... 300.00 ~aglnal approach, with or without cystocele .or rect~ FACIAL BONES ~le with perineoplasty or perinorrhaphy................. 187.50 Hyoid (<1t base of tongue) .........................~ .......... dosed 37.50 Epididymectomy (rem~val ~f epidldy.mis _appendage of Malar (cheekbone) ................................................closed 37.50 75.00 teatlcle)-single ............................ ;................................• Mandible (lower jaw) alveolar process bilateral ......................................................... . 112.50 excepted ................................ ..........................closed 75.00 37.50 Epididym!a (appendage of testide) abscess, drainage of with or without inter-de11tal wiring...................... 75.00 Epldldymovasostomy (connecting of epldldyinla to vas Maxilla (upper jaw) alveolar process deferens, unilateral or bilateral) ............. ;:.................., 112.50 75.00 excepted ..........................................................closed Eplsioperlneorrhaphy (suture of recent Injury of vulva 75.00 · with or without inter-dental wiring .................... .. 37.50 and perineum) ......................................... :.............. ,..... .. 25.00 Nasal .................................................................... dosed 22.50 Epkiorrhaphy (sutur, of recent Injury to vulva) ............. . 37.50 Zygoma (cheek bone) .......................................... closed Fallopian tube transection (dividing) of.. ........................ .. 150.00 SPINE AND TRUNK Fallopian tube, ligation (tying off) bf... :........................... . 150.00 75.00 Clavicle (collar bone) .......................................... dosed 75.00 Fistula, dosure of vaginal .................................. ............. . 15.00 Fistula, vesicovagin1I (bladder-vaginal) or vesicovterlnt? Coccyx (lower end of spine) ......................................... ~ 37.50 Rib or ribs-three or more ............................................. . (bladder-uterus) closure of ............................................ 225.00 25.00 less then three ........ :................................ .. Hydroc:ele (collection c;>f fluid in outer aac of testicle) Sacrum, alone or with pelvic bones ................... .dosed 112.50 excision of-single ........................................................ 75.00 75.00 Scapula (shoulder blade) .................................... closed bilateral ...................................................... 112.50 22.50 Sternum (breast bone) ........................................ dosed Hydrocele (collection of fluid in outer sac of testicle) Vertebra, one or more (bones of spinal column) dosed 112.50 22.50 tapping of (paracentesis) ............................................. . S0.00 Hymenectomy (cutting away of hymen) ......................... . .15.00 Body or Lamia ............................................................... . 20.00 Hymenotomy (incision of hymen)~ ... ................................ .. Articular, lateral or spinous processes only .. ............... . 15.00 PELVIS-one or more of following bones induding ac:e• ,Hysterectomy (removal of. uterus) total or sub·total tabulum (ilium, ischium, pubis, or aac:rum) ........ closed 112.50 irrespective of approach ............................................. . 225.00 UPPER EXTREMITY Hysteropexy (fixation of uterus) ..................................... . 150.00 25.00 Hysterotomy (cutting into uterus) ................................... . 150.00 Carpal bone, one or more {each hand) ................closed 75.00 Hysterorrhaphy (suture of ruptured uterus) .................... .. 150~00 Colles (wrist) ... ... .................................................. closed 75.00 Hy~erosalpingostomy (connecting of fallopion tubes to Humerus (upper arm) ... :...................................... dosed 25.00 Metacarpal bone, one or more (eac:h hand) .. ...... closed uterus) ...... .............................. ........ ..... ........................... 150.00 25.00 Phalanx, each finger .... ............. .. ......................... closed 75.00 kidney abscess, drainage of, independent procedure .... 150.00 . Radius, or radius and ulna (forearm) ....... ............. closed 75.00 Kidney, fixation of ....... ................. .. .. ............................ ~ · 225.00. Ulna or ulna and radiuJ (forearm) ........................ dosed 15.00 kidney, removal of or cutting into .................................. .. 300.00 Elbow .. ................................................................closed Manchester or Pothergills Operation (fixation of uterus· LOWER EXTREMITY hysterepexy) ............ ................ ........ .............. ................ 150.00 75.00 Astragalus (foot) .................................................. closed Femur (thigh) ............... ........ ................................. closed 112.50 Meatetomy (cutting of external opening of urinary 15.00 passage) .. .. ................................ ...... .... ...... ...................... 75.00 Fibula or fibula and tibia (leg) .. .......................... closed Metatarsal bone, ·one or more (foot) .... ., ..............closed 25.00 Myomectomy (removal of flbroid or -htuscular tumor of uterus) independent ·procedure .... ... ... ... ........... ............ 150.00 75.00 Os calsis (foot) ..................... ......... ...................... closed Nephrec:tomy or heminephrec;tQmY (removal of all or 75.00 Petell a (Kneecap) ............. .......... .... ................... .. closed part of kidney) with or without ureterectomy.. .......... 300.00 25.00 Phalanx, each toe ................................................ closed 75.00 Nephrolithotomy with removal of calculus (removal of Potts, (ankle) ...... .. .... ....... ......... ....... ..................... closed kidney stone) ....... .......................................................... . 300.00 Tarsal bone, one or more (foot) ........ .................... closed 25.00 Nephropexy (fixatio11 or suspension of kidney) .............. 225.00 Tibia or tibia and fibula (ieg) .... .. .......... .............. closed 75.00 Nephrorrhaphy (suture of kidney wound or injury) ....... . 225.00 GENITO-URINARY TRACT Abscess, periurethral, drainage of .................................. .. 37.50 Nephrostomy (cutting into kidney) ............................... .-.. . 300.00 Nephrotomy (cutting into kidney) with i!xploratlon ....... . 300.00 Bartholin gland, incision of Oophorectomy (removal of ovary) or salpingo-oophor• not requiring hospital residence .... ........ ...................... .. 15.00 ectomy (removal of ovary and fallopian tubes) ........... . 150.00 requiring hospital residen.ce .................... .. ... ............... .. 50.00 excision of, one or more .. ................... ....... ................... . 50.00 Oophoropexy (fixation or suspension of ovary) ............. . 150.00 Biopsy, through c:ystosco·pe ...... .... ....... ... ............. ........... .. 52.50 Oophorplasty (plastic: repair of ovary) ........................... . 150.00 Orchidectomy (excision of testicle)-single ..................... . 7S.OO Bladder, diverticulum (pouch) excision of ..... .. , ....... ..... .. 150.00 bilateral ................ .. 112.50 Bladder, punch operation on neck of .. .......................... .. 150.00 Orchidec:tomy (excision of testicle) for malignant tumor 150.00 Bladder, tumor or stones, removal of Orchidopexy (fixation of undescended testicle)-single .. 75.00 By open cutting operation ... ..... .................................... 150.00 • bilateral 11.2.50 By endoscopic: means ........... ............. ................ ............ 52.!50 Ovarian cysts or absces$es, drainage or excision of'. ....... 150.00 Bulbourethral gland, excision of (removal of gland in pan-Hysterectomy (complete removal of uterus) ............. . 225.00 " ·urethra) ...... ........ ..... ..... .. ......... ....,. ... ....... .. .... .. ........ ...... .. 52.50 Penis, amputation of, partial .................................. ........ .. 75.00 Cauterization of cervix, when done separately and not Penis, amputation of, complete ...................................... .. 1'50.00 In c:onjunc:tion with other procedures ...... ................... . 37.50 Penis, · amputation of, complete, . including regional 75.00 Cervic:ectomy (amputation of cervix) ............................ .. lymph nodes ... .... ..... .......... ...... .... .... .............................. 225.00 Cervix (neck of uterus) amp utation .... .......................... .. 75.00 Penis, excision or fulguration of warts ... ~.................. eac:h 15.00 15.00 Penis, epispadias complete procedure .(repair of defect Cervix, biopsy of (independent procedure) ................... . Cervix, conization (roaming) of ................. ... ... ............... .. 37.50 of urethra) .... .................... ::·......... ....................... :........... 112.50 Cervix, insertion of radioactive substance, or treatment Penis, hypospadias complete procedure (repair of defect by X·Ray with or without biopsy (for malignancy) .... .. 75.00 of urethra) .... .......... ........ ..... ........................................... 112.50 Circumcision (removal of foreskin of penis) .... .............. .. 22.50. Perineoplasty (plastic repair of p~rineum).......... . ........... .. 75.00 Clitoris, amputation of all or part... ............................... .. ·22.so Perineoplasty (plastic repair of perineum) including Colpettomy (excision of vagina) ..................................... . l50.00 repaJr of laceration of rectum ............ ........................ 150.00 Colpodeisis (complete obliteration of vagina) .. ........ ,..... .. 150.00 Perineorrhaphy (suturing of perlrievm) Independent Colpoperineoplasty: (repair of vagina and perineum; procedure ....... .............. ,............ ........ ................... .'.......... 75.00 pelvic floor' repair, independent procedure)................ 187.50 Perineorrhaphy (suturing of perineum) with other gyne• Colpopexy (plastic: repair of vagina) ... ......... .. ................ 112.50 cological repair procedures ............... ............................ 187.50 Colpoplasty, repair of cystccele (hernia of bladder) or Perirenal (adjacent to kidney) abscess drainage of • d d I I ·rectocele (hernia of rectum), independent procedures 112.50 in epen ent procedure ....................................... ., ..... .. 150.00 Colpoplasty, repair of cystocele (hernia of bladder) Polypectomy (removal of polyps) one or more ............... . ,37.50 and rectocele (hernia of rectum) ... .................... ........... 150.00 Pregnancy, ectopic (outside of uterus) operation for ...... 150.00 Colpotomy · (incision into vagina) with exploration or Prepuce (foreskin) dorsal or lateral "slit" of.. ................~. 15.00 drainage .;............................ ........ : ............... ... ......... ...... .. 37.50 Prostate, removal of, by open operation (complete 75.00 .Crtptorchidectomy (undescended testicle) single ............ .. procedure) .... ....... .. ............. .......... .:....... ......................... 225.00 bilateral ........ .. 112.50 .Prostate, removal of, ·by endoscopic means (transur_. Culdoscopy (examination of uterus by c;uldosc:Ope) ihral resec:tion ...........: .................................................... 150.00 diagnostic... ............................................. ............ .. .......... · 37.50 Prostatolithitomy (removal of .prostatic calculus (stones) 112.50 52.50 (oper•tion· on uterus by culdoscope) operative............ Prostatotomy (external drainage of proatatic abscess).... 75.00. (VSf, ovarian, drainage or excision of.: ............................ . 150.00 Pyelolithotomy (cutting Into .k idney) ·with removal of . Cyst, .v aginal, excision of................................................... 37.50 calculus (stones) ....., ................, ... ,.................................. . 300.00 C)'ltectomy (removal of..'-!rjn11cy bladder) with transplan~ Pyeloplasty (pla~tlc repalt of ~i~~•Y> witfl. or without> (Continued from page 3) or ., .. 125.'00 Ciomplete ..........,....... ,, ......................." :.00.00 ~•tlon Oft ureter .....:...................."..'""'"''''~......... ...- f~~--~ filyeloat6n'.IV (cutting' Jnto kidney) with drlln1ge........ .-..... 300.octi Pyefotomy (cutt1'1SI Into· kidney) with expforetion... _ .... ·· SOO.OG1 RecJocef • (h1rnl1 of rectym Into v1gln1)' Np1tr of.......... 112a · Rectocefe (hernl1 of rectum) Ind cyitocefe (hernt1 of· .· · • bh1dder) or other· multiple gyl)tcofogleil rtp1lr pro- · c,dutea without abdomln1I epproach . (except -perl• neorrhaphy. or ptrlneopleaty) ............. ,:....................... 150.00 with or without cyatocel• with perlntorrhaphy Or· .J ·per!rieop!e.:ty ~·····.-······ .................................................. , 187.$0 · Renal capsulectomy_ (decapaulation .of kt~ney) unllater•I · ,.............. " ...................................................... , 150 OC). bilateral .......................................................................... · 225:00 Renal (kidney) vessels~ dlvisioh or transectlo.n of .aberrant . 225.00 Salplngec:tomy (removal of fallopian tubes) or a.a lplngooophorec:tomy (removal of tubes and ovary).............. 150.00 Salplngo-oophorectomy (removal of oviduct and ovary, one or both aides) ........................................................ 150.00 Salping~plasty (plastit repair of fellopian tubes)............ 150.00 f.c:rotum (pouch containing testes) 1bscess, incision and drainage .of requiring. hospital. residence ................... . 37.50 not. requir_ing hospital residence ................................... . 15.00 Strotum (p~uch containing testes) resection of ............. . 37~50 Skene's gland, incision of-requiring hospital. residence 37.50 not requiring hospital residence ................................. . 15.00 Skene's gland, excision or fulguration of ...................... .. 37.50 Sympathectomy, pre-sacral ......... .................... ....... .......... .. 150.00 Testis, reduction of torsion (twisting of cord) of... ....... .. 75.00 Trachelectomy (exci$ion of. c:er~lx) independent procedure ........... .......,. ........................................... ........ :..... 75.00 Tracheloplasty (plestlc repair o~ uterine cervix).............. 75.00 Ureter (tu~e from k.id~ey to bladder) opening of, 1tric4 tures of (endoscopic procedures) ................................ 52.50 Ureter. (tube from kidney to bladder) tr1naplantatlon to akin (uret1tro1tomy)-unll1teral ...... :............................. :.. 150.00 bilateral ........................................ 300.00 Ureter (tube from kidney to bladder) tumors or atones, removal of-by o~n cutting operation ...................... .. 150.00 by endoscopic: means ....................... ,....... . 52.50 llreter~omy (exdsion of ureter) complete 01.. partlal.... 150.00 . \Jreterocysto1tomy (anastomosis of ureter to . bladder) unila!eral ............ ... ........................ ... .. ... ...... ......... ... .... ... ·150.00 bilateral ........ ........................................ ..... ..................... 300.00 Ureteroenterostomy (an11tomosl1 · of ureter to bowel) unilateral ........................................................................ 150.00 bilateral .......................................................................... 300.00 Ureterolithotomy (removal . of stone from ureter) with removal qf calculus, open operation .........:................ 150.00 Ureteroplasty, plastic operation on ureter (stricture) without plastic operation on renal pelvis.................... 150.00 with plastic operation on renal pelvis ............... :........ 300.00 Ureterotomy (cutting into ureter) with exploration or drainage ....................................... :.................................. 150.00 Ureterostomy (transplantation o.f · ureter to 1kln)unilateral ........................................................................ 150.00 bilateral ........................................ ...... .......... .................. 300.00 Ureteropyelostomy (anastomosis of ureter and renal pelvis) · ............... : ........................................................... . 300.00 Urethra, excision of carcinoma of..................................... . 150.00 Urethra, prolapse of mucosa, female, repair of............. . 75.00 Urethra, stricture of, open. operation ................~ .............. . 7'.5.00 Urethra, stricture of, Intra-urethral cutting operation through endoscope .......................... :.......................... ~ .. . 52.50 Urethral carunde, excision of or electro-cauterization .. .. 37.50 Vrethral •Phirn;ter, fpmale, plastic: operation .. .. ............... . 112.50 -Urethroc:ele, repair of (female) independent procedure .. 112.50 Urethroplasty, plastic operation on urethra, including hypo'spadias or epispadius, complete procedure........ 112.50 Urethrorrhapy (suture of urethral wound or injury). ....... 75.00 Urethrostomy (cutting into urethra) independent pro• cedure .................. ....................... ................................... 75.00 Urethrotomy (cutting Into urethra) open operation, independent procedure ............... ..... ...... ........ ... ... ........ 75.00 Urethrovaginal flstula (abnormal opening between urethra and vagina) dosure of ........ :.................. ......... 150.00 Uterus, cutting operation 01:1 this organ· end its append· ages with abdominal approach (unless otherwise specified In schedule) .......... ......................................... . 150.00 Vagina, reconstruction of congenital deformity ............ .. 112.50 . Vaginal septum, e~cision of........................................ .... .. 37.50 . Varicoc:ele, excision of (removal of varicose swelling of ' spermatic c:ord)-unilateral .......... ... ~...................... .. 75.00, bilaterol ................. .... ................. .. 112.50 Vasectomy (removal of vas deferens)-unilateral ........... . 30.00 -.· bilateral ....... ..... .. 45.00 Vasotomy (cutting of vas deferens) or ligation (one or both sides.:..·-independent proc:edure)-unilateral ........ .. 22.50 ·: bilateral ............ . 37.50 Ventrofixation (fixation of uterus-hysteropexy) ............ .. 150.00 Ventrosuspension (suspension of uterus) .. ..................... . 150.00 Vesiculectomy (removal of seminal vesicle)-unilateral .. .. 1.50.00. bilateral... ... ·22'5 .00 · ,,; Vulvectomy {removal of vulva}-partial ........ :......:.... ~ ....... 75~00 . .. complete •·u•••·"••······,···•• 1 l2 •.50 . radical, including regional lymph nodes ..................... , ,97,50 · GLANDS LYMP.H GLANDS ' fl l E·xcision of lymph node for diagnosis or biqpsy.......... 20.00' i Ly.mphadenec:tomy, radical, upper nec:k or axilla.unilateral ........................................... .......................... 1-50.00. · bilaterel .. .... ................................................................ 187.50·· Lymphadenec:tomy, radical, cervical or groin:.·' ; unilateral .,,. .......... .,.............. ................. ....................... 187.50. · bilet,ral · ... ......... :....: .......... ...... :....................... ............ 225.00• · Simple exci~ion. of complete lymph node for tubercu· .losis, etG• .................................................................... 75.00 . M111YJmary Glands-See . Breast. • ''' I SAUVARY GI.ANDS Parotid abscess, drainage of............ ;............................. Parotid gl~nd, remove.I of ............ Parc_>t!d tumor, removal, of, benign .............................. Pqtotid tumor, removaL ,o f, mixed or mali_gnant,......... bn.ula (ret~ntian. cyat ~f mouth) exdJlon .of................ .. i............................... 37.50r 1.12.!iO . .1 12.50,'. 150,0Q•,' 52.SQ,. �~,IHI •lfvlrY flatut1 (abnormal llalolhhotomv · 8Ei411.4REM Lo:ti-JFE'£11.4BB PLAN SlfPP£EMENT °'*''"' or tract) cfosure of (removal -bf .aallvery calculus).............. lubmexlllary gland, eJ1Cl1lon of .................................. .. 'IHYROID AND OTHER ENDOCRINE GLANDS . GOITRE .. ' lltmlthyrolcfectomy (removal of pert ·of thyroid)............ bthmectomy (removal of Isthmus of thyroid) ............. . ligation (tying · off) of thyroid 1rterle1 not followed 'by thyroldectomy. ont! '!' .m~~~. at one op~r1tion ..... """'"'" .. ,............ two or more' stage. operation .............................. Removal of adenoma or benign tumor C?f thyroid (no payment .for X-ray 1rntment of thyroid)......... . Thyroid, remnant, excision of ..................................... . Thyroid; removal of, complete or sub-total (complete ·procedure) fncluding llgatlon of thyroid t1rterles, to be treated I I one opetJtlon ... ,, ......................... .. Adrenelectomy, partial or toJal (removal of part or ell of adrenal gland) ................................................. . Carotid body tumor, excision of................................... . Hypophysectomy (removal of hypophysis)................. .. Parathyroidectomy (removal of para thyroids) ........... , Pinealectomy (removal of pineal body)....................... . Thymectomy (removal of thymus gland).................... .. HEART· OR CARDIAC Anglogram, .cutth\lg operation for ·exposure of vessel .. .. ~orta, coarctation of, correction of................................. . Arteriogram, cutting operat!on for expos\,re of vessel .. Cardiorrhapy (suture of heart wound or injury) ........... . ~ardiotomy (cutting Into heart) with etepforation or . removal of foreign body .............................................. .. Catheterization of heart (independent complete procedure) ............................. ............... ............................... Commissurotomy (operation on valve of heartf ............. .. Congenital defects, correction of, such es patent ductus arteriosis, coarctation of aorta, pulmonary stenosis .. .. Patent duct us arteriosis, correction of... ......................... .. Peric.ardiectomy (operation on pericardium of heart) ...... Pericardiocentesis (puncture of pericardia! space for aspiration) ...... .. .... ........................................... ............. .. Pericardiotomy (cutting into pericardium of heart) with exploration, drainage or removal of foreign body....... . Pulmonary stenosis, correction of.................................... .. Vafvulectomy (operation on valve of heart).::................. .. Valvulotomy (incision of valve of heart) .. ........................ .. . HERNIA Herniotomy-herniorrhapy-hernioplasty single-inguinal, femoral, umbilical, ventral or incision bilateral-inguinal, or femoral... .......... ....................... .. hiatal or diaphragmatic ............................................... . Injection method, entire course of treatment single ............................................................................ .. more than one hernia ................................................... . INCISION AND DRAINAGE Incision and Drainage, Debridement or Removal of foreign bodies requiring hospital residence ............... . not requiring hospit~I residence .................................. ~ NOTE: 1. Where debridement and suturing both subscribed to, pay· both fees. 2.. Removal of bone plates or pins except removal of traction pins or other traction appliances {as this Is always a separate and distinct procedure) .......... . JOINTS Arthrectomy-pay arthrodesis fee. Arthrodesis {fusing of joint, operative enkylosis with or without tendon tr.ansplant) Ankle or ankle and foot ...., .......................................... . Elbow.' ............................................................................ .. Finger, one or more joints ............................................ .. Foot or ankle and foot .................................................. .. Hip ................................................................................ .. Knee .............................................................................. .. Shoulder ........................................ ......................... :...... .. Spine, including sacroiliac, except coccyx .................. .. Wrist ....................................................................... ,..... . Anthroplasty (reconstruction, funct~nal restora~ion of Joint with or without bone or fascia! graft) Ankle, or foot and ankle ................... ;................... ;....... . Elbow ............................................................................ .. Flng.e r, Including meta arpal·phalangeal joint...... each foot, or ankle and foot ................................................... . Hip ........ ................ .........................................................• Knee (except semi-lunar cartilage) ............................ .. Shoulder ........ ..... ..................................................... :..... .. Spine (including intervertebral disc operations) ...... ,... .. Tempero-mandibular .................................................... .. Toes, including metatarso-phalangeal joint: ...........each Wrist .................................... ................ .......................... .. Arthrotomy (incision Into joint-independent procedure -with exploration and drainage or removal of loose or foreign body) Ankle ............................................................................. . Elbow ............................................................................. . Finger .............. ........................................................ each foot (including bunionect.Jmy) ........................................ . Hand .............................................................................• Hip .................................................................................• Knee (except semi-lunar cartilage) ............................. . Semi-lunar cartilage excision ...................................... .. · Shoulder ........................................... ,.............•...............• Tempero-m1ndibufar ....................... ::............................. Toes .......................................................................... e1ch Wrlat ............ ~ ................................................................• Manipulation of jolnt under general 111esthetla dislOCI• tfon1 excluded, including epplicatlon of cast or .traction Ankle ..................................................................•..........• Elbow •.•..............•................•.•...............••...........•...........• Hip' .................................................................................. Knee ............................•..................................................• Shoulder ..•................................................:...................• Wrist .............................................................................. $pint (with hospitalizetfon and lmmoblflzatlon).;........ . 75.00 37.50 75.00 Club foot (with 1ppllcltlon of cett)...................., ..fnftr.f 11.00 ~ i.ttv tlalue, removal of uceu,. ................................~........ 15.00 IUbHqvtnt mextmum either foot 150.00 Pwacente,11 ........................................................................ 22.50 Capaulopl11ty-Pay arthropl11ty fee 150.00 Cap1ulotomy-P1y erthrotomy fee UGAMENTS AND TENDONS 150.00 'Achilles tendon, lengthening or shortening ..................... . 75.00 8"kers cyst, excision of.................................................... .. 75.00 75.00 Glngllon (cyst of tendon sheath) excision of................. . 37.50 112.50 ligaments ind tendons, cutting or transplant-single ..... . 75.00 . multiple.• 112.50 { 150.00 $utur• of avulsed (torn away) tendon to skeletal 1tt1cf\. ment-single ................................................................. . 75.00 lS0.00 75.00 Synovltls, stenosing (release of contracted tendon sheath) 52.50 Tendon, 11uiurlng of-single ............................................ .. 75.00 multiple ......................................... . 225.00 Tonotomy (cutting of tendon)-single ............................. . 75.00 multiple .......................... .. 112,50 300.00 150.00 Trigger finger, or stenoslng synovitis (release of con-tracted tendon sheath).................................................... 75.00 300.00 NOTE: Club foot ·open· operations are payable under · "Cutting 225.00 Into Joint"-$37.50 plus cutting operation on tendon-$75 300.00 (each foot) 225.00 MUSCLES AND FASCIA 37.50 37.50 Blopsv ................................... ............................................. .. 300.00 of {transthoracic approach) .. .. Diaphragm rupture, suture 300.00 (abdominal approach) ....... . 187.50 37.50 75.00 Contracture (hand) ........................each hand Dupuytren'• 300.00 F11ciotomv (cutting of fascia) ........................................... . 75.00 300.00 Myorrhaphy (suture of muscle) of quadriceps or biceps 75.00 Scalenotomy (cutting of scalenus muscle in neck with or 75.00 without resection of cervical rib)- unilateral... ...... ...... . 112.50 300.00 bilateral ................ .. 150.00 - Sternocleldomastoid muscle, cutting bf .......................... .. 112.50 300.00 Tortlcollls (wry neck)-operation for ................................ .. 112.50 300.00 Wry neck (tortlcollis)-operation for ................................. . 112.50 NERVES 300.00 Brachia! plexus, exploration of (independent procedure) 225.00 22.50 Ganglion injections when done for other ,than surgical 37.50 anesthesia (limit of 3) .............................................. each Glossopharyngeal nerve, resection of............................. . 300.00 300.00 37.50 lnfraorbital or supraorbital nerve, evulsion (separating) 300.00 37.50 . Nerve, crushing of any ..................................................... . 300 00 ·aoO.OO Nerve, suturing of accidental severance of.. ............each . 37.50 · Nerve injections when done for otber than surgical anesthesia, {limit. of 3 injections), except no payment will be made when· done for dental procedures, 150.00 37.50 sprained ankles or pruritus ani .............................. each 187.50 Neurolysis {freeing of nerve, or transposition of) .... ...... .. 112.50 300.00 Occipital nerve, evulsion {separating) of ......................... . 60.00 Phrenic nerve, transection (dividing in two} of ............... . 37.50 75.00 Retrogasseria'n neuretomy (cutting of nerve) for trige· 112.50 minal neuralgia (tic douloureux)................. ................... 300.00 Spinal nerve roots, transection {dividing in two) of........ 300.00 Sympathectomies (cutting of sympathetic nerve) of 37.50 cervical areas-unilateral ........................ ............ .......... 150.00 15.00 bilateral .......................................... ........ 255.00 Sympathectomies (cutting of sympathetic nerve) of dorsal, lumbar, sacral areas-unilateral ...................... .. 225.00 bilateral ........................ .. 300.00 Trigeminal nerve, transection (dividing in two) of .......... .. 300.00 Vagotomy (cutting of vagus nerve in stomach) ............... . 150.00 37.50 Vestibular nerve, transection (dividing in two) of.. ... ..... .. 300.00 OBSTETRICAL PROCEDURES Delivery of child or children.......... .. .. ................................ 100.00 Caesarean section, including delivery.............................. 150.00 Abdominal operation for extra-uterine or ectopic 187.50 pregnancy ........................................... ... ... ..................... 150.00 187.50 Miscarriage ................................................................. :...... 37.50 112.50 NOTE: This fee payable where there is a surgically induced or 187:50 spontaneous miscarriage or abortion. 225.00 · If there is a spontaneous abortion or miscarris1ge, surgical 187.50 manipulation may be presumed. 187.50 When there is a premature birth whether alive or not, pay 225.00 delivery fee. 187.50 PARACENTESIS Tapping (of abdomen, chest, bladder other than catheterization ear drum, hydrocele, joint, or bone)............ 22.50 225.00 225.00 Eye (anterior chamb~r ·for Inflammatory exudate or 112.50 . glaucoma) ................................................................ 30.00 225.00 Spine 262.SO Simple spinal puncture............................................ 22.50 225.00 Myelography, spinal puncture for (exclusivt! of 225.00 X-rays) .......... ............ ................... ...... ........ ......... 45.00 225.00· Pneumoencephalography, spinal punctuce for 45.00 (exclusive of X-rays) ........................................ ;, 187.50 112.50 Ventricle Ventriculography,. Including drill tap or taps 225.00 (exclusive of X-rays)...................... ...................... 75.00 PILONIDAL CYST OR SINUS Exdalon (removal) of... ....................................................... 7~.00 PLASTIC OPERATIONS 112.50 Where the operation Is described as bc:i11g done in 112.50 , multiple stages only one fee will be allowed for the 37.50 75.00 complete procedure. Anoplaaty (plastic operation fpr lmperforate anus or 75.00 stricture) ........ ........ .... .. ..... .. ..... ...... ...... ...................... ...... 150.00 112.50 Cleft Pelate-Palatoplasty-(plastic operation for cleft palate) 112.50 one stage operation .................................................... ;... 150.00 150.00 two stage operation...................................................... 187.50 112.50 with h~re lip operotion... .............. ...... .... .. ... ... ........... ...... 262.50 l 12.!ll Ear-Otoplesty (pla~ti<: repair-for protruding · ears) 37.50 each ear .............................. .............. ................ .............. 75.00 112.50 Otoplasty (plastic reconstruction of ear with graft of skin or cartilage).................................. each ear 150.00 Eplapadiaa (plastic operation on urethra) complete 37.50 - procedure :...............: ....................................................... - ·112.50 31.50 Eyelid-Operation for ectroplon (repair of eyelid folded 37.50 out) ............................. ;.................................................... 105.00 37.50 31.50 . Operation for entropion (repair of eyelid folded in) 105.00 Ptsosla (correction of drooping eyelid) operation 37.50 '2.50 complete, each eyelid .................... ~············· .. ··...... Page &e,-ea • 75.00 75.00 '"'' w.bblng of (ayndactylllin).........."'"""""'each foot' 75.00 with ,akin grlftlng ............................ " ...................... u •• 112.50 Greftt (complete procedure) Arterlel (see ARTERIES & VEINS) Bone (obtaining bone graft rnetertel from another pert of body) ...........................................................:.• 37.SO 37.SO Skin-not more then 2 square inches ........................... . 2 to 25 sQuere Inches ........................................ 75.00 25 to SO squ~re inches ...................................... .. 150.00 SO to 100 squire inches ..................................... . 225.00 Over 100 square inches ...................................... .. 300.00 Tube graft ...................................................................... 225.00 NOTE: Where scar tissue, ulcer.ations, tumors etc. ere removed and skin grafting necessary after these procedures, two fees are payable,· 75.00 Hands, webbing of (syndactylism) .................. e"ech ha no with skin grafting ........................................................ .. 112.50 Harelip-unilateral ............................................................. . 112.50 bilateral ............................................................... . 150.00 combined with palatoplasty ............................ .. 262.50 Hypospadias (plastic operation on urethra) · complete procedure ...................................................................... .. 112.50 75.00 Nose-Rhinoplasty-all reconstruction. operations .......... .. Otoplasty (plastic repair-for protruding ears) .... each ear 75.00 Otoplasty (plastic reconstruction of ear with graft of skin or cartilage) ... ... ........ ...... .... ..... .. ................. each ear 150.00 Palatoplasty-(plastic operation for cleft palate) one stage operation .................................................... , 150.00 187.50 t~o stage .operatic~ ..,. .............. ~ ................... ...... .......... .. with harelip operation .............. .: ............. .............. ..... .. 'l62.50 Rhinoplasty {plastic operation on nose) complete procedure .... ....... .. .............................. ....... ......................... . 75.00 Scar tissue, excision of ................................ ..................... . 52.50 52.50 Skin, correction of contracture, without grafting ............ .. Skin Planing-by wire brush or sandpapering ................ .. 150.00 Skin, removal of excess ............. ......... ... .. ................... ....... . 75.00 Syndactylism (webbing of hand or foot) .................. each . 75.00 with skin grafting ..................... .. .................................. . 112.50 52.50 Z·pl!lsty ................ .............................................................. .. NOTE: For undercutting, no fee payable RECTUM NOTE: Where any of below procedures are accomplished by electro-coagulation or electro-dessication fee is payable, Abscess, incision and drainage of ischio-rectal, perianal, 37.50 submucous-requiring hospital residence .................. .. not requiring hospital residence ..... ........ . 15.00 Incision and drainage of supraelevator area ... :.... .. ..... . 52.50. Anoplasty {plastic operation) for imperforate anus or stricture ..... ........... ............ .... ..... ... ..... .. ........ ..... .... .... .. .... 150.00 Cryptectomy {removal of pockets in rectum) single or multiple .... .... ................ ...... .... ..... ....... ...... .................... .. 22.50 Fissure, cutting operation for correction of .................... .. 37.50 Fistula in ano, cutting operation for-single ........... ........ . 75.00 multiple .. ..... , .......• 112.50 Hemorrhoidectomy (removal of hemorrhoids or piles) 37.50 Externa~.....:····················:························ ......................... . 75.60" lnternal' or internal and external.. .......... ...................... .. 37.50 Injection treatment (complete procedure) .................. .. 22.50 Hemorrhoids, thrombosed, incision of ........ .. .................... 22.50 Papillae, hypertrophied {enlarged) excision of ....... ........ . Proctectomy (resection of rectum) .......... .. ...................... .. 300.00 Proctopexy (fixation of rectum) abdominal, for prolapse 150.00 Proctoplasty (plastic repair of rectum) for prolapse ....... . 112.50 Proctorrhaphy (suture of rectum) closure of rectourethral fistula ....... .. ..... ....... ........ ..... .. ..... .................. ............ ....... 112.50 closure of rectovesical fistula :.... .. ....... ........... .. ............. 112.50. Proctoscopy {examination of rectum- by proctoscope) 15.00 diagnostic .. ............ ... ... ............. ........ .. 1.......... (operation on rectum by proctoscope) 37.50 operative ..................................... ................ . Proctotomy- (cutting into rectum) ..................................... . 75.00 Prolapse of rectum, cuttin.g operation for ......... .............. . 112.50 Pruritus ani, undercutting ''for or neurotomy (treatment of itching skin of anus).......................... .......... ...... ........ 75.00 Sigmoidoscopy {examination of lower colon by slg• moidoscope) diagnostic .......................... 15.00 (operation on lower colon by aigmoide>scope) operative ...................................... 37.50 Sp~incte~oplasty, anal' (plastic. operation for fecal incontinence) ............. ... ..... .... ... ...... ..... ... ... .... ......... ... ..... 150.00 Sphincterotomy, division of anal sphincter...................... 75.00 Tabs, external hemorrhoidal, excision of {single or multiple) .... .............. ....... ......... .. ..... ........ .... ........... .... .... 22.50 SKULL Cutting Into cranial cavity (drill taps excepted) ............ .. 300.00 Drill taps-single ................................................ .............. .. 37.50 multiple ........... '. ................................................ 75.00 Ventriculography, including drill tap or taps (exclusive of X-ray) ................................ ......... ... .... .... ...................... 75.00 SPINE OR 5'1NAL CORD Coccyx (bone at lower end of spine) removal of all or part of ............................................... ........... ................. 75.00 C.xdotomy (cutting into spinal cord) or any other oper· lntervertebral cfiscs, operation with removal of.... ........ .. 225.00 with fusion .................................................................. .. 300.00 atlon on the spinal cord ........ ........................................... 300.00 Myelography, spinal puncture for {exclusive of X-ray•) ... 5.00 Pneumoencephelography, spinal puncture for (exclusive of X-rays) ....................... ................................................ . '45.00 Sacroiliac or other spinal fusions ................. ................... .. 225.00 Spinal cord tumor, operation for .................................... .. 300.00 Spinal puncture (simple) ................ ... ................ ........ ... each 22.50 (up to a maximum of $100) Vertebra (bone of Jpinal column) or Vertebrae (coccyx excepted), operation with removal of portion of....... . 225.00 SUTURING, ACCIDENTAL WOUNDS f;;e; sGt sut below fer akin sutures or dips, end mu!de sutures, ere doubled when laceration of face below. halrllne, forward of ears end above chin Is sutured. 7.50 Skin structures, per suture or clip-first.. ..... ......... ............ each additional ....... , 2.00 (Continued on page 8) �SE.4.FA.BERS ~JYELFA.RE PL.4.N SlJPPLEMEN'i' .,, SURGICAL SCHEDULE <Continued from page 7) Muscle structures, per suture-first..................!_................ . each additlon1I. ............... Nerves, end f1:) end (each) ................................................. . 7.50 · .3.00 37.50 SYMPATHECTOMIES Cervical (cutting away of -sympathetic: . nerves of the neck)-unilateral .......................................: .................. .. bilateral ........................................................... . Cervicothoraclc (cutting away of iympath.etic: nerves of neck and chest)-unllateral ......................... ,........... ,.1..... , bilateral ........ ................. :-.................... .. Lumbar (cutting •way of base of splne)-unilateral ........ .. · bilateral .......... .. Presacrel neurectomy (cutting away of nerve netwQrk in front of the sacrum) .................................................. .. splanchniCoctomy (cutting away of visceral nerves) ....... . Thoracic (Dorsal) (cutting away of sympathetic nerves of chest)-unilaterel ........................................................:.. . bilateral ....... ..................................................... .. Vagotomy (cutting of vagus nerve in stomach) .............. .. TUTH-DENTAL SURGERY ~lveolectomy or Alveoplesty (surgical removal or plastic repair of alveolar process) requiring hospital reside~ce .................................... .. not requiring hospital residence ............................... . If the ~urgeon removes two or more adjoining teeth ·and subscribes to an alveolectomy or alveoplasty, we will allow fees IS set out below: 1. If Alveolectomies are done on both the mandible (lower jaw bone) and maxilla (upper jaw bone) irrespective of whether done at the same time or not, allow two fees. 2. If alveolectomies Involving multiple extractions from different locations in the same jaw (man· dible or maxilla} at the same sitting, allow on.e fee, 3. Alveolectomies done at different· 1itting qualify for additional fee or fees. A. If impaction removed at same sitting I I alveolectomy (involving two or more additional teeth) a1low t).vo fees. 150.00 225.00 225.00 300.00 225.00 "aoo.oo 150.00 300.00 225.00 300.00 150.00 37.50 15.00 J ·" ~ • .f. If multiple tumor• are removed by more than one W. alon pay for each Incision up tQ rnaxtmuin llmtt of . _ incident to tooth extr1c:tton-fn payable for each Exceptions · faw (mandible or rnaxllla). ' •· _Cervical, re~af polyps-Pay alngfe fff. S7.50 Aptc:oectomy-root amputation (odontotomy) each .......... .1 b. Nasal polyps-see Ear, Nose or Throat. Ginglvectomy (cutting away of gum) !. See Breast, . a1.50 requiring hospital residence ............................. .'........... . not requiring hospital residence......................... ;.......... 15.00 Maifgnant tumors of face; tip or akin .............................;.. 75.CM) NOTE: Regerdless of means employed-tht1 me'an1 by NOTEr . X-ray, radium, electro-desiccation or electr0<oagut.. 1. In hospital-pay two fees tf both fews Involved. t ton. 2. Not requiring hospital residence-pay fee for cut• 'Consider the treatment of tumor of body orlflc:t1 11 ting procedure performed at each sitting. falling In this category, e.g. mouth (Including Impacted tooth, . temov1I of Irrespective of hospital pharyns,. tongue, nasal cavity, anterior urethra, ,,.. residence .........................................................••••.•...•.•.•• 37.50 22.50 . gin• and aervix when X·r'ay, radium, elec:tro-deslca Each 1dditional Impaction at same sitting ....................... , cation or elec:trcxoagulation are employed, (Do not Odontotomy-root amputatlon-apecoectomy ..........each 37.50 Include body of uterus). Odontectomy-removal of unerupted_ toC?th requiring hospital residence ......................................... . . 37.$0 Malignant tumor• other than of fac:e, ltp or skin or exceptions listed above. not requiring hospital realctence ................................. . 15.00 fee will depend...on location of fumor and type of Retained or residual root, an Independent procedure, surgery done. Refer to uctton · of schedule In· not coincident to alveolectomy or alveoplasty « volved. Minimum fee $200. Only cutting· opir.. attempted extraction of tooth and when gum ts cut tlons wlll qualify for fee. requiring hospital resldence ...... y ......................eech 37.50 not requiring hospital residenc:e ................: .......each 15.00 VARICOSE VEINS Unerupted ·tooth (odontectomy) removal oflnject_tcin treatment, complete. procedure (one or . both requiring hospital residence ................................... :.. .. 37.50 legs) •.............................. 60.00 not requiring hospital residence ..........._...................... . 15.00 Cutting operation, complete procedure1 _.. TOENAILS-INGROWN One leg •...................... :............. ;.................................... 75.00 Toenails, Ingrown-cutting operation into tissueBoth legs ................................... .............. ,,..................... 120.00 requiring hospital residence-unilateral· ...................... 37.50. Saphenous or Femoral-vein llgatlon-unllateral.............. 37.SG bilateral ...................... .. 75.00 bilateral................ 75.00 !'lot requiring hospital residence-unilateral ·............... . 15.00 Note on ligations: bilateral ...~ ... ;:: ....... . 30.00 Where done separately and not w1th operation or TUMORS · injection for varicose elns. If diagnosis ts varlcoae Tumors vein~ pay "for yar.icose Veins. Benign or superflcial ·tumors and cysts or absceuesrequiring hospital residence •: .................................. 37.50 not requirin__g hospital residence ............................... 15.00 * * • Except for operations expressly excepted In the Schecf. Exception: Cervical Polyps (see Genito-Urinary Trect) ule, the Trustees shall, subject to the terms and condf. NOTE: tlons pf the Regulations, determin6 a payment for eny 1.. .Fee payable when doctor excises, Incises or employs cutting operation not listed in the Schedule consistent -electro-desiccation or electre><oagulation. with fhe payment for any listed operation of compar• 2. fee payable when doctor certifies to removal by· X-ray, able difficulty .and complexity, but in no event . shell radium, fr.eezing or injection directly Into tumor. auch p411yment exc:eed the 1pplic1ble Maximum Surgical 3. fee not payable when removed by acid, ointments or Benefit• .&austics,' S. Alveolectom .t, an Independent procedure, -not co- !'. ............................................... -. The Seafare rs Welfare Plan provides a broad program of welfare protection for ·Seafar~rs and their family mem·bers. Since it began functioning on July I, 1950, the Welfare Plan has grown significantly in size and scope. _ During the first year of its operation, the Plan offered two benefits and paid out $31,733. Now the Plan offers 18 benefits _ and has paid out over $I 0 million. This expansion of Welfare coverageboth in the number of benefits offered and in the cash value of individual benefits-has been made possible in part because the Plan·is self-insured. The Seaf.arers Pension Plan provides pensions of $150 a month, until their death, for Seafare rs who have reached the age of 65 and who have 15 .years of seatime (5,475 day~) as well as the basic seatime requirement. These pensioners are als9 eligible for unlimited medical and hospital bene".' fits, and their dependents are eligible for the dependents' benefits of the Seafarers Welfare Plan. If you ·have any questiQns or any pro'blem concerning welfare benefits, contact the · nearest SIU hall (listed below) or the Seafarers Welfare Plan, 17 Battery Place, New York City. BALTIMORE ........•. 1216 E. Baltimore St. EAstern 7-4900 BOSTON. ..............•.•.... 276 S.tate St. Richmond 2-0140 DETROIT ...... ·~' · .10225 W. Jefferson Ave. . VInewood 3~4741 HEADQUARTERS ...•. 675 4th Ave. ,- Bklyn. ,,, HYacinth 9-.6600 HOUSTON ...••••. ." ..... . .. , .'5804 Cahal St. wA1nut 8-3207 JACKSONVILLE ...... ; .2608 Pearl St., S.E. ELgin 3-0987 MIAMI . .'.: .......•••••.. 744 W. Flagler St. · ·F Ranklin- 7--3564 MOBILE ..........•. 1 South Lawren.ce St. · HEJ.11loclt 2-1754 NEW ORLEANS ....•..... 630 Jackson Ave. Tel. 529·7546 NEW YORK .•.... , ... .. 675 4th Ave., Bklyn. HYacinth 9-6600 NORFOLK ................. 416 Colley Ave. ~ . Tel. · 625-6505 PHILADELPHIA« ...... ; .. 2604 S. '4th St. D~wey 6-3818 SAN FRANCISCO '. ........ 450 Harrison -St. · DOuglas 2-4401 SANTURCE, PR .. ~ .. 1313 Fernandez Juncos _Tel. 723-q003 .Stop 20 .SEATTLE .................... 2505 1st Ave. MAin 3-4334 TAMPA ....... . .......... 312 Harrison St. Tel. 24-3471 WILM~NGTON, Calif... 505 N. Marine Ave. TErminal 4-2528 I " • ·. 'I • • • ~ '.; .I> ' t / . � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1960-1969 Description An account of the resource Volumes XXII-XXXI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1962 Description An account of the resource Headlines: SIU, MEBA WIN SENATE ACTION ON AID CARGO MTD, CHILEANS PLAN SHIP DRIVE ARGENTINE STRIKERS AIDED BY ID-MTD UNION CHARGES STIR SENATE INQUIRY INTO SID CARGO CHARTERS HODGES NIXES ORE SHIP SUBSIDY HIGHER FREIGHTER WAGES OKAYED BY 16 LAKES CO’S SEA-LAND BUYS THREE ESSO TANKERS; WATERMAN SEEKING BULL LINE C-4’S CANADIAN SIU DEMANDS 12-MONTH WAGE PROGRAM 25 IN ’62 COMPETITION FOR 5 SIU SCHOLARSHIPS EXTEND SIU OPTICAL AID TO THREE MORE PORTS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 02/1962 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXIV, No. 2 1962 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/2c4064126aedc0c3bbcda20566c63784.PDF 7b48cb9796056b34ca38f495026a2776 PDF Text Text SEAFARERS«LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO House Hearings Begin On Shipbuilding Phase Of Nixon Maritime Program Story Page 3 Seatrain Lines to Build Two New Supertankers; Largest in U.S. Fleet Llif Story Page 2 UJ" V - [K Tanker Connecticut Makes Port Safely With AH Hands Aboard > i Story Page 5 In This Issue: K • Full Text of i . New SlU Constitution L More than 1,000 Q.M.E.D. endorsements were achieved during the past year through the engine upgrading program sponsored joint­ ly by the SlU and District 2. MEBA. Instructor Bob Lonchiek (far left) poses with the latest group of graduates. (See page 5.) .See Pages 13-20 m iS �SEAFARERS Page Two New Legislation Needed To Attract Private Capital WASHINGTON—New mar­ itime legislation being consid­ ered by Congress must put emphasis on attracting private investment in the shipping in­ dustry to ease "continuing pres­ sures" on the government for greater merchant marine sub­ sidies, Representative Jacob Gil­ bert (D-N.Y.) declared today. "The easing of that pressure U.S. Merchant Fleet Decreases by 31 Vessels WASHINGTON—The active U.S. oceangoing merchant fleet decreased by another 31 ships as of December 1, 1969, re­ ports the Maritime Administratimi. Fignres contained in die Maritime Administra­ tion's merchant marine data sheet show that there were 937 vessels of 1,000 gross tons and over in service on December 1, 1969, as compared with 968 in service on Novem­ ber 1, 1969. Oflier figures show that the Maritime Administra­ tion's active fleet also de­ creased in size, from 124 ships to 117 ships. Its in­ active fleet increased in size by three to 898 ves­ sels. Since November 1, 1969, four ships have been sold for scrapping. should be appealing to the budget-balancers and those who want to see federal expenditures reduced," Gilbert said. The Congressman noted that the "surest way" to make the shipping industry attractive to private capital is to allow oper­ ators to put aside construction reserve funds in tax-deferred ac­ counts, so that they can accumu­ late the $20 to $30 million per ship that is needed today. Gilbert conceded that, in the past, the Treasury Department has been cool to such an ap­ proach, because it involves a temporary loss of federal in­ come. "This is penny-wise and pound-foolish," he said, "be­ cause every dollar that you defer in taxes today for shipbuilding, returns something like $1.80 in the long run." The Congressman urged that legislation also take into ac­ count "the enormous changes which have occurred in the pat­ tern of American trade" since present maritime legislation was enacted in 1936. "At that time," Gilbert said, "package cargo comprised 78 percent of America's imports and exports—only 22 percent of our cargo was in bulk ship­ ments. But there has been a dramatic tum-around in the trade picture since then. Bulk shipments now constitute 85 percent of our commerce—and package cargo is down to a mere 15 percent." For that reason, the Congress­ man said, "we have to concen­ trate our dollars and our efforts on the place where we stand the most to gain: On the carriage of bulk cargoes in Americanflag ships." Febraaiy, 1970 LOG 'The Effect Has Been Disastrous' Rep. Clark Charges U.S. Stood Still As Soviets Climhod Maritime Ladder On the national defense front, WASHINGTON — For two shade over 5 percent." In the decades the United States has same period, he said, 20 Ameri­ Clark said, the U.S. "scraped "sat on its hands", falling from can shipyards have v "closed the bottom of the maritime bar­ No. 1 to No. 6 in world ship­ down for lack of wqvk," and rel for Vietnam," adding that if ping, while the Soviet Union the U.S. balance-of-payments war broke out in any other part "moved from 21st in world mari­ has lost $28 billion—"enough of the world "we'd be sorely time standings to No. 5," Rep­ to have turned a 20-year deficit pressed to meet maritime com­ resentative Frank M. Qark (D- into a surplus in our internation­ mitments ... in fact, to put it bluntly, we might not make it." al payments account." Pa.) charged recently. Since the end of World War II, he said, "the Soviet Union committed four times as many dollars to shipbuilding each year as we have done," and today the Russians have "nine times as many ships on order and under construction as we do." In a "State of the Merchant Marine Message" delivered to a Almost $100 million in federal loan guarantees have been luncheon sponsored by the 7.5approved by the Maritime Administration for the construction million-member AFL-CIO Mar­ of two 230,000-ton supertankers for SlU-contracted Seatrain itime Trades Department, Qark Lines, Inc. said that the Soviet Union has, Construction of the two ships, each of which will be twice as its goal, "the domination of the size of the 115,000-ton tanker Manhattan, presently the world trade, so that it can put, largest tanker in the U.S. merchant fleet, will possibly begin and keep, its heel on the throat as early as this summer in Seatrain's new shipyard at the of the world—achieving through former Brooklyn Navy Yard in New York. economic pressures the same The 115,000-ton Manhattan, also Seatrain-owned, recently goals that she seeks, if neces­ became the first ship to successfully navigate the Northwest sary, by military means." Passage to Alaska. Details of the Martime Administration's approval of the The Pennsylvania Democrat loan guarantees were announced by Secretary of Commerce said that the merchant marine Maurice H. Stans following a review of the project with has been the victim of "slow Representative John J. Rooney (D-N.Y.), Chairman of the strangulation," because govern­ House Appropriations Subcommittee, which has jurisdiction ment funding was inadequate, over the Maritime Administration. and was not made available to The federal loan guarantees to Seatrain Lines for construc­ the entire fleet, and because tion of the vessels consist of ship mortgage insurance granted "inadequate incentives were under Title XI of the Merchant Marine Act of 1936, and are made available to attract suffi­ among the largest ever granted under the Title XI program. cient private investment." Representative Rooney said he was extremely pleased by He said the effect has been the Seatrain-Maritime Administration agreement. "disastrous," pointing out that "It is a solid achievement for the Nation and its maritime in a quarter of a century the industry, as well as for the company involved and for the United States has slipped from thousands of people who will be a part of these ship con­ carrying nearly half its exports structions," he said. and importSj so that today American ships carry "only a Two Seatraln Supertankers Will Be Largest InU.S. Fleet THE PRESIDENT'S REPORT The Fight to Save Seafarers Johs This month. Congress opened hearings on proposals put forward by the Nixon Administration to help keep the American merchant marine from sinking. To a large extent, the future of American-flag shipping is going to rest on the outcome of these hearings. If Congress and the Administration can agree on a workable program to put more ships—and more modern ships—into the water, and if they can come to agreement on a program that will put more cargoes into these ships, then the maritime industry has a chance to climb back from the low point to which it has fallen since World War II. If Congress and the Administration can't agree on a program, then they'll be sounding the death-knell for the American fleet, as we know it today. We in the SIU have been in this light to save the merchant marine for a long time. To be blunt about it, we have a lot at stake. Sure, we could talk about the merchant marine in terms of our national defense, and our balance of payments. We could talk about it in terms of beefing up the American economy and improving America's prestige around the world. All those are valid points. They should be considered— by the President, the Congress and the American people. But for Seafarers, the issue is more basic than that. This is our industry and these are our jobs. If the operators survive, if they can make a profit, if they can exprnd—then there are shipboard jobs for SIU members. If the operator can't cut it, then our jobs are going to go down the drain. It's as basic as that. And for years, we've stood on the beach and watched these jobs become fewer and fewer. We've seen our operators go foreign, because the chance wasn't there for them to carry cargo under the American flag— and each time a ship went foreign, the jobs of Sea­ farers went foreign, too. We've seen some of our operators forced to the wall —their companies bankrupt and their vessels sent to the shipbreakers—because the opportunity wasn't there for the operator to make a living. And every time an operator couldn't make a living, there were more of our members put on the beach because there was no living to be made at sea for them either. It's easy to fix the blame for what has happened in the past 25 years: • The government apparently didn't care enough about the maritime industry's problems to do some­ thing about them, so there was too little money made available—and what was spent went in the wrong directions. • While our trade was developing in the bulk trades, the government was still spending all of its money on the liner trades. • Although our operators needed government cargo to survive, they had to stand on the sidelines, too many times, and watch that government cargo handed over to foreign-flag ships with foreign crews. • Because the government was so shortsighted, we had to turn to and man World War II "rust=buckets" during the Vietnam sealift—and after that emergency was over, we watched for months while these gov­ ernment-owned ships continued in service forcing many of our contracted-vessels into layups, and many of our members onto the beach. So the government has to bear the major burden of what has happened—although the industry has some responsibility, too. Given the nature of the in­ dustry, and given the fact that the government subsi­ dized one-third of the fleet and left the other two-thirds to rot, it's not surprising that the various segments of the industry have been at each others' throats for years. But it certainly hasn't helped to find a solution, when the subsidized and unsubsidized operators have been at constant war with each other. There are still going to be areas of sharp difference within this industry. And it's certain that, no matter what kind of a maritime program Confess and the Administration come up with, it's not going to satisfy everybody. Nobody in his right mind expects that it will. But we can hope that the next few months will see some action on a maritime program that will get this industry moving again—a program that will pro­ tect the jobs we still have and that will open up new job opportunities in the future. Because, from the viewpoint of the SIU member and his union, that's what this is all about: Our jobs. -I �February, 1970 SEAFARERS LOG Page I'liree MTD. Speaks for Labor as: Hearings Open on Shipbuilding Phase Of President's Maritime Program WASHINGTON—Hearings on the Merchant Marine Act of 1970, the Nixon Admin­ istration's legislative blueprint for the revitalization of the declining U.S. merchant marine, were opened by the House Merchant Marine and Fisheries Committee on February 3rd. period of 10 years. • Bulk cargo carriers, for the first time since the enact­ ment of the Merchant Marine Act of 1936, will share in sub­ sidies for the construction of Reading data on Ohio's unemployment law are SlU Toledo Port Agent new vessels. These s,ubsidies Don Bensman (left), and prime sponsor of full unemployment compen­ have in the past been restricted sation coverage for seamen, Representative Casey Jones of Toledo. only to operators in the liner trade. • In the awarding of sub­ sidies for construction of ves­ sels for the bulk trades, priority will be given to operators al­ TOLEDO—An SlU-en- for seamen, and have vigorously ready in this trade, to the extent dorsed bill has been introduced fought against passage of simi­ that they are eligible to partici­ in the Ohio State Legislature lar bills introduced in the Ohio pate in the program and can which provides long-awaited full Legislature in the past. finance their share of the cost coverage for seamen under the The new bill comes about as of new ships. state's unemployment benefits a result of joint efforts by the • In order to assist in raising program. SIU, MEBA District 2 and the the private capital that the ship­ The legislation. House Bill Associated Maritime Officers on building program will need, the 1022, would eliminate an unfair the Great Lakes. benefits of the tax deferred con­ special provision of the present During 1969, the Ohio Un­ struction reserve fund will be state unemployment law which employment Compensation Act extended to all ship operators. reduces benefits to seamen on was amended to provide certain Presently, only the 14 berththe grounds that they are sea­ winter benefits for seamen, but line operators receiving con­ sonal workers. Seafarers in Ohio still do not struction and operating sub­ A number of Great Lakes receive the same benefits as do sidies benefit from this tax steamship companies based in other workers in the state. deferment system. Ohio have long taken advantage The bill was introduced in • To bring about reductions of the state's antiquated unem­ the Ohio Legislature by State in the cost of ship construction, ployment compensation law to Representative S. Casey Jones new methods for dealing with avoid having to contribute of Toledo and Phillip M. De shipyards, and the prospect of towards unemployment benefits Laine of Cleveland. block-building of ships are part of the program. 18 More Qualify For Full SIU Book During Gibson's testimony, the question of trade with the non-contiguous areas—^Hawaii, Alaska and Puerto Rico was raised by the Committee. The need for action to reduce freight rates to these areas and to in­ crease their economic develop­ ment was discussed. Cooperation Promised The Maritime Administrator expressed a willingness to work with the Committee on a posi­ tive solution to the problem. The position of the 7.5 mil­ These ten Seafarers posed for a photo-after receiving their full books at the January 5 membershiplion member AFL-CIO Mari­ meeting at the New York hall. Left to right are Leon Fountaine, Rich Bradford,.Bob Saucier, Steve time Trades Department, of Bemel, Richard McDonald, James Camp, Edward Terrazzi, Carl Petb, Edward Haber, and Michel Worley. which the SIU is a member, was presented at the hearing by MTD Administrator O. William Moody, Jr. Moody was accom­ panied by Peter M. McGavin, Executive Secretary-Treasurer of the MTD. The views of the shipbuilding members of the MTD and of the AFL-CIO Metal Trades De­ partment were presented by Page Groton, Director of the Boilermakers Iron Shipbuilders Marine Council. Moody's opening remarks took note of the separation of the hearings into two catagories —ship construction and ship operation. While advising the committee that he would con­ fine his testimony to ship con­ struction and related subjects. Moody added: "To our way of thinking, Eight additional Seafarers received their full books at the February 2 meeting. Left to right are there is an enevitable connec­ David Ballard, Steve Mooney, Benedict Barela, Jacob Vered, Dave Hoagland, Fred Legg, Bill Mackey, tion between ship construction and Bob Krebs. To earn their full books through the Advanced Seamanship program. Seafarers and ship operation. We cannot must be an HLSS graduate, have a lifeboat endorsement and a rating, and have one year's seatime. SlU-Sponsored Unemployment Bill Has Full Coverage for Ohio Seafarers hi ill ) I, I- I: Setting an optimistic tone for the sessions. Representative Ed­ ward A. Garmatz (D-Md.), Committee Chairman and spon­ sor of the bill in the House, declared: "The day seemed long in coming when we could start hearings on specific legislation to improve our merchant ma­ rine." The hearings on the Mer­ chant Marine Act of 1970 will be conducted in two phases. The first sessions, which are currently under way, will hear testimony on the shipbuilding proposals of the President's maritime program, while later sessions will deal exclusively with the operation of Americanflag vessels and the means for the improvement of their op­ portunities to carry U.S. exports and imports. Speaking for the Nixon Ad­ ministration, and the first wit­ ness to testify before the com­ mittee, was Maritime Adminis­ trator Andrew E. Gibson, who outlined the President's pro­ posals as follows: • The aim of the Adminis­ tration is to seek construction of 30 new ships per year for a afford to think in abstract terms. The Maritime Trades Depart­ ment is concerned about ship­ building in terms of cargoes— because if we do not have car­ goes to carry, or if the operators can't carry them at a profit— then we'd find ourselves build­ ing ships that go from ship­ yards to boneyards. "The MTD's concern about maritime legislation, Mr. Chair­ man, has consistently been in the development of a program that would be fair and equitable to all segments of the industry —tramp and liner, unsubsidized and subsidized, shipping and shipbuilding. Built in America "We have consistently advo­ cated legislation that would lead to the maximum private invest­ ment in the modernization of the American-flag fleet—a fleet that would be built in American shipyards, using the skills of . American craftsmen and the products of American industry. "We have worked for legis­ lation that would increase the capability of American vessels to move commercial cargo in competition with foreign-flag vessels—and that at the same time would increase Americanflag carriage of government cargoes." On the subject of tax deferred construction funds. Moody said that this program has worked well for those companies that have been included under its provisions, namely the berth line operators. However, he pointed out that a large segment of the operators in the Ameri­ can fleet have been ignored for years. "The tax deferred deposits have provided the 'seed' money with which new ships have been built by the subsidized lines. There has been only one de­ ficiency in the program: The fact that this provision was not available to all operators." Unequal Treatmenl Moody pointed out that the unsubsidized operator, who has been denied this same privilege, "has found that his available equity funds have been sharply reduced by the tax bite. This has resulted in a situation where "the amount which the unsub­ sidized operator had left for shipbuilding — and therefore the number and size of the ships which he could build—^was sub­ stantially less than that which the subsidized operator had from the same amoimt of earn­ ings." "Quite obviously, extension of this same privilege to all operators would lead to the construction of more ships in American shipyards — making (Continued on Page 22) �SEAFARERS Page Four Republican Congressman Charges: February, 1970 LOC Talking to the Trainees Nixon's Maritime Proposals Ignores Problems of Fisheries WASHINGTON—A call for a "unified national policy" for development of the ocean's potential in terms of fishing, ocean­ ography, shipping and shipbuilding was made by Rep. Howard W,. Pollock (R-Alasica). Speaking at a meeting spon­ "various ocean activities," add­ sored by the 7.5 million-mem­ ing; ber AFL-CIO Maritime Trades "The competition for money Department, the Republican to fund these various programs Congressman expressed concern is bad enough. The overlapping that the Nixon Administration's of areas of interest, the duplica­ maritime message was geared tion of fffort, and the gaps that exclusively to merchant marine are left at the present time, only construction and operation, serve to emphasize the fallacy without any mention of the of the present piece-meal ap­ problems of the fisheries, which proach. he describes as "one of the most "Many hours and many mil­ neglected areas" on the mari­ lions of dollars are spent dupli­ time scene. cating research activities. And, "The decline of the U.S. because goals are defined dif­ fishing fleet has been just as ferently by different agencies, severe as the decline of our we often find ourselves in the deep-sea cargo fleet," Pollock ludicrous position of funding stated. "Our neglect of the programs that are in direct con­ fisheries and the living resources flict with each other." of the sea has been just as wrong as our ne^ect of our shipping and shipbuilding capabUities." Failure to include overhaul of the fishing industry in the maritime bill now before Con­ gress, the Alaska Republican said, might well mean the The following figures from "shunting" aside of this prob­ records of the Labor Depart­ lem in 1970, emphasizing what ment's Bureau of Labor Statis­ he said was the "fragmented" approach to the total maritime tics, show how the buying power of workers' pay checks has failed problem. "We are concerned," the to keep pace with wage ad­ Congressman said, "with re­ vances in recent years. Government economists at­ vitalizing the merchant fleet, with increasing our exports, and tribute the lag mainly to in­ with the development of a part­ creased living costs, with some nership between the industry due to higher taxes and a short­ and the government. I think we ening of the work week. The should be equally concerned figures are averages for a work­ er with three dependents on pri­ with developing our fishing fleet, increasing our fishing ex­ vate, non-farm payrolls. Real ports, and instituting a partner­ take-home pay is in terms 1957ship between the fishing indus­ 59 dollars. try and the government—and Gross Real we should do it in one bill." Earnings Take-home Pollock said that what is 1960 $ 80.67 $70.77 needed is "a definitive national 1961 82.60 71.48 program that covers this entire 1962 73.05 85.91 area involved with the seas 1963 73.63 88.46 around us," and called for a 1964 76.38 91.33 "national budget directed to the 1965 78.53 95.06 full and coordinated develop­ 1966 78.39 98.82 ment of the ocean potential." 1967 101.94 78.13 107.73 He noted that 22 separate 1968 78.61 114.61 federal agencies are engaged in 1969 78.30 How Workers Buying Power Slipped in '60s inspecting Storm Damage Bosun Woody Drake, left, and Deck Maintenance David Atkinson, in­ spect damage to a deck engine aboard the Transseneca. Ship was at anchor off Yokohama awaiting repairs after hitting heavy weather. Si U Vice President Earl Shepard, right, attended the classes at the Harry Lundeberg School of Seamanship at Piney Point, Maryland, during a recent visit, and talked to the trainees about the history of the SIU. Seated on the left is HLSS Education Director William Hall. Ail-Year Use of Mississippi Under Study by Coast Guard ST. LOUIS—^The U.S. Coast Guard is studying the feasibility of opening up the Mississippi River—as far north as present­ ly icelocked Minneapolis and St. Paul—on an all-year round basis. From December through early April the river up north is usually blocked by ice, pre­ venting the movement of both barges and ships. British WillAttempt To Salvage Titam BALDOCK, England — The ill-fated luxury liner H.M.S. Titanic, sunk by a gigantic iceberg while on her maiden voyage in April, 1912, some 430 miles southeast of Newfoundland, may be raised from the ocean bottom in 1971. Douglas Wooley, 33, a British salvage engineer, and a team of salvage ex­ perts, have formed a com­ pany known as Titanic Sal­ vage Ltd. and will under­ take the job of bringing the liner to the surface at a projected cost of $4.8 mil­ lion. The dramatic salvage operation will be accom­ plished through the use of ultra-modern electronic equipment, the exact nature of which is being kept a secret by the salvage com­ pany. TTie salvage team is ex­ pected to begin operations at the site of the sinking in April. "We have reached the final stage, to get photo­ graphs of the vessel from the bottom of the sea. If all goes well, the Titanic should be up at the begin­ ning of next year," Wooley said. The sinking of the Ti­ tanic more than half a century ago took the lives of more than 1500 people; all previous attempts to bring her to the surface have failed. The study was announced by Coast Guard Captain Robert F. Barker, who outlined the Coast Guard's plans including the possibility of using ice­ breakers in the upper river. Barker said that many prob­ lems have arisen, including how the barges would be handled in the channel after the way had been cleared by the ice breakers. His own solution to the problem is a suggestion that a convoy system be used where­ by several tows would be moved through at one time in order to keep the channel open. He also proposed that steps be taken to locate potential ice jams in the river early in the season so that the ice could not form and delay shipping. Last month, two massive ice jams in the river south of St. Louis bottled up barge traflBc for almost two weeks. When the jams were finally broken, more than a score of loaded barges were left high and dry when the water rushed out from under them. WaveStudyMade By Sea Scientists With Celor Film NORFOLK —Ocean waves have achieved movie-star status, now that their life histories have been put under the cameras of government scientists in an at­ tempt to find out what they're really like. Although wave damage to beaches and structures along the shore runs into millions of dol­ lars annually, very little is known about the actual process in which an ocean wave moves shorebreaks, and surges up the (jgach To study the exact mechanics of this process, oceanographers of the Land and Sea Interaction Laboratory at Virginia Beach have been taking color movies of individual waves as they break against the shore, and then examining the film to get exact profile of a wave, and learn how it affects beaches and structures along the shore. To provide a background against which the waves could be measured, the scientists, led by Dr. Robert Byrne, set up a vertical lattice of pipes forming a grid that showed up on the film. "At the end of each day," said Byrne, "I could examine the ap­ proximately 300 feet of film taken and pinpoint the history of individual waves as they broke and ran up the beach." From these films the scien­ tists intend to devise formulas that can predict how high waves will rise on beaches, and use these figures in constructing sea­ walls and other shore protection structures. Byrne said the equations would be applicable to other coastal areas, with allowances made for differences in wave height, period between waves, beach slope, and bottom char­ acteristics. SIU WELFARE, PENSION & VACATION PLANS Cash Benefits Paid Report Period December 1, 1969 - December 31, 1969 Number of Benefits Amount Paid SEAFARERS' WKFARE PLAN Scholarship Hospital Benefits Death Benefits Medicare Benefits ... . Maternity Benefits Medical Examination Program Dependent Benefits (Average $470.03) Optical Benefits Meal Book Benefits Gut-Potients Benefits 33® 1,679 10,053.00 78,918.62 258 ^3 A,166 5,278.40 4,029.88 32,768.00 SUMMARY OF WELFARE BENEFITS PAID 3,659 256,183.63 SEAFARERS' PENSION PLANBENEFITS PAID M57 685,102.00 2,120 1,001,609.89 ^ 2,236 1,942,895.52 SEAFARBIS' VACATION PLANBENEFITS PAID (Average $472.46) TOTAL WELFARE, PENSION & VACATION BENEFITS PAID THIS PERIOD 9 1#676 29 ^ 37 $ 1,260.00 40,481.73 75,719.00 275.00 7,400.00 �Febraary, 1970 SEAFARERS Page Five LOG National Program Needed Doitors Urged to Join Labors Drive To Make US Heaith Destin World' 1 f) Seafarer Edward Burke proudly displays his original 2nd engineer's license earned after completing the course of study at the SlUAMO sponsored Deck Officers School. Brother Burke passed the U.S. Coast Guard examination in January and will be shipping out soon. Climbing the Ladder Seafarer Burke MakesSecoaJMate After Training at SffJ-AMO Scfiool PHILADELPHIA — The medical profession has been challenged to join the AFLCIO in a drive for a national health insurance program "to make American health care the best in the world." Enactment of the program, AFL-CIO Legislative Director Andrew J. Biemiller told doc­ tors here, is essential to ending a health crisis "that has been with us for too many years with too little attention being paid to it." Biemiller spoke at the in­ stallation of Dr. Jonathan E. Rhoads as the 109th president' of the Philadelphia Medical Society. Rhoads, chairman of the surgery department at the University of Pennsylvania School of Medicine, is a long­ time acquaintance of Biemiller's. America spends a higher per­ centage of its gross national product for health care than any other country in the world, yet "it is not even in the top ten" when it comes to the vital statistics of health care, Bie­ miller pointed out. Fifteen other countries have longer average life expectancies, he noted. Twelve others have longer life expectancies for 10year-old females; 31 others have longer life expectancies for 10year-old males, and 14 others have lower infant mortality rates. For non-whites, the poor and city ghetto residents, Biemiller continued, "the life expectancy rate is seven years less than the average white American rate." Labor, he emphasized, "finds those statistics intolerable." Turning to health care costs, Biemiller said that while the overall cost of living rose about 25 percent in the past 10 years, hospital daily service charges shot up 150 percent and doc­ physicians and health delivery tors' fees jumped 50 percent. systems and making doctors' He cited additional figures to participation voluntary. disprove the charges of t'^osc Biemiller sharply criticized who place the main blame for the American Medical Associa­ high medical prices on Medicare tion for "bitterly and blindly" and Medicaid costs, and in­ having fought disability benefits creased pay for hospital em­ under social security. Medicare ployees. and many other progressive Labor will continue its efforts measures that became reality. to bring low-wage hospital em­ ployees under the minimum Engine Upgraders wage law and organize them into unions, Biemiller said, in (See Photo on Page One.) line with a responsibility to "in­ More than 3,000 endorsecrease wages and better working I ments have been achieved conditions whenever and wher­ through the SIU-MEBA, ever possible." District 2 upgrading school. In other areas, Biemiller de­ IThe school, a part of the scribed a medical picture in the Harry Lundeberg School of I nation marked by an overall i Seamanship, enables engine shortage of doctors, their con­ i department Seafarers to centration in large cities and I move up to more responsiwell-to-do areas, and enormous I ble and higher-paying ratwaste through duplicated medi­ I ings. The program also incal facilities. i sures that the SIU will Too often, he stated, "finan­ I continue to provide qualified cial considerations, not medical I rated personnel to man its considerations, determine where i contracted vessels. and how medical services are Pictured on page one are delivered, and even by whom, the latest graduates of the and who will have access to school. them and who won't." Front row (1-r): Charles "Private insurance financing Callahan, electrician; In­ has too often forced the practice structor Bob Lonchiek; Wil­ of medicine on the basis of the liam Cox, FOWT; Roice fine print in a [medical] insur­ I Waters, electrician; and Anance policy, rather than on the I drew Stortroen, electrician. basis of health needs." Second row (1-r): John National health insurance is Vastakis, electrician; Dave the one way to bring organiza­ Bohlen, FOWT; Melvin tion to the delivery of medical i Clivens, FOWT; George : care and allow "all persons to William, oiler; Coast Guard enter the mainstream of health Examiner Richard Rasmuscare on an equal basis and with sen. assurance of first class care," Third row (1-r): Jerry Biemiller said. I Makarewicz, FOWT; KenThe AFL-CIO, he explained, i neth Jenda, FOWT; Lionel envisions the program as pro­ Jackson, FOWT; Andrew viding a complete range of Lewis, FOWT; and Danny health services and benefits, McDonald, electrician, being financed like social secu­ pumpman, reefer engineer. rity, offering free choice of Since it opened its doors in Seafarer Edward Burke, 38, last month became the 61st February, 1966 the SlU-AMO member of the SIU to earn a jointly sponsored Deck Officers deck officer's license after suc­ School has offered upgrading cessfully completing the course opportunities to both the young­ of study at the Deck Officers School jointly sponsored by the er and older Seafarer alike. In SIU and the Associated Mari­ short, to any Seafarer wanting to climb the seniority ladder. time Officers Union. Brother Burke entered the school in August, 1969 and Engine Room Flooding in Heavy Seas Crippled Tanker after comprehensive training at the school, passed the Coast Guard's 2nd Mate examination with flying colors. A native of Boston, Brother Burke joined the SIU in the Port of New York in 1955. Before entering the upgrading program, he sailed as an AB and Bosun. A Navy veteran. Brother Burke enjoys the distinction of having been a member of both the Los Angeles and Boston police forces. He was a member of the Boston Police from 196166. While he enjoyed his career as a policeman in both cities. Burke has always had a desire to go to sea which dateis back to his early childhood in Massa­ chusetts. "Seafaring has always been in my blood, and earning a mate's license is one of my goals," he said. His desire to sail is best ex­ pressed by his own words after receiving his 2nd Mate's license: SlU-contracted Connecticut lies dead in the water after an engine room flood shut down her plant. "111 take the first slot for a A U.S. Coast Guard helicopter can be seen hovering over the tanker's stack as it prepares to drop auxiliary pumps to the stricken ship. The crew pumped out the engine room, and she returned to port. 2nd Mate that comes along." Connecticut Returns to Port With All Hands Safe .V I i.. r, L WILMINGTON, Calif.—The SlU-contractcd Connecticut re­ turned here under tow with all hands safe after an engine room flooding shut down the vessel's plant. The 679-foot tanker, loaded with 20 million gallons of jet fuel, had been stricken in heavy seas two days out of San Pedro, heading for Yokohama. The crew responded to the emer­ gency quickly, and managed to keep the ship afloat until Coast Guard rescue helicopters ar­ rived with auxiliary pumps. After pumping out the engine room, the ship was taken in tow by a Coast Guard cutter and returned to port. The Connecticut put in to the shipyard for repairs, and then left for the Far East. She is now on her way from Honolulu, heading for Arruba, and is ex­ pected to tie up on the East Coast later this month. �Page Six SEAFARERS Febraary, 1970 LOC Labor Assails Action Medical Care Crisis: Nixon Veto of Health, Education Aid Forces Congress to Pick Up Pieces Congress set about trying to pick up the pieces of the nation's education and health programs in the wake of President Nixon's veto of legislation to finance them. The AFL-CIO denounced the veto, deplored the failure of Congress to override it, and pre­ dicted that the President's "po­ litical victory will prove hollow indeed when November rolls around" and America goes to the polls. Urgency was the keynote as school districts throughout the nation faced the choice between bankruptcy or sharp mid-year, cutbacks unless federal funds are restored. A majority of the House — 226-to-191—voted to override the President's veto. But the vote fell short of the two-thirds margin required by the Constitu­ tion. Because "the President had his way" on the veto, AFL-CIO Legislative Director Andrew J. Biemiller said, "the nation's chil­ dren and the ill will pay the bill." Most House Republicans had originally voted for the increased funds rejected by the President. The money was necessary, they said at the time—essential. But on the showdown, only a rela­ tive handful bucked the White House pressure. Voting to override the veto were 199 Democrats and 27 Republicans. Voting against the money for school and health programs were 156 Republicans and 35 Democrats. President Nixon used his veto power for the first time before a nationwide television audience. The legislation, he insisted, was "inflationary." It provided $1.3 billion more than the President had requested last year for education and health programs. But Congress had already cut more than four times that amount from the Ad­ ministration's budget requests for other programs. Biemillfci made this comment in the aftermath of the House vote: "We join all others who have a concern for education and health in a sense of outrage over the President's action. He used a television gimmick, false and misleading arguments and out­ rageous armtwisting in order to make political gain. "The President now has added teachers, school super­ intendents, librarians, health re­ searchers, children and parents to the list of those adversely affected by Nixon policies. "Already on that list were those seeking homes that can't be built because of high interest rates and blacks, twice the vic­ tims of the southern political school of picking Supreme Court nominees. "Of course," Biemiller noted, "the bankers, whose profits con­ tinue to mount, are still in the President's comer." Before the vote. Health Edu­ cation & Welfare Secretary Robert H. Finch promised that, if the veto were sustained, the President would go along with a compromise increase in the politically popular "impact" aid program. This provides pay­ ments to school districts at­ tended by children whose par­ ents work for the federal gov­ ernment or are in the armed forces. It was, ironically, this pro­ gram that the President attacked most sharply in his televised veto message. He said nothing about the fact that most of the added money in the appropria­ tions bill was earmarked for other programs — including nearly $210 million for voca­ tional education programs, $171 million for the key program of providing special funds for ed­ ucationally deprived children in poverty neighborhoods, $41.5 million for library services and some $140 million for hospital construction, health research and mental health programs. Nixon told the nation that he is all for improved education and better health care. "The question is," he said, "how much can the federal gov­ ernment afford to spend on these programs this year?" The United States, he said, already spends more than other countries for health and educa­ tion. "But," he cautioned, "we can spend ourselves poor." In a sharp report. House Ma­ jority Leader Carl Albert (DOkla.) suggested that the Presi­ dent "use the awesome power of his office, not against the chil­ dren, the sick, the aged and the poor of the nation, but rather against the giant monopolies which are the true culprits in causing inflation." All of the nation's major ed­ ucation and teacher groups, along with the AFL-CIO, worked together in the initial successful campaign to convince Congress to appropriate the added funds and in the attempt to override the veto. The effort to override was doomed when a big majority of the 86 Republicans who had voted to pass the bill in its final form—despite the threat of a veto—switched and voted to sustain the President's position. National Health Plan Called Only Answer NEW YORK—An insurance industry official told the Life Underwriters Association of this city that carriers will act to im­ prove serious defects in delivery of medical care. But the 250 insurance sales­ men present were reminded by an AFL-CIO spokesman that nothing in their industry's rec­ ord gave ahy promise that this desperately needed action would occur. Labor is convinced that a social-security-based national heath insurance plan is the only avenue open to reach this goal, said Director Bert Seidman of the AFL-CIO Department of Social Security. He pointed out that private carriers, with their $13-billiona-year stake in health insurance business, have failed to use this "financial clout" to influence doctors to move toward lower cost group practice, outpatient and preventive care instead of costly in-hospital treatment most private insurance policies ex­ clusively provide. Although private insurance gives some hospital cost protec­ tion to 80 percent and surgical cost average to 77 percent of DI$PATCi|ERS REPORT January 1, TPPO to Janucny 1970 DECK DEPARTMENT TOTAL REGISTERED All Groups Port Class A Class B Boston 7 3 New York 91 117 Philadelphia 18 18 Baltimore 43 28 Norfolk 26 22 Jacksonville 47 44 Tampa 9 16 Mobile 35 35 New Orleans 103 65 Houston ..... 73 85 Wilmington 52 89 San Francisco ... 123 120 Seattle 29 27 Totals 656 669 TOTAL SHIPPED All Groups Class A Class B Class C 5 2 5 60 79 16 6 0 3 4 30 22 6 16 24 22 24 1 3 0 3 37 18 4 41 8 54 42 2 50 46 21 72 99 99 30 35 27 21 419 132 486 REGISTERED on BEACH All Groups Class A Class B 3 11 130 191 19 22 69 123 24 31 44 44 39 26 79 35 74 146 128 151 80 51 93 23 14 48 682 1016 ENGINE DEPARTMENT TOTAL REGISTERED All Groups Port Class A Class B Boston 3 5 New York 97 140 Philadelphia 10 31 Baltimore 26 38 Norfolk 20 34 Jacksonville 14 50 Tampa 6 8 Mobile 31 41 New Orleans .... 93 80 Houston ........ 43 91 Wilmington 32 62 San Francisco ... 74 125 Seattle 39 43 Totals 477 759 TOTAL SHIPPED All Groups Class A Class B Class C 3 1 4 86 22 67 1 1 8 6 27 32 17 2 9 3 31 10 0 3 6 0 24 23 8 41 61 9 55 38 24 41 17 89 41 58 29 27 24 146 445 357 REGISTERED on BEACH All Groups Class A Class B .3 4 159 140 32 14 62 57 43 20 41 15 26 16 59 47 133 98 98 99 60 27 20 49 14 44 750 630 STEWARD DEPARTMENT TOTAL REGISTERED Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans .... Houston .... Wilmington San Francisco ... Seattle Totals Class A Class B 2 0 89 55 9 5 28 27 9 19 16 32 4 6 37 22 53 70 41 35 21 31 52 109 38 16 399 427 TOTAL SHIPPED All Groups Class A Class B CUssC 6 1 1 23 47 52 6 2 2 18 7 25 10 17 9 18 21 8 0 2 2 0 17 15 53 5 45 19 26 39 23 22 17 49 67 46 27 14 29 196 304 290 REGISTERED on BEACH All Groups Class A Class B 2 4 76 160 7 14 68 81 25 11 28 26 11 14 34 76 61 117 59 92 29 23 28 52 40 15 443 710 those under 65, Seidman said, it provides nothing to pay for physician home or office visits for 54 percent—more than half —of the below-65 group. This basic defect in the financing mechanism, he said, had led to the lopsided, inadequate health care that exists. Howard Ennes, the industry spokesman and a vice president of Equitable Life, said the Health Insurance Association of America has more than 300 carrier members writing 80 per­ cent of private health coverage for 104 million persons. He said the association planned to bring about changes that would alter and improve health care delivery—the crux of the medi­ cal care problem. To questions on the possible threat to them of a social-secu­ rity type national health insur­ ance program, Ennes told the underwriters that he estimated they could expect to double group health coverage business and have "a subtstantial in­ crease" in individual policies. Seidman estimated that a na­ tional health plan would cost workers, employers and govern­ ment about the $52.6 billion spent on personal medical serv­ ices in the fiscal year ended June 30, 1969. Under the plan, he said, all would be covered for all serv­ ices and doctors could choose the least costly avenue of treat­ ment needed. Financing would be by payment by workers of about 1 percent of wages, plus 3 percent of payroll contributed by employers and another 3 per­ cent by government. The selfemployed would pay as they now contribute to retirement benefits under social security, and government would pay, as now, for those without means. Services would be supplied under contract with individual doctors, medical societies, hos­ pitals and multi-specialty groups and prepaid on a per person basis, TTie program would also have the responsibility of im­ proving organization and de­ livery of health care by financial aid to plan, develop and initially staff health service delivery sys­ tems. Government spent in the fis- • cal year ended June 30 about $20 billion for personal medical care, Seidman said, and its three-seventh national health plan share would be about $19 billion. The employers' 3 per­ cent is about what they pay now for "partial services" their work­ ers receive under private insur­ ance, he added. Ennes noted it was the indus­ try view that "organized service" of medical care was "the order of the day" and that "while it seems clear that the solo practi­ tioner will not vanish overnight, it does seem that he will gradual­ ly disappear." { • I' �SEAFARERS Febniary« 1970 Page Seven LOG Growing SlU Pension Roster Lists 22 Additional Seafarers j\' \ ll I Twenty-two Seafarers retired to the beach last month and joined their many brothers who have retired on SIU pension after long careers at sea. Elvin Lee Clifton, 69, joined the SIU in Port Arthur, Texas and sailed as a deckhand for Sabin Towing Company. He is a native of Alto, Texas and now spends his retirement in Port Arthur with his wife, Mattie. Vernon Lee Williamson, 52, is a native of Georgia and now makes his home in Long Beach, California. He joined the Union in the Port of Baltimore and sailed in the engine department as an FOWT. His last ship was the Overseas Rebecca. From 1937 until 1941 Brother Wil­ liamson served in the Marine Corps. CUfton WilUamson HUls Shelby home in the Bronx. Seafarer Maiello served picket duty both in 1961 and 1965. He is an Army veteran of World War II. Mason Seals, 66, is a native of Louisiana and now lives there with his wife, Olga Rose. He joined the SIU in the Port of New York and sailed in the engine department as a chief electrician. His last ship was the Meridian. Thomas E. Bethel, 65, joined the Union in the Port of Phila­ delphia and sailed as a captain for P. F. Martin, Inc. A native of Virginia, Brother Bethel is spending his retirement in Elkins Park, Pennsylvania with his wife, Anna. Anthony Lalli, 63, is a native of Pennsylvania and now makes his home in San Francisco, Cali­ fornia. He joined the Union in the Port of Philadelphia and sailed in the steward department as a chief cook. His last ship was the San Juan. From 1926 until 1930 Brother Lalli served in the Marine Corps. Noffsinger Seals James Terah Lassiter, 69, joined the SIU in the Port of Boston in 1940 and sailed in the engine department. He last worked on board the Enid Vic­ tory. A native of North Caro­ lina, he now lives in Conway, North Carolina. Brother Las­ siter served in the Army from 1919 until 1933. He had been sailing the seas for 35 years when he retired. Lassiter Jaynes Harold F. Jaynes, 66, is a native of Massachusetts and now spends his retirement years in Meredith, New Hampshire, with his wife, Virginia. He joined the Union in the Port of New York in 1938 and sailed in the deck department as an AB. His last ship was the Vo­ lusia. Brother Jaynes had been sailing 49 years when he retired. Arthur William Brown, 65, joined the SIU in the Port of New York and sailed in the steward department as a cook. He last worked aboard the Fairisle. A native of Nashville, Tennessee, Brother Brown now lives in San Diego, California. He left a sailing career of 39 years behind him when he retired. Luis R. Rodriguez, 65, is a native of Puerto Rico and now makes his home in Catano, Puerto Rico, with his wife. Carmen. He joined the Union in the Port of New York in Bethel LaUi DeBeanmont Brown Rodriguez Darouse 1945 and sailed in the deck de­ partment as a carpenter. He last sailed on board the War­ rior. During 1965, Brother Rodriguez served picket duty for the Union. Louis Schremp, 71, joined the SIU in the Port of New Orleans and sailed in the steward depart­ ment as a cook and baker. His last ship was the Del Sud. He is a native of New Orleans where he now makes his home. Brother Schremp is a Naval vet­ eran of World War I. Bennie H. Lowderback, 43, is a native of Louisiana and now lives in New Orleans with his wife, Wanda. He joined the Union in the Port of New Or­ leans and sailed as a Stewart. His last vessel was the Columbia. Constantino Coyle John Coyle, 65, is a native of Ireland and now makes his home in the Bronx with his wife, Catherine. He joined, the Union in the Port of New York and sailed in the steward department as a cook and baker. His last ship was the Steel Traveler. Brother Coyle had been sailing for 39 years when he retired. SEAFARER&i^LOG John T. Mills, 55, joined the SIU back in 1938 in the Port February, 1970 • Vol. XXXII, No. 2 of Mobile and sailed in the en­ Offlclml Publication of the gine department as an FOWT. Seafarers International Union of North America, His last vessel was the Del Rio. Atlantic, Gulf, Lakes A native of Mississippi, Brother and Inland Waters District, AFL-CIO Mills is retiring to his home in Mobile, Alabama with his wife, Executive Board PAUL HALL, Preeident Lyda. EARL SKEPABD CAL TANNEB Wyndham Randolph Shelby, Exec. Vice-Free, Vice-Preeident LINDSEY WlUJAlU AL KERR 56, is a native of Canton, China See.-Treae. Vice-Preeident and now lives in Galveston, Tex­ ROBERT MATTHEWS AL TANNER Vice-Preeident Vice-Preeident as with his wife, Lucille. He joined the SIU in the Port of Houston and sailed in the deck department as an AB. He last Greene Obidos worked for G and H Towing Robert Ernest Greene, 61, Company. Brother Shelby is a Schremp Lowderback Pibfiihiil msnthly at 810 Rhodi lilind Ansa* Naval veteran of World War II. joined the SIU in the Port of N.E., Washington, D. C. 20O18 by the Seafar­ ers international Union, Atlantic, Galf, Lata Glenn G. Noffsinger, 47, Norfolk and sailed in the stew­ James W. Darouse, 51, joined and Inland Wateri District, AFL-CI8, <75 Fairth Arenac, Broeblyn, H.Y. 11232. Tel. joined the Union in Michigan ard department as a chief cook. the SIU in the Port of New Or­ HYaclntb 9-660O. Second elau pestaie paid at Waihlnitoni, D. C. and sailed as a deckhand. He His last ship was the McAllister. leans in 1943 and sailed as a POSTMASTER'S ATTENTIOM: Ferai 3579 last worked for the Ann Arbor A native of North Carolina, eardi ihoald be wnt te Seafarers isteraatlaaal steward. A native of Louisiana, Union, Atlantic, Galf, Lakes and Isisad Railroad Company. A native Brother Greene is now living in Waters DIstrlet, AFL-CiO, 675 Feirtk Aiiaas. Brother Darouse is spending his Brooklyn, N.Y. 11232. of Michigan, Brother Noffsinger Portsmouth, Virginia with his retirement in Bayton, Texas now makes his home in Elberta, wife, Frances. with his wife, Mary Ethel. Michigan with his wife, Barbara Raymond R. Obidos, 65, is Belle. Seafarer Noffsinger is an a native of the Philippine Islands Three More Oldtimers Retire Army veteran of World War II. and now lives in Philadelphia with his wife, Fidela. He joined the Union in the Port of New York and sailed in the steward department as chief steward. He last worked on board the Transhatteras. Brother Obidos is a Naval veteran of World War II. France B. DeBeaumont, 70, joined the SIU in the Port of Maiello Schiavtme New York and sailed in the Antonio Schiavone, 61, is a deck department as a bosun. .native of Massachusetts and is His last ship was the Chilore. now spending his retirement A native of France, Brother years in the Bronx with his wife, DeBeaumont is spending his Mildred Maria. Brother Schia­ retirement in Salem, Oregon, vone joined the SIU in the Port with his wife, Sylvia. When he of Norfolk in 1941 and sailed retired. Seafarer DeBeaumont in the steward department as a left a sailing career of 54 years baker and chief cook. His last behind him. ship was the De Soto. Three Enrique N. Constantino, 65, times during 1965 he was issued is a native of the Philippine Is­ picket duty cards. lands and now makes his home Anthony Joseph Maiello, 61, in New Orleans with his wife, joined the Union in the Port of Josephine. He joined the Un­ Baltimore and sailed in the stew­ ard department as*a chief cook. ion in the Port of New York He last sailed on board the and sailed in the steward de­ SIU Vice President Earl Shepard presents their first pension checks to these three SiU oldtimers. The Dauntless. A native of Italy, partment as a BR. His last ship presentations were made at February membership meeting at the New York hall. Left to right are Carlos Mojica, Antonio Schiavone, and John Coyle. More than 200 members were there to offer congratulations. Brother Maiello now makes his was the Del Argentina. �Page Eight SEAFARERS LOG February, 1970 / �February, 1970 SEAFARERS '^RAINEES at the Harry Lundeberg School of Seamanship at •*- Piney Point, under the supervision of experienced SIU instruc­ tors, go through the actual procedures of launching and boarding the Elliot inflatable life raft as part of their training program. This raft is carried aboard nearly every SlU-contracted vessel, and ex­ perience in the proper operation of this equipment contributes to the SIU's commitment to safety at sea. Ttainees also become thoroughly familiar with the use and oper­ ation of all equipment carried aboard the life rafts, and are taught emergency procedures for righting a capsized raft and assisting injured shipmates in boarding the raft. This training, like the lifeboat training, is the best and most thorough program available anywhere in the country. n> '«>• 6 7 8 9 LOG Page Wine Tension on the sea painter activates the raft's CD^ system, causing the stowage case • to split open and freeing the raft. Raft then continues to inflate automatically in water. Raft will also inflate automatically if the ship sinks before manual launching. When the • ship sinks to 10-15 feet, the hydrostat trips the release and raft ascends to the surface. 10 11 The raft is completely inflated and ready to be boarded within 30 seconds after • it has been launched. The sea painter (releasing line) parts automatically when ship sinks. Raft is now fully inflated and ready for boarding. If the raft inflates in an upside• down position, right it by standing on the COj cylinder and grasping the righting strap. • When raft is inflated, crewmembers go over the side. Never dive into water. Recommended procedure is to jump, holding nose, with legs tucked up under body in a crouch. > Crewmembers swim to the raft, and board it head first. Enclosed top protects crew against heat or cold. Equipment on raft includes patching cloth to repair rips or tears. �SEAFARERS Page Ten Febnurjr, 1970 LOG INCOME TAX GUIDE April 15, 1970, is the dead­ line for filing Federal income tax returns. As is customary at this time of the year, the SIU Ac­ counting Department has pre­ pared the following detailed tax guide to assist SIU men in filing their returns on income earned in 1969. Generally, with very few ex­ ceptions, seamen are treated no differently under the income tax, laws than any other citizen or resident of the U. S. (The non­ resident alien seaman must also file a return, but the rules are not the same for him.) WHO MUST FILE. Every Seafarer who is a citizen or res­ ident of the United States— whether an adult or minor— who had $600 or more income in 1969 must file; if 65 or over, $1,200 or more. A Seafarer with income of less than these amounts should file a return to get a refund if tax was withheld. A married Seafarer with income less than his own personal exemption should file a joint return with his wife to get the smaller tax or larger refund for the couple. WHEN TO FILE. Tax re­ turns have to be filed by April 15, 1970. However, the April 15 deadline is waived in cases where a seaman is at sea. In such instances, the seaman must file his return at the first oppor­ tunity, along with an affidavit stating the reason for delay. TAX SURCHARGE. The tax surcharge is in addition to the regular income tax and is 10 percent. If the regular tax is less than $735, the tax surcharge is to be found in accordance with the tax surcharge tables in the tax instruction booklet. If the reg­ ular tax is $735 or more, the tax surcharge is 10 percent of this amount. HOW TO PAY The balance of tax shown to be due on your return must be paid in full with your return if How to Prepare Your Return • Fill out the new Form 1040—whether or not you need to attach any schedules. Usually you can file a complete re­ turn on the one-page form, if: —^All your income was from wages, dividends (not more than $100), and interest (not more than $100), AND you have no adjustments for: —Sick pay —Moving expenses —Employee business expenses —Payments as a self-employed person to a retirement plan, AND —You do not itemize deductions. • Add the following schedule(s) as required— 1. Schedule A if you: —Itemize deductions. 2. Schedule B if you: —Have gross dividends and other distributions on stock in excess of $100. —Have interest income in excess of $100. 3. Schedule C if you: —Have income (or loss) from a business (other than a farm) to include in line 14. 4. Schedule D if you: —Have gains (or loss) from sales or exchanges of prop­ erty to include in line 14. 5. Schedule B if you have income from: (To include in line 14.) —Pensions or annuities, —Rents or royalties, —Partnerships, estates or trusts, small business cor­ porations, or miscellaneous sources. 6. Schedule F if you: —Have farm income (or loss) to include in line 14. 7. Schedule G if you: -Claim the benefits of income averaging. 8. Schedule R if you: —Claim a retirement income credit. 9. Schedule SE if you: —Report net earnings from self-employment. 10. Schedule T if you: —Are subject to self-employment tax, —Are subject to tax from recomputing prior year in­ vestment credit, —Claim a retirement income credit. -Claim investment credit, -Claim foreign tax credit. it amounts to $1 or more. Make checks or money order, pay­ able to "Internal Revenue Serv­ ice." ROUNDING OFF TO WHOLE DOLLARS The money items on your re­ turn and schedules may be shown in whole dollars. This means that you eliminate any amount less than 50 cents, and increase any amount from 50 cents through 99 cents to the next higher dollar. ADVANTAGES OF A JOINT RETURN. Generally it is advantageous for a married couple to file a joint return. There are benefits in figuring the tax on a joint return which often result in a lower tax than would result from separate re­ turns. CHANGES IN MARITAL STATUS. If you are married at the end of 1969, you are con­ sidered married for the entire year. If you are divorced or legally separated on or before the end of 1969, you are con­ sidered single for the entire year. If your wife or husband died during 1969 you are con­ sidered married for the entire year. Generally in such a case, a joint return may be filed for the year. You may also be en­ titled to the benefits of a joint retum for the two years follow­ ing the death of your husband or wife. EXEMPTIONS. Each tax­ payer is entitled to a personal exemption of $600 for himself, $600 for his wife, an additional $600 if he is over 65 and an­ other $600 if he is blind. The exemptions for age and blind­ ness apply also to a taxpayer's wife, and can also be claimed by lx)th of them. In cases where a man's wife lives in a foreign country, he can still claim the $600 exemp­ tion for her. In addition, a taxpayer can claim $600 for each child, parent, grandparent, brother, brother-in-law, sister, sister-inlaw, and each uncle, aunt, nephew or niece dependent on him, if he provides more than one-half of their support during the calendar year. The depen­ dent must have less than $600 income and live in the U.S., Canada, Mexico, Panama or the Canal Zone. A child under 19, or a stu­ dent over 19 can earn over $600 and still count as a de­ pendent if the taxpayer pro­ vides more than one-half of his support. The law also enables a sea­ man who is contributing (with other relatives) more than ten percent of the support of a de­ pendent to claim an exemption for that individual, provided the other contributors file a decla­ ration that they will not claim the dependent that year. CREDIT FOR EXCESS SOCIAL SECURITY (FICA) TAX PAID. If a total of more than $374.40 of Social Security (FICA) tax was withheld from the wages of either you or your wife because one or both of you worked for more than one em­ ployer, you may claim the ex­ cess over $374.40 as a credit against your income tax. TAX CREDIT FOR RE­ TIREMENT INCOME. A tax credit is allowed for individuals against retirement income such as rents, dividends and earnings at odd jobs. However, an ad­ justment must be made in this credit for Social Security bene­ fits. DIVIDEND INCOME. If a seaman has dividend income from stocks he can exclude the first $100 from his gross in­ come. If a joint return Is filed and both husband and wife have dividend income, each one may exdude $100 of dividends from their gross income. WELFARE, PENSION AND VACATION BENE­ FITS. Benefits received from the SIU Welfare Plan do not have to be reported as income. Payments received from the SIU Pension Plan are inclu­ dable as income on the tax re­ turn of those pensioners who retire with a normal pension. There is a special retirement income tax credit to be calcu­ lated on Schedule R which is to be attached to the retum. Pensioners under 65 who re­ ceive a disability pension do not have to include such pay­ ments on their tax returns. However, all disability pension payments received after age 65 are taxable in the same manner as a normal pension. Vacation pay received from the Seafarers Vacation Plan is taxable income in the same manner as wages. DEATH BENEFIT EX­ CLUSION. If you receive pen­ sion payments as a beneficiary of a deceased employee, and the employee had received no retirement pension payment, you may be entitled to a death benefit exclusion of up to $5,000. (Continued on page 11) Reporting Your Income All income in whatever form received which is not specifical­ ly exempt must be included in your income tax retum, even though it may be offset by ad­ justments or deductions. Ex­ amples are given below. Examples of Income Which Must Be Reported: Wages, salaries, bonuses, com­ missions, fees, tips, and gra­ tuities. Dividends. Eamings (interest) from savings and loan associations, mu­ tual savings banks, credit unions, etc. Interest on tax refunds. Interest on bank deposits, bonds, notes. Interest on U.S. Savings Bonds. Profits from business or profes­ sion. Your share of partnership prof­ its. Pensions, annuities, endow­ ments. Supplemental annuities under Railroad Retirement Act (but not regular Railroad Re­ tirement Act benefits). Profits from sales or exchanges of real estate, securities or other property. Rents and royalties. Your share of estate or trast income. Employer unemployment bene­ fits (S.U.B.). Alimony, separate maintenance or support payments re­ ceived from (and deductible by) your husband (or wife). Prizes and awards (contests, raffles, etc.). Refunds of State and local taxes (principal amounts) if de­ ducted in a prior year and resulted in tax benefits. Examples of Income Whidi Should Not Be Reported: Disability retirement payments and other benefits paid by the Veterans Administration. Dividends on Veterans' Insur­ ance. Life insurance proceeds upon death. Workmen's compensation, in­ surance, damages, etc., for injury or sickness. Interest on certain State and municipal bonds. Federal Social Security benefits. Gifts, inheritances, bequests. j! �February, 1970 SEAFARERS Page Eleven LOG '^HE SHIP'S COMMITTEE is the vital link between the SIU at sea and headquarters ashore. The Ship's Committee has the important responsibility of protect­ ing the rights of the crew and seeing to it that the SIU contract is enforced while the ship is at sea. The Com­ mittee also has the responsibility of holding meetings every Sunday at sea; to encourage discussion on matters affecting the Union, and to send in meeting reports regularly to Union headquarters. This is Union Democ­ racy in action. J" CHARLESTON—The committee reported a smooth voy­ age on the run to Northern Europe. Standing (1-r): Vincent Ratcliff, chairman; Alton Green, engine delegate: Ted York, secretary. Seated (l-r): Toni Kotsis, deck delegate: Al Carpenter, steward, delegate. Some disputed OT beefs. GALVESTON—Seated around the table in the rec room are (l-r): Roberto Burgos, steward delegate: C. Hemby, engine delegate: John Nash, ship's secretary: Horace Gaskill, deck delegate. Ship's chairman was busy when photo was snapped. Committee reported only a few minor beefs. NCOME TAX GUIDE y i (Continued from page 10) GAMBLING GAINS. All tributions to charitable in­ net gains from gambling must stitutions, and an additional be reported as income. How­ ten percent in contributions to ever, if more was lost than churches, hospitals and educa­ gained during the year, the tional institutions. losses are not deductible, but INTEREST. Interest paid to simply cancel out the gains. banks and individuals on loans, INVESTMENT CREDIT, mortgages, etc., is deductible. Form 3468 is to be used by a TAXES. In general, you can Seafarer claiming the invest­ deduct: personal property taxes, ment credit. The credit is al­ real estate taxes, state or local lowed for investment in tan­ retail sales taxes, state gasoline gible depreciable personal taxes and state income taxes ac­ property used in business. The tually paid within the year. You credit is an amount equal to cannot deduct: Federal excise 7 percent of such investment taxes. Federal Social Security and applied against your tax. taxes, hunting and dog licenses, The recent tax law repealed auto inspection fees, tags, the investment credit retroac­ drivers licenses, alcoholic bev­ tively. Purchases of qualified erages, cigarette and tobacco business machinery and equip­ taxes, water taxes and taxes ment after April 18, 1969 don't paid by you for another per­ qualify for the credit unless, son. among other things, there was MEDICAL AND DENTAL a binding contract to purchase EXPENSES. All expenses over as of that date. three percent of adjusted gross INCOME AVERAGING. A income for doctor and dental Seafarer who has an unusually bills, hospital bills, medical and large amount of taxable income hospital insurance, nurse care for 1969 may be able to re­ and similar costs can be de­ duce the total amount of his ducted. Other such costs in­ tax by using the income aver­ clude such items as eyeglasses, aging method. This method ambulance service, transporta­ permits a part of the unusually tion to doctors' offices, rental of large amount of taxable in­ wheelchairs and similar equip­ come to be taxed in lower ment, hearing aids, artificial brackets, resulting in a reduc­ limbs and corrective devices. tion of the over-all amount of However, if the Seafarer is tax due. reimbursed by the Seafarers The following Items can be Welfare Plan for any of these used as deductions against in­ costs, such as family, hospital come (IF YOU DO NOT and surgical expenses, he can­ TAKE THE STANDARD not deduct the whole bill, only DEDUCTIONS): that part in excess of the bene­ CONTRIBUTIONS. A tax fits paid by the Plan. All expenses over one' per­ payer can deduct up to 20 per­ cent of gross income for con­ cent of adjusted gross income for drugs and medicine can be deducted. The deductible por­ tion is then combined, with other medical and dental ex­ penses which are subject to the normal three percent rule. In figuring your deduction, you can deduct an amount equal to one-half of the insur­ ance premiums paid for medi­ cal care for yourself, your wife, and dependents. The maxi­ mum amount deductible is $150.00. The other one-half, plus any excess over the $150.00 limit is deductible sub­ ject to the normal three percent rule. The one and three percent limitations apply in all cases, regardless of your age, or the age of your wife or other de­ pendents. CARE OF CHILDREN AND OTHER DEPEND­ ENTS. If deductions are item­ ized, a woman or a widower, including men who are divorced or legally separated under a de­ cree and who have not remar­ ried or a husband whose wife is incapacitated or is institu­ tionalized for at least 90 con­ secutive days or a shorter per­ iod if she dies, may deduct expenses paid, not to exceed a total of $600, for one depend­ ent, or not to exceed a total of $900 for two or more depend­ ents for the care of: (a) dependent children un­ der 13 years of age or (b) dependent persons (ex­ cluding husband or wife) physically or mentally incapable of caring for themselves; if such care is to enable the tax­ payer to be gainfully employed or to actively seek gainful em­ ployment. ALIMONY. Periodic pay­ ment of alimony to a wife in accord with a written agree­ ment between them can be de­ ducted. CASUALTY LOSSES. The reasonable value of all clothing and gear lost at sea due to MIDLAKE—AB Jim Watler (left) joined in for this photo of the ship's committee. Left to right are Watler: Frank Kustura, secretary: N. M. Berry, chairman; Tom Hopkins, engine delegate: Lance Bailey, deck delegate, and Robert Grant, steward delegate. Ship was on a six-month voyage. storm, vessel damage, etc., for which the taxpayer is not other­ wise compensated, can be de­ ducted as an expense. The same applies to fire loss or losses in auto accidents which are not compensated by insurance. These losses are limited to the amount in excess of $100 for each loss. WORK CLOTHES, TOOLS. The cost and cleaning of uni­ forms and work clothes which ordinarily cannot be used as dress wear can be deducted. This includes protective work shoes, gloves, caps, foul weath­ er gear, clothing ruined by grease or paint, plus tools bought for use on the job, or books and periodicals used in direct connection with work. UNION DUES. Dues and initiation fees paid to labor or­ ganizations and most union as­ sessments can be deducted. DECLARATION OF ES­ TIMATED TAX. The purpose of this declaration is to provide for current payment of taxes not collected through withhold­ ing, where a taxpayer may have a considerable amount of out­ side income. In such cases, a Seafarer should check the in­ struction on his tax return care­ fully, as the "Declaration of Es­ timated Tax" also must be filed on or before April 15, 1970. Long-Trip Tax Problems A major tai^ beef by seamen is that normally taxes are not with­ held on earnings in the year they earned the money, but in the year the payoff took place. For example, a seaman who signed on for a five month trip in September, 1968, paying off in .lanuary. 1969, would have all the five months' earnings appear on his 1969 W-2 slip and all the taxes withheld in 1968. This practice could increase his taxes in 1969 even though his actual 1969 earnings might be less than those in 1968. There are ways to minimize the impact of this situation. For example, while on the ship in 1968, the Seafarer undoubtedly took draws and may have sent allotments home. These can be reported as 1968 income. Unfortunately, this raises another complication. The seaman who reports these earnings in 1968 will not have a W-2 (with­ holding statement) covering them. He will have to list all allot­ ments, draws and slops on the tax return and explain why he doesn't have a W-2 for them. Furthermore, since no tax will have been withheld on these earnings in 1968, he will have to pay the full tax on them with his return, at 14 percent or upwards, depend­ ing on his tax bracket. The earnings will show up on his 1969 W-2. The seaman then, on his 1969 return would have to explain that he had reported some of the earnings in 1968 and paid taxes on them. He would get a tax refund accordingly. In essence, the seaman would pay taxes twice on the same in­ come and get a refund a year later. While this will save the sea­ man some tax money in the long run, it means he is out-of-pocket on some of his earnings for a full year until he gets refunded. This procedure would also undoubtedly cause Internal Revenue to examine his returns, since the income reported would not jibe with the totals on his W-2 forms. That raises the question, is this procedure justified? It is justi­ fied only if a seaman had very little income in one year and very considerable income the next. Otherwise the tax saving is minor and probably not worth the headache. �SEAFARERS Page Twelve LOG Febrnary, 1970 '0/ the members. By the Members, For the Members' ikv.>LV > o :r LABOR AND AMERICAN POLITICS edited by Rhemus & McLaughlin (Univ. Mfchigan—450 pages, $5.25 paperback) In 1878, Uriah Stephens, founder of the Knights of Labor, had this to say about politics: "All the evils that labor rests under are matters of law and (are) to be removed by legislation. ... Is the 8 hour law, or prison labor, or universal education, or child and female labor, or the machinery question, or land and the land­ less . . . political question (?)" Change a few words and Stephens' statement is just as timely today. Labor has a vital interest in politics. This Book of Read­ ings emphasizes the importance the working man has placed on political activity down through the years. Many union members will find much familar material in this book. Reprinted are speeches by union officials, articles from union papers, and political education pamphlets. Rounding out the objectivity of the book are critical studies made by college professors. This book will be helpful to the member interested in political education. To Serve the Membership This issue of the SEAFARERS LOG contains the complete text of the amended Constitution of the A&G District—a Con­ stitution ratified by the members in secret balloting at the end of 1969, and which now has been put into effect. This revised Constitution helps make a point about the trade union movement: That a Union is not a "thing"—not a charter hanging on the wall, or a piece of paper spelling out rights and obligations. A Un­ ion is a living thing—a set of principles— a group of people. In other words, a Constitution is an im­ portant part of the trade union movement —but only if it serves the interests of the members. A Constitution that never changes, that stays mired in the past, can be a dead hand on a Union's progress. A Constitution that adjusts to changing times, changing technologies, changing ways of doing things can be a continuing source of help to the members as they work together to achieve economic justice and human dignity. This is not the first time that the A&G District's Constitution has been updated. It probably won't be the last time. Because this modernization of the machinery of the SIU-AGLIWD reflects the Union's continu­ ing concern about discharging its obligations to the members it serves. It reflects the Union's desire to continue to represent the members' best interests—and to continue to respond to their needs. Most of all, this amended Constitution reflects the wishes of the members—for it was they, in secret elections, who had the final say on how best to make this document keep pace with a changing industry and a changing world. Time Is Running Out There is no man, woman or child free from the strong adverse effects of pollution in America. Being an integral part of the urban society more than the society of suburbia or the countryside, the union man and woman are the victims of some of the worst aspects of pollution—dirty air, filthy rivers, piled up trash. It is in the cities where most union people live and work. It is there that factories and apartment incinerators belch black exhausts of poisons. And it is in the cities that mil­ lions of tons of carbon monoxide drift from jammed up traffic lanes to enter the popula­ tion's lungs. Rivers that flow through large cities are rarely good for swimming anymore. They are filled with the wastes from factories and the enormous amounts of garbage that daily plague large cities. "If you fall into a river now," says one grim punster, "you don't drown—^you rot." If we regard our own health and that of our families and fellow man as being impor­ tant, then each of us should take close inter­ est in plans to alleviate the problem. One plan was recently proposed by Pres­ ident Nixon who sent a 37-point program to Congress in an effort to provide Americans with the chance of leading healthier lives. The bill would authorize the spending of $4 billion over the next four years to cities and towns which would supplement the money and build sewage treatment plants. Nine million dollars would be spent on research to find a "virtually pollution-free" auto. There would also be incentives for the elimination of litter as well as a look into federal lands which could be made into parks. A factor in all parts of the bill is that offenders will be severely punished. In the struggle to preserve and enhance human life, all union people and indeed all Americans should back the President and hold him to his promise of "total mobiliza­ tion" against pollution. BARRON'S HOW TO PREPARE FOR THE HIGH SCHOOL EQUIVALENCY EXAMINATION Some 63 million Americans over 21 don't have a high school diploma. Many are dropouts, some have failed and others never had a chance. In this age of automation and the almost daily introduction of new methods of production, a high school diploma is a must. For many there is a way to obtain the equivalent of this important document—the high school equivalency diploma. A few hours taking five two hour tests can result in the diploma. These tests are given several times a year in every state. This inexpensive paperback ($3.95) helps one prepare for the tests. It offers sample tests, review material, and preparations for the five subjects—English, Mathematics, Social Studies, Science, and Literature. Also included is brief information on each state's program as well as the address for obtaining additional information. The book is published by Barron's Educational Series, Inc. GREAT OCCASIONS edited by Carl Seaburg (Beacon—$10.00) In every man's life there are two great events—birth and death. Most of us reach maturity and marriage. Thus we have the four cornerstones of man's life—birth, maturity, marriage and death. This book is a collection of poems, essays, and readings on birth, maturity, marriage and death. Man is born, "naked of body and mind and spirit." As Kenneth Patton writes: "Behold the child, the visitor. He has come from nowhere, for he was not before this, and it is nowhere that he goes, wherefore he is called a visitor, for the visitor is one who comes from the unknown to stay but awhile and then to the unknown passes on again." Man reaches maturity and celebrates the occasion with a con­ firmation, bar mitzvah, or perhaps simply by registering for the draft. With maturity thoughts turn to marriage. A thirteenth century Arabic poet described marriage as ". . . the tale is brief, the words were few, the meaning was immense." This may be the reason man is often faced with the possibility of a fifth great occasion—the divorce. In any event, "A Rite of Di­ vorce" is included. Finally, "Like a bird out of our hand," man dies. The words of grief, praise and atonement fall upon lifeless ears. Man cannot hear these words, but it really doesn't matter, he has heard them so many times before. They are not words for the dead. They are to comfort the living. WILLIAM JENNINGS BRYAN: A PROFILE edited by Paul W. Glad (HUl and Wang—$1.75) In 1896, William Jennings Bryan was relatively unknown. He had served one term in Congress and was presently editing a newspaper in Omaha, Nebraska. Few took him seriously as he talked of capturing the presidential nomination on the Dem­ ocratic ticket. At the convention, as debate, on the big question was drawing to a close, Bryan was asked to close the arguments. Here was the opportunity he was waiting for. Climaxing a stirring speech with the now famous words, "You shall not press down upon the brow of labor this crown of thorns, you shall not crucify mankind upon a cross of gold," Bryan went on to wrap up the nomination. He could fire the emotions of the crowd. One wonders what effect he would have today with rapid, electronic communica­ tions. Perhaps the closest comparison to Bryan as a man who could become part of the crowd was Harry Truman. History has recorded how Bryan met defeat at the polls three times. We have read how factories posted notices to the effect that if Bryan were elected, they would remain closed. This col­ lection of essays serves as a refresher course in the history of a man who could draw the crowds but not the votes. '• 4 <4 4 I �February, 1970 SEAFARERS LOG Constitution Supplement—Page Thirteen It r\- 1 .111 r, i TEXT OF m (mSTITHIOII For SIU Atlantic, Gulf, Lakes And Inland Waters District (Effective January 1, 1970) K I- m �SEAFARERS Constitution Supplement—Page Fourteen CONSTITUTION THE SEAFARERS INTERNATIONAL UNION OF NORTH AMERICA— ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT Affiliated with American Federation of Labor — Congress of Industrial Organizations (As Amended January 1, 1970) PREAMBLE As maritime and allied workers and realizing the value arid necessity of a thorough organization, we are dedicated to the forming of one Union for our people, the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, hased upon the following principles: All members shall be entitled to all the rights, privileges and guarantees as set forth in this Constitution, and such rights, privileges and guarantees shall be preserved in accordance with its terms. We declare that American seamen are entitled to receive their employment without interference of crimps, shipowners, fink halls or any shipping bureaus maintained by the Government. We affirm that every worker has the right to receive fair and just remuneration for his labor, and to gain sufficient leisure for mental cultivation and physical recreation. We proclaim the right of all seamen to receive healthful and sufficient food, and proper forecastles in which to rest. We defend the right of all seamen to he treated in a decent and respectful manner by those in command, and, We hold that the above rights belong to all workers alike, irrespective of nationality or creed. Recognizing the foregoing as our inalienable rights, we ure conscious of corresponding duties to those in command, our employers, our craft and our country. We will, therefore, try by all just means to promote har­ monious relations with those in command by exercising due care and diligence in the performance of the duties of our profession, and by giving all possible assistance to our employ­ ers in caring for their gear and property. Based upon these principles, it is among our objects: To use our influence individually and collectively for the purpose of maintaining and developing skill in seamanship and effecting a change in the maritime law of the United States, so as to render it more equitable and to make it an aid instead of a hindrance to the development of a merchant marine and a body of Amer­ ican seamen. To support a journal which shall voice the sentiments of maritime workers and through its columns seek to maintain their knowledge of, and interest in, maritime affairs. To assist the seamen of other countries in the work of organ­ ization and federation, to the end of establishing the Brother­ hood of the Sea. To form and to assist by legal means other bona fide labor organizations whenever possible in the attainment of their just demands. To regulate our conduct as a Union and as individuals so as to make seamanship what it rightly is—an honorable and use­ ful calling. And bearing in mind that we are migratory, that our work takes us away in different directions from any place where the majority might otherwise meet to act, that meetings can be attended by only a fraction of the membership, that the absent members, who cannot he present, must have their inter­ ests guarded from what might he the results of excitement and passions aroused by persons or conditions, and that those who are present may acj for and in the interest of all, we have adopted this Constitution. Statement of Principles and Declaration of Rights In order to form a more perfect Union, we workers in the maritime and allied industries, realizing the value and necessity of uniting in pursuit of our improved economic and social wel­ fare, have determined to bind ourselves together in the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, and hereby dedicate ourselves to the following principles: In promoting our economic and social welfare, we shall ever be mindful, not only of our rights, hut also of our duties and obligations as members of the community, our duties as citizens, and our duty to combat the menace of communism and any other enemies of freedom and the democratic principles to which we seafaring men dedicate ourselves in this Union, We shall affiliate and work with other free labor organiza­ tions; we shall support a journal to give additional voice to our views; we shall assist our brothers of the sea and other workers of all countries in these obligations to the fullest extent con­ sistent with our duties, obligations, and law. We shall seek to exert our individual and collective influence in the fight for the enactment of labor and other legislation and policies which look to the attainment of a free and happy society, without distinc­ tion hased on race, creed or color. To govern our conduct as a Union and hearing in mind that most of our members are migratory, that their duties carry them all over the world, that their rights must and shall he protected, we hereby declare these rights as members of the Union to be inalienable. pelled to he a witness against himself in the trial of any pro­ ceeding in which he may he charged with failure to observe the law of this Union. Every official and job holder shall he hound to uphold and protect the rights of every member in accordance with the principles set forth in the Constitution of the Union. IV Every member shall have the right to he confronted by his accuser whenever he is charged with violating the law of this Union. In all such cases, the accused shall be guaranteed a fair and speedy trial by an impartial committee of his brother Union members. No member shall be denied the right to express himself freely on the floor of any Union meeting or in committee. VI A fiiilitant mmbership being necessary to the security of a free union, the members shall at all times stand ready to de­ fend this Union and the principles set forth in the Constitu­ tion of the Union. VII The powers not delegated to the officers, job holders, and Executive Board by the Constitution of the Union shall be reserved to the members. CONSTITUTION Article I Name and General Powers This Union shall be known as the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District. Its powers shall be legislative, judicial, and executive, and shall include the formation of, and/or issuance of charters to, subordinate bodies and divisions, corporate or otherwise, the formation of funds and participation in funds, the establishment of enterprises for the benefit of the Union, and similar ventures. This Union shall exercise all of its powers in aid of subordinate bodies and divisions created or chartered by it. For convenience of administration and in furtherance of its policies of aid and assistance, the Union may make its prop­ erty, facilities and personnel available for the use and on behalf of such subordinate bodies and divisions. A majority vote of the membership shall be authorization for any Union action, unless otherwise specified in the Constitution or by law. This Union shall at all times protect and maintain its jurisdiction. Article II Affiliation Section 1. This Union shall he affiliated with the Seafarers International Union of North America and the American Fed­ eration of Labor—Congress of Industrial Organizations. AU other affiliations by the Union or its subordinate bodies or divisions shall be made or withdrawn as determined by a majority vote of the Executive Board. Section 2. In addition to such other provisions as are con­ tained herein, all subordinate bodie.s and divisions seeking a charter from and/or affiliation with this Union, shall be re­ quired to adopt, within a time period set by the Executive Board, a constitution containing provisions as set forth in Exhibit A, annexed to this Constitution and made a part hereof. All other provisions adopted by such subordinate bodies and divisions as part of their constitutions shall not be inconsistent therewith. No such constitution or amendments thereto shall be deemed to be effective without the approval of the Executive Board or thb Union, which shall he executed in writing, on its behalf, by the President or, in his absence, by any other officer designated by it. Such approval shall he deemed to be recog­ nition of compliance herewith by such subordinate body or division. Where a subordinate body or division violates any of the foregoing, and, in particular, seeks to effectuate any constitu­ tional provision not so authorized and approved, or commits acts in violation of its approved constitution, or fails to act in accordance therewith, this Union, through its Executive Board, may withdraw its charter and/or sever its affiliation forthwith, or on such terms as it may impose not inconsistent with law, in addition to exercising any and all rights it may have pur­ suant to any applicable agreements or understandings. No member shall be deprived of any of the rights or privileges guaranteed him under the Constitution of. the Union. Section 3. This Union shall also have the power, acting through its Executive Board, and after a fair heuing, to jmpose a trusteeship upon any subordinate body or divisions chartered by and affiliated with it, for the reasons and to the extent provided by law. II Article III Every qualified member shall have the right to nominate him­ self for, and, if elected or appointed, to hold office in this Union. Membership i III No member shall be deprived of his membership without due process of the law of this Union. No member shall be com­ ^ February, 1970 LOG Section 1. There, shall be two classes of membership, to wit full hook members and probationary members. Candidates for membership. shall be admitted to membership in accord­ ance with such rules as may be adopted from time to time, by a majority vote of the membership and which rules shall not be inconsistent with the provisions of this Constitution. All candidates with 360 days or more seatime in a consecuUve M calendar month period commencing from Janua^ 1, f""' an unlicensed capacity, aboard an American-flag mercfiant vessel or vessels, covered by contract with this Union, shall be eligible for full membership. All persons with less than the foregoing seatime hut at least thirty (30) days of such Matime, shall be eligible for probationary membership. Only full book members shall be entitled to vote and to hold any office or elective job, except as otherwise specified herein. All probationary members shall have a voice in Union proceedings and shall be entitled to vote on Union contracts. Section 2. No candidate shall be granted membership who is a member of any dual organization hostile to the aims, prin­ ciples, and policies of this Union. The membership, by majority vote, shall at all times have the right to determine the membership status of pensioners. Section 3. Members more than one quarter in arrears in dues shall he automatically suspended, and shall forfeit all benefits and all other rights and privileges in the Union. They shall be automatically dismissed if they are more than two quarters in arrears in dues. An arrearage in dues shall be computed from the first day of the applicable quarter, but this time shall not run: (a) While a member is actually participating in a strike or lockout. (h) While a member is an in-patient in a USPHS or other accredited hospital. (c) While a member is under an incapacity due to activity in behalf of the Union. (d) While a member is in the armed services of the United States, provided the member was in good standing at the time of entry into the armed forces, and further provided he applies for reinstatement within ninety (90) days after discharge from the armed forces. (e) While a member has no opportunity to pay dues, because of employment aboard an American flag merchant vesscL Section 4. A majority vote of the membership shall be suf­ ficient to designate additional circumstances during which the time specified in Section 3 shall not run. It shall be the right of any member to present, in writing, to any Port at any regu­ lar meeting, any question with regard to the application of Section 3, in accordance with procedures established by a majority vote of the membership. A majority vote of the mem­ bership shall he necessary to decide such questions. Section S. The membership shall he empowered to establish, from time to time, by majority vote, rules under which dues and assessments may be excused where a member has been unable to pay dues and assessments for the reasons provided in Sections 3 and 4. Section 6. To preserve unity, and to promote the common welfare of the membership, all members of the Union shall uphold and defend this Constitution and shall be governed by the provisions of this Constitution and all policies, rulings, orders and decisions duly made. Section 7. Any member who gives aid to the principles and policies of any hostile or dual organization shall he denied further membership in this Union to the full extent permitted by law. A majority vote of the membership shall decide which organizations are dual or hostile. Section 8. Evidence of membership or other affiliation with the Union shall be in such form or forms as determined by the Executive Board, and shall at all times remain the property of the Union. Members may be required to show their evidence of membership in order to be admitted to Union meetings, or into, or on Union property. Article IV Reinstatement. Members dismissed from the Union may be reinstated in accordance with such rules and under such conditions as are adopted, from time to time, by a majority vote of the member­ ship. Article V Dues and Initiation Fee Section 1. All members shall pay dues quarterly, on a calen­ dar year basis, no later than the first business day of each quarter, except as herein otherwise provided. The dues shall be those payable as of the date of adoption of this Constitution as amended and may he changed only by Constitutional amend­ ment. Section 2. No candidate for full book membership shall be admitted into such membership without having paid an initia­ tion fee of Five Hundred ($500.00) Dollars, except as other­ wise provided in this Constitution. In addition, the candidate shall pay a Ten ($10.00) Dollar "service fee" for the issuance of his full book. Each candidate for probationary membership and each pro­ bationary member shall, with the payment of each of his first four quarterly dues, as required by Section 1, pay at each such time the sum of One Hundred and Twenty-five ($125.00) Dollars as partial initiation fee. The total of such initiation monies so paid shall be credited to his above required initiation fee for a full book member upon completion of the required seatime as provided for in Article III, Section 1. Monies paid to the Union by any non-full book member prior to the effective date of this amended Constitution, on account of initiation fee and assessments, not exceeding Two Hundred and Fifty ($250.00) Dollars, shall be credited to such mem­ ber's payment of his initiation fee as required by this section. Section 3. Payment of dues and initiation fees may be waived for organizational purposes in accordance with such j-ules as are adopted by a majority vote of the Executive Board. Section 4. All members shall be and remain in good standing. Article yi Retirement from Membership Section 1. Members may retire from membership by sur­ rendering their Union books or other evidence of affiliation and paying all unpaid dues for the quarter in which they retire, assessments, fines and other monies due and owing the Union. When the member surrenders his hook or other evidence of affiliation in connection with his application for retiicment he shall be given a receipt therefor. An official retirement card shall he issued by Headquarters, upon request, dated as of the day that such member accomplishes these payments, and shall be given to the member upon his presenting the aforesaid receipt. �SEAFARERS Febraary, 1970 Sactien 2. All the rights, privileges, duties and obligations of membership shall be suspended during the period of retirement, except that a retired member shall not be disloyal to tbe Union nor join or remain in any dual or hostile organization, upon penalty of forfeiture of his right to reinstatement. Soction 3. Any person in retirement for a period of two quarters or more shall be restored to membership, except as herein indicated, by paying dues for the current traarter, as well as all assessments accruing and newly levied during the period of retirement. If the period of retirement is less than two quarters, the required payments shdl consist of all dues accruing during the said peri<^ of retirement, including those for the current quarter, and all assessments accrued and newly levied during that period. Upon such payment, the person in retirement shall be restored to membership, and his memhership book, appropriately stamped, sball be returned to him. SOCMM 4. A member in retirement may be restored to mem­ bership after a two-year period of retireifient consisting of eight full quarters only by majority vote of the membership. Soction S. The period of retirement shall he computed from the first day of the quarter following the one in wfaid die retirement card was issued. ArticI* VII Systems off Organisation Section 1. This Union, and all officers, headquaitrn's lepresentatives, port agents, patrolmen, and members shall he guverned in this order by: (a) The Constitution. (b) The Executive Board. (c) Majority vote of the membership. Soction S. The headquarters of the Union shall he located in New York and the headquarters officers shall consist of a President, and Executive Vice-President, one Yice-President in Charge of Contracts and Contract Enforcement, a SecretaryTreasurer, one Vice-President in Charge of the Atlantic Coast, one Vice-President in Charge of the Gulf Coast, and one VicePresident in Charge of the Lakes and Inland Waters. Soction 9. The staff of each port diall consist of such per­ sonnel as is provided for herein, and the pmt shall hear the name of the city in which the Union's port offices are located. Soction 4. Every member of the Union shall be registered in one of tbree departments; namely, deck, engine and stewards department. The definition of these departments shall he in accordance with custom and usage. TUs definition may he modified by a majority vote of the membership. No member may transfer from one department to another except by ap­ proval as evidenced by a majority vote of the membership. Article VIII Officers, Headquarters Representatives, Port Agents and Patrolmen Section 1. The officers of the Union shall be elected as other­ wise provided in this Constitution. These officers shall be the President, an Executive Vice-President, one Vice-President in Charge of Contracts and Contract Enforcement, a SecretaryTreasurer, one Vice-President in Charge of the Atlantic Coast, one Vice-President in Charge of the Gulf Coast, and one VicePresident in Charge of the Lakes and Inland Waters. Section 2. Port Agents, Headquarters Representatives, and Patrolmen shall be elected, except as otherwise provided in this Constitution. Article IX Other Elective Jobs Section 1. In addition to the elective jobs provided for in Article VIII, the following jobs in the Union shall be voted upon in the manner prescribed by this Constitution: Committee members of: (1) Trial Committees (2) Quarterly Financial Committees (3) Appeals Committees (4) Strike Committees (5) Credentials Committees (6) Union Tallying Committees (7) Constitutional Committees Soction 2. Additional committees may be formed as provided by a majority vote of the membership. Committees may also be appointed as permitted by this Constitution. Article X Duties of Officers, Headquarters Representatives, Port Agents, Other Elected Job Holders and Miscellaneous Personnel Section 1. The Prosidont. (a) The President shall be tbe executive officer of the Union and shall represent, and act for and in behalf of, the Union in all matters except as otherwise specifically provided for in the Constitution. (b) He shall be a member ex-officio of all committees, except as otherwise herein expressly provided. (c) The President shall be in charge of, and responsible for, all Union property, and shall be in charge of headquarters and port offices. Wherever there are time restrictions or other con­ siderations affecting Union action, the President shall take appropriate action to insure observance thereof. (d) In order that he may properly execute his responsibil­ ities, he is hereby instructed and authorized to employ any help he deems necessary, be it legal, accounting or otherwise. (e) Subject to approval by a majority vote of the memhership, the President shall designate the number and location of ports, the jurisdiction, status, and activities thereof, and may close or open such ports, and may re-assign Vice-Presidents and the Secretary-Treasurer, without reduction in wages. He may also re-assign Headquarters Representatives, Port Agents, and Patrolmen, to other duties, without reduction in wages. The Ports of New York, Philadelphia, Baltimore, Mobile, New Or­ leans, Houston and Detroit may not be closed except by Constitutiond amendment. Where ports are opened between elections, the President shall designate the Union personnel thereof. The President shall designate, in the event of the incapacity of any Headquarters Representative, Port Agent or Patrolman, or any officer other than the President, a replacement to act LOG as such during the period of incapacity, provided such replace­ ment is qualified under Article XII of the Constitution to fill such job. At the regular meeting in May of every election year, the President shall submit to the membership a pre-balloting report. In his report he shall recommend the number and loca­ tion of ports, the number of Headquarters Representatives, Port Agents and Patrolmen which are to be elected. He shall also recommend a bank, a bonded warehouse, a regular officer thereof, .or any similar depository, to which the ballots are to be mailed, except that the President may, in his discretion, postpone the recommendation as to the depository until no later than the first regular meeting in October. This recommendation may also specify, whether any Patrol­ man and/or Headquarters Representative, shall be desi^ated as departmental or otherwise. The report shall be subject to approval or modification by a majority vote of the membership. (f) The President shall be chairman of the Executive Board and may cast one vote in that body. (g) He shall be responsible, within the limits of his powers, for the enforcement of this Constitution, the policies of the Union, and all rules and rulings duly adopted by the Executive Board, and those duly adopted by a majority vote of the mem­ bership. Within these limits, he shall strive to enhance the strength, position, and prestige of the Union. (h) The foregoing duties shall be in addition to those other duties lawfuUy imposed upon him. (i) The responsibility of the President may not be delegated, but the President may delegate to a person or persons the execution of such of his duties as he may in his discretion decide, subject to the limitations set forth in this Constitution. (j) Any vacancy in any office or the job of Headquarters Representative, Port Agent, or Patrolman sball be filled by the President by temporary appointment of a member qt^ified for the office or job under Article XII of this Constitution, except in those cases where the filling of such vacancy is other­ wise provided for by this Constitution. (k) The President is directed to take any and all measures and employ such means which he deems necessary or advisable, to protect the interests, and further the welfare of the Union and its members, in all matters involving national, state or local legislation issuos, and public affairs. (1) The President shall have authority to require any officer or Union representative to attend any regular or special meet­ ing if, in his opinion, it is deemed necessary. Soctien 2. Exocutive Vice-President. The Executive Vice-President shall perform any and all duties assigned him or delegated to him by the President. The Executive Vice-President shall be a member of the Executive Board and may cast one vote in that body. Section 3. Vice-President in Charge of Contracts and Contract Enforcement. The Vice-President in Charge of Contracts and Contract En­ forcement shall perform any and all duties assigned hira or delegated to him by the President. In addition, he shall be responsible for all contract negotiations, the formulation of bargaining demands, and the submission of proposed collective bargaining agreements to the membership for ratification. He shall also be responsible, except as otherwise provided in Article X, Section 13(d) (1), for strike authorization, signing of new contracts, and contract enforcement. He shall also act for headquarters in executing the administrative functions as­ signed to headquarters by this Constitution with respect to trials and appeals except if he is a witness or party thereto, in which event the Secretary-Treasurer shall act in his place. In order that he may properly execute these responsibilities he is hereby instructed and authorized to employ such help as he deems necessary, be it legal, or otherwise, subject to approval of the Executive Board. The Vice-President in Charge of Contracts and Contract Enforcement shall be a member of the Executive Board and may cast one vote in that body. Section 4. Secretory-Treasurer. The Secretary-Treasurer shall perform any and all duties assigned him or delegated to him by the President. He shall be responsible for the organization and maintenance of the correspondence, files, and records of the Union; setting up, and maintenance of, sound accounting and bookkeeping sys­ tems; the setting up, and maintenance of, proper office and other administrative Union procedures; the proper collection, safeguarding, and expenditure of all Union funds, port or otherwise. He shall submit to the membership, for each quar­ terly period, a detailed report of the entire Union's financial operations and shall submit simultaneously therewith, the Quarterly Financial Committee report for the same period. The Secretary-Treasurer's report shall be prepared by an inde­ pendent Certified Public Accountant. He shall also work with all duly elected finance committees. The Secretary-Treasurer shall be responsible for the timely filing of any and all reports on the operations of the Union, financial or otherwise, that may be required by any Federal or state laws. In order that he may properly execute his responsibilities, he is hereby instructed and authorized to employ any help he deems necessary, be it legal, accounting, or otherwise, subject to approval of the Executive Board. The Secretary-Treasurer shall be a member of the Executive Board and may cast one vote in that body. The Secretary-Treasurer shall be a member ex-officio of the Credentials and Ballot Tallying Committees. In addition he shall make himself and the records of his office available to the Quarterly Financial Committee. Soction 5. Vico-Prosidont in Charge of the Atlantic Coast. The Vice-President in Charge of the Atlantic Coast shall be a member of the Executive Board and shall he entitled to cast one vote in that body. He shall supervise and be responsible for the activities of all the ports, and the personnel thereof on the Atlantic Coast, including their organizing activities. The Atlantic Coast area is deemed to mean that area from and including Georgia through Maine and shall also include the Islands in the Carib­ bean. In order that he may properly execute his responsibilities he is empowered and authorized to retain any technical or professional assistance he deems necessary, subject to approval of the Executive Board. Soction 6. Vice-President in Charge of the Guif Coast. The Vice-President in Charge of the Gulf Coast shall be a member.of the Executive Board and shall be entitled to cast one vote in that body. He shall supervise and be responsible for the activities of all the Ports, and the personnel thereof on the Gulf Coast including their organizing activities. The Gulf Coast area is deemed to mean the State of Florida, all through the Gulf, including Texas. In order that he may properly execute his responsibilities he Conslitation Supplement—Page Fifteen is empowered anu authorized to retain any technical or pro­ fessional assistance he deems necessary, subject to approval of the Executive Board. Section 7. Vice-President in Charge of the Lakes and Inland Waters. The Vice-President in Charge of the Lakes and Inland Waters shall be a member of the Executive Board and shall be entitled to cast one vote in that body. He shall supervise and be responsible for the activities of all the ports, and the personnel thereof on the Lakes and Inland Waters, including their organizing activities. In order that he may properly execute his responsibilities he is empowered and authorized to retain any technical or pro­ fessional assistance he deems necessary, subject to approval of the Executive Board. Sod ion 8. Headquarters Representatives. The Headquarters Representatives shall perform any and all duties assigned them or delegated to them by the President or the Executive Board. Soction 9. Port Agents. (a) The Port Agent shall be in direct charge of the admin­ istration of Union affairs in the port of his jurisdiction subject to the direction of the area Vice-President. (b) He shall, within the jurisdiction of his port, be respon­ sible for the enforcement and execution of the Constitution, the policies of the Union, and the rules adopted by the Executive Board, and by a majority vote of the membership. Wherever there are time restrictions or other considerations affecting port action, the Port Agent shall take appropriate action to insure observance thereof. (c) He shall be prepared to account, financiaUy or other­ wise, for the activities of his port, whenever demanded by the President, the Vice-President of the area in which his port is located, or by the Secretary-Treasurer. (d) In any event, he shall prepare and forward to the Sec­ retary-Treasurer,-a weekly financial report showing, in detail, weekly income and expenses, and complying with all other accounting directions issued by the Secretary-Treasurer. (e) The Port Agent may assign each port Patrolman to such duties as fall within the jurisdiction of the port, regardless of the departmental designation, if any, under which the Patrol­ man was elected. (f) The Port Agent shall designate which meml^rs at that port may serve as representatives to other organizations, affilia­ tion with which has been properly authorized. Section 10. Patrolmen. Patrolmen shall perform any duties assigned them by the Agent of the Port to which they are assigned. Section 11. Executive Board. The Executive Board shall consist of the President, the Executive Vice-President, the Vice-President in Charge of Con­ tracts and Contract Enforcement, the Secretary-Treasurer, the Vice-President in Charge of the Atlantic Area, the Vice-Presi­ dent in Charge of the Gulf Area, the Vice-President in Charge of the Lakes and Inland Waters, and the National Director (or chief executive officer) of each subordinate body or division created or chartered by the Union whenever such subordinate body or division has attained a membership of 3,200 members and has maintained that membership for not less than three (3) months. Such National Director (or chief executive officer) shall be a member of the respective subordinate body or divi­ sion and must be qualified to hold office under the terms of the Constitution of such division or subordinate body. The Executive Board shall meet no less than twice each year and at such times as the President and/or a majority ol the Executive Board may direct. The President shall he chair­ man of all Executive Board meetings unless absent, in which case the Executive Board shall designate the chairman. Each member of the Executive Board shall be entitled to cast one vote in that body. Its decision shall be determined by majority vote of those voting, providing a quorum of three is present. It shall be the duty of the Executive Board to develop policies, strategies and rules which will advance and protect the interests and welfare of the Union and the Members. It shall be the duty of the Secretary-Treasurer, or in his absence, an appointee of the Executive Board, to keep accurate minutes of all Execu­ tive Board meetings. The Executive Board shall determine per capita tax to be levied and other terms and conditions of affiliation for any group of workers desiring affiliation. The Executive Board may direct the administration of all Union affairs, properties, policies and personnel in any and all areas not otherwise specifically provided for in this Constitution. Notwithstanding the foregoing, the Executive Board may act without holding a formal meeting provided all members of the Board are sent notice of the proposed action or actions and the decision thereon is reduced to writing and signed by a majority of the Executive Board. In the event that death, resignation or removal from office for any reason should occur to the President, the Executive Board by majority vote shall name a successor from its own membership who shall fill that vacancy until the next general election. In the event the President is incapacitated for a period of more than thirty (30) days, and the Executive Board by majority vote thereafter determines that such incapacity pre­ vents the President from carrying out his duties, the Executive Board by majority vote, may appoint from among its own membership the officer to fill the office of President. This appointment shall terminate upon the President's recovery from such incapacity or upon the expiration of the President's term of office whichever occurs first. The Executive Board by majority vote may grant requests for leaves of absences with or without pay to officers. In the event that a leave is granted to the President, the Executive Board by a majority vote, shall designate from among its own membership who shall exercise the duties of the President during such period of leave. Section 12. Delegates. (a) The term "delegates" shall mean those members of the Union and its subordinate bodies or divisions who are elected in accordance with the provisions of this Constitution, to attend the convention of the Seafarers International Union of North America. The following officers upon their election to office shall, during the term of their office, be delegates to all Conventions of the Seafarers International Union of North America in the following order of priority: President; Executive VicePresident; Vice-President in Charge of Contracts and Contract Enforcement; Secretary-Treasurer; Vice-President in Charge of the Atlantic Coast; Vice-President in Charge of the Gulf Coast; Vice-President in Charge of the Lakes and Inland Waters; Headquarters Representatives, with priority to those most senior in full book Union membership; Port Agents, with priority to those most senior in full book Union membership; and Patrolmen, with priority to those most senior in full book Union membership. �Constitution Supplement—Page Sixteen (b) Each delegate shall, by his vote and otherwise, support those policies agreed upon by the majority of the delegates to the Convention. (c) The President shall assign to each subordinate body or division that number of delegates to which this Union would have been entitled, if its membership had been increased by the number of members of the subordinate body or division, in accordance with the formula set forth in the Constitution of ^he Seafarers International Union of North America, except ..'that this provision shall not be applied so as to reduce the number of delegates to which this Union would otherwise have been entitled. Section 13. Committees. (o) Trial Committee. The Trial Committee shall conduct the trials of a person charged, and shall submit findings and recommendations as prescribed in this Constitution. It shall be the special obliga­ tion of the Trial Committee to observe all the requirements of this Constitution with regard to charges and trials, and their findings and recommendations must specifically state whether or not, in the opinion of the Trial Committee, the rights of any accused, under this Constitution, were properly safeguarded. (b) Appeals Committee. 1. The Appeals Committee shall hear all appeals from trial judgments, in accordance with such procedures as are set forth in this Constitution and such rules as may he adopted by a majority vote of the membership not inconsistent therewith. 2. The Appeals Committee shall, within not later than one week after the close of the said hearing, make and submit findings and recommendations in accordance with the provisions of this Constitution and such rules as may be adopted by a majority vote of the membership not inconsistent therewith. (c) Quarterly Financial Committee. 1. The Quarterly Financial Committee shall make an exami­ nation for each quarterly period of the finances of the Union and shall report fully on their findings and recommendations. Members of this committee may make dissenting reports, sepa­ rate recommendations and separate findings, 2. The findings and recommendations of this committee shall be completed within a reasonable time after the election of the members thereof, and shall be submitted to the SecretaryTreasurer who shall cause the same to be read in all ports, as set forth herein. 3. All officers. Union personnel and members are responsible for complying with all demands made for records, bills, vouchers, receipts, etc., by the said Quarterly Financial Com­ mittee. The committee shall also have available to it, the serv­ ices of the independent certified public accountants retained by the Union. 4. Any action on the said report shall be as determined by a majority vote of the membership. 5. The Quarterly Financial Committee shall consist of seven (7) full book members in good standing to be elected at Head­ quarters—Port of New York. No officer. Headquarters Repre­ sentative, Port Agent, or Patrolman, sball be eligible for elec­ tion to this Committee. Committee members shall be elected at the regular Headquarters—Port of New York meeting desig­ nated by the Secretary-Treasurer. In the event such regular meeting cannot be held for lack of a quorum, the New York Port Agent shall call a special meeting as early as possible for the electing of Committee members to serve on the Quarterly Financial Committee. On the day following their election, and continuing until the Committee has completed its report, each Committee member shall be paid for hours worked at the standby rate of pay, but in no event shall they be paid for less than eight (8) hours per day. They shall be furnished room and board during the period they are performing their duties. In the event a committee member ceases to act, no replace­ ment need be elected, unless there are less than three (3) committee members, in which event they shall suspend their work until a special election for committee members shall be held as provided above, for such number of committee members as shall be necessary to constitute a committee of not less than three (3) members in good standing. (d) Strike Committee. 1. In no event shall a general strike take place unless ap­ proved by a majority vote of the membership. 2. In the event a general strike has been approved by the membership the Port Agents in all afiected ports shall call a timely special meeting for the purpose of electing a strike com­ mittee. This committee shall be composed of three full book members and their duties shall consist of assisting the Port Agent to effectuate all strike policies and strategies. Article XI V^ges and Terms of Office of Officers and Other Elective Job Holders, Union Employees, and Others Section I. The following elected offices and jobs shall be held for a term of four years: President Vice-Presidents Secretary-Treasurer Headquarters Representatives Port Agents Patrolmen The term of four years set forth here is expressly subject to the provisions for assumption of office as contained in Article Xni, Section 6(b) of this Constitution. The first nomination and election of officers and jobs under this amended Constitution as provided for in this Article XI, and Articles XII and XIII, shall he held in the year 1971, notwithstanding the unexpired term of any office as a result of a prior election or appointment. Section 2. The term of any elective jobs other than those in­ dicated in Section 1 of this Article shall continue for so long as is necessary to complete the functions thereof, unless sooner terminated by a majority vote of the membership or segment of the Union, whichever applies, whose vote was originally necessary to elect the one or ones serving. Sactian 3. The compensation to be paid the holder of any office or other elective job shall be determined from time to time by the Executive Board subject to approval of the mem­ bership. Section 4. The foregoing provisions of this Article do not apply to any corporation, business, or other venture in which this Union participates; or which it organizes or creates. In such situations, instructions conveyed by the Executive Board shall be followed. SEAFARERS LOG February, 1970 results shall be by majority vote, with any tie vote being resolved by a majority vote of the membership at a special meeting called for that purpose at that Port. Qualifications for Officers, Headquarters (b) After its election, the Committee shall immediately go Representatives, Port Agents, Patrolmen and into session. It shall determine whether the person has sub­ Other Elective Jobs mitted his application correctly and possesses the necessary qualifications. The Committee shall prepare a report hsUng Section 1. Any member of the Union is eligible to be a can­ each applicant and his book number under the office or job he didate for, and hold, any office or the job of Headquarters is seeking. Each applicant shall be marked "qualified or dis­ Representative, Port Agent or Patrolman provided; qualified" according to the findings of the Committee. Where an (a) He has at least three (3) years of seatime in an un­ applicant has been marked "disqualified," the reason therefor licensed capacity aboard an American-flag merchant vessel or must be stated in the report. Where a tie vote has been resolved by a special meeting of the membership, that fact shall also be vessels. In computing time, time spent in the employ of the noted, with sufficient detail. The report shall be signed by aU Union, its subsidiaries and its affiliates, or in any employment at the Union's direction, shall count the same as seatime. of the (Committee members, and be completed and submitted Union records. Welfare Plan records and/or company records to the Ports in time for the next regular meeting after their election. At this meeting, it shall he read and incorporated in can he used to determine eligibility; and the minutes, and then posted on the bulletin board in each port. (b) He has been a full book member in continuous good On the last day of nominations, one member of the Commit­ standing in the Union for at least three (3) years immediately tee shall stand by in Headquarters to accept delivery of creden­ prior to his nomination; and tials. All credentials must be in headquarters by midnight of (c) He has at least one hundred (100) days of seatime, in closing day, an unlicensed capacity, aboard an American-flag merchant (c) When an applicant has been disqualified by the commit­ vessel or vessels covered by contract with this Union, or one hundred (100) days of employment with, or in any office or tee, he shall be notified immediately by telegram at the ^job of, the Union, its subsidiaries and its affiliates, or in any dresses listed by him pursuant to Section 1 of this Article. He employment at the Union's direction, or a combination of shall also be sent a letter containing the reasons for such dis­ these, between January 1st and the time of nomination in the qualification by air mail, special delivery, registered or certi­ fied, to the mailing address designated pursuant to Section election year; and Kb) of this Article. A disqualified applicant shall have the (d) He is a citizen of the United States of America; and right to take an appeal to the membership from the decision (e) He is not disqualified by law. He is not receiving a of the Committee. He shall forward copies of such appeal to pension from this Union's Pension Fund, if any, or from a each port, where the appeal shall be presented and voted upon Union-Management Fund to which Fund this Union is a party at a regular meeting no later than the second meeting after or from a company under contract with this Union. the Committee's election. It is the responsibility of the appli­ cant to insure timely delivery of his appeal. In any event, Section 2. All candidates for, and holders of, other elective without prejudice to his written appea , the applicant may jobs not specified in the preceding sections shall be full book appear in person before the Committee within two days after members of the Union. the day on which the telegram is sent, to correct his application Section 3. All candidates for and holders of elective offices or argue for his qualification. The committee's report shall be prepared early enough to and jobs, whether elected or appointed in accordance with this allow the applicant to appear before it within the time set forth (institution, shall maintain full book membership in good in his Constitution and still reach the ports in time for the first standing. regular meeting after its election. (d) A majority vote of the membership shall, in the case of Article XIII such appeals, be sufficient to over-rule any disqualification by the Credentials Committee, in which event the one so previously classified shall then be deemed qualified. Elections for Officers, Headquarters (e) The Credentials Committee, in passing upon the quali­ Representatives, Port Agents and Patrolmen fications of candidates, shall have the right to conclusively pre­ sume that anyone nominated and qualified in previous elections Section 1. Nominations. for candidacy for any office, or the job of Headquarters Repre­ Except as provided in Section 2(b) of this Article, any full sentative, Port Agent or Patrolman, has met all the requirements book member may submit his name for nomination for any of Section 1(a) of Article Xll. office, or the job of Headquarters Representative, Port Agent Sectian 3. Balloting Procedures. or Patrolman, by delivering or causing to be delivered in per­ son, to the office of the Secretary-Treasurer at headquarters, or (a) Balloting in the manner hereafter provided, shall com­ sending, a letter addressed to the Credentials Committee, in mence on November 1st of the election year and shall continue care of the Secretary-Treasurer, at the address of headquarters. through December 31st, exclusive of Sundays and (for each This letter shall be dated and shall contain the following: individual' Port) holidays legally recognized in the City of which the port affected is located. If November 1st or De­ (a) The name of the candidate. cember 31st falls on a holiday legally recognized in a Port in (b) His home address and mailing address. the City in which that port is located, the balloting period in (c) His book number. such port shall commence or terminate, as the case may be, on (d) The title of the office or other job for which he is a the next succeeding business day. Subject to the foregoing, candidate, including the name of the Port in the event for the purpose of full book members securing their ballots, the the position sought is that of Agent or Patrolman. ports shall be open from 9:00 A.M. to 12 Noon, Monday through Saturdays, excluding holidays. (e) Proof of citizenship. (b) Balloting shall be by mail. The Secretary-Treasurer (f) Proof of seatime and/or employment as required for shall insure the proper and timely preparation of ballots, with­ candidates. out partiality as to candidates or ports. The ballots may con­ (g) In the event the member is on a ship he shall notify the Credentials (Committee what ship he is on. This shall be tain general information and instructive comments not in­ done also if he ships subsequent to forwarding his consistent with the provisions of this Constitution. All qualified candidates shall be listed thereon alphabetically within each credentials. category with book number and job seniority classification (h) Annexing a certificate in the following form, signed and status. V dated by the proposed nominee: The listing of the poijs shall first set forth Headquarters "I hereby certify that I am not now, nor, for the five (5) years and then shall follow a geographical pattern, commencing with last past, have I been either a member of the Communist Party the most northerly part of the Atlantic Coast, following the or convicted of, or served any part of a prison term resulting Atlantic Coast down to the most southerly port on that coast, from conviction of robbery, bribery, extortion, embezzlement, then westerly along the Gulf of Mexico and so on, until the grand larceny, burglary, arson, violation of narcotics laws, list of ports is exhausted. Any port outside the Continental murder, rape, assault with intent to kill, assault which inflicts United States shall then be added. There" shall be no write grievous bodily injury, or violation of Title 11 or 111 of the in voting and no provisions for the same shall appear on the Landrum-Criffin Act, or conspiracy to commit any such crimes." ballot. Each ballot shall be so prepared as to have the number thereon placed at the top thereof and shall be so perforated as to enable that portion containing the said number to be easily Dated removed to insure secrecy of the ballot. On this removable Signature of member portion shall also he placed a short statement indicating the nature of the ballot and the voting date thereof. Book No. (c) The ballots so prepared at the direetion of the SecretaryPrinted forms of the certificate shall be made available to Treasurer shall be the only official ballots. No others may be nominees. Where a nominee cannot truthfully execute such a used. Each ballot shall he numbered as indicated in the pre­ certificate, but is, in fact, legally eligible for an office or job ceding paragraph and shall be numbered consecutively, com­ by reason of the restoration of civil rights originally revoked by mencing with number 1. A sufficient amount shall be printed such conviction or a favorable determination by the Board of and distributed to each Port. A record of the ballots, both Parole of the United States Department of Justice, he shall, in by serial numbers and amount, sent thereto, shall be main­ lieu of the foregoing certificate, furnish a complete signed state­ tained-by the Secretary-Treasurer, who shall also send each ment of the facts of his case together with true copies of the Port Agent a verification list indicating the amount and serial documents supporting his statement. numbers of the ballots sent. The Secretary-Treasurer shall Any full book member may nominate any other full book also send to each Port Agent a sufficient amount of blank member in which event such full book member so nominated opaque envelopes containing, the word, "Ballot" on the face of shall comply with the provisions of this Article as they are the envelope, as well as a sufficient amount of opaque mail­ set forth herein, relating to the submission of credentials. ing envelopes, first class postage prepaid and printed on the By reason of the above self nomination provision the responsi- face thereon as the addressee shall be the name and address of sibility if any, for notifying a nominee of his nomination to the depository for the receipt of such ballots as designated by office, shall be that of the nominator. the President in the manner provided hy Article X, Section 1, All documents required herein must reach headquarters no of this Constitution. In the upper left-hand corner ofsuch earlier than July 15th and no later than August 15th of the mailing envelope, there shall be printed thereon, as a top line, election year. provision for the voter's signature and on another line im­ The Secretary-Treasurer is charged with the safekeeping of mediately thereunder, provision for the printing of the voter's these letters and shall turn them over to the Credentials Com­ name and book number. In addition, the Secretary-Treasurer mittee upon the latter's request. shall also send a sufficient amount of mailing envelopes identi­ cal with the mailing envelopes mentioned above, except that Sectian 2. Credentials Committee. they shall be of different color, and shall contain on the face (a) A Credentials Committee shall be elected at the regular of such envelope in bold letters, the word, "(3iallenge". The meeting in August of the election year, at the port where Head­ Secretary-Treasurer shall further furnish a sufficient amount quarters is located. It shall consist of six (6) full hook mem­ of "Roster Sheets" which shall have printed thereon, at the top bers in attendance at tbe meeting, with two (2) members to thereof, the year of the election, and immediately thereunder, be elected from each of the Deck, Engine and Stewards De­ five (5) vertical columns designated, date, ballot number, partments. No officer. Headquarters Representative, Port Agent signature full book member's name, book number and com­ or Patrolman, or candidate for office or the job of Headquarters ments, and such roster sheets shall contain horizontal lines Representative, Port Agent or Patrolman, shall he eligible for immediately under the captions of each of the above five election to this Committee, except as provided for in Article columns. The Secielary-Treasurer shall also send a sufficient X, Section 4. In the event any committee member is unable amount of envelopes with the printed name and address of to serve, the Committee shall suspend until the President or the depository on the face thereof, and in the upper left-hand Executive Vice-President, or the Secretary-Treasurer, in that corner, the name of the port and address, and on the face of order, calls a special meeting at the port where Headquarters such envelope, should be printed the words, "Roster Sheets is located in order to elect a replacement. The Committee's and Ballot Stubs". Each Port Agent shall maintain separate Article Xil �February, 1970 1 records of the ballots sent him and shall inspect and count the ballots when received, to insure that the amount s6nt, as well as the numbers thereon, conform to the amount and numbers listed by the Secretary-Treasurer as having been sent to that Fort. The Port Agent shall immediately execute and return to the Secretary-Treasurer a receipt, acknowledging the correctness of the amount and the numbers of the ballots sent, or shall notify the Secretary-Treasurer of any discrepancy. Discrepancies shall he corrected as soon as possible prior to the voting period. Iii any event, receipts shall be forwarded for all the aforementioned election material actually received. The Secretary-Treasurer shall prepare a file in which shall be kept memoranda and correspondence dealing with the election. This file shall at all times be available to any member asking for inspection of the same at the office of the SecretaryTreasurer and shall be turned over to the Union Tallying Committee. (d) Balloting shall be secret. Only full book members in good standing may vote. Each full book member may secure his ballot at Port offices, from the Port Agent or his duly designated representative at such port. Each Port Agent shall designate an area at the Port office over which should be posted the legend "Voting Ballots Secured Here." When a full book member appears to vote he shall present his book to the I^ort Agent or his aforementioned duly designated representa­ tive. The Port Agent or his duly designated representative shall insert on the roster sheet under the appropriate column, the date, the number of the ballot given to such member and his full book number, and the member shall then sign his name on such roster sheet under the appropriate column. Such member shall have his book stamped with the word, "Voted" and the date, and shall be given a ballot, and simultaneously the perforation on the top of the ballot shall be removed. At the same time the member shall be given the envelope marked "Ballot" together with the pre-paid postage mailing envelope addressed to the depository. The member shall take such ballot and envelopes and in secret thereafter, mark his ballot, fold the same, insert it in the blank envelope marked "Ballot", seal the same, then insert such "Ballot" envelope into the mail­ ing envelope, seal such mailing envelope, sign his name on the upper left-hand comer on the first line of such mailing envelope and on the second line in the upper left-hand corner print his name and book number, after which he shall mail or cause the same to be mailed. In the event a full book member appears to vote and is not in good standing, or does not have his membership book with him or it appears for other valid reasons he is not eligible to vote, the same procedure as provided above shall apply to him, except that on the roster sheet under the column "Comments", notation should be made that the member voted a challenged ballot and the reason for his challenge. Such member's membership book shall be stamped "voted challenge", and the date, and such member instead of the above-mentioned mailing envelope, shall be given the mailing envelope of a different color marked on the face thereof with the word, "Challenge". At the end of each day, the Port Agent or his duly designated representative shall enclose in the envelope addressed to the depository and marked "Roster Sheets and Ballot Stubs", the roster sheet or sheets executed by the members that day, together with the numbered per­ forated slips removed from the ballots which had been given to the members, and then mail the same to such depository. To insure that an adequate supply of all balloting material is maintained in all ports at all times, the Port Agent or his duly designated representative, simultaneously with mailing of the roster sheets and ballot stubs to the depository at the end of each day, shall also make a copy of the roster sheet for that day and mail the same to the Secretary-Treasurer at Head­ quarters. The Port Agent shall be responsible for the proper safeguarding of all election material and shall not release any of it until duly called for and shall insure that no one tampers with the material placed in his custody. (e) Full book members may request and vote an absentee ballot under the following circumstances; while such member is employed on a Union contracted vessel and which vessel's schedule does not provide for it to be at a port in wbich a ballot can be secured during the time and period provided for in Section 4(a) of this Article or is in a USPHS Hospital any­ time during the first ten (10) days of the month of November of the Election Year. The member shall make a request for an absentee ballot by registered or certified mail or the equivalent mailing device at the location from which such request is made, if such be the case. Such request shall con­ tain a designation as to the address to which such member wishes his absentee ballot returned. The request shall be post­ marked no later than 12:00 P.M. on the 15th day of November of the election year, shall be directed to the SecretaryTreasurer at Headquarters and must be delivered no later than the 25th of such November. The Secretary-Treasurer shall determine whether such member is eligible to vote such absentee ballot. The Secretary-Treasurer, if he determines that such member is so eligible, he shall by the 30th of such November, send by registered mail, return receipt requested, to the address so designated by such member, a "Ballot", after removing the perforated numbered stub, together with the hereinbefore mentioned "Ballot" envelope, and mailing en­ velope addressed to the depository, except that printed on the face of such mailing envelope, shall be the words "Absentee Ballot" and -appropriate voting instructions shall accompany such mailing to the member. If the Secretary-Treasurer de­ termines that such member is ineligible to receive such absentee ballot, he shall nevertheless send such member the afore­ mentioned ballot with accompanying material except that the mailing envelope addressed to the depository shall have printed on the face thereof the words "Challenged Absentee Ballot." The Secretary-Treasurer shall keep records of all of the fore­ going, including the reasons for determining such member's ineligibility, which records shall be open for inspection by full book members and upon the convening of the Union Tallying Committee, presented to them. The SecretaryTreasurer shall send to all Ports, the names and book numbers of the members to whom absentee ballots were sent. (f) All ballots to be counted, must be received by the depository no later than the January 5th immediately sub­ sequent to the election year and must be postmarked no later than 12 midnight December 31st of the election year. Section 4. (a) At the close of the last day of the period for securing ballots, the Port Agent in each port, in addition to his duties set forth above, shall deliver or mail to Head­ quarters by registered or certified mail, attention Union Tally­ ing Committee, all unused ballots and shall specifically set forth, by serial number and amount, the unused ballots so forwarded. (b) The Union Tallying Committee shall consist of 14 full book members. Two shall be elected from each of the seven ports of New York, Philadelphia, Baltimore, Mobile, New Orleans, Houston and Detroit. The election shall be held at the regular meeting in December of the election year, or if the Executive Board otherwise determines prior thereto, at a SEAFARERS LOG special meeting held in the aforesaid ports, on the first business day of the last week of said month. No officer, Head(|uarters Representative, Port Agent, Patrolman, or candidate for office, or the job or Headquarters Representative, Port Agent or Patrolman, shall be eligible for election to this Committee, except as provided for in Article X, Section 4. In addition to its duties herein set forth, the Union Tallying Committee shall be charged with the tallying of all the ballots and the preparation of a closing report setting forth, in complete detail, the results of the election, including a complete accounting of all ballots and stubs, and reconciliation of the same with the rosters, and receipts of the Port Agents, all with detailed reference to serial numbers and amounts and with each total broken down into port totals. The Tallying Committee shall have access to all election records and files for their inspection, examination and verification. The report shall clearly detail all discrepancies discovered and shall contain recommendations for the treatment of these discrepancies. All members of the Committee shall sign the report, without prejudice, however, to the right of any member thereof to submit a dissenting report as to the accuracy of the count and the validity of the ballots, with pertinent details. In connection with the tally of ballots there shall be no counting of ballots until all mailing envelopes containing valid ballots have first been opened, the ballot envelopes removed intact and then all of such ballot envelopes mixed together, after which such ballot envelopes shall be opened and counted in such multiples as the Committee may deem expedient and manageable. The Committee shall resolve all issues on chal­ lenged ballots and then tally those found valid, utilizing the same procedure as provided in the preceding sentence either jointly or separately. (c) The members of the Union Tallying Committee shall, after their election, proceed to the port in which Headquarters is located, to arrive at that port no later than January 5th of the year immediately after the election year. Each member of the Committee not elected from the port in which Head­ quarters is located shall be reimbursed for transportation, meals, and lodging expenses occasioned by their traveling to and returning from that Port. Committee members elected from the port in which Headquarters is located, shall be similarly, reimbursed, except for transportation. All members of the Committee shall also be paid at the prevailing standby rate of pay from the day subsequent to their election to the day they return, in normal course, to the port from which they were elected. The Union Tallying Committee shall elect a chairman from among themselves and, subject to th^ express terms of this Constitution, adopt its own procedures. A 1 decisions of such Committee and the contents of their report shall be valid if made by a majority vote, provided there be a quorum in at­ tendance, which quorum is hereby fixed at nine (9). The Committee, hut not less than a quorum thereof, shall have the sole right and duty to obtain all mailed ballots and the other mailed election material from the depository and to insure their safe custody during the course of the Committee's proceedings. The proceedings of the Committee except for their organizational meeting and their actual preparation of the closing report and dissents therefrom, if any, shall be open to any member, provided he observes decorum. Any candidate may act as an observer and/or designate another member to act as his observer at the counting of the ballots. In no event shall issuance of the above referred to closing report of the Committee be delayed beyond January 31st immediately subse­ quent to the close of the election year. In the discharge of its duties, the Committee may call upon and utilize the services of clerical employees of the Union. The Committee shall be discharged upon the completion of the issuance and 'dispatch of its report as required in this Article. In the event a reeheck and recount is ordered pursuant to this Article, the Committee shall be reconstituted, except that if any member thereof is not available, a substitute therefore shall be elected from the appropriate port at a special meeting held for that purpose as soon as possible. (d) The report of the Committee shall be made up in suffi­ cient copies to comply with the following requirements: two copies shall be mailed by the Committee to each Port Agent and the Secretary-Treasurer no later than January 31st im­ mediately subsequent to the close of the election year. As soon as these copies are received, each Port Agent shall post one copy of the report on the bulletin board, in a conspicuous manner, and notify the Secretary-Treasurer, in writing, as to the date of such posting. This copy shall be kept posted until after the Election Report Meeting, which shall be the March regular membership meeting immediately following the close of the election year. At the Election Report Meeting, the other copy of the report shall be read verbatim. (e) Any full book member claiming a violation of the election and balloting procedure or the conduct of the same, shall within 72 hours of the occurrence of the claimed violation, notify the Secretary-Treasurer at Headquarters, in writing, by certified mail, of the same, setting forth his name, book number and the details so that appropriate corrective action if warranted may be taken. The Secretary-Treasurer shall ex­ peditiously investigate the facts concerning the claimed viola­ tion, take such action as may be necessary if any, and make a report and recommendation, if necessaiy, a copy of which shall be sent to the member and the original -shall be filed for the Union Tallying Committee for their appropriate action, report and recommendation, if any. The foregoing shall not be applicable to matters involving the Credentials Committee's action or report, the provisions of Article Xlll, Sections 1 and 2 being the pertinent provisions applicable to such matters. All protests as to any and all aspects of the election and balloting procedures or the conduct of the same, not passed upon by the Union Tallying Committee in its report, excluding therefrom matters involving the Credentials Committee's action or report as provided in the last sentence of the immediately preceding paragraph, but including the procedure and report of the Union Tallying Committee, shall be filed in writing by certified mail with the Secretary-Treasurer at Headquarters, to be received no later than the February 25th immediately sub­ sequent to the close of the election year. It shall be the re­ sponsibility of the member to insure that his written protest is received by the Secretary-Treasurer no later than such Febru­ ary 25th. The Secretary-Treasurer shall forward copies of such written protest to dl ports in sufficient time to be read at t.ie Election Report Meeting. The written protest shall contain the full book member's name, book number, and all details constituting the protest. (f) At the Election Report Meeting the report and recom­ mendation of the Union Tallying Committee, including but not limited to discrepancies, protests passed upon by them, as well as protests filed with the Secretary-Treasurer as provided for in Section (e) immediately above, shall be acted upon by the meeting. A majority vote of the membership shall decide what action, if any, in accordance with the Constitution shall be taken thereon, which action, however, shall not include the CouBtitution Supplement—Page Seventeen ordering of a special vote, unless reported discrepancies or protested procedure or conduct found to have occurred and to be violative of the Constitution, affected the results of the vote for any office or job, in which event, the special vote shall be restricted to such office, offices and/or job or jobs, as the case may be. A majority of the membership at the Election Report Meetings may order a recheck and recount when a dissent to the closing report has been issued by three (3) or more members of the Union Tallying Committee. Except for the contingencies provided for in this Section 4(f), the closing report shall be accepted as final. There shall he no further protest or appeal from the action of the majority of the membership at the Election Report Meetings. (g) Any special vote ordered pursuant to Section 4(f) shall he commenced within ninety (90) days after the first day of the month immediately subsequent to the Election Report Meetings mentioned above. The depository shall be the same as designated for the election from which the special vote is ordered. And the procedures shall be the same as provided for in this Section 4, except where specific dates are provided for, the days shall be the dates applicable, which provide for the identical time and days originally provided for in this Section 4. The Election Report Meeting for the aforesaid special vote shall be that meeting immediately subsequent to the report of the Union Tallying Committee separated by one calendar month. Section 5. Elected Officers and Job Holders: (a) A candidate unopposed for any office or job shall be dedmed elected to such office or job notwithstanding that his name may appear on the ballot. The Union Tallying Committee shall not be required to tally completely the results of the voting for such unopposed candidate but shall certify in their report, that such unopposed caitdidate has been elected to such office or job. The Election Report Meeting shall accept the above certification of the Union Tallying Committee without change. Section 6. Installation into Office and the Job of Head­ quarters Representative, Port Agent or Patrolman: (a) The person elected shall be that person having the largest number of votes cast for the particular office or job involved. Where more than one person is to be elected for a particular office or job, the proper number of candidates receiving the successively highest number of votes shall be declared elected. These determinations shall be made only from the results deemed final and accepted as provided in this Article. It shall be the duty of the President to notify each individual elected. (b) The duly elected officers and other job holders shall take over their respective offices and jobs, and assume the duties thereof, at midnight of the night of the Election Report Meet­ ing, or the next regular meeting, depending upon which meet­ ing the results as to each of the foregoing are deemed final and accepted, as provided in this Article. The term of their predecessors shall continue up to, and expire at, that time, notwithstanding anything to the contrary contained in Article XI, Section 1. This shall not apply where the successful candi­ date cannot assume his office because he is at sea. In such event, a majority vote of the membership may grant additional time for the assumption of the office or job. In the event of the failure of the newly-elected President to assume office the provisions of Article X, Section 11 shaU apply until the expiration of the term. All other cases of failure to assume office shall be dealt with as decided by a majority vote of the membership. Section 7. The Secretary-Treasurer is specifically charged with the preservation and retention of all election records, including the ballots, as required by law, and is directed and authorized to issue such other and further directives as to the election procedures as are required by law, which directives shall be part of the election procedures of this Union. Article XiV Other Elections Section 1. Trial Committee. A Trial Committee shall be elected at a special meeting held at 10:00 A.M., the next business day following the regular meeting of the Port where the Trial is to take place. It shall consist of five full book members, of which three shall consti­ tute a quorum. No officer. Headquarters Representative, Port Agent, Port Patrolman, or other Union personnel may be elected to serve on a Trial Committee. No member who intends to be a witness in the pending trial may serve, nor may any member who cannot for any reason, render an honest decision. It shall be the duty of every member to decline nomination if he knows, or has reason to believe, any of the foregoing dis­ qualifications apply to him. The members of this committee shall be elected under such generally applicable rules as are adopted by a majority vote of the membership. Section 2. Appeals Committee. The Appeals Committee shall consist of seven full book members, five of whom shall constitute a quorum, elected at the port where headquarters is located. TTie same disquali­ fications and duties of members shall apply with regard to this committee as apply to the Trial Committee. In addition, no member may serve on an Appeals Committee in the hearing of an appeal from a Trial (Committee decision, if the said member was a member of the Trial Committee. Article XV Trials and Appeals Section 1. Any member may bring charges against any othCT member for the commission of an offense as set forth in this Constitution. These charges shall be in writing and signed by the accuser, who shall also include his book number. The accuser shall deliver these charges to the Port Agent of the port nearest the place of the offense, or the port of pay-off, if the offense took place aboard ship. He shall also request ^e Port Agent to present these charges at the next regular meeting The accuser may withdraw his charges before the meeting takes place. Soctlon 2. After presentation of the charges and the request to the Port Agent, the Port Agent shall cause those charges to be read at ffie said meeting. If the charges are rejected by a majority vote of the port, no further action may be taken thereon, unless ruled otherwise by a majority vote of the membership of the Union within 90 days thereafter. If the charges are accepted, and the accused is present, he shall be automatically on notice that he will be tried the following morning. At his request, the trial shall be postponed until the morning following the next regular meeting, at which time the Trial Committee will then be elected. He �Constitution Supplement—Page Eighteen shall also be handed a written copy of the charges made against him. If the accused is not present, the Port Agent shall immedi> ately cause to be sent to him, by registered mail addressed to his last known mailing address on Ale with the Union a copy of the charges, the names and book numbers of the accusers, and a notiAcation, that he must appear with his witnesses, ready for trial the morning after the next regular meeting, at which meeting the Trial Committee will be elected. In the event a majority of the membership of the Union shall vote to accept charges after their rejection by a port, tbe trial shall take place in the Port where Headquarters is located. Due notice thereof shall be given to the accused, who shall be informed of the name of his accusers, and who shall receive a written statement of the charges. At the request of the accused, transportation and subsistence shall be provided the accused and his witnesses. Section 3. The Trial Committee shall hear all pertinent evidence and shall not be bound by the rules of evidence required by courts of law but may receive all relevant testi­ mony. The Trial Committee may grant adjournments, at the request of the accused, to enable him to make a proper defense. In the event the Trial Committee falls beneath a quorum, it shall adjourn until a quorum does exist. Section 4. No trial shall be conducted unless all the accusers are present. Tlie Trial Committee Shall conduct the trial except that the accused shall have the right to cross-examine the accuser, or accusers, and the witnesses, as well as to conduct his own defense. The accused may select any member to assist him in his defense at the trial, provided, (a) the said member is available at the time of the trial and (b) the said member agrees to render such assistance. If the accused challenges the quallAcations of the members of the Trial Committee, or states that the charges do not adequately inform him of what wrong he allegedly committed, or the time and place of such commis­ sion, such matters shall be ruled upon and disposed of, prior to proceeding on the merits of the defense. TTie guilt of an accused shall be found only if proven by the weight of the evidence, and the burden of such proof shall be upon the accuser. Every Anding shall be based on tbe quality of the evidence and not solely on the number of witnesses produced. V.' Section 5. The Trial Committee shall make Andings as to guilt or innocence, and recommendations as to punishment and/or other Union action deemed desirable in the light of the proceedings. These Andings and recommendations shall be those of a majority of the committee, and shall be in writing, as shall be any dissent. The committee shall forward its And­ ings and recommendations, along with any dissent to the Port Agent of the port where the trial took place, while a copy thereof shall be forwarded to the accused and the accusers, either in person or by mail addressed to their last known addresses. The Andings shall include a statement that the rights of the accused under this Constitution, were properly safeguarded. The Andings also must contain the charges made, the date of the trial, the name and address of the accused, the accuser, and each witness; shall describe each document used at the trial; shall contain a fair summary of the proceedings, and shall state the Andings as to guilt or innocence. If possible, all documents used at the trial shall be kept. All "Andings and recommendations shall be made a part of the regular Ales. Sec'/io'.i 6. The Port Agent of the Port of Trial shall, upon receipt of the Andings and recommendations of the Trial Com­ mittee, cause the Andings and recommendations to be presented, and entered into the minutes, at the next regular meeting. Section 7. The Port Agent shall send the record of the entire proceedings to Iieadquarters, which shall cause sufficient copies thereof to he made and sent to each Port in time for the next regularly scheduled meeting. Section 8. At the latter meeting, the proceedings shall be dis­ cussed. Tlu' meeting shall then vote. A majority vote of the membershij! of tiie Union shall: (a) Accept the findings and recommendations, or (b) Reject the Andings and recommendations, or (c) Acceiit i!ie findings, but modify the recommendations, or (d) Order a new trial after finding that substantial justice has not been done with regard to the charges. In this event, a new trial shall take place at the port where headquarters is located and upon application, the accused, the accusers, and their witnesses shall be furnished transportation and subsist­ ence. Section 9. After the vote set forth in Section 8, any punish­ ment so decided uDon shall become effective. Headquarters shall cause notice of the results thereof to be sent to each accused and accuser. Section 10. An accused who has been found guilty, or who is under effective punishment may appeal in the following manner; He may send or deliver a notice of appeal to Headquarters within 30 days after receipt of the notice of the decision of the membership. Section II. At the next regular meeting of the port where Headquarters is located, after receipt of the notice of appeal, the notice shall be presented and sball then become part of the minutes. An Appeals G>mmittee shall then he elected. The Vice-President in charge of contracts is charged with the duty of presenting the before-mentioned proceedings-and all avail­ able documents used as evidence at the trial to the Appeals Committee, as well as any written statement or argument sub­ mitted by the accused. The accused may argue his appeal in person, if he so desires. The appeal shall be heard at Union Headquarters on the night the committee is elected. It shall be the responsibility of the accused to insure that his written statement or argument arrives at headquarters in time for such presentation. Section 12. The Appeals Committee shall decide the appeal as soon as possible, consistent with fair consideration of the evidence and arguments before it. It may grant adjournments and may request the accused or accusers to present arguments, whenever necessary for such fair consideration. Sactlon 13. The decision of the Appeals Committee shall be by majority vote, and shall be in the form of Andings and recommendations. Dissents will be allowed. Decisions and dissents shall be in writing and signed by those participating in such decision or dissent. In making its Andings and , "com­ mendations, the committee shall be governed by the following; (a) No Anding of guilt shall be reversed if there is sub­ stantial evidence to support such a finding and, in such case, the Appeals Committee shall not make its own Andings as to the weight of evidence. (b) In no event shall increased punishment be recommended. (c) A new trial shall be recommended if the Appeals Com­ mittee finds—(a) that any member of the Trial Committee SEAFARERS February, 1970 LOG should have been disqualified, or (b) that the accused was not adequately informed of the details of the chwged offense, which resulted in his not having been given a fair trial, or (c) that for any other reason, the accused was not given a fair trial. (d) If there is not substantial evidence to support a Anding of guilt, the Appeals Committee shall recommend that the charge on which the Anding was based be dismissed. (e) The Appeals Committee may recommend lesser punish­ ment. Section 14. The Appeals Committee shall deliver its decision and dissent, if any, to headquarters, which shall cause sufficient copies to be published and shall have them sent to each port in time to reach there before the next regular scheduled meeting. Headquarters shall also send a copy to each accused and accuser at their last known address, or notify them in person. Section 15. At the meeting indicated in Section 14 of this Article, the membership, by a majority vote, shall accept the decision of the Appeals Committee, or the dissent therein. If there is no dissent, the decision of the Appeals Committee shall stand. If a new trial is ordered, that trial shall be held in the port where headquarters is located, in the manner provided for in Section 2 of this Article. Any decision so providing for a new trial shall contain such directions as will insure a fair hearing to the accused. Soctien 16. Headquarters shall notify the accused and each accuser, either in person or in writing addressed to their last known address, of the results of the appeal. A further appeal shall he allowed as set forth in Section 17 of this Article. Section 17. Each member is charged with knowledge of the provisions of the Constitution of the Seafarers International Union of North America, and the rights of, and procedure as to, further appeal as provided for therein. Decisions reached thereunder shall be binding on all members of the Union. Section It. It shall be the duty of all members of the Union to take all steps within their constitutional power to carry out the terms of any effective decisions. SocHon 19. Every accused shall receive a written copy of the charges preferred against him and shall be given a reasonable time to prepare his defense, but he may thereafter plead guilty and waive any or all of the other rights and privileges granted to him by this Article. If an accused has been properly notified of his trial and fails to attend without properly requesting a postponement, the Trial Commiiije may hold its trial without his presence. Article XVi Offenses and Penalties Section 1. Upon proof of the commission of the following offenses, the member shall be expelled from membership; (a) Proof of membership in any organization advocating the overthrow of the Governn^ent of the United States by force; (b) Acting as an informer against the interest of the Union or the membership in any organizational campaign; (c) Acting as an informer for, or agent of, the company against the interests of the membership or the Union; (d) The commission of any act as part of a conspiracy to destroy the Union. Section 2. Upon proof of the commission of any of the fol­ lowing offenses, the member shall be penalized up to and including a penalty of expulsion from the Union. In the event the penalty of expulsion is not invoked or recommeded, the penalty shall not exceed suspension from the rights and privileges of membership for more than two (2) years, or a fine of $50.00 or both: (a) Willfully misappropriating or misusing Union property of the value in excess of $50.00. (b) Unauthorized use of Union property, records, stamps, seals, etc., for the purpose of personal gain; (c) Willful misuse of any office or job, elective or not, within the. Union for the purpose of personal gain, financial or other­ wise, or the willful refusal or failure to execute the duties or functions of the said office or job, or gross neglect or abuse in executing sucb duties or functions or other serious misconduct or breach of trust. The President may, during the pendency of disciplinary proceedings under this subsection, suspend the officer or jobholder from exercising the functions of the office or job, with or without pay, and designate his temporary re­ placement. (d) Unauthorized voting, or unauthorized handling of bal­ lots, stubs, rosters, verification lists, ballot boxes, or election Ales, or election material of any sort; (e) Preferring charges with knowledge that such charges are false; (f) Making or transmitting, with intent to deceive, false reports or communications which fall within the scope of Union business; (g) Deliberate ffailure or refusal to join one's ship, or mis­ conduct or neglect of duty aboard ship, to the detriment of the Union or its agreements; (h) Deliberate and unauthorized interference, or deliberate and malicious villiAcation, with regard to the execution of the duties of any office or job; (i) Paying for, or receiving money for, employment aboard a vessel, exclusive of proper earnings and Union payments; (j) Willful refusal to submit evidence of affiliation for the purpose of avoiding or delaying money payments to the Union, or unauthorizedly transferring or receiving evidence of Union affiliation, with intent to deceive; (k) Willful failure or refusal to carry out the order of those duly authorized to make such orders during time of strike. (1) Failure or refusal to pay a fine or assessment within the time limit set therefor either by the Constitution or by action taken in accordance with the Constitution. S«ction 3. Upon proof of the commission of any of the fol­ lowing offenses, members shall he penalized up to and including a suspension from the rights and privileges of membership for two (2) years, or a fine of $50.00 or both: (a) Willfully misappropriating or misusing Union property of the value under $^.00; (b) Assuming any office or job, v lie'*;er elective or not with knowledge of the lack of possession of the qualifications re­ quired therefor; (c) Misconduct during any meeting or other official Union proceeding, or bringing the Union into disrepute by conduct not provided for elsewhere in this Article; (d) Refusal or negligent failure to carry out orders of those duly authorized to make such orders at any time. Section 4. Upon proof of the commission of any of the fol­ lowing offenses, members shall be penalized up to and including a fine of $50.00: (a) Refusal or willful failure to be present at sign-ons or pay-offs; (b) Willful failure to submit Union book to Union repre­ sentatives at pay-off; (c) Disorderly conduct at pay-off or sign-on; (d) Refusal to cooperate with Union representatives in dis­ charging their duties; (e) Disorderly conduct in the Union hall; (f) Gambling in the Union hall; (g) Negligent failure to join ship. Soctien 5. Any member who has committed an offense penal­ ized by no more than a fine of $50.00 may elect to waive his rights under this Constitution subject to the provisions of Article XV, Section 19 and to pay the maximum fine of $50.00 to the duly authorized representative of the Union. Soctien 6. This Union, and its members, shall not be deemed to waive any claim, of personal or property rights to which it or its members are entitled, by bringing the member to trial or enforcing a penalty as provided in this Constitution. Section 7. Any member under suspension for an offense under this Article shall continue to pay all dues and assessments and must observe his duties to the Union, members, officials, and job holders. Article XVil Publications This Union may publish such pamphlets, journals, news­ papers, magazines, periodicals and general literature, in such manner as may be determined, from time to time, by the Executive Board. Article XVili Bonds Officers and job holders, whether elected or appointed as well as all other employees handling monies of the Union shall be bonded as required by law. Article XIX Expenditures Soctioii I. In the event no contrary policies or instructions are in existence, the President may authorize, make, or incur such expenditures and expenses as are normally encompassed within the authority conferred upon him by Article X of this Constitution. Section 2. The provisions of Section 1 shall similarly apply to the routine accounting and administrative procedures of the Union except those primarily concerned with trials, appeals, negotiations, strikes, and elections. Section 3. The provisions of this Article shall supersede to the extent applicable, the provisions of Article X of this Constitution. Article XX Income Section 1. The income of this Union shall include dues, initiation fees, fines, assessments, contributions, loans, interest, dividends, as well as income derived from any other legitimate business operation or other legitimate source. Section 2. An official Union receipt, properly filled out, shall be given to anyone paying money to the Union or to any person authorized by the Union to receive money. It shall be the duty of every person affiliated with the Union who makes such payments to demand such receipt. Section 3. No assessments shall he levied except after a ballot conducted under such general rules as may be decided upon by a majority vote of the membership, provided that; (a) The ballot must be secret. (b) The assessment must be approved by a majority of the valid ballots cast. Section 4. Except as otherwise provided by law, all payments by members or other affiliates of this Union shall be applied successively to the monetary obligations owed tbe Union com­ mencing with the oldest in point of time, as measured from the date of accrual of such obligation. The period of arrears shall be calculated accordingly. Section 5. To the extent deemed appropriate by the major­ ity of the Executive Board, funds and assets of the Union may be kept in an account or accounts without separation as to purpose and expended for all Union purposes and objects. Article XXI Other Types of Union Affiliation To the extent permitted by law, this Union, by majority vote of the membership, may provide for affiliation with it by individuals in a lesser capacity than membership, or in a capacity other than membership. By majority vote of the mem­ bership, the Union may provide for the rights and obligations incident to such capacities or affiliations. These rights and obligations may include, but are not limited to (a) the applic­ ability or non-applicability of all or any part of the Consti­ tution; (b) the terms of such affiliation; (c) the right of the Union to peremptory termination of such affiliation and, (d) the fees required for such affiliation. In no event may anyone not a member receive evidence of affiliation equivalent to that of members, receive priority or rights over members, or be termed a member. Article XXII Quorums Section 1. Unless elsewhere herein otherwise specifically pro­ vided, the quorum for a special meeting of a port shall be six (6) full book members. Section 2. The quorum for a regular meeting of a Port shall be fifty (50) members. Section 3. Unless otherwise specifically set forth herein, the decisions, reports, recommendations, or other functions of any segment of the Union requiring a quorum to act officially, shall be a majority of those voting, and shall not be official or effective unless the quorum requirements are met. -f �February, 1970 SEAFARERS Section 4. Unless otherwise indicated herein, where the ret^irements for a quorum are not specifically set forth, a quorum shall he deemed to be a majority of those composing the ap­ plicable segment of the Union. Article XXiii Meetings I 1 ' !: % . ^:li • Section 1. Regular membership meetings shall be held inonthly only in the following major ports at the following times: During the week following the first Sunday of every month a meeting shall be held on Monday—at New York; on Tuesday —at Philadelphia; on Wednesday—at Baltimore; and on Friday—at Detroit. During the next week, meetings shall be held on Monday—at Houston; on Tuesday—at New Orleans; and on Wednesday—at Mobile. All regular membership meet­ ings shall commence at 2:30 P.M. local time. Where a meeting day falls on a Holiday officially designated as such by the authorities of the state or municipality in which a port is located, the port meeting shall take place on the following business day. Saturday and Sunday shall not be deemed busi­ ness days. The Area Vice _ Presidents shall he the chairmen of all regular meetings in ports in their respective areas. In the event the Area Vice Presidents are unable to attend a regular meeting of a port, they shall instruct the Port Agents, or other elected job holders, to act as chairmen of the meetings. In the event a quorum is not present at 2:30 P.M. the chairman of the meeting at the pertinent port shall postpone the opening of the meeting but in no event later than 3:00 P.M. Section 2. A special meeting at a port may be called only at the direction^ of the Port Agent or Area Vice President. No special meeting may he held, except between the hours of 9:00 A.M. and 5:00 P.M. Notice of such meeting shall be posted at least two hours in advance, on the port bulletin board. TIM Area Vice Presidents shall be the chairmen of all special meetings in ports in their respective areas. In the event the Area Vice Presidents are unable to attend a special meet­ ing of a port, they shall instruct the Port Agents, or other elected job holders, to act as chairmen of the meetings. Section 3. Notwithstanding anything to the contrary, all reg­ ular meetings shall be governed by the following: 1. The Union Constitution. 2. Majority vote of the members assembled. Article XXiV Definitions and Miscellaneous Provisions Relating Thereto Ln I, «!. I: Section 1. Incapacity. Unless otherwise set forth or dealt with herein, the term "incapacity," shall mean any illness or situation preventing the affected person from carrying out his duties for more than 30 days, provided that this does not result in a vacancy. However, nothing contained in this Article shall be deemed to prohibit the execution of the functions of more than one job and/or office in which event no incapacity shall be deemed to exist with regard to the regular job or office of the one taking over the duties and functions of the one incapacitated. The period of incapacity shall be the time during which the circumstances exist. Section 2. Unless otherwise set forth or dealt with herein, the term "vacancy" shall include failure to perform the func­ tions of any office or job by reason of death, or resignation, or suspension from membership or expulsion from the Union with no further right to appeal in accordance with the pro­ visions of Article XV of this Constitution. 1 f:' LOG officials and other elected job-holders are required to asume office. Section 8. The terms, "this Constitution", and "this amended Constitution," shall be deemed to have the same meaning and shall refer to the Constitution as amended which takes the place of the one adopted by the Union in 1939, as amended up through August, 1968. Section 9. The term, "member in good standing", shall mean a member whose monetary obligations to the Union are not in arrears for thirty days or more, or who is not under suspen­ sion or expulsion effective in accordance with this Constitution. Unless otherwise expressly indicated, the term, "member," shall mean a member in good standing. Section 10. Unless plainly otherwise required by the context of their use, the terms "Union book," "membership book," and "book," shall mean official evidence of Union membership. Section 11. The term "full book" or "full Union book" shall mean only an official certificate issued as evidence of Union membership which carries with it complete rights and privileges of membership except as may be specifically constitutionally otherwise provided. Section 12. The term, "full book member", shall mean a member to whom a full book has been duly issued and who is entitled to retain it in accordance with the provisions of this Constitution. Article XXV Amendments This Constitution shall be amended in the following manner: Section 1. Any full book member may submit at any regular meeting of any Port proposed amendments to this Constitu­ tion in resolution form. If a majority vote of the membership of the Port approves it, the proposed amendment shall be for­ warded to all Ports for further action. Section 2. When a proposed amendment is accepted by a ma­ jority vote of the membership, it shall be referred to a Con­ stitutional Committee in the Port where Headquarters is located. This Committee shall be composed of six full book members, two from each department and shall be elected in accordance with such rules as are established by a majority vote of that Port. The Committee will act on all proposed amendments referred to it. The Committee may receive whatever advice and assistance, legal or otherwise, it deems necessary. It shall prepare a report on the amendment together with any proposed changes or substitutions or recommendations and the reasons for such recommendations. The latter shall then be submitted to the membership. If a majority vote of the membership approves the amendment as recommended, it shall then be voted upon, in a yes or no vote by the membership of the Union by secret ballot in accordance with the procedure directed by a majority vote of the membership at the time it gives the approval necessary to put the referendum to a vote. The Union Tallying Committee shall consist of six (6) full book members, two from each of the three (3) departments of the Union, elected from Headquarters Port. The amendment shall either be printed on the ballot, or if too lengthy, shall be referred to on the ballot. Copies of the amendment shall be posted on the bulletin boards of all ports and made available at the voting site in all ports. Section 3. If approved by a majority of the valid ballots cast, the amendment shall become effective immediately upon notification by the aforesaid Union Tallying Committee to the Secretary-Treasurer that the amendment has been so approved, unless otherwise specified in the amendment. The SecretaryTreasurer shall immediately notify all ports of the results of the vote on the aniendnieiit. Section 3. When applicable to the Union as a whole the term, "majority vote of the membership," shall mean the majority of all the valid votes cast by. full book members at an official meeting of those ports holding a meeting. This definition shall prevail notwithstanding that one or more ports cannot hold meetings because of no quorum. For the purpose of this Sec­ tion, the term "meeting" shall refer to those meetings to be held during the time period within which a vote must be taken in accordance with the Constitution and the custom and usage of the Union in the indicated priority. EXHIBIT A Minimal requirements to be contained in Constitution of subordinate bodies and divisions chartered by or affiliated with the Seafarers International Union of North America — At­ lantic, Gulf, Lakes and Inland Waters District. Section 4. When applicable solely to port action and not con­ cerned with, or related to, the Union as a whole, and not forming part of a Union-wide vote, the term "majority vote of the membership," shall refer to the majority of the valid votes cast by the full book members at any meeting of the Port, regular or special. Section 5. The term, "membership action", or reference thereto, shall mean the same as the term "majority vote of the membership." Section 6. Where the title of any office or job, or the holder thereof, is set forth in this Constitution, all references thereto and the provisions concerned therewith shall be deemed to be equally applicable to whomever is duly acting in such office or job. Soction 7. The term "Election Year" shall be deemed to mean that calendar year prior to the calendar year in which elected All members shall have equal rights and privileges, subject to reasonable rules and regulations, contained in this Consti­ tution, including secret election, freedom of speech, the right to hold office and the right of secret votes on assessment and dues increases, all in accordance with the law. II No member may be automaticaly suspended from member­ ship except for non-payment of dues, and all members shall be afforded a fair hearing upon written charges, with a reas­ onable time to prepare defense, when accused of an offense under the Constitution. This Union is chartered by (and/or affiliated with), the Seafarers International Union of North America—Atlantic, Constitution Supplement—Page Nineteen Gulf, Lakes and Inland Waters District, and this Constitution and any amendments thereto, shall not take effect unless and until approved as set forth in the Constitution of thaf Union. IV An object of this Union is, within its reasonable capacity, to promote the welfare of, and assist, the Seafarers Interna­ tional Union of North .'\merica—Atlantic, Gulf, Lakes and In­ land Waters District. The charter land/or affiliation) relationship between this Union and the Seafarers International Union of North America —Atlantic, Gulf, Lakes and Inland Waters District shall not be dissolved so long as at least ten members of this Union, and the Seafarers International Union of North America— Atlantic, Gulf, Lakes and Inland Waters District acting through its Executive Board wish to continue such relationship. VI No amendment to this Constitution shall be effective unless and until approved by at least a two-thirds vote of the member­ ship in a secret referendum conducted for that purpose. In any event, the adoption of this Constitution and any amend­ ments thereto, will not be effective unless and until compliance with Article II of the Constitution of the Seafarers Interna­ tional Union of North America—Atlantic, Gulf, Lakes and Inland Waters District is first made. Vli .The Seafarers International Union of North America—At­ lantic, Gulf, Lakes and Inland Waters District shall have the right to check, inspect and make copies of all the books and records of this Union upon demand. VIII This Union shall not take any action which will have the effect of reducing its net assets, calculated through recognized accounting procedures, below the amount of its indebtedness to the Seafarers International Union of North America—Atlan­ tic, Gulf, Lakes and Inland Waters District, unless approved by that Union through its Executive Board. IX So long as there exists any indebtedness by this Union to the Seafarers, International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, that Union shall have the right to appoint a representative or representatives, to this Union who shall have the power to attend all meetings of this Union, or its sub-divisions, or governing boards, if any; and who shall have access to all books and records of this Union on demand. This representative, or these representatives, shall be charged with the duty of assisting this Union and its mem­ bership, and acting as a liaison between the Seafarers Inter­ national Union of North America—Atlantic, Gulf, Lakes and Inland Waters District and this Union. So long as any unpaid per capita tax, or any other indebted­ ness of any sort is owed by this Union to the Seafarers Inter­ national Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, such indebtedness shall constitute a first lien on the assets of this Union, which lien shall not be impaired without the written approval of the Seafarers Inter­ national Union of North America—Atlantic, Gulf Lakes and Inland Waters District acting through its Executive Board. XI The per capita tax payable by this Union to the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District shall be that which is fixed in ac­ cordance with the terms of the Constitution of that Union. XII This Constitution and actions by this Union pursuant thereto are subject to those provisions of the Constitution of the Sea­ farers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District pertaining to affiliation, dis­ affiliation, trusteeships, and the granting and removal of charters. XIII This Union shall be affiliated with the Seafarers International Union of North America through the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District. It shall share in, and participate as part of, the delegation of that District to the Convention of the Sea­ farers International Union of North America in accordance with the provisions of the Constitution of the Seafarers Inter­ national Union of North America—Atlantic, Gulf, Lakes and Inland Waters District. �Constitution Supplement—Page Twenty SEAFARERS LOG February, 1970 EFERY SEAEARER IS GUARANTEED • Protection of the rights and privileges guaranteed him under the Constitution of the Union. • The right to vote. • The right to nominate himself for, and to hold, any office in the Union. • That every official of the Union shall be bound to uphold and protect the rights of every member and that in no case shall any member be deprived of his rights and privileges as a member without due process of the law of the Union. • The right to be confronted by his accuser and to be given a fair trial by an impartial committee of his brother Union members if he should be charged with conduct detrimental to the welfare of Seafarers banded together in this Union. • The right to express himself freely on the floor of any Union meeting or in committee. • The assurance that his brother Seafarers will stand with him in defense of the democratic principles set forth in the Constitution of the Union. •f*/' - �Febrnaryt 1970 •I I , I 1 F |\< I' IT V Lrf f- SEAFARERS Dr. Arthur ^Sam' Houston SlU Medical Examiner "A most competent physician and an outstanding administra­ tor," was how Dr. Arthur N. "Sam" Houston was described by SiU Chief Medical Director Dr. Joseph Logue. Dr. Houston, who was SIU Medical Examiner for ^e Port of New Orleans, died on Janu­ ary 16 after a long illness. He was 66 years old. Remembered by New Orleans Port Agent C. J. "Buck" Ste­ phens as "a good doctor and a man who was well liked," Dr. Houston had headed the SIU clinic in New Orleans since its opening in 1961. "He was very instrumental in getting the clinic in New Or­ leans on its feet," said Dr. Logue. A man who became very in­ volved in his cases, "from begin­ ning to end, *he will be very much missed as a colleague and friend, by myself in particular, and by all the people he came in contact with in the port," Dr. Logue commented. Attending the private funeral service were Brother Stephens and SIU Vice-President Lindsey Williams. Dr. Houston was a native of Benson, Arizona and graduated from the University of Arizona in 1923. He then attended the Page Twenty One LOG New York Lifeboat School Graduates Posing for their" class photo are these graduates of the SIU New York Lifeboat School, Class of January 28, 1970. Seated (l-r) are Justo Gonzalez, George Sadorowitsch, Dwight Ford, and Joby Jones. Standing (l-r) are SIU Instructor Leonard Decker, Mar­ co Smigliani, Robert H. Wallace, and Fred Janci. Seafarers must spend a minimum of 30 hours in the lifeboat under the supervi­ sion of qualified SIU instructors before they are eligible to take U.S. Coast Guard examination. Tulane University School of Medicine in New Orleans, later opening a practice there. During World War II he served as a commander in the Navy and saw duty in the South Pacific. Dr. Houston was a member of the Louisiana State Medical Society, the American Medical Association, Surgical Associa­ tion of Louisiana, and belonged to the board of the National In­ dustrial Medical Association. Survivors include his wife, Marie; a daughter, Mrs. Gayle Houston Antony of New Or­ leans; a son, Arthur N. Houston Jr., U.S. Army, Fort Polk, Leesville, Louisiana, and three grand­ children, also of New Orleans. Nomination of Judge Carswell Labeled as Slap at Negroes li II The AFL-CIO termed Presi­ dent Nixon's nomination of Judge G. Harrold Carswell to the Supreme Court "a slap in the face to the nation's Negro citizens" and urged the Senate to reject it. Federation President George Meany said "it is all too evi­ dent" that the selection of Carswell reflects the "southern politi­ cal strategy" of Attorney Gen­ eral John N. Mitchell "rather than any search for a preemi­ nent jurist." The so-called "southern strat­ egy" embraced by the conserva­ tive wing of the Republican Party is keyed to wooing Dixiecrats who supported Third Party Candidate George C. Wallace in 1968, while abandoning any effort to win over Negroes and other minority groups, or appeal to liberals. "The AFL-CIO is sorry to see that the President is still using Supreme Court nominations for partisan political advantage," Meany said, "instead of seeking a justice worthy to wear the mantle of Holmes, Brandeis or Warren." Meany noted that the nomi­ nation was made "in full knowl­ edge that the Leadership Con­ ference on Civil Rights had opposed Judge Carswell's ap­ pointment to the Court of Appeals, only a few months ago, on the ground that he had as a district judge been peculiarly hostile to the civil rights of Negroes." He urged the Senate and its Judiciary Committee to "care­ fully scrutinize the nominee's qualifications, judicial decisions and the depth of his prejudices. Since the President seems deter­ mined to make nominations solely for political reasons, the Senate's constitutional obliga­ tion to inquire becomes abso­ lutely vital." From what is known of Carswell's background and philos­ ophy, Meany said, "we believe he does not meet the high stand­ ards requisite for Supreme Court membership. We are opposed to his confirmation. We hope he is rejected by the Senate." In response to questions, he admitted that he had made a "white supremaey" speeeh dur­ ing a 1948 political campaign but said he now rejects any no­ tion of racial superiority. He also denied having had anything to do with the transfer of a Tal­ lahassee, Fla., golf course and clubhouse to private ownership after the city was forbidden to continue to operate it as a seg­ regated facility. Senator Edward J. Gumey (R-Fla.), chief sponsor of Carswell's nomination to the Su­ preme Court, told the Judiciary Committee that Carswell showed "forthrightness, candor and strength of character" in not trying to excuse his 1948 speeeh. Gurney said the quality of being able to change one's mind is important in a period of rapid change. Latest graduates of the SIU Lifeboat School in New York pose for a class photo after taking the Coast Guard examination. Front row (l-r): Norman Bergeron, Thomas Shoemaker, Robert Hagood. In back are: Instructor Bob Lord, John Colalillo, James Williams, OIlie Webber. All passed with very good scores. Will Concentrate on the Fairways Gulf of Mexico Being Searched To Chart Hazards to Shipping CORPUS CHRISTI—A mas­ sive search, extending over sev­ eral years, will be launched this month in the Gulf of Mexico to chart dangerous obstructions to shipping, some of which have been a menace to vessels for nearly fifty years. The project will be conducted by the Commerce Department's Environmental Science Services Administration (ESSA), and will employ the United States' only wire drag vessels, the Rude and Heck, operated by ESSA's Coast and Geodetic Survey. The mission of the ships will be to search the waters of the Gulf for partially dismantled oil platforms, sunken ships, sandbars, and other submerged objects which present a hazard to merchant ships. Most of the waters to be searched were first charted by the Coast and Geodetic Survey in 1966, to guide coastal and ocean-going vessels safely be­ tween the numerous oil well platforms which rise above the surface of the waters of the Gulf as far out to sea as 60 miles. These waters, referred to by mariners as the Fairways, lead into such ports as Tampa, Mo­ bile, New Orleans, Port Arthur, Galveston, Houston and Corpus Christi. The survey ships will begin the search off the coast of Texas, and will work their way east­ ward towing a submerged wire between them as they sweep the assigned areas. The wire, towed at various depths down to 60 feet, will be maintained close to the bottom in shallow areas. Over a 48-year period, more than 70 submerged obstructions were reported to the Coast and Geodetic Survey. These include the sunken wrecks of many com­ mercial and recreational vessels, some more than one hundred years old. Superstition Behind Calling Ships 'She' Seafarers have tradition­ ally referred to their ships as females. This tradition is seeming­ ly a flattering one for women. That is, if you don't refer back to its origin as researched by Alan P. Ma­ jor of Nautical Magazine. He says that when man first began to sail the seven seas, he was fearful of these waters since he imagined that some evil spirit ruled in the depths. As a protection from the wrath of this malevolent spirit, ancient seamen would sacrifice a young woman and then throw "her blood against the sides and bows of their frail craft; her head being mounted in front of the vessel so the spirit of the depths could see that those who sailed in it had made sacrifice to him." So ladies, next -time a man wants to name a ship after you, be careful. �SEAFARERS Pajre Twenty Two LOG February, 1970 House Hearings Begin on Merrhant Marine Ait of 1970 (Continued from Page 3) possible the replacement of ob­ solete vessels, the moderniza­ tion of the American fleet, and the maximizing of U.S.-flag cargo carriage," Moody added. He said that the MTD was "pleased to find that the pending legislation would extend this construction reserve opportunity to the entire fleet engaged in foreign trade, and that the maxi­ mum opportunity will be extend­ ed to every operator to get into this program." Continuing his remarks. Moody added that this provi­ sion in the pending bill achieves a major breakthrough since "It establishes, and we hope for all time, the principle that all ship operators will be treated as equals." Catch-Up Plan Commenting on the appear­ ance before the Committee by Maritime Administrator Gib­ son. Moody said that the MTD was pleased that Gibson "rec­ ognised the fact that the unsubsidized operator has been placed at a competitive disad­ vantage for many years — be­ cause the subsidized operator has been getting this tax break, and he has not. We are intrigued with the suggestion made here of some sort of a catch-up plan, that would make it possible for the newly covered operator to build new ships as rapidly as no"«ible." "We hope that the amend­ ment which has been suggested here would give every possible break to the operator who is only now being given the op­ portunity to set up such a fund. This would be the most com­ pelling evidence possible that Congress and the Administra­ tion intend to rectify some of the wrongs that have been per­ petrated against the unsubsidized operator all these years." Directing attention to what dollars an operator would be permitted to deposit in this fund. Moody said; "As the bill reads now, it would restrict deposits to those earnings which come from for­ eign trade. Yet many of the presently unsubsidized opera­ tors haye been engaged pri­ marily—or at least to a major extent—in the domestic trade. They have been forced to con­ centrate on this trade because— in the absence of operating and construction subsidies — they have been unable to compete with the foreigner, or with the subsidized American operator who was placed on a par with the foreigner, in foreign com­ mercial trade." The MTD Administrator re­ minded the Committee that some of these domestic opera­ tors have begun to branch out into the foreign trade "on their own," and added: "We think they should be encouraged to do so, and we are pleased that the Maritime Ad­ ministrator indicated as much in his appearance before the Com­ mittee." Reminding the Committee of a suggestion, made by one of its own members, and to which Maritime Administrator Gibson indicated no objection, namely that the provision in the bill be modified so that an operator could deposit earnings from the domestic, as well as from the foreign trade in the fund, with the understanding that the funds could be used solely for the construction of ships for the foreign trade. Moody said: "With such an amendment, this provision would provide the maximum opportunity for the unsubsidized operator to move quickly into the expand­ ing foreign trade—putting new­ er, faster, more efficient ships into service, partidularly in the bulk^ trade—and it would still limit the use of this fund to the expansion of the foreign trade fleet, as the President desires." A key item in the Adminis­ tration's maritime program — the inclusion of bulk carriers under the vessel construction subsidy program — was re­ viewed at length by Moody. He told the Committee that when the Merchant Marine Act Galley Crew In Mombasa Seafarers in the steward department aboard the Steel Vendor make a happy galley crew in this photo taken while their ship stopped in the Port of Mombasa, Kenya. From (l-r) are: Mike Dunn, chief stew­ ard; Bill (Sroucho Marx) Saltsrez, third cook; Bill Butterley III, crew messman; Carlos Luna, chief cook. Ship visited South African ports. of 1936 was enacted, "78 per­ would be economically unwise Let's not start out again on a cent of our trade was in break- and militarily dangerous to let maritime program and then drop bulk cargo—so we can under­ this trade fall into the hands of it by thfe wayside." In the past, Groton said, the stand how the Congress made foreign-flag shipping—for they the decision in 1936 to put its could, at will, either cut this lack of continuity in our ship­ money where the trade was." lifeline or extort exorbitant building program has led to the prices for the carriage of our loss of highly-skilled, highly However, Moody added: trained workers who are period­ goods." "The pendulum has swung ically placed in "mothballs," or Moody also advised the in the other direction — and join other industries because today—85 percent of our cargo Committee that the mid-winter is in bulk trade, and only 15 session of the Executive Board there is no stability in employ­ percent is in bteak-bulk trade. of the Maritime Trades Depart­ ment opportunities. Groton emphasized, "if we So the emphasis should be on ment would convene this month spending 85 cents of every con- - —and this issue was already decide to go forward with this struction subsidy dollar on bulk scheduled to come up on its program, we'd better mean it. Once we start modernizing these carriers, and 15 cents on break- agenda. "We hope that, out of our shipyards, and once we start hir­ bulk carriers." Executive Board meeting, will ing and training more shipyard Bulk Ship Priority come a plan of action whereby workers, we'd better keep going Commenting on the provi­ we, in the maritime industry— —or we'll fall flat on our face, sion of the President's program both management and labor— and we'll probably never be able which gives priority in bulk ship representatives of the govern­ to get up again." construction to operators al­ ments of the non-contiguous Pointing to an additional ben­ ready in the trade. Moody said: areas, and officials of federal efit to the entire economy which "We are also in accord with agencies can work together to would result from a full-ahead the position taken by the Mari­ support a workable solution to shipbuilding program, Groton time Administrator to the effect this problem," Moody con­ zeroed in on the issue of the that, to the extent that they cluded. hard-core unemployed in the qualify, present bulk operators nation. Groton Testifies would have first crack at the "A steady, year-around ship­ Page Groton, Director of the building program would be of construction differential subsi­ dies that are made available for Boilermakers Iron Shipbuilders invaluable assistance to the bulk carriers. We think this is Marine Council, in his testi­ country in solving the problem wise. There are operators who mony before the Committee, of the hard-core unemployed in have struggled to stay alive in stressed that "continuity" must general, and the hard-core job­ the bulk trades for years—with­ be the byword of the Adminis­ less among the minority groups, out any federal assistance what­ tration's new maritime program. in particular. A shipyard can be He told the Committee that soever except for what govern­ the greatest training ground in ment cargo that might be made the legislation has the general the world—we did it in World available—and it makes sense support of shipyard workers, War II, when we took the hard­ to give them the first opportu­ adding: core unemployed . . . when we "Not only does this legisla­ nity to develop competitive took migrant farm workers . . . commercial bulk carriage now tion talk about building more when we took women . . . and that the program is being ex­ ships per year than we have we put them to work in ship­ panded. We don't expect the been doing in the past—^but, yards. They worked in welding government to reserve the bulk more importantly, it talks about shops, fabricating shops, sheet trades exclusively for these op­ building more ships year after metal shops — they had good erators—even though, in the year after year. And if there jobs, at good pay, and they were past, the berth-line trade has is one thing which I wish to contributing members of soci­ been reserved for 14 selected stress — probably above any­ ety." Groton stated. companies. We thought the thing else—it is the importance "There have been a lot of pro­ practice in the liner trade was of continuity of this program." grams proposed in recent years However, Groton warned to solve the employment prob­ in error, and we don't propose against embarking upon a mar­ lems of minorities and particu­ now that it be compounded by itime program this year or next, larly the hard-core jobless in dealing in exclusivity in the bulk only to let it lag later or be their midst. As far as I'm con­ trade. But we are pleased that the operator who has been in dropped the first time attempts cerned, a shipbuilding program the bulk field—and who wants to cut the federal budget are offers the best possible oppor­ to .stay in it and grow in it— made. tunity to make a lot of these will have that opportunity." "Unless we intend to start this people tax-payers, instead of program, and keep it going at t'lx-users. Non-Contiguous Areas least at the 30-ship-a-year pace "But you can't do it without Directing the hearing's atten­ that the Administration now a nucleus of skilled craftsmen— tion to the subject of trade with proposes—and possibly in­ and you can keep skilled crafts­ the non-contiguous areas, and crease it if the needs' are appar­ men in the shipyards only if you the specific topic of cargo rates to these areas. Moody told ent and the resources are there keep them busy. That's why I —unless we intend to maintain have put so much emphasis on the Committee: continuity in this program, Mr. the need for continuity in this "Under present law, only American-flag ships can move Chairman, I say, let's forget it. program." this cargo between the main­ land and the non-contiguous Editor, areas. Because of the high SEAFARERS LOG, American standard of living, 675 Fourth Ave., American ocean-going vessels Brooklyn, N. Y. 11232 cost more to build and operate I would like to receive the SEAFARERS LOG—please put my than is the case for foreignname on your mailing list. (Mnt Mormation) flag shipping. These higher costs are translated into higher rates for the movement of cargo, NAME which means higher prices for the consumer. Yet no one, we STREET ADDRESS are sure, would suggest that American shipyard workers or aTY STATE. ZIP. American seafarers — or any other worker involved in mak­ TO AVOID DUPLICATION: If you arc an old tuixcribar and have a ehanga ing products which are used in of addmi, plaate giva your formar addran balow: building American ships—work for substandard wages in order ADORCIS to resolve the problem. "This trade with the non­ STATE OTY contiguous areas must continue to move in American ships. It '1 J �Febraary, 1970 SEAFARERS LOG Page Twenly Three —t 3 CLASS 36—D. Burnett, Paul Whiteley, Richard Weiford, Larry Kryger, Roland Mason, Peter Darras, Phillip Barry, David Madison, Daniel Parmes, Joe Bass,John Bankston, Bobby Hooks, John Dussard, Instr. Paul McGaharn. HMRYIDNDEB =CUOOL OF SEAMANS P/NEY POINT UF[ BOAT CLASS 13^1' iCl CLASS 38—(Kneeling): Vincent D. Caine, Emilio Cortes. (Front row, l-r): SlU Instructor Paul McGaharn, Jerry Castelli, Steven Stern, Steven Knight, Rodney Fox, Rich Odom, Anthony Nolan, OIlie Rhodes. (Back row, l-r): Nathaniel Gibbs, William Myers, John McAliley, Terry Goin, Russell Lee More, Daniel Griffith, Robert D. Henderson. In the back­ ground is the T/S Charles 5. Zim­ merman, HLSS classroom ship, for­ merly known as the S.S. Mount Ver­ non, Hudson River Excursion ship. 11 llM CLASS 37 — (Kneeing): John Evins, George Brannan. (Front row): Instruc­ tor Paul McGaharn, Louis Dossett, Tony Pitts, John Carter, Richard Reed, and Robert Black. (Back row): Doug Greiner, Samuel Fowler, David Green, Mich­ ael Matusky, Peter Shelley, Bob Giles. it* HARRY LUNDEBERG ' SCHOOL OF SEAMANSHIP pmy ^T, MO. ' |F£ BOAT CLASS No. �Page Twenty Four n New Bedford, fathers, they say, give whales for dowers to their daughters, and portion off their nieces with a few por­ poises apiece/' In modem-day New Bedford, fathers do not give whales for dowers. In fact, they do not give dowers. But when Herman Melville's Ishmael spoke these words in the 19th century classic "Moby Dick," he was referring to a New Bedford where whale oil figuratively oozed from the cellars of elegant homes. ". . . nowhere in all America will you find more patrician-like houses; parks and gardens more opulent, than in New Bedford." Melville wrote about the New Bedford of the 1850s, when the whaling industry was reaching its peak. Today, however, there are no more whaling ships returning from four-year trips and the fierce tales of the huge sea monsters destorying men and boats live only in books and stories old sailors tell. Yet men in New Bedford still obtain their live­ lihood from the sea and about 30 percent of the economic life of the town is provided through fishing. The town's history is a very exciting one, filled with sea leviathans. Playing a dynamic part in that history is the SIUNA-affiliated New Bedford Fishermen's Union, located in an historic building at 62 North Water Street where, significantly, 19th century sea captains and merchants transacted their business. An eight-columned Greek revival building with huge bricks and dark green doors, the edifice was originally constructed between 1833-35 to house two banks. Since there was a disagreement over the shape of the roof-supporting pillars, the four pillars to the north are different from those to the south. A wall separated the two banks during the 1830s just as it now separates the Union from the other occupant of the building, the New Bedford Seafood Producers' Association, spokesman for the boat owners. SEAFARERS LOG After whaling declined in the 1860s, the textile industry became New Bedford's big brom indus­ try, reaching its peak in 1920. Then, by the early 1930s, fishing became the town's big business. It was then that fishing fleets from other harbors came to New Bedford, and she was destined to become the most important fishing port on the East Coast. This bay town with about 103,000 residents is today one of the three largest fishing ports in the United States, along with San Diego and Kodiak. She is the scallop capital of the world and her haddock and yellowtail flounder are world famous. Though these fish are today highly prized and a special festival in honor of the scallop is cele­ brated every summer, there are still in New Bed­ ford the ever present reminders of those fabulous times when rich whaling men lighted their homes with spermaceti candles and strangers from around the globe walked the streets of New Bedford. ". . . in New Bedford, actual cannibals stand chatting at street corners; savages outright; many February* 1970 of whom yet carry on their bones unholy flesh. It makes a stranger stare." And think of the images Ishmael's words bring to mind when he says, "You must go to New Bedford to see a brilliant wedding; for, they say, they have reservoirs of oil in every house, and every night, recklessly burn their lengths in sper­ maceti candles." In present-day New Bedford, pictures of sperm whales adorn houses, stores, snack bars, and make fine weather vanes. Different-sized figures of whales can be bought in the old antique stores near the waterfront, along with sea lanterns, har­ poons and anything else to make your whaling voyage complete. There is a restaurant named the "The Spouter Inn" after the place where Ishmael rested while in New Bedford. "Moving on, I at last came to a dim sort of light not far from the docks, and heard a forlorn creaking in the air; and looking up, saw a swing­ ing sign over the door with painting upon it, faintly HERITAGE—Reminders of the past, such as Whaleman's Statue, top left, abound m New Bedford today. Photo top right shows the SIUNA-affiliated New Bedford Fishermen's Union building as it appeared in the 1800s when it housed two banks. At bottom, museum painting shows a terrifying encounter with mighty leviathan. THOSE WERE THE DAYS—Home from a long voyage, a whaler unloads casks of whale oil at the New Bedford docks at the height of the New England whaling era. Ships like this made trips sometimes lasting as long as four years. Naw Badford Whaling Muiautn f �February* 1970 SEAFARERS Page Twenty Five LOG '"Towards thee I roll, thou all-destroying but uncounquering whale; to the last f grapple with thee; from heiVs heart I stab at thee; for hate's sake I spit my iast breath at thee. Sink aii coffins and ali hearses to one common poof! and since neither can be mine, iet me then tow to pieces, while still chasing thee, though tied to thee, thou damned whale! Thus, I give up the spear!'" "Moby Dick"-1851 representing a tall straight jet of misty spray, and these words underneath—'The Spouter-Inn—Peter Coffin'" Not far from "The Spouter Inn" is an impressive statue symbolizing the strength and force of the whaling era. A bare chested man tenses his mus­ cles as he readies to thrust his harpoon into an invisible whale. Made of bronze, the statue has three sea gulls carved on a granite background, along with the whaleman's motto, "A dead whale or a stove boat." It symbolizes the life and death struggle that en­ sued each time New Bedford's whalers challenged these sea mammoths. The whaleman's statue, given to New Bedford • in 1913, is located in front of the Greek revival library which once housed an open air market. Within the library is the Melville Whaling Room where materials on whaling number over 95,000 items. The collection is believed to be the largest on the subject outside of the National Archives in Washington, D.C. A short walk from the library is the cobblestone street called Johnny Cake Hill. It is here that the ^amen's Bethel and the Whaling Museum stand opposite each other. Johnny Cake Hill overlooks New Bedford har­ bor, and was once a popular camping ground for Indian tribes. It gets its name from an Indian and colonial food staple known as Johnny cakes or "Journey cakes." They are still eaten by local residents who make them as they have always been made—with corn meal, scalded milk, salt'and water. On this hill, "in the same New Bedford, there stands a Whaleman's Chapel and few are the moody fishermen, shortly bound for the Indian Ocean or Pacific, who fail to make a Sunday visit to the spot. I am sure that I did not." Melville's Whaleman's Chapel is today's Sea­ men's Bethel, a strikingly clean, gray structure, practically void of any adornment. It was in this chapel that Ishmael read the "THAR SHE BLOWS"—A harpoonjaden whaleboat in the New Bedford Whailng Museum. Un some of the larger vessels as many as six whaleboats were carried for the crew. plaques set up in honor of those lost at sea, and it was here Aat he listened to Father Mapple's well chosen sermon on Jonah and the whale. Within this chapel, Ishmael "found a small scat­ tered congregation of sailors, sailors' wives and widows." And it was here that he looked with amazement at the preacher's pulpit, shaped like the bow of a ship. The chapel is now closed most of the year. The original pulpit no longer exists, although the plaques in memory of the dead seamen are still there. Some of these men were lost in storms, but many became the victims of fighting sea leviathans. In the Whaling Museum, operated by the Old Dartmouth Historical Society, large paintings show men and boats being crushed in the jaws of these monsters. So huge and fierce do these whales appear, one wonders at first why men pursued them. Yet, there are also the calmer paintings of whaling ships setting out on voyages, or of seamen strip­ ping the oily blubber from the dead prize. Upon entering the museum, a visitor is greeted by the sign, "Welcome Aboard," and that is indeed the right term. For housed in a section of the mu­ seum, is the world's largest model of a whaling ship. It is a half scale replica of the barque Lagoda, which once sailed from New Bedford. They say that if she had a hull, you could put her out to sea. The wooden deck, the heavy iron chains, the ship's bell, the whaleboats, the steering wheel, all make you wish you could take this Lagoda out on the high seas in search of whales. The model is about 60 feet long and was built in 1915, in memory of the Lagoda's owner, Jona­ than Bourne. It was probably on the decks of Bourne's La- THE WHALING FLEET—During the peak of the whaling industry in New Bedford, as many as four hun­ dred vessels were actively engaged in the pursuit of whales. However, in 1859 the decline of the in­ dustry set in, and the last voyage by a New Bedford whaler was made by the John R. Manta in 1925. goda that seamen passed many boring days by carving upon the teeth of whales. Their art becmne known as scrimshaw, and throughout the museum there are many examples of it. Scenes of nature, of lovely women, or of their own whaling ships, are carved upon these teeth that sometimes weired over five pounds and were as much as nine inches long. And it was also on the Lagoda's deck that huge slabs of blubber were put into large iron cauldrons and melted down for oil. The original Lagoda sailed from 1841 until 1889 and gave her owner half a million dollars profit. Her career spans a good deal of New Bedford's rich whaling years. As the early 1800s progressed, whaling became more and more prosperous in New Bedford. At one point, there were as many as 400 registered whaling ships sailing out of the port. Millions of dollars came into the town from the sale of whale oil. Then, in 1859, petroleum was discovered and whaling began to decline. During the Civil War, many of New Bedford's ships were laden with stones and sunk in Southern harbors to blockade port entrances. In the last quarter of the 19th century, more whaling ships were lost in the Arctic ice packs. Slowly, there was practically no industry left, and a last whaling voyage out of New Bedford was made in 1925 by the John R. Manta. Though whaling is closely tied in with New Bedford's history, the formation of this town began long before whaling became a prized industry. The first settlers came in 1652, when they pur­ chased the township of Dartmouth from the great Wampanoag Indian Chief, Massasoit. New Bedford was first called Bedford Village, and from its founding in 1719 by Joseph Russell, the town's destiny was tied to the sea. Two of her ships, the Dartmouth and the Bed­ ford, participated in the Boston Tea Party. It was in 1787 that Old Dartmouth divided into the towns of New Bedford, Dartmouth and Westport. New Bedford became a city in 1847. When Ishmael left New Bedford, the scene he viewed as he sailed down the Acushnet River, was somewhat different than what is seen today. "On one side. New Bedford rose in terraces of streets, their ice-covered trees all glittering in the clear, cold air. Huge hills and mountains of casks on casks were piled upon her wharves, and side by side the world-wandering whale ships lay silent and safely moored at last." �Page Twenty Six SEAFARERS February, 1970 LOG I'l ' "In all sincerity, I would like to state that this is the best crew that I have ever had the privilege of sailing with," says Eari P. McCadtey, ship chairman on the TranscoInmbia (Hud­ Hernandez son Waterways). "This is a crew that the SIU can be proud of. Every man has done his job— and done it well." Rafael Hern­ andez, ship secretary, reports that there are no beefs so far. The Transcolunibla was on a run to Vietnam when the report was made. There was some dis­ cussion about having ships of this type put in the mariner class because she carries only heavy lift equipment. There was also a unanimous vote of thanks to the steward department for "a job well done through the holidays, and for making a holiday out of every meal." Thor Jacobsen is deck delegate; John Wallacb, engine delegate; and John Indmi, steward delegate. At the first meeting aboard A good all-round discussion took place at the shipboard the Overseas Snzanne (Mari­ time Overseas), meeting on the out of Mobile Transcoloand bound for rado (Hudson Waterways) on Manila and Vietnam, the the need for im­ crew elected proved medical ^ ™ Lloyd CaUaway care aboard as chairman of ship, it was re­ Poole the Ship's Com­ McKenna ported by Ship mittee, it was Secretary Grant Adkins. The discussion was reported by Meeting Secretary prompted when Seafarer S. W. H. Sinunons. Milton Poole, Ceislak slipped and fell while meeting chairman, got the meet­ reporting for bow lookout, and ing underway by starting a re­ sustained a serious cut on his pair list, and urging the crew to head. Fortunately, Seafarer work together to keep the mess= Kent McKenna had acquired some good first-aid training along the way, and "did a fine The Seafarers named job of stitching up the head below should contact the wounds." "Accidents are not welfare counter at SIU uncommon aboard ship," said Headquarters in Brook­ Meeting (Thairman Joseph Don­ lyn as soon as possible for ovan, "and very often prompt medical attention is absolutely checks being held there necessary." The Transocolorado for them. is on her way to Sattahip and David Bronstein Saigon, and is expected to re­ Alexander Gluck turn to San Francisco early this Anthony AmorieUo month. Money Due room and recreation room clean. Engine Delegate P. R. Wagner reports some disputed overtime in that department, but otherwise everything is running smooth aboard the ves­ sel. James Newton is deck delegate, and Lynn Gwens is steward delegate. (Left) Erskine Townsend bastes turkey in galley at Piney Point during his training last August as Trainee John Micucci looks on. (Below) Townsend sits with SIU Instructor Bill Hall as he talks with trainees during a visit to the school after his first trip. ^ 6 Leroy Rinker was elected as new Ship's Delegate aboard the Del Sud (Delta Lines), and a vote of thanks was extended to former Ship's 4/ Delegate BineAboard the Ames Victory minas for a job (Victory Carriers), Meeting well done. Meet­ Chairman R. Rinker ing Chairman S. Christenherry Rothschild re­ reports that the entire crew was ported that the ship's movie sad to learn that fund is shaping up very well, this would be with 11 films already acquired this vessel's last for this voyage. Reports from voyage before all three departments are that Christenherry being sold to the everything is running smoothly. t. Republic of Crewmembers were urged to be China for scrapping early in extra careful while working u 1970. Built in Portland, Ore­ around cargo on deck. A sug­ gon in 1945, the Ames Victory gestion was made to have all of L will be remembered by hundreds the turnbuckles painted white i of SIU men who sailed aboard so that they can be seen better i, her during the last 25 years. She at night to prevent accidents. was 7,644 gross tons, with a A number of beefs, including *, top speed of 16 knots. At the end of the' trip, the crew was some disputed overtime, were taken up aboard\ flown home from Kowshone by the Seatrain jet. It's always hard to say goodGeorgia (Seatrain Lines), as the vessel r headed for pay­ off at Gulfport, tion between the United States Mississippi, ac­ i and Spain. cording to Meet­ Speaking to the trainees, in­ ing Secretary cluding te •> who are presently in James Thomas. Among the the third cook program at the beefs to be taken up with the school, Townsend said: boarding patrolman are the "The training you are getting need for cleaning the water here at the school really will tanks, replacing the worn-out prepare you for your first trip crew's icebox, and installing to sea. With the preparation you fans in the mess hall. Spare are getting now, you are not parts are also needed for the going to feel lost when you get washing machine. The crew aboard your first ship, and you gave a unanimous vote of are going to be able to carry thanks to the steward depart­ your own load." ment for providing outstanding Townsend's nine-week pro­ meals and service during the gram included, in addition to trip to Vietnam. The Ship's lifeboat training and union edu­ Committee, in addition to Sea­ cation, practical training on the farer Thomas, includes Frank responsibilities of a third cook. Smith, chairman; M. H. Jones, Under the supervision of experi­ deck delegate; Clyde Van Epps, enced SIU instructors. Town- engine delegate; and James send and the other trainees Temple, steward delegate. helped prepare all meals at the school. They prepare and cook all vegetables, cook eggs and Golden Gate Ughtsbip pancakes, make salads, and as­ sist in preparing main courses. May Be Replaced They are also responsible for SAN FRANCISCO — The keeping the galley and refriger­ San Francisco lightship, a stead­ ated areas clean and orderly. fast beacon that has guided The third cook trainees also mariners into this harbor for have an opportunity to acquire more than 70 years, may soon baking skills by actually work­ be replaced by an automated ing with an experienced baker. warning system. They spend additional time at The Coast Guard is consider­ the school's conunissary to learn ing the replacement of the ship the basics of butchering and by a 7,500 candle-power buoy, packaging of meats. similar to other automatic de­ Townsend lives in nearby vices that have replaced light­ Hyattsville, Maryland, with his ships in harbors along the At­ wife, Naomi. "I like sailing," he lantic Coast. says, "and I am going to ship A survey is being conducted" out as often as possible to save by the Coast Guard among money for a home. The oppor­ masters of vessels asking thentunity is here for me to upgrade views on the retirement of the to more responsible and higher- 72-year-old red hulled vessel. paying jobs in the steward de­ The lightship is now on station' partment, and I won't be satis­ at the approaches to San Fran­ fied until I make it all the way cisco's Golden Gate, warning of to chief steward." dense fog or darkness. Third Cook Graduate Praises HLSS Training PINEY POINT, MD. — Erskine Townsend, the first trainee to complete the third cook training program at the Harry Lundeberg School of Seamanship, returned to the school after his first trip to visit with friends and talk with the new trainees. After completing nine weeks of intensive on-the-job training, Townsend, who is 19, shipped out as third cook on the C/S Longlines, which was beginning a 3,500 mile cable-laying opera- bye to a good ship and the Ames Victory was a good ship, u 'r' r �•> February, 1970 SEAFARERS Page Twenty Seven LOG Closing Out a Long Career A.: W:-3 / ^'V [ 1 • Claude Edward Conrey Please contact your mother, Mrs. Eunice A. Watson at 1810 34th Avenue North, St. Peters­ burg, Florida. —4^— Robert C. A. Walker Your wife, Beatrice, asks that 'r you contact her as soon as pos­ sible at 2032 West 32nd Street, Philadelphia, Pennsylvania ^ ( •« 19121. 'ji '• 'u-: 1; I P '•< R y. t * fl'-v l^fs' Sixto Chameco Please get in touch with your wife, Consuelo, as soon as pos­ sible at 815 Hunts Point Ave­ nue, Bronx, New York 10474. J,Richard D. Tapman Your wife asks that you con­ tact her as soon as possible at 2000 Ramblewood Road, Bal­ timore, Maryland 21214. Danny Filzpatrick Your parents are very anxious to hear from you. Please con­ tact them immediately at 50 River Street, Mattapan, Massa­ chusetts or call CY-8-4378. vl> WllUam W. Conley Please contact Union head­ quarters in Brooklyn about cer­ tain personal papers being held for you. The address is 675 Fourth Avenue, Brooklyn, New York 11232; telephone 4996600. Eddie Johnsen Please contact Sue Johnsen at Route No. 2, Jouquin, Texas 75954; telephone, 269-3442. •iv \1> Geoige T. Bareford Your sister, Mrs. Myrtle McCullough, asks that you con­ tact her as soon as possible at 13451 Philmont Avenue, Phila­ delphia, Pennsylvania 19116. / ,\ > WilUam S. McDowell Michael C. Bergen would like you to contact him at Hodges & Bergen, 101 East Madison Street, Lake City, Florida 32055. Donald J. French Please contact your brother, Jay at Tyler Hotel, 218 North 20th Street, Hollywood, Florida. Stanley F. Koenig Your Union documents are being held at SlU headquarters, 675 Fourth Avenue, Brooklyn, New York 11232. Ralph DiPaoli Your sister, Carmela Fomito would like to hear from you. Please write to her at 1135 South Seventh Street, Philadel­ phia, Pennsylvania. ^ William Earl Scott Mr. D. King would like you to get in touch with him as soon as possible at P.O. Box 4932, Panorama City, California. 4f -^4f— , "Pee Wee" Lesmansky Please contact your daughter Jean, c/o Mrs. Charles Votruba, 1583 Cupertino Way, Salinas, California, telephone 408-4494170. She is sick and must hear from you. William Kare Please contact Mr. John Kaare-Abrahamsen, 318 East 70th Street, New York, New York 10021 as soon as possible. He has been trying to locate you. —4/— Galveston Wharves Settlement Wins Praise for Union Mark Thomas Please contact your wife, Bar­ bara, as soon as possible at 2904 Rockrose Avenue, Baltimore, Maryland 21215. <|> Ramon Guzman Please contact your mother, Mrs. Eustolia V. Guzman, as soon as possible, at Av. Hidelgo No. 569, Mexican, B.C., Mexico. <I> David Hayes Caldwell Your sister, Mrs. Helen Schaller, asks that you contact her as soon as possible at 450 East Palatine, Palatine, Illinois 60067. —-4^^— A1 W. Spanraft Anita Reed has lost your ad­ dress and it is important that she get in touch with you. Please contact her at Route 2, Box 2A, Slidell, Louisiana, or call 6438030. <]> Harold Peterson Please contact your sister, Mrs. Pearl Hart, as soon as pos­ sible. ^— Liond Dunklns Mrs. Neome De Boles asks that you contact her as soon as possible. Luis FlUppettl, bom Novem­ ber 4, 1969, to Seafarer and Mrs. Luis A. Filippetti, Balti­ more, Md. —4/— Stana Catherine Monts, born November 17, 1969, to Seafarer and Mrs. James C. Monts, Nederland, Texas. 4f LeRoy Reed, born October 24, 1969, to Seafarer and Mrs. Orlin L. Reed, Elberta, Michi­ gan. —^ Candace Belew, bom October 15, 1969, to Seafarer and Mrs. Ronald F. Belew, Alpena, Mich­ igan. Stephanie Gaspard, bom No­ vember 6, 1969, to Seafarer and Mrs. Steve A. Gaspard, Westwego. La. —4^— Gordon Tampol, bom No­ vember 21, 1969, to Seafarer and Mrs. Alfredo G. Tampol, Brooklyn, N. Y. Ivette PadlUa, born Decem­ ber 2, 1969, to Seafarer and Mrs. Sima Padilla, Jardines De Caguas, P. R. Burt Rohlnson, bom Novem­ ber 4, 1969, to Seafarer and Mrs. Donald D. Robinson, Herron, Michigan. ^ , ANYTIME-AHYNHBRI ^ MEANS NO MORE SHIPS V, Barbara Jane Nelbert, bom October 3, 1969, to Seafarer and Mrs. Richard Neibert, Hayward, Wis. 4/ — Suzanne Biinn, born Decem­ ber 14, 1969, to Seafarer and Mrs. Edward L. Brinn, Virginia Beach, Va. Tracy Capps, bom November 14, 1969, to Seafarer and Mrs. William H. Capps, Jacksonville, Fla. —4>— To the Editor: We would like to "Thank" the SlU, the attroneys, and es­ pecially Mr. Paul Drozak for the long five year battle they waged in winning the Galveston Wharves dispute. The SlU Pen­ sion Plan, the SIU Welfare Plan and the Railroad Retirement gives us a good feeling of con­ tentment and satisfaction. It's a "great" feeling and "Thank you." Sincerely, Mr. & Mrs. H. G. Warren Pasadena, Texas Elizabeth Samuels, bom June 30, 1969, to Seafarer and Mrs. John E. Samuels, Mobile, Ala. <t> Brian Tucker, bom Novem­ ber 15, 1969, to Seafarer and Mrs. Kenneth W. Tucker, Sa­ Member's Wife vannah, Tenn. Thanks Union <|> Pamela Kuzminskl, bom No­ vember 22, 1969, to Seafarer and Mrs. Raymond V. Kuzminski, Wilkes-Barre, Pa. ^— Michael Wolfe, born Novem­ ber 5, 1968, to Seafarer and Mrs. Allen C. Wolfe, Mobile, Ala. —4^— Tracy Whittlesey, born No­ vember 24, 1969, to Seafarer and Mrs. Francis L. Whittlesey, Beaumont, Texas. To the Editor: Just a few lines to thank the SlU for its kindness during my husband's long illness. I have not been well myself since he passed away, so please forgive the delay in writing to you. He had many friends in the Sea­ farers Union. Thanks again from both of us and our families. Jen. Saunders Florida Wants More News Of the Great Lakes ^ To the Editor: The Log is a publication which I eagerly anticipate. I en­ joy reading it and keeping in touch with the maritime world. — 4^ — —4f— In my opinion, the SIU is a Kathleen Lauer, bom Decem­ Dehorah Rothman, bom No­ fine organization. I hope the vember 1, 1969, to Seafarer and ber 21, 1969, to Seafarer and Union will continue to be of Mrs. Sidney Rothman, Brook­ Mrs. Phillip Lauer, Willow benefit to the seaman by up­ Grove, Pa. lyn, N. Y. holding his causes and fighting —4f— 4^ for his interests. William Day, bom Novem­ Rud<dph CMom, born Sep­ I'd like to express an interest tember 21, 1969, to Seafarer ber 30, 1969, to Seafarer and in seeing more news and picture and Mrs. Rudolph Odom, Mrs. Vaughn R. Day, Claycoverage of Great Lakes topics mont, Delaware. Mobile, Ala. in future issues of the Log. —— —4^— Thanks for the log. I hope to Darrin Green, born December Oaude Clegg, bom Novem­ ber 22, 1969, to Seafarer and 10, 1969, to Seafarer and Mrs. continue receiving it." Very truly yours, Mrs. William J.. Clegg, Scran- Louis Green, Jr., Jacksonville, John P. Dunlap Florida. ton, Pa. Ronald Sellers, Jr., bom De­ cember 16, 1969, to Seafarer and Mrs. Ronald B. Sellers, Sr., Jacksonville, Fla. - Seafarer Harvey Y. Long, right, closes out a long sailing career as he accepts his first SlU pension check from Frankfort, Michigan, Port Agent Harold Rathbun. Brother Long, who shipped as oiler, has been sailing on the Ann Arbor Railroad carferries since 1922. Charies Gall^er, Jr., bom December 29, 1969, to Seafarer and Mrs. Charles J. Gallagher, Beaumont, Texas. �SEAFARERS Page Twenty Eight February, 1970 LOG JASHINA (Management A Shipping). August 10—Chairman, James P. Stroud; Secretary, ' Harris Arceneaux; Deck Delegate, Timothy Burke; Engine Dele­ gate, Hugh Devine; Steward Delegate, Harris Arceneaux. Disputed OT in deck and steward departments. Matter of draws to be taken up with patrolman in Japan. Donating His 14th Pinr WILD RANGER (Waterman), No­ vember SO—Chairman, C. Faircloth; Secretary, E. E. Harris; Ship's Delegate, Douglas K. McLeon; Engine Delegate, Francis F. Gomez; Steward Delegate, Henry J. Moble. $19.86 in ship's fund. No beefs were reported by department delegates. DAGAMA (Crest Overseas), Decem­ ber 21—Chairman, F. Selix ; Secretary, J. R Higgins; Engine Delegate, Ralph G. Wilson; Steward Delegate, Ray Potorski. $26.00 in ship's fund and $46.00 was recently paid out for repairing TV and a new antenna. Some disputed OT in each, department. Vote of thanks to the entire steward department for a job well done. HURRICANE (Waterman), December 21—Chairman, Leo McGravie; Secretary, George P. Fries; Ship's Delegates, Leo McGravie; Deck Delegate, Leo McGravie; Steward Delegate, H. E. Butts, Sr. No beefs were reported by department delegates. DEL Torsten Lundkvist, who sails as AB, is 62—but that hasn't slowed him down as one of the SlU's most active donors to the Blood Bank. Seafarer Lundkvist is seen here being congratulated by Dr. Joseph Logue at the SID Clinic after donating his 14th pint of blood. The very charming nurse is S. Edel, R.N. LOS ANGELES (Sea-Land), Decem­ ber 28—Chairman. John O'Hannasian; Secretary, W. T. Lankford; Ship's Dele­ gate, Ralph Fitzpatrick; Deck Delegate, Robert Hyer; Engine Delegate, E. LaRoda; Steward Delegate, Richard P. Bowman. $21.50 in ship's fund. Some disputed OT in engine department, other­ wise no beefs. SAN FRANCISCO (Sea-Land), Janu­ ary 3—Chairman, M. Woods; Secretary, H. A. Galicki; Ship's Delegate, M. Woods; Deck Delegate, Paul M. Hartman ; Engine Delegate, Norris M. Tripp; Steward Delegate, Matthew Goldfinger. Vote of thanks to the steward depart­ ment for the excellent Holiday meals. $30.00 in movie fund. PENN TRANSPORTER (Penn), De­ cember 28—Chairman, H. B. Butts; Secretary, Melito Maldonado; Ship's Delegate, H. B. Butts. Some disputed OT in deck and engine departments. HASTINGS (Waterman), January 4— Chairman, Walter LeClair; Secretary, Joseph Pitetta; Ship's Delegate, Walter W. LeCIair; Deck Delegate Michael J. Cassidy; Engine Delegate, J. Fernando; Steward Delegate, Harry D. Hammond. No beefs were reported by department delegates. BROOKLYN (Sea-Land), January 4— Chairman, Tony Hanna; Secretary, Sid Berger; Ship's Delegate, Tony Hanna. No beefs. Discussion on retirement plan stressing no age limit provided sufficient sea time and Union membership. Vote of thanks to Brother Leon Hall and Brother E. McAuley, boarding patrol­ men, for answering all questions. STEEL KING (Isthmian), January 11 — Chairman, J. McCullum • Secretary, M. E. Reid. Everything is going along fine. No beefs and plenty of OT. STEEL TRAVELER (Isthmian), Jan­ uary 7—Chairman, Mike J. Berry; Secretary, Iluminado R. Llenos; Ship's Delegate, Mike J. Berry; Deck Delegate, Jack Oasse, Jr.: Engine Delegate, C. Statler; Steward Delegate, Edward C. Mishanski. $13.06 in ship's fund. Few hours disputed OT in engine and steward departments. LOS ANGELES (Sea-Land), January 18—Chairman, John O'Hannasian ; Sec­ retary, W. T. Langford; Ship's Dele­ gate, R. Fitzpatrick; Deck Delegate, Mike Hyer; Engine Delegate, Eddy La­ Roda ; Steward Delegate, Richard Bow­ man. Motion was made that headquar­ ters be contacted regarding expediting payoff on Sea-Land ships, as most of the ships have less than 24 hours in Port. $21.00 in ship's fund. Some disputed OT in engine department. SEATRAIN FLORIDA (Hudson Wa­ terways), January 4—Chairman, E. B. Hardcastle; Secretary, M. E. Greenwald; Deck Delegate, John M. Barrett; En­ gine Delegate, W. Walton; Steward Delegate, G. Cortez. No beefs were re­ ported by department delegates. Should be a good trip. Crew cooperating. STEEL SURVEYOR (Isthmian), Jan­ uary 4—Chairman, W. Bushong ; Secre­ tary, John Reed; Ship's Delegate, Wil­ liam D. Bushong. $70.00 in ship's fund. No beefs and no disputed OT. SUD (Dclt»), Deccuihtrr 21— Chairman, N. Pizzuto; Secretary, S. Rothschild; Ship's Delegate, LeRoy Rinker; Deck Delegate, James B. Bedden ; Engine Delegate, Edward J. Schuker; Steward Delegate, LeRoy Rinker. Discussion held regarding retirement plan. No beefs were reported by de­ partment delegates. Everything is run­ ning smoothly. THETIS (Rye Marine), October 7—Chairman, R. G. Marrrero; Sec­ retary. T. R. Goodman; Ship's Dele­ gate, Felix G. Quinonez; Deck Dele­ gate, William R. Baker; Engine Delegate, R. E. Basa. $60.00 in ship's fund. Everything is O.K. with no beefs. Vote of thanks was extended to the steward department for a job well done. THETIS (Rye Marine), December 14—Chairman, R. G. Marrero; Sec­ retary, T. G. Goodman; Ship's Dele­ gate, Felix G. Quinonez; Deck Dele­ gate, William R. Baker; Engine Delegate, R. E. Basa. $60.00 in ship's fund. No major beefs. Some dis­ puted OT in engine department. Vote of thanks to the steward de­ partment for a job well done. THETIS (Rye Marine), January 11—Chairman, R. G. Marrero; Sec­ retary, T. R. Goodman: Deck Dele­ gate, William R. Baker; Engine Delegate, R. E. Basa. $60.00 in ship's fund. No beefs and no disputed OT. PANAMA (Sea-Land), January 10— Chairman, John G. Spuron; Secretary, Ralph C. Mills; Deck Delegate, Steve Harren; Steward Delegate, John P. Fund. No beefs and no disputed OT. Vote of thanks was extended to Brother Frank Boyne for the Holiday Cheers sent aboard in Yokohama. OVERSEAS DOLPHIN (Maritime Overseas). December 21 — Chairman, Arthur Roy; Secretary, Sidney A. Gamer; Ship's Delegate, John Ericsson; Deck Delegate, R. McLe^; Engine Dele­ gate, John Voes Bunch; Steward Dele­ gate, John Cherry. No beefs were re­ ported by department delegates. Vote of thanks to the steward department for a job well done. CITRUS PACKER (Waterman). Janu­ ary 9—Chairman, James B. Winget; Secretary, Robert M. Kennedy; Ship's Delegate, C. H. Ward; Deck Delegate, A. Bestwood; Engine Delegate, William Fryer. No beefs. Everything is running smoothly. LINFIELD VICTORY (Alcoa), Janu­ ary 11—Chairman, M. Curry; Secretary, M. L. Leache; Ship's Delegate, M. Curry; Engine Delegate, Steven J. Buckley; Steward Delegate, Marion Kaminsh. Vote of thanks was extended to the steward department for carrying on in spite of being short two men. No beefs were reported by department delegates. Ship expects to lay-up upon arrival in Beaumont, Texas. DEL NORTE (Delta), January 8— Chairman, Jack Procell; Sfcretary, R. E. Stough, Jr.; Ship's Delegate, J. R. Johnson; Deck Delegate, G. Malazzo; Engine Delegate, Joseph G. Anch; Stew­ ard Delegate, John Kelly, Jr. Some dis­ puted OT in engine and steward depart­ ments to be taken up with boarding patrolman. $111.47 in ship's fund. PRINCETON VICTORY (Columbia), December,28—Chairman, Walter H. Sib­ ley ; Secretary, Howard J. Flynn; Ship's Delegate, Walter H. Sibley; Deck Dele­ gate, Thomas S. Kline; Engine Delegate, F. Gonzalez; Steward Delegate, John F. SihrcT. Vote of thanks was extended to the steward department for the excel­ lent Christmas dinner. No beefs. Everyt&iag is running smoothly. TANTACK VENTURE (Vancor), Sep­ tember- 24—Chairman. John J. Pierce; Secretary, Ralph Collier; Ship's Delegat^ Ehffoid Eady. No beefs were reporte<f by (fepartment delegates. PENN RANGER (Penn), January 11—Chairman, W. E. Coutant; Secretary, W. H. Todd; Ship's Delegate, Wilbur E. Coutant; Deck Delegate, Frank P. Russo; Engine Delegate, T. Ballard; Steward Delegate, D. L. Ricketts. Discussion held regarding rusty wash water. Some disputed OT in steward department, otherwjse everything is running smoothly with no major beefs. STEEL APPRENTICE (Isthmian), December 21 — Chairman, Walter A. Kuchta; Secretary, Paul P. Lonez; Ship's Delegate, Walter A. Kuchta; Deck Dele­ gate, B. A. George; Engine Delegate, M. I. Eimar; Steward Delegate, N. L. Ollero. $30.00 in ship's fund. No beefs were reported by department delegates. Vote of thanks to the steward depart­ ment for a job well done. OVERSEAS SUZANNE (Maritime Overseas), December 7—Chairman, M. A. Poole; Secretary, W. H. Simmons; Ship's Delegate, Lloyd Callaway; Deck Delegate, James H. Nector; Engine Dele­ gate, P. R. Wagner; Steward Delegate. L. McGivens. Everything running smoothly with no beefs. Some disputed OT in engine department to be taken up with boarding patrolman. SEATRAIN GEORGIA (Seatrain), De­ cember 21—Chairman, Frank J. Smith; Secretary, James W. Thomas; Ship's Delegate, Frank J. Smith; Deck Dele­ gate, M. H. Jones; Engine Delegate, Clyde L. Van Epps; Steward Delegate, James Temple. $36.00 in ship's fund. Some disputed OT in deck department to be taken up with boarding patrol- TRANSCOLORADO (Hudson Water­ ways), December 1—Chairman, J. Dono­ van ; Secretary, O. Frezza; Ship's Dele­ gate, J. Donovan; Deck Delegate, R. A. McDonald; Engine Delegate, T. Smith ; Steward Delegate, Marlin M. Iburman. $33.00 in ship's fund. No beefs were re­ ported by department delegates. Vote of thanks was extended to the steward department for a job well done. TRANSCOLUMBIA (Hudson Water­ ways), January 4—Chairman, Earl P. McCaskey; Secretary, Rafael Hernandez; Ship's Delegate, Earl P. McCaskey; Deck Delegate, Thos. E. Jacobson; Engine Delegate, John G. Wallack; Steward Delegate, John F. Indorf. No beefs were reported by department delegates. Ship's delegate reported that the crew and of­ ficers of this ship are the best he ever sailed with. Vote of thanks to the stew­ ard department for a job well done. BEAUREGARD (Sea-Land), Novem­ ber 9—Chairman, R. Whitney; Secretary, A. Reasko; Engine Delegate, Alfred R. Fry; Steward Delegate, Joseph Keams. $26.00 in ship's fund. Some disputed OT in deck and engine department to be taken up with patrolman. RAPHAEL SEHMES (Sea-Land), No­ vember 9—Chairman, Joseph O. Snyder; Secretary, Harvey M. Lee; Ship's Dele­ gate, Joseph O. Snyder; Engine Dele­ gate, E. H. Fain; Steward Delegate, Sidney L. Wilson.,. Some disputed OT in deck and steward departments. VANTAGE PROGRESS (Pioneer Maritime), December 27—Chairman, John M. Yates; Secretary, Jimmie Bartlett; Ship's Delegate, John M. Yates; Deck Delegate, George ^ R. Black; Engine Delegate, G. A. Allen; Steward Delegate, Wm. C. Newland. $40.00 in ship's fund. Vote of thanks was extended to the steward depart­ ment for a job well done. No beefs were reported by department dele­ gates. SEATRAIN WASHINGTON (Hudson Waterways), December 29 Chairman, R. Palmer; Secretary, A. Johansson; Deck Delegate, Thomas Snow; Engine Delegate, Frank Alex­ ander; Steward Delegate, Theodore Katros. No beefs were reported by department delegates. Vote of thanks was extended to the steward department for the good food and service. The matter of no money aboard ship for draws, as per Union agreement, will be taken up with boarding patrolman. SPITFIRE (American Bulk), January 26—Chairman, Lee Harvey; Secretary, R. Sanchez. Brother Fred Simmorsick was elected to serve as ship's delegate. Everything O.K. with no beefs. PENN RANGER (Penn.), Decem­ ber 29—Chairman, W. E. Coutant; Secretary, W. H. Todd; Ship's Dele­ gate, Wilbur E. Coutant; Deck Dele­ gate, Frank P. Russo; Engine Dele­ gate, T, Ballard; Steward Delegate, D. L. Ricketts. Discussion held re­ garding repair list. Ship's delegate reported that everything is running smoothly with no beefs. ^ , ^ - , ' , ^ DELTA URUGUAY (Delta Steamship), January 18 — Chairman, Joseph Catalanotto; Secretary, William P. Kaiser; Ship's Delegate, 0. L. Guerrero; Deck Delegate, J. F. Coto; Engine Delegate, V. M. Frederiksen; Steward Delegate, J. A. Denais. $28.00 in ship's fund. Dis­ puted OT in all departments. Vote of thanks was extended to the ship's delegate. Brothers 0. L. Guerrero; John Denais, messman, Paul Lightell, chief cook and F. Jarocinski, night cook & baker, for job well done. % ! • , •. , I ' Bradford Island Personal effects of the following Seafarers, who sailed on the Bradford Is­ land are being held at the office of Steuart Tankers Co., 401 Cotton Exchange Building, Houston, Texas: T. J. or R. D. Mitchell Joseph Zeloy John C. Griffith Eari J. Davis Personal gear of the fol­ lowing Seafarers is also be­ ing held at U.S. Customs, Beaumont, Texas: T. J. or R. D. Mitchell Kenneth Howard Inman Owners of these goods should make arrangements I for picking them up as soon as possible. WASHINGTON—Latest fig- . ures released by the federal gov­ ernment show that three more " foreign-ffag ships, all Cypriot, have been added to the Mari­ time Administration's blacklists for having carried cargoes to Cuba. Named in a Maritime Admin­ istration report were the 7,388 „ gross ton Alfa, the 9,072 ton Miss Papalios and the 7,244 ton ' Platres. These three vessels, along with 166 other foreign-ffag ships' totaling 1,213,186 gross tons now on the blacklist, are forbid-" den to haul U.S. Government^ cargoes; having gone to Cuba in defiance of the U.S. ban on such trips which has been in effect since January, 1963. Ships removed from the . blacklist, because they were ei­ ther lost or scrapped during 1969, were the Giannis, Leba-^ nese; the Paralos, Greek; the . Ragni Paulin, Finnish, and the Rebestos, also Greek. A SPITFIRE (American Bulk), Jan­ uary 4—Chairman, Lee Harvey; Secretary, R. Sanchez. No beefs were reported by department dele­ gates. ' BUCKEYE VICTORY (Buckeye), January 18 — Chairman, John McKale; Secretary, Thomas F. Sinith; Ship's Delegate, John McKale; Deck Delegate, Emil P. Wagner; Engine Delegate, W. J. Geary; Steward Delegate, Harry L. Collier. No beefs i were reported by department dele, gates. Everything is running smoothly. Three Foreign-flag Ships Added to Cuha Blacklist AFOUNDRIA (Sea-Land), January 8 —Chairman, D. F. Kasiukewiez; Engine Delegate, Harold Moody. $165.69 in ship's fund. No beefs were reported. Vote of thanks to the steward department for a job well done. ^ �T.-uary, 1970 1 SEAFARERS FINAL 1 \J' Philip C. Mendoza, 71: Brother Mendoza passed away from pneumonia on December 9 at the USPHS Hospital in New Orleans. He was an SIU pen­ sioner who had joined the Union in the Port of Baltimore in 1941. He worked in the steward department and last sailed on the A and J Mer­ cury. A native of the Philip­ pine Islands, Seafarer Mendoza was living in New Orleans at the time of his death. Among his survivors are his wife, Jean. Burial was in St. Bernard Me^ inorial Gardens, Chalmette, Louisiana, %• A i\ u. 'p.. t: i? Page Twenty Nine LOG Atilano Malavet, 69: Seafarer Malavet passed away on No­ vember 19 from heart disease at his home in Brooklyn. He was an SIU pen­ sioner and an old-timer in the Union, having joined in 1939 in the Port of New York. He sailed in the engine department as an FOWT and last worked aboard the Eldorado. A native of Puerto Rico, Brother Mala­ vet was living in Brooklyn with his wife, Gregoria, when he died. In 1961 and 1962 he was issued picket duty cards. Sea­ farer Malavet had been sailing 46 years when he retired in 1968. Burial was in Evergreen Cemetery, Brooklyn. ^ Thomas Conom, Jr., 40: Brother Conom passed away on November 4, 1969 in Seattle, Washington from natural causes. He was a native of Wash­ ington State and was living in Se­ attle with his brother Earl, when he died. Sea­ farer Conom joined the SIU in the Port of San Francisco in 1948 and sailed in the steward department as a messman. Mis last ship was the Choctaw. Bur­ ial was in Lake View Cemetery, Seattle, Washington. Ray Reyes Estacio, 66: Seai farer Estacio died on June 14, 1969 in USPHS Hospital, Seattle, Washington. He joined the SIU in > the Port of Seat­ tle in 1957 and sailed in the t-'i steward depart­ ment as a second . cook. His last ship was the Transorleans. A native of Ma-nila in the Philippine Islands, Brother Estacio was living in 'Seattle when he passed away. ' Burial was in Holykood Ceme^tery m Seattle. mm Prudencio De Jesus, 77: Sea­ farer De Jesus died of natural causes on De­ cember 17, 1969 in Kings County Hospital Center, Brooklyn. He was an SIU pen­ sioner who had joined the Union in the Port of New York in 1941 and sailed in the engine department as a fire­ man. His last vessel was the DeSoto. A native of Puerto Rico, Brother De Jesus was liv­ ing in Brooklyn with his wife, Generosa, when he passed away. An Army veteran of World War I, he had been sailing the seas for 42 years when he retired in 1962. Burial was in Long Island National Cemetery, Pinelawn, New York. Clarence Wiloughby Blackden, 69: Brother Blackden passed away on December 19 from a respira­ tory disease at Lutheran Hospi­ tal, Baltimore, Maryland. He joined the Union in the Port of Baltimore and retired on an SIU pension in 1966. Brother Black­ den worked as a steward and his last ship was the Duval. A na­ tive of New Zealand, Seafarer Blackden was making his home in Baltimore with his wife. Pearl Elizabeth, when he died. He had been sailing the seas for 48 years when he retired. Burial was in New Cathedral Cemetery, Baltimore. Jesse Paul Jones, 52: Sea­ farer Jones was lost at sea on September 10, 1 969 while working on board the Mo­ hawk in the Phil­ ippine Sea. A na­ tive of Conway, North Carolina, Brother Jones was making his home in Nor­ folk, Virginia with his mother, Beaula M. Jones, when he died. He joined the Union in Norfolk in 1965 and sailed in the deck department as an AB. Brother Jones served in the Coast Guard for 23 years, from 1933 to 1956. —^i>— Andy George Scharf, 74: Brother Scharf died from heart disease on November 27, 1969 at Jones General Hospital in Sterlington, Louisi­ ana. He was an SIU pensioner who joined the Union in the Port of New Orleans and worked as a tankerman. A native of Indi­ ana, Seafarer Scharf was living in West Monroe, Louisiana with his wife, Gladys, when he died. He was a Naval veteran of World War I. Burial was in Ouachita City Cemetery, Sterlington. ? • Anthony August Wakhes, 43: Seafarer Waiches died of natural |TW causes on De­ cember 25,1968 in Sewickley, Pennsylvania. He joined the SIU in St. Louis, Missouri in 1964 and sailed in the engine depart­ ment. A native of Illinois, Broth­ er Waiches was living in St. Louis when he passed away. Among his survivors are a sister in Collinsville, Illinois. Burial was in St. Peter and Paul Ceme­ tery in Madison, Illinois. ^ Juan Parodi, T3: Seafarer Parodi died as the result of injuries received when an automobile struck him on November 10, 1969 in San Di­ ego, California. He had been a member of the Union since 1944 when he joined in the Port of Baltimore. He worked in the steward department as a messman until he retired on an SIU pension. His last vessel was the Del Sol. A native of Italy, Brother Parodi was making his home in Philadelphia when he died. His sailing career had be­ gun in 1920. Burial was in El Camino Memorial Park in Cali­ fornia. Raul De Los Santos, 47: Brother De Los Santos passed away from natu­ ral causes on No­ vember 27,1969 at USPHS Hos­ pital in Galves­ ton, Texas. He was an SIU pen­ sioner who had joined the Union in the Port of New Orleans in 1944 and sailed in the engine department as an FWT. His last ship was The Cabins. A native of Texas, Seafarer De Los Santos was living in Galveston with his wife, Trine, when he died. Julius Johii Swykert, 62: Brother Swykert died on No­ vember 19,1969 from pneumonia at USPHS Hos­ pital in San Fran­ cisco. A native of Michigan, Brother Swykert was making his home in Los An­ geles, California with his wife, Rafaela, when he passed away. He joined the SIU in the Port of New York in 1942 and sailed in the deck department as an OS. His last vessel was the Co­ lumbia Beaver. Burial was in Holy Cross Cemetery, Culver City, California. William Frederick PUIips, 61: Seafarer Phillips died on De­ cember 19, 1969 as the result of an accident aboard the Anchorage on November 19. Brother Phillips was a native of Davenport, Iowa and was making his home in Seattle, Washington with his son, William Frederick, when he passed away. He joined the SIU in the Port of Houston in 1960 and sailed in the deck department as an AB. He served in the Navy from 1926 until 1930. Stephen Dunbar Rada, 20: Seafarer Rada passed away sud­ denly on March 30, 1969, as the result of a car accident in Robertsdale, Ala­ bama. Young Rada graduated in 1967 from the Harry Lundeberg School of Seamanship in New Orleans and shipped out in the steward department as a utility messman. His last vessel was the Cottonwood Creek. He was a native of Alabama and was living in Silverhill, Ala­ bama, when the accident oc­ curred. Among his survivors are his parents, Gus and Helene Rada of Silverhill. NO HEAT? Report Beef Immediately, And Keep a Daily Record Heat beefs must be reported Immedi­ ately to the Department Delegate and Chief Engineer 65 You should keep a v/ritten record of the beef including: • Date • Time of Day • Temperature All heat beefs should be recorded and sub­ mitted on an individual basis. Clarence Alfonso Collins, 63: Brother Collins died on Decem­ ber 23, 1969 in Manhattan as a result of heart disease. A native of New Orleans, Brother Collins was living in Manhattan with his wife, Aurelia Myrtle, when he passed away. He was an SIU pensioner and an old-timer in the Union, hav­ ing joined in 1938 in the Port of Mobile. He worked in the steward department as a chief steward and his last vessel was the Newark. Seafarer Collins had been sailing for 42 years when he retired in 1968. In 1961 he had been issued two SIU picket duty cards. Burial was in St. Raymond Cemetery in the Bronx. Leon Joseph Penton, 36: Sea­ farer Penton died suddenly on December 7, 1969 in Vidor, Texas. He joined the SIU in the Port of New Or­ leans in 1957 and sailed in the engine depart­ ment as an elec­ trician. His last ship was the Chatham. A native of Pearl River, Louisiana, Brother Penton was making his home in Harahan, Louisiana with his wife Betty Joyce when he passed away. In 1960 he was given a personal safety award for his part in making the Young Amer­ ica an accident free ship. Broth­ er Penton served in the Army from 1953 until 1955. Burial was in Hickory Cemetery in Hickory, Louisiana. —— Ragnar Melander, 61: Broth­ er Melander passed away from natural causes on . December 15, \ 1 969 at St. ^ Luke's Hospital, J Duluth, Minne­ sota. A native of Sweden, Seafarer Melander was making his home in Duluth with his wife, Elsie, when he died. He joined the Union in the Port of Detroit in 1960 and sailed in the steward department as a second cook. Burial was in Park Hill Ceme­ tery in Duluth. r ^ Peter Francis Dyer, 57: Broth­ er Dyer passed away on De­ cember 22, 1969 from natural causes at the Veterans Ad­ ministration Hospital in Long Beach, Califor­ nia. He joined the Union in the Port of Wilmington in 1959 and sailed in the engine department as an FOWT. His last ship was the Columbia Beaver. A native of Covina, California, Seafarer Dyer was living in Maywood California when he died. �Page Thirty SEAFARERS Febnury, 1^0 LOG Mexican Workers in Runaway Shops Trained by Unit on Loan from GEO A government-financed unit designed to help eliminate pov­ erty in the United States is being us^ to aid runaway plants in Mexico which labor contends are increasing poverty among American workers. That is the meaning that comes from an announcement made by the U.S.-Mexico Com­ mission for Border Develop­ Seafarers and their families are urged to support a consumer boy­ cott by trade unionists against various companies whose products are produced under non-union conditions, or which are "unfair to labor." (This listing carries the name of the AFL-CIO unions in­ volved, and will be amended from time to time.) 4. Stitzel-WeDer Distilleries "Old Fitzgerald » "Old Elk" "Cabin Still," W. L. Weller Bourimn whiskeys (Distillery Workers) Kingsport Press "World Book," "Cbfldcraft" (Printing Pressmen) (Typographers, Bookbinders) (Machinists, Stereotypers) Genesco Shoe Mfg. Co. Work Shoes . . . Sentry, Cedar Chest, Statler Men's Shoes . . . Jarman, Johnson & Murphy, Crestworth, (Boot and Shoe Workers' Union) Boren Clay Products Co. (United Brick and Clay Workers) ment and Friendship (CODAF) and stories carried by Mexican newspapers. The agency reports in a re­ cent issue of its newsletter that a job-training unit, the property of the Oflfice of Economic Op­ portunity, is being used at a center in Mexicali, Mexico. The mobile training unit was loaned to the center by GEO, which by law is supposed to use its funds and equipment to pro­ vide training for unemployed Americans. Mexican newspapers have carried pictures of the training unit and articles about its so­ phisticated equipment that in­ cludes audio-visual aids, tools and work areas. The unit is specifically set up to train workers in electronics, presumably to equip them to work in Litton Industries, RCAWhirlpool, Fairchild Camera, Transitron, and lesser-known U.S. electronics firms that have crossed the border to take ad­ vantage of cheap labor. The electronics firms, and R. J. Reynolds Tobacco Co. other companies ranging from Camels, Winston, Tempo, textiles to furniture, are fleeing Brandon, Cavalier and Salem to Mexico to operate under the cigarettes Mexican national frontier pro­ (Tobacco Workers International gram (PRONAF), supported Union) by the United States and Mexi­ can governments. The program enables the Comet Rice Mills Co. products firms to employ Mexican work­ (International Union of United ers—^for as little as 30 cents an Brewery, Flour, Cereal, Soft hour—in assembling goods for Drink and Distillery Workers) shipment back into the United States. None of the items can be Pioneer Flour Mill sold in Mexico. U.S. tariff con­ (United Brewery, Flour, Cereal, Soft Drink and Distillery Workers cessions give the runaway firms still another advantage. Yet, as Local 110, San Antonio, Texas) labor unions have pointed out, * the American consumer gets no price reduction — the only AD California gainer is the industry that fat­ Table Grapes tens its profits. (United Farm Workers) A resolution adopted by the recent AFL-CIO convention Magic Chef Pan Pacific Division charged that the program is "exporting" jobs from a U.S. (Stove, Furnace and Allied area along the border where Appliance Workers the jobless rate is running as International Union) high as 9 percent and thou­ sands of families live in poverty on incomes of less than $2,000 Fisher Price Toys a year. (Doll and Toy Workers) Further, the resolution em­ phasized, some of the "exijorted jobs" are adding to unemploy­ Economy Furniture Co. ment in more distant parts of Smithtown Maple Western Provincial the nation, where there is an BUt-Rite "urgent need" to maintain jobs (Upholsterers) and job opportunities. "liiWiliiP ilmiAliLS SlU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union SIU-AGUWD Meetings NewDrieans Mar. 10—^2:30 p.m. Mobile .... Mar. 11—2:30 p.m. Wilmington. Mar. 16—2:00 p.m. Skn Fran. .. Mar. 18—2:00 p.m. Seattle Mar. 21—2:00 p.m. New York.. Mar. 2—^2:30 p.m. Philadelphia Mar. 3—2:30 p.m. Baltimore .. Mar. 4 2:30 p.m. Detroit .... Mar. 13—2:30 p.m. Houston .. Mar. 9—2:30 p.m. United Industrial Workers MESIDENT P«ul Hall EXECUTIVE VICE PRESIDENT Cal Tanner Earl Shapard Al Tannar VICE PRESIDENTS Llndiay Wllllaim Robart Matthawi SECRETARY-TREASURER Al Karr HEADQUARTERS ITS 4lh Ava., Iklyn. (212) HY f-MOO ALPENA, MICH 800 N. Second Ava. (517) EL 4-3ili BALTIMORE. Md I2U E. ialllmora St. (301) EA 7-4900 BOSTON. Mail U3 Atlantic Avanua (817) 482-4718 BUFFALO. N.Y 73S Waihlnoten St. SlU (718) TL 3-T2S9 IBU (718) TL 3-n59 CHICA60. Ill T38S Ewing Ava. SlU (312) SA 1-0733 IBU (312) ES 5-tS70 CLEVELAND. Ohio 1420 W. 2Bth St. (218) MA I-S450 DETROIT. Mich I022S W. Jattarton Ava. (313) VI 3-4741 DULUTH, Minn FRANKFORT. Mich HOUSTON. Tax JACKSONVILLE. Fla JERSEY CITY, NJ MOBILE, Ala NEW ORLEANS. La NORFOLK, Va 2014 W. 3rd St. (2IB) RA 2-4110 P.O. Box 287 4IS Main St. (818) EL 7-2441 5804 Canal St. (713) WA 8-3207 280B Paarl St. (904) EL 3-0987 99 Mentgemary St. (201) HE 5-9424 I Soutli Lawrence St. (205) HE 2-1754 810 Jackien Ava. (504) 529-7548 IIS 3rd St. (703) 822-1892 PHILADELPHIA, Pa 2804 S. 4th St. (215) DE 8-3818 PORT ARTHUR. Tax IS40 Seventh St. SAN FRANCISCO. Calif., 1531 Million St. (415) 828-8793 SANTURCE, P.R 1113 Farnandax Juncoi Stop 20 724-2848 SEATTLE. Waih 2505 Flrit Avanua (208) MA 3-4334 ST. LOUIS. Mo 4577 Grayols Avanua (314) 752-8500 •"(Kirs'iSi iSiiriSS-'iSf WILMINGTON. Calif. 450 Saailda Ave. Terminal liland, Calif. (213) 832-7285 YOKOHAMA, Japan..Iiaya BIdg.. Room 801 1-2 l(algan-Dori-Nakaku 2014971 Ext. 281 United Industrial Workers New Orleans Mar. 10—7:00 p.m. Mobile Mar. 11—7:00 p.m. New York.. Mar. 2—7:00 p.m. Philadelphia Mar. 3—^7:00 p.m. Baltimore .. Mar. 4—7:00 p.m. ^Houston .. Mar. 9—7:00 p.m. Great Lakes SIU Meetings Detroit Mar. 2~~2:00 p.ni. Alpena Mar. 2—7:00 p.m. Buffalo Mar. 2—7:00 p.m. Chicago ... Mar. 2—^7:30 p.m. Duluth .... Mar. 2—^7:00 p.m. Frankfort.. Mar. 2r—7:00 p.m. Great Lakes Tug and Dredge Section •Chicago .. . Mar. 10—7:30 p.m. tSault St Marie Mar. 12—^7:30 p.m. . Buffalo ... Mar. 11—^7:30 p.m. Duluth Mar. 13—^7:30 p.m. Cleveland .. Mar. 13—7:30 p.m. Toledo .... Mar. 13—^7:30 p.m. Detroit Mar. 9—^7:30 p.mv Milwaukee Mar. 9—^7:30 p.m. SIU Inland Boatmen's Union New Orleans IVfar. 10—5:00 p.m. Mobile Mar. 11—5:00 p.m. Philadelphia Mar. 3—5:00 p.m. f' Baltimore (licensed and un­ licensed) . Mar. 4—5:00 p.m. . Norfcrik ... Mar. 5—5:00 p.m. ' Houston .. Mar. 9—5:00 p.m. Railway Marine Region Philadelphia Mar. 10—10 a.ni. & 8 p.m. Baltimore Mbr. 11—10 a.m. & 8 p.m. *Norfolk ' Mar. 12—10 a.m. & 8 p.m. ^ Jersey City Mar. 9—10 a.iit. & 8 p.m. . } Meeting held at Galveston wharves, t Meeting held at Labor Temple, Sault Ste. Marie, Mich. * Meeting held at Labor Temple, New­ port News. .1, "HIS" brand men's clothes Kaynee Boyswear, Judy Bond blouses, Hanes Knitwear, Randa Ties, Boss Gloves Richman Bros, and Sewell Suits, Wing Shirts (Amalgamated Clothing Workers of America) Adantk Products Sports Goods (Amalgamated Clothing Workers of America) Jamestown Sterling Corp. (United Furniture Workers) vl> Whhe Furniture Co. (United Furniture Workers of America) Gypsum Wallhoard, American Gypsum Co. (United Cement Lime and Gypsum Workers International) FINANCIAL REPORTS. Hie eonatitntlon of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed CPA audit every three months by a rank and file auditing committee elected by the membership. All Union records are available at SIU headquarters in Brooklyn. TRUST FUNDS. AU trust funds of the SIU Atlantic, Gulf, Lakes and InUnd Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of union and management representatives and their alternates. All expenditures and dishursements of trust fuii^ are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. .. _ rights and seniority are protected exclusively SHIPPING RIGHTS. Your shipping by the contracts between n the Union and the shipowners. Get to know know your shipping si .. _ rights. Copies of these contracts are posted and available in all Union halls. If yra feel there has heen any violation ot your shipping or seniority rights as ecmtained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The pnver address for this is: Earl Shepard, Chairman, Seafarers Appeals Board 17 Battery Place, Suite 1880, New York 4, N. Y. Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are availahle in all SIU halls. These contracts specify the wages and cmiditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—8BAFABBRS LOG. The LOG has tradithmaUy refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for LOG policy is vested in an editorial hoard which consists of the Ehmeutive Board of the Union. The Bxecutive Board may delegate, fl«m among its ranks, one individual to carry out this rssponsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, tiiis should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBUGATIONS. The SIU publUhes every six months in the SBAFARBR8 LOG a'verbatim copy of ite constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarise themselves with its contents. Any time you fed any member or officer is attempting to deprive you of any constitutional right or obli­ gation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. RETIBBD SEAFARERS. Old-time SIU members drawing disahUity-pension bene­ fits have always been encouraged to continue their union activities, including attend, ance at membership meetings. And like all other SIU members at these Union meet­ ings, they are encouraged to take an active role in all rank-and-file functions, ineluding service <m rankHind-ille committees. Because these oldtinms cannot take shipboard employment, the membership has reaffirmed the long-standing Union pol­ icy of allowing them to retain their good standing through the waiving of their dues. EQUAL RIGHTS. All Seafareis ate guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequentiy, no Seafarer may be discriminated against because of race, creed, color, national or geographic orWn. If any member feels that he is denied the equal rights to which be is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATIONS. One of the basic tighto of Seafarers is the right to pursue legislative and political objectives which will serve the best interests of themselves, their famflies and their Union. To achieve these objectives, the Seafarers Political Activity Donation was established. Donations to SPAD are entirely voluntary and fonstitute the funds through which legislative and political activities are conducted for the benefit of the membership and the Union. If at any time a Seafarer feds ttot any of tts above rirtto have been violated, or that be has been denied his consUlnlional right of access to Union records or infwMI^, hTsb^d immedUtsIy notify SIU Prsaidsnt Pan! HaU at beadgnarters by eerti^ad nwil, retnm receipt regnosted. �Im SEAFARERS I ^ -uary, 1970 LOG Page Thirty One ft ; : Nick Cabahisy, messman, sets up •- for dinner in. the crew's mess. ^' Nick, and other members of the steward department, helped to make the voyage more pleasant. ' fc-•'if.fe;«.;:..-• • 8*. ". .-' • •' • ;;;gS«aalley cr^ takes^t.rne to pose for ^.s Seafarer Jimmie Dimitrios. right; talks things over , , .. . ' photo. Left to right: Robert Adams, 3rd SIURepresentativeEB.MacAuIey.Therewere gL.H<?v^^'•dSc^^ider, 2nd cook; John ^ ...^^^oniy a few. minor beefs'during" long Far'East run. -• • - W5jato3»S»CtvXAB**»TOf'*WWSWW#P!0H.|i«i �SEAFARERS WLOG February 1970 OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO - Mm IME IS GETTING SHORT. The five annual 1970 SIU TScholarships will be awarded this May for the seven­ teenth straight year and all eligible Seafarers or children of Seafarers are urged to get their applications ill imme­ diately. In order to qualify for these scholarship grants, a Sea­ farer must have at least three years accumulated seatime on SlU-contracted vessels. Children of Seafarers who meet the necessary seatime requirements are also entitled to apply. Each year a distinguished panel of leading university educators and administrators selects five SIU Scholar­ ship winners on the basis of their high school records together with scores attained on tests given throughout the country by the College Entrance Examination Board. These CEEB tests are given several times during the school year. The final opportunity to take the test to be considered for a 1970 SIU Scholarship is March 7,1970. Arrangements for taking the CEEB test can be made by eligible Seafarers or their children by writing to: Col­ lege Entrance Examination Board, Box 592, Princeton, New Jersey, or at Box 1025, Berkeley, California. In addition to arranging for the CEEB test, applicants are also requested to obtain the necessary SIU College Scholarship application form as early as possible. These forms, which must be returned no later than April 1, 1970, are available at any SIU hall or may be obtained by writing directly to: SIU Scholarships, Administrator, 275 20th Street, Brooklyn, New York 11215. Widely recognized as one of the most liberal, nostrings-attached programs of its kind in the nation, the SIU Scholarship Plan has helped 83 young men and women toward fulfilling their career goals. Twenty-five of these were Seafarers and 58 were the children of Sea­ farers. All scholarship recipients may pursue any chosen course of study at any accredited college or university. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1970 Description An account of the resource Headlines: REP CLARK CHARGES US STOOD STILL AS SOVIETS CLIMED MARITIME LADDER HEARINGS OPEN ON SHIPBUILDING PHASE OF PRESIDENT’S MARITIME PROGRAM DOCTORS URGED TO JOIN LABOR’S DRIVE TO MAKE US HEALTH BEST IN WORLD NIXON VETO OF HEALTH, EDUCATION AID FORCES CONGRESS TO PICK UP PIECES INFLATABLE LIFE RAFTS TEXT OF SIU CONSTITUTION Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 02/1970 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXII, No. 2 1970 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/7eced29a758c981d27e13c0330d77b64.PDF 56ae2d2306d5e7c45844a9020dea6a61 PDF Text Text • \• -N 1 j;i.- Iv I i '»• ' fT Vol. XXXill No. 2 SEAFARERS*LO€ OFFICIAL ORGAN OF THE SEAFARERS INTERMATIONAL UNION > ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT > AFL-CiO MTD Focuses on Maritime Issues: ^ Urges Increase in U.S.-Flag Cargoes Ifif * Hits 'Runaway' Menace to industry * Warns of New Threat to Jones Act ^ Hears Gibson's Stable' Relations Plea (See Pages 3, 4, 5. 10) Seafarer Loses Life In Effort to Save Foreign Seamen (See Page 7) :Miii I Congress, Labor Join In Fight to Preserve Public Health Hospitals (See Pages 2, 5i 10) ... ^•\ Awards Deadline Draws Near - (See Pages 10, 32) ^ �Support Rallying to SlU in PHS Hospital Crisis Washington, D.C. tient clinics not only remain A resolution calling for ex­ open and funds be made avail­ panding and modernizing the able for the continued opera­ United States Public Health tion of such hospitals and Service Hospitals has been spon­ clinics, but that additional funds sored by 210 congressmen— be made available for the mod­ nearly half of the total mem­ ernizing, upgrading and ex­ bership of the House of Repre­ panding of all existing facilities in order to properly carry out sentatives. the responsibilities of the Pub­ The resolution, which has lic Health Service to provide the strong support of the SIU, the best medical care and Related articles on PHS treatment to beneficiaries there­ Hospitals appear elsewhere to under the law," the resolu­ tion declares. in this issue of the LOG. The resolution notes that Page 3: A report on the President Nixon, in his State of MID Executive CounciPs the Union message, "promised resolution concerning the to provide more medical serv­ proposed closing of PHS ices in areas that do not have Hospital program. adequate medical facilities." The 210 congressmen cited Page 5: Text of AFL-CIO the fact that USPHS facilities President George Meany's provide medical services for letter to HEW Secretary more than a half-million people Elliot Richardson. each year—^people who "could Page 10: SIU members' not obtain these services in letters to the Editor. overcrowded private' hospitals or in the Veterans Administra­ opposes the Administration's tion Hospitals." plan to close the eight remain­ The heavy outpouring of ing USPHS hospitals. support from Congress but­ Leaders in the campaign to tressed arguments from several bring greater medical care to quarters backing the SIU's seafaring men through the stand against any threat to the USPHS are congressmen—^both USPHS facilities. Democrats and Republicans— Eight hospitals are currently from the coastal areas affected. in operation in New Orleans, "It is the sense of the Con­ Galveston, Boston, Baltimore, gress that the Public Health San Francisco, Norfolk, Seattle Service Hospitals and outpa­ Reaction to the proposed and New York City. In addition the PHS operates clinics for the same beneficiary groups in 32 cities. runs the available resources, that improved health care is a top labor goal and that Presi­ dent Nixon has committed his Administration to providing better medical service for all Americans. "In view of this situation," Meany concluded, "it seems to be a paradox that the nation should be closing hospitals . . . To allow the first health-care action of the new year to be the closing of eight hospitals would be a severe blow to the hopes of millions of Americans for adequate and affordable health care." The Merchant Marine and Fisheries Committee will hold hearings on the resolution at an early date. Meany In addition to working with the Congress, the SIU htis been elimination of the PHS hospi­ in contact with several gov­ tals came quickly. ernment agencies whose per­ Opposition Mounts sonnel and programs would be Other voices in the labor affected by PHS hospital clos­ movement were raised against ings. Among them are the Federal the closings, including a reso­ Maritime Administration, the lution of the executive council Department of Housing and of the AFL-CIO Maritime Urban Development, the De­ Trades Department and a letter partment of Labor and the De­ from AFL-CIO President George Meany to Elliot Rich­ partment of Defense. ardson, secretary of the Depart­ Civic Groups Join Fi^t ment of Health, Education and Civic leaders in various parts Welfare. of the country also expressed Meany reminded Richardson their concern over the proposed that the nation's need for med­ hospital closings. ical services already far out­ The New Orleans City Coim- cil at the instigation of Mayor Moon Landrieu unanimously passed a resolution asking that the hospital in New Orleans be kept in operation. The coimcil resolution asked the New Orleans hospital be kept "operating at its fullest capacity to serve the many sea­ men of this area." Mayor Landrieu said, "I see absolutely no logic in HEW's reasoning that the PHS hospi­ tal is tmderused. Further, if Ae operation is ineffective as HEW says it is then it should be im­ proved, but imder no circum­ stances should the doors simply be locked and the people sent elsewhere." Others Concur Also, Bethuel M. Webster, who headed a Presidential com­ mission which studied the Pub­ lic Health Service Hospitals in 1965, said he saw no reason "that the report and recom­ mendations of my committee are any less valid today than they were when the report was submitted." The Webster Commission recommended that the hospi­ tals be upgraded and modern­ ized and that their services branch farther and farther into the public service. The PHS hospitals, the old­ est welfare institution in the nation, serve more than 500,000 people each year. V THE PRESIDENT'S REPORT Vby PAUl mU .. t will take an all-out effort to keep the Administra­ tion from closing the eight remaining Marine IHospitals, but it is an effort we will make—and one which we must win. The proposed closing of the hospitals represents a crisis for Seafarers. It is also a national crisis be­ cause it will further decrease the amount of available medical care; And that amount is in short enough supply. Our beef is simply this: The mindless, senseless budget cutters for years now have held back funds the Marine Hospitals would have used to modernize and upgrade thenfacilities and programs. Now that the hospitals are aging rapidly and moving toward obsolesence, the bureaucrats' answer is not to release the funds, but to close the hospitals. How silly that is in the light of the report of a 1965 Presidential Commission which recommended that the hospitals be enlarged, improved and modern­ ized as rapidly as possible. And elsewhere in this month's Log, the chairman of that commission says he sees no reason to believe that the report does not apply as well now as it did in 1965. In fact, it applies even more now because of the passage of six years. What is so different about 1971 in American his­ tory? Why is it that in 1971 we would discontinue the oldest existing public service of the United States government—the Marine Hospitals? At the beginning of this nation, the people recog­ nized an obligation to treat mariners, to offer them a safe harbor when they were ill. The obligation has not suddenly ended. Through the years, there has been a warm under­ standing between the Marine Hospital doctors and their patients, the merchant seamen. I know from personal experience that the men and women on the staff of the various hospitals and clinics care deeply for merchant seamen. Perhaps that is because both the medical staff Page 2 member and the patient are involved in the public service, involved in helping to keep the nation func­ tioning. Whatever it is, I doubt that we would see much of it in the places that the government offers as possible alternatives. The government says that the beneficiaries of the Public Health Service hospitals would either be treated in veterans hospitals or in private hospitals under contract to the PHS. That is no alternative at all. Veterans hospitals are overcrowded and their staffs are overtaxed. There are long lines of veterans wait­ ing for treatment. Seafarers would have to go to the bottom of the priority list, and that would probably mean they would never receive treatment. As for private hospitals under contract to the PHS, that alternative gives good reason to keep the Marine Hospitals going. It costs $58 a day to treat a patient at a PHS hos­ pital. On the average, it costs $70 a day to keep him in a private hospital. In many of the same cities where PHS hospitals are in operation, costs in some' hospitals run to more than $100 a day. Where is the saving, then? What possible reason do the budget cutters have for sawing away at the marine hospitals when they actually save the tax payers money? The answer is that this kind of indiscriminate budget cutting has nothing positive to offer. That's our beef. The nation's beef is a little different. It is one that offers several very positive reasons to keep the PHS hospitals working. 'rst, to go back to the high cost of private hospital F care. We are rapidly becoming a nation in which only the very rich can afford to go to a hospital. And there is no assurance that a rich man can get ad­ mitted to the hospital of his choice because it might be filled to the gills when he needs it. Given that situation, isn't it horrible to think of the 500,000 current beneficiaries of the marine hos­ pitals adding to the pressure that exists in private hospitals? We have a health care crisis in this land, and even the President in his "State of the Union" message made adequate health care one of the nation's "Six Great Goals." We are out of beds in hospitals. People can't afford hospitals and few people have adequate health in­ surance. The nation ranks 13th best in the preven­ tion of infant deaths. Surely we can agree with the President that it all constitutes a crisis in health care. The first proposal we see, then, from the Admin­ istration is to do away with hospitals which are giving people adequate, and often exceptionally good, treat­ ment at relatively low cost. It doesn't make an awful lot of sense. What does make sense is that this nation needs more hospital beds, more facilities to treat the sick and more ways of holding the cost down. Yet, what the nation hears from the Administration is that eight efficient and economically operated hospitals and 32 clinics ought to be shut down. Never has such a contradictory and irrational pro­ posal been made at a time of such deep crisis in the medical profession. That is why this beef is important—even vital—to the nation. Reason and logic have to be brought to this situ­ ation, and we intend to do it. Reason and logic tell us that the marine hospitals must continue for the benefit of the merchant sailor and for the benefit of the nation. Reason and logic also tell us that they must be expanded and modernized to meet the needs of to­ day's medicine. Cutbacks in staffing and withholding funds to make improvements can lead only to disaster in the overall health care picture in our country. •J e will work diligently in the halls of Congress to W get the appropriation for the Marine Hospitals that the President refused' to put in his budget. We must do it for ourselves and for the nation. Seafarers Log r. �• . h':'.- '•> in action MTD Mobilizes to Fight for Seamen V. I Bal Harbour, Fla. The Executive Board of the AFL-CIO Maritime Trades De­ partment, at its midwinter meeting here, rallied solidly be­ hind the cause of the nation's merchant seamen. In two action-packed days, representatives of the 7.5 mil­ lion members of 42 affiliated unions—issued strong reports on legislative goals, the slash in seafaring jobs resulting from foreign shipping competition. and the Nixon Administration's current attempts to close Public Health Service Hospitals. The Board also heard from Andrew E. Gibson, Assistant Secretary of Commerce for Maritime Affairs, who discussed the impact of the Merchant Ma­ rine Act of 1970 under which the Administration seeks to bring about the revitalization of the American merchant fleet. Here are highlights of the Board's meeting. Board Outlines Legislative Goals ,1- V K i •> ,>> k The MTD Executive Board manded an end to "favoritism" focused sharp attention on leg­ to foreign-flag vessels by the During its Executive Meeting in Bal Harbour the MTD concerned itself with many problems of interest world's largest shipper—the to all labor groups and of particular interest to those in the maritime industry. The Executive Board adopted islative actions and goals. The MTD has sounded an U.S. Government. a number of resolutions designed to alleviate or eliminate some of the problems confronting the industry. The MTD Executive, Board alarm against an attack by the powerful oil lobby on legisla­ called upon the Department of Most of the nation's bulk-cargo other words, that will be capa­ racy, the Maritime Trades De­ tion that reserves all domestic Commerce to establish ship­ trade has been carried in unsub­ ble of handling the bulk partment recommended: shipping to American-flag ves­ ping priorities in the regula­ sidized ships. trades." • Suspension of economic tions it is now establishing for sels. "In the past, the federal aid to any nation guilty of pi­ Su^ested Action the shipment of government maritime effort has totally ig­ racy against our fishing fleet. Issues Warning The Executive Board also ex­ cargo. nored the bulk-cargo trade," • Imposition of economic Discovery beneath the North First priority, the MTD said, the MTD noted. "Yet this is pressed deep concern over the sanctions, by barring imports Alaskan Slope of what may be fact that in recent weeks a doz­ the world's richest pool of oil should go to American-flag the portion of waterbome com­ en American-owned, Ameri­ from any country "guilty of pi­ merce which has steadily been ships, followed by vessels of racy against our fishing fleet." has caused oil interests to open can-manned fishing trawlers advancing—both in absolute nations receiving foreign aid, a campaign against this legis• The supplying of U.S. na­ have been seized by Ecuador, laftiSn, known as the Jones Act with "third-flag" ships being the terms and in relation to our to­ bringing to close to 100 the val vessels to guard American —a campaign that would per­ last choice, "particularly since tal imports and exports. Bulk number of instances in which fishing vessels. mit them to bring in their for­ so mafhy of these 'third-flag' trade now accounts for a stag­ The legislative report was American vessels have been eign-built, foreign-registered vessels are ships from the 'run­ gering 85 percent of our com­ presented to the Board by fired upon, taken captive at merce. and foreign-crewed tankers to away-flag' fleet." "Thus, it makes sense to put gun-point, and held for ran­ AFL-CIO Maritime Trades De­ move the oil from Alaska to the Unsubsidized Operators partment Administrator O. Wil­ our government's money where som. continental United States. Among American-flag ships, the trade is—^to build ships, in To end the epidemic of pi­ liam Moody. "This may well prove to be presently unsubsidized ships— the most critical challenge we the ones which for years have have had to face in terms of existed without any federal preserving the Jones Act," the construction or operating as­ MTD said. "We intend to meet sistance — would get "first that challenge." crack at the government-gener­ ated cargoes," under the As another goal, the MTD MTD's proposal. pledged to "see that in the im­ Action by the Department facilities in Detroit and Savan­ hospitals' primary charges," plementation of the Merchant Similarly, the MTD called of Health, Education and Wel­ nah were closed. the Maritime Trades Depart­ Marine Act of 1970, the per­ for the same unsubsidized oper­ ment asserted. "Closing the "Closing the PHS hospitals fare to dismantle the U.S. formance matches the promises ators to receive preferential Public Health Service hospitals would cause immeasurable PHS hospitals would also that the new legislation con­ treatment for construction-sub- "stands in ugly contrast" to a harm to the seamen, coast cause immeasurable damage to tains." sidy funds called for in the pledge by President Nixon last guardsmen and other govern­ the general level of health care The legislative report de­ Merchant Marine Act of 1970. month to expand and improve ment personnel who are the (Continued on Page 5) the nation's medical services, the MTD Executive Board charged at its midwinter meeting. The Nixon Administration began "winding down" the net­ work of Public Health Service The Nixon Administration must close its own "promisehospitals in 1969, when it performance gap" if the nation is to weather the present turned hospitals in Detroit and economic recession, according to the Maritime Trades De­ Savannah into out-patient partment. clinics, transfering all bed pa­ The MTD charged that the key proniise Nixon made tients to private and public in the 1968 campaign to halt inflation without creating un­ hospitals in their respective employment—has not been kept and is ample evidence that areas. the "promise-performance gap" exists within the Adminis­ tration itself. Eight Hospitals Affected Vice President Charles F. West of the International The remaining eight hospi­ Association of Machinists, in an address to the Board, chal­ tals—located in Boston, Balti­ lenged the promises contained in the Nixon economic pro­ more, New York, Norfolk, posals, calling them "as phony as the old promises." New Orleans, Galveston, San West called the current level of joblessness "totally un­ Francisco and Seattle—are acceptable," adding that it would force "3.9 million work­ now threatened by a "reap­ ing people to bear the brunt of his (Nixon's) economic poli­ praisal" from HEW Secretary cies." Elliot Richardson. The MTD stressed that achievement of a healthy econ­ The MTD noted that the Rep. Ciaude Pepper (D-Fla.) addresses a gathering of the AFL-QO omy depends upon "all Americans having gainful employ­ same term—"reappraisal"— Maritime Trades Department Executive Board in Bal Harhour, Fla. ment, while inflation is kept under control." was used by former HEW Sec­ and announces his support of the Board's resolution to fight to keep PHS Hospitals open. MTD President Paul Hall listens attentively. retary Robert Finch before the Resolution Attacks Proposal To Close Marine Hospitals Economic Proposals Not Livirtg Up to Promises f February 1971 Page 3 •t i i'? II iI �in action Gibson Urges 'Stable' Labor-Business Ties "A banker who is called Stable labor-management re­ lationships in the maritime in­ upon to approve a loan applica­ dustry are essential if revitaliza- tion for tens of millions of dol­ tion of the U.S. Merchant lars for new ship construction, makes his decision based on his Marine is to be achieved. That was the message which assessment of the earnings po­ Assistant Secretary of Com­ tential of the ship and ship merce Andrew E. Gibson operators. The existing labor brought to the mid-winter Ex- relations in the industry figure excutive Board session of the prominently in this equation," AFL-CIO Maritime Trades De­ Gibson said. "It is not enough that any partment. one group of unions along with management has a stable rela­ tionship. Any irresponsible ac­ tions of a few can do irreparable harm to the whole industry." With reference to the shipper community, Gibson said that at least part of the reason why im­ porters and exporters prefer foreign-flag operators is trace­ able to labor unrest on the U.S. waterfront in the past. "It is quite evident," the De­ partment of Commerce oflficial said, "that the work stoppages which all too frequently tied up American ships in the 1960's still contribute to the diversion Andrew E. Gibson of cargoes to foreign lines. "A shipper who has once Although the Merchant Ma­ rine Act of 1970 provides fed­ had his cargo tied up in an eral assistance for a 300-ship idled ship, while the foreign replacement program over the flags are moving on schedule, next decade, Gibson declared, has a long memory. Unfortu­ the ultimate success of the pro­ nately, he doesn't stop to gram will depend on two other identify any single cause of the disruption but tends to retaliate areas of the economy; • The banking community, against the entire Americn-flag which will be asked to under­ fleet." Gibson said that the Nixon write much of the $4 billion in private investment to match the Administration's "ship-Ameri­ federal subsidies for new ship can" program can help promote additional cargo for U.S.-flag construction. • The shipper community— vessels. "But," he added, "it the exporters and importers must be obvious that such over­ who, Gibson said, "must provide tures to the shipping public the cargoes needed for profit­ cannot be completely effective able American-flag op)erations." if the newspaper headlines re­ Both groups, the Administra­ fute our claims that Americantion spokesman said, will de­ flag service is second to none." mand stability in labor-manage­ Gibson said that President ment relations before commiting Nixon's concern over past la­ themselves to full-out support bor-management unrest in the of the U.S. merchant fleet. maritime industry, and the threat that this unrest posed to the success of the merchant Labor Rejects marine program, was expressed in Nixon's maritime message to Nixon's Farm Congress in 1969. Worker Proposal At that time, Nixon said: "If the desired expansion of mer­ Washington, D.C. Organized labor has rejected chant shipping is to be achieved, the Nixon administration's pro­ the disruptive work stoppages posed collective bargaining of the past must not be re­ rights for farm workers in peated." 1971, because the workers Gibson said that, despite this would be stripped of the right concern, the Nixon Adminis­ to strike during harvest time. tration pressed vigorously for The administration labeled the bill which was signed into the farm worker proposal as a law last year, and followed it major goal this year, noting up this year with "the largest that agricultural workers would peacetime maritime budget in be given "organizational rights our history." similar to those long enjoyed The ultimate "success or by workers in other industries." failure of the new program," But the proposal would deny Gibson added, lies with mari­ the farm workers the right to time management and labor, strike when they have the most both of which must demon­ economic stren^h—during har­ strate "greater wisdom, under­ vests because of the perishabil­ standing and leadership" than ity of farm products. they haye in the past. Page 4 c Jii," Foreign Goods Cut Back on U.S. Jobs The Maritime Trades De­ partment issued a new report providing broad documentation of the devastating impact of for­ eign products on workers in U.S. industries. Of primary con~cem, the MTD Executive Board said, is the decimation of seafaring jobs resulting from foreign shipping competition. The result of" a year-long study by a special MTD com­ mittee, the report calls for adequate protection for Ameri­ can workers, especially in the maritime industries. Here is part of that report: Ships are the very essence of world trade. The millions of pairs of shoes, the yards of textiles, the huge quantities of toys, pottery, rubber products and electron­ ic equipment that are imported into the U.S. each year, largely arrive in the holds of ships. One might expect, then, that the U.S. shipping industry was thriving, carrying these goods from foreign ports to the U.S., and conversely, U.S. exports back to foreign ports. It doesn't work that way. U.S.-Flag Vessels Suffer Most of those foreign goods are brought into our country in foreign bottoms. American-flag vessels—even counting Federal government shipments—carry less than 5 percent of U.S. in­ ternational cargo annually. Foreign shipping competition is a tremendous threat to the U.S. merchant fleet. Page Groton, director of the Marine Di­ vision of the International Brotherhood of Boilermakers and Iron Ship Buliders, pre­ dicts: "We are now dangerously ap­ proaching the point where the United States will be totally de­ pendent upon foreign-flag ves­ sels, operated by foreign crews and holding the upper hand on the carriage of our vital for­ eign commerce." Groton's concerns are also those of the 50,000 members of the Boilermakers and Iron Ship Builders that are represented by the Union's Marine Depart­ ment—men who work in ship­ yards throughout the United States. The low national priorities that have been assigned to mari­ time matters in the last quarter of a century are very real to these men, who depend on a thriving maritime industry for their livelihood. American Technology The fact that the nation has fallen behind in maritime prowess, does not stem from a lack of shipbuilding ability. Groton has said; "American yards have pro­ duced the most advanced mer­ chant ships in operation on the high seas today. In terms of efficiency, safety, structural in­ tegrity and operational capabil­ ity, American-built ships are su­ perior to most and second to none. ". . . Attempts to portray the United States as a decadent, backward and inefficient ship­ building nation are refuted by the facts." There are widely varying views as to what is needed to restore the U.S. to the rank of a first-class maritime power, but the lack of governmental invol­ vement is generally agreed to be a vital factor. Government Neglects Fleet After World War II, the U.S.-flag fleet was grossly ne­ glected, while the fleets of other nations were—and still are— nurtured and encouraged by their respective govermnents. With financial and philosoph­ ical backing, these foreignflag vessels increasingly made inroads in the carriage of inter­ national trade cargoes. The Merchant Marine Act of 1970—^which won over­ whelming Congressional ap­ proval and has been signed into law by President Nixon—is the first positive step in a third of a century by the U.S. govern­ ment in assuming responsibility for its nation's merchant fleet. With provisions for the con­ struction of 300 ships by 1980 —assuming government sub­ sidies are available to make this a financial possibility—the Act will help replace obsolete ves­ sels. The legislation, in itself, is not sufficient to put the U.S. merchant fleet back in a posi­ tion of leadership, but it is a solid beginning. Facts Not Heartening "^The sad facts about the U.S. merchant marine today are these: • The fleet totals 864 ships, of which 610 are engaged in foreign commerce. • Three out of every four vessels are 20 years of age or older, and 20 years is consid­ ered to be the economic life­ span of a merchant vessel. • Some 395 of these ships were constructed during World War II, and will be phased out of operation by 1974. • Even with new ship con­ struction, there will be only 272 ships in the foreign trade by 1974. Problems Compounded Contrasts with the flag-fleets of other nations are sobering: While three out of four U.S. freighters are more than 20 years old, the reverse is true of foreign-flag ships—seventyfive percent of the foreign freighter fleet is less than 20 years old. The problem of competition from foreign-flag ships is com­ pounded by the actions of foreign shores. They have had ships built there, registered them under foreign-flags and manned their vessels with for­ eign crews. But, they maintain their "Americanism" by com­ peting for American cargo. Runaway Approach Rep. John H. Dent, (DPenn.), noted in July 1970, that such companies "have profited unconscionably" with this runaway approach. The origins of "runawayflag" ships coincide with the end of World War II, when the U.S. government wanted to dis­ pose quickly of the huge war­ time fleet. Businessmen were encouraged to buy these vessels at favorable prices and to reg­ ister them under foreign flags. There were tax breaks at both ends: The U.S. govern­ ment exempted the business­ men, and the foreign countries levied little or no tax on the vessels. Panama, Honduras and Li­ beria were—and have con­ tinued to be—^favorite spots for registering runaways, for their tax laws were especially favorable to the U.S. business­ men. It was quite ap^aling, then, to expand these runaway ship­ ping empires, what with lowcost, foreign building materials and dirt-cheap wages. The tax breaks were the frosting on the cake. r V Possible Breakthrough The Merchant Marine Act of 1970 provides a way for the elimination of runaway flags, without asking those business­ men to junk their entire finan­ cial investment—it puts a freeze on the number of ships held by an American businessman at the current level, and allows him 20 years to gradually divest himself of them. No obsolete ships may be replaced during the 20 years. The lure to the "runaway (Continued on Page 5) Strong Credit Law Needed Strong federal laws to lim­ it the scope of information on individuals that can be gathered and disseminated by credit bureaus has been urged by the Maritime Trades Department. The MTD Executive Board released a 101-page study charging that credit bureaus in the USA make up "a private intelligence net­ work" that threatens the pri­ vacy of virtually every indi­ vidual. The report is the second in a series of studies of pri­ vacy made under MTD aus­ pices by a committee headed by Edward J. Carlough, president of the Sheet Metal Workers. Seafarers Log ir 4' �Unfair Competition Hurting U.S. Industries (Continued from Page 4) . I.I 'V businessman" is that when he does return to the fold, he will have an equal opportunity with all other shipping companies to secure government subsidies that have in the past been off­ ered only to 14 favored ship­ ping lines. The Act will allow all elements of this industry to compete equally and receive impartial assistance from the government. Statistics Cited Rep. Robert Mollahan of West Virginia has pointed out that the multi-national corpor­ ations show their contempt for America's economic welfare by building and registering ships abroad under foreign flags. "This American-owned, for­ eign-registered and foreignmanned fleet is considerably larger than our American-built, American-o w n e d, Americanmanned fleet," he said. At the beginning of 1969, 436 ships were owned by for­ eign affiliates of U.S. corpora­ tions and were registered under foreign flags, totaling'^iS mil­ lion deadweight tons (DWT). In contrast, the privatelyowned American merchant fleet numbered 647 ships, but only 10.4 million DWT. The American Council of Shipbuilders has noted that every time a ship that would cost $20 million to build in an American yard is built abroad, American industry loses at least $60 million worth of business. In addition, American workers lose $9.7 million in wages, and the combination of federal, state and local taxes represents a loss of $14.4 million. Employment Suffers Nonetheless, at the end of 1968, American-owned corpor­ ations had 64 ships—8.3 mil­ lion DWT—under construction or on order in foreign ship­ yards. The loss of work is not con­ fined to the shipbuilders, but to the steel workers (some of whom are represented by the International Association of Bridge, Structural and Orna­ mental Iron Workers) machin­ ists and other. American labor segments whose products or ef­ forts are basic to the building of a vessel. Members of seafaring unions suffer also. They are replaced by the foreign crews, and thus find themselves with shrinking employment opportunities. many that make shirts and crews that are poorly trained, shoes—are folding under the poorly fed and paid pauper's the pressures of cheap goods wages. This unfair competition made by workers receiving has cost us jobs—and has cost coolie wages in foreign lands. the nation its fleet." "Those thousands of Ameri­ Committee Members cans who have either lost their The report was presented by jobs or had to work for poor wages (a management ploy committee co-chairman George when import competition be­ Baldanzi, president of the comes stiff) can't afford to buy United Textile Workers, and Charles Feinstein, president of American-made products." the International Leather The more direct loss of sea­ Goods, Plastics and Novelty faring jobs is something that Workers. seafarers have to live with for Hail Voices OfHiiion Other members of the com­ many years. "We ... are not Paul Hall, president of the strangers to the effects of cheap mittee include Peter BommaSIU and president of MTD, foreign competition," Hall says. rito, president. United Rubber feels strongly about the issue of "We have seen our merchant Workers; Mort Brandenburg, foreign competition. He looks marine fall from the finest in president. Distillery Workers; at the situation from an over­ the world to a fleet that is old, Milton Gordon, secretary-treas­ all viewpoint—^not just the crew small in tonnage and growing urer, International Union of spots lost on foreign-manned smaller in numbers. Dolls, Toys and Novelties; vessels.; Richard Livingston, secretary. Competition Unfair "Tens of thousands of United Brotherhood of Carpen­ Americans are losing their jobs "We have seen American ters; Lester H. Null, Sr., presi­ because of an unfair situation merchant business taken by na­ dent, Pottery and Allied Work­ involving foreign trade. Plants tions who run on the cheap— ers; and Reuben Roe, secretaryin many industries—^from those using vessels that are poorly treasurer, United Clement, Lime which produce window glass to constructed and handled by and Gypsum Workers. PHS Hospital Closings Decried in Resolution "Paradox for the Nation' The complete text of AFL-CIO President George Meany's letter on the closing of PHS Hospitals sent to Elliot Richardson, secretary of Health, Education and Welfare, appears below. (Continued from Page 3) January 21, 1971 Honorable Elliot L. Richardson Secretary, Department of Health, Education and Welfare Room 5246, North Building _ 330 Independence Building, S.W. Washington, D.C. 20201 t' Dear Mr. Secretaiy: In the past several weeks, it has come increasingly to my attention that there is a strong effort underway by the Department of Health, Education and Welfare, to close the remaining eight Public Service Hospitals located in major cities throughout the United States. I am deeply concerned about this imminent administrative action and I feel that there are several compelling reasons why the Public Service Hospitals cannot be closed without caus­ ing great harm to the high level of medical care in the United States. The Public Health Service hospitals serve a wide range of beneficiary groups. Besides the merchant seamen of the United States (who are the hospitals' primary charges), the PHS hospitals also treat government and military personnel and their dependents. These groups all present special health care problems due to their high mobility and need for rapid medical services. These hospitals also provide a broad area of services to the citizens who live in the com­ munities around hospitals. Often the Public Health Service Hospitals provide the acute care and emergency facilities that overburdened private hospitals are unable to supply. The alternatives proposed as a "replacement" for the Public Health Service Hospital system simply would not provide the same assurance of medical care that the present PHS hospitals offer. The VA hospitals, as any veteran knows, are crowded and operating near capacity; the over-loaded conditions that prevail in private hospitals, where costs often run past $100 a day, are well documented. In view of this situation, it seems to be a paradox that the nation should be closing hospitals at a time that so many people have a need for greater health care than the medical system can provide. The AFL-CIO has made the health care needs of the nation our num­ ber one priority in the new Congress, and to allow the first health care action of the new year to be the closing of eight hospitals would be a severe blow to the hopes of millions of Americans for adequate and affordable medical care. President Nixon himself has stressed these health care needs and committed his Administration to providing better medical serv­ ice for all Americans. available in the United States. "To even consider closing any hospital at a time when so many persons have need for greater care than the U.S. health-delivery system is cur­ rently able to provide, would be a cruel hoax on the nation," the MTD said. "Further, it is scarcely in keeping with the lofty sentiments contained in the President's State of the Union Message concerning the need to 'improve the delivery of health services'." Resolution Adopted In an unanimously-adopted resolution, the Board declared that the alternatives proposed to the PHS hospitals—alterna­ tives called for the use of Vet­ erans Administration or com­ munity hospital facilities—"do not provide a viable method of insuring that the nation's sea­ men will continue to receive the priority care they need to main­ tain their shipboard jobs." The VA hospitals already are crowded, the resolution stated, and even if there were extra beds, "seamen would have the lowest priority in fill­ ing them." To suggest that the problem would be solved by contracting for medical care with private hospitals is "also the height of folly," the report declared, add­ ing that "the additional cost to the government of providing care to seamen in private hos­ pitals . . . would be a stagger­ ing burden on an already over­ loaded federal budget." Call for Funds Instead, the MTD resolved to call upon the Secretary of Health, Education and Welfare and the Congress to prevent any of the eight remaining PHS hospitals from being closed. The MTD also urged that $140 million be appropriated and spent to "return these vital American health resources to their fullest and most modem operation possible so that the numerous beneficiary groups and teaching programs depend­ ent on the hospitals can be adequately served." Four for Safety Thus, the proposed closing of these eight hospitals impinges on the humanitarian goals of this nation. I strongly urge that these hospitals be left open and that they continue to be allowed to provide their wide range of medical services to seamen and private citizens alike. The budget and operating costs of the Public Health Service hospitals vividly demonstrate that the Public Health Hospital system is one of the few health care bargains this nation possesses. I urge that the Department of Health, Education and Welfare reevaluate the hospital closing decision, so that these important institutions can remain in operation. Sincerely, I February 1971 George Meany President Four men who were constantly in the forefront in the three-year long struggle to secure passage of a federal job safety and occupational health law congratulate each other on their success. From the left. Jack Sheehan, legislative director of the Steelworkers; chief sponsors of the bill, Rep. Dominick Daniels (D-N.J.), Sen. Harrison Williams, Jr. (D-N.J.), and AFL-CIO Legislative Director Andrew Biemiller. 5 �Upgrading Courses Geared to Modern Needs Today's modem merchant of the Union are successful is marine demands increasing skills shown by the increasing num­ and professionalism from the bers of Seafarers who are en­ men who sail the more sophisti­ rolling in the wide variety of cated ships of the American- upgrading courses offered by the SIU, and it is further dem­ flag fleet. The SIU recognized long ago onstrated by the confidence of the need for a continuing edu­ SlU-contracted shipowners who cation program to provide the are investing millions in new tools to enable its Seafaring vessels to expand their fleets. The Union's upgrading pro­ members to move up the ladder gram offers a wide variety of to more responsible and higherpaying jobs in the maritime in­ courses, beginning with middlelevel ratings all the way up the dustry. Since the early 1950s when ladder to deck and engine li­ the first upgrading programs censes. The instmctors are the were pioneered by the SIU, finest in the maritime industry— more than 10,000 endorsements experienced Seafarers, trained and licences have been earned teachers, and men with a desire to pass their knowledge on to by members of the Union. the men with ambition to im­ Designed to Improve prove themselves. The upgrading programs are Opportunity, according to the designed to improve the skills old adage, knocks but once in of the Seafarer. Seafaring is a a lifetime. But, for the mem­ highly specialized and profes­ bers of the SIU it knocks many sional occupation, and requires times. Numbers Groviing Nearly 200 SIU members, from 19 to 60 years of age and over, from every possible back­ ground and educational level, have earned licenses as marine engineers or deck officers through the Union's upgrading programs. Hundreds more have achieved endorsements as elec­ trician, reefer engineer, deck engineer, junior engineer, ma­ chinist, boiler maker and pmnpman. continuing education to meet the challenge of the more mod­ em ships that are coming off the ways. Success Proven The SIU, which led the suc­ cessful fight for enactment of the Merchant Marine Act of 1970—a far-reaching program calling for constraction of 300 new freightships and tankers, has geared its upgrading pro­ grams to insure that the new ships will be manned by the best trained, most competent and qualified seamen, anywhere in the world. That the upgrading programs Modem Fadlities Used Every effort has been made to design the upgrading pro­ grams to meet the needs of the members and to help them ad­ vance to more responsible jobs aboard ship. Modem class­ rooms equipped with the best textbooks and mechanical teach­ ing aids, together with highlyqualified instructors who give individualized attention to each of upgraders, have made the SIU's upgrading program the most successful in the industry. The SIU's upgrading pro­ grams are meeting the needs of not only the members, but the maritime industry and the na­ tion as well, by insuring that the Seafarers who man the American-flag fleet will continue to be the best-trained seamen on the high seas. For the Record Following is a breakdown of the 10,229 endorsements and licenses which have been awarded to Seafarers through the various upgrading programs of the SIU: Lifeboat Able Bodied Seaman Fireman Oiler Watertender Electrician Reefer Engineer Pumpman Deck Engineer (Engine) Junior Engineer Machinist (Engine) Boiler Maker Tankerman (Engine) Third Assistant Engineer Second Assistant Engineer Third Mate Second Mate Page 6 n 4,197 1,458 1,099 1,114 ...1,119 274 126 157 93 120 8 2 2 272 125 40 23 ' >li V Classroom instruction, as well as practical on-the-job training, is an integral part of all upgrading pro­ grams. To date, over 10,000 Seafarers have received endorsements and licenses through the various pro­ grams. Rep. Keith Warns of USSR Threat To US. Coastal Fishing Industry Washington, D.C. The "desperate condition" of the U.S. fishery resources brought about by the pillaging of foreign fishing fleets off the shores of the Atlantic states is one of the most critical issues that the nation feces in this decade, according to Rep. Hastings Keith (R-Mass.). Addressing a recent luncheon meeting of the 7.5 million-mem­ ber Maritime Trades Depart­ ment of the AFL-CIO, Keith told the assembled labor, busiand government officials that the Soviet Union is chief among the offenders, and is calculatingly using our fisheries to "advance their goals in achieving world domination." Cites 10-year-Drop The Congressman noted that 10 years ago, U.S. fishermen accounted for 70 percent of the domestic supply of fish. Today these same fishermen are re­ sponsible for only one-third. In that same decade, the per­ centage of fish caught over the New England Continental Shelf by New England fishermen dwindled from 93 percent to 35 percent. "The Russians were simul­ taneously landing more fish from this fishery than all other nations combing," he said. And, other nations are out there trying to get their share, —^just 14 miles from the city of New Bedford, Mass., trawl­ ers from 15 nations can be sited, Kqith said. Used as Propaganda The crowd of Russian trawl­ ers reaches as many as "115 in one fleet" accompanied by modern factory ships where the fish are cleaned, processed, froz­ en and stored until a refriger­ ated transport ship comes along to take the shipment to Russia. Rep. Hastings Keith Besides depleting the ready supply of U.S. fish for food, Keith noted, the Russians are "unloading thousands of tons of their catch in other countries —they are using it to win favor with the peoples of Latin America and Asia." "The fisheries that lie off our shores have become tools in the hands of the Soviets," he said. The Russians have not re­ sponded to efforts at negotiating in such areas as space explora­ tion, the anti-ballistic missile system and the Middle East, Keith admitted, but suggested that the spirit of negotiations might be first achieved in the fishery business. Proposes Agreement The Congressman proposed a multi-lateral agreement be made with the Soviets and oth­ er foreign powers relative to limiting the size of the catch, the type of fish caught and the means used to harvest the fish. It would be a comprehensive plan for conservation in the North Atlantic. An international agency for fishery conservation with strong and forceful powers could be formed, under the United Na­ tions, for enforcement of the agreement, Keith suggested. Keith proposed that the idea be put forward for discussion at the Law of the Sea Confer­ ence to be held under UN auspices in 1973. If there is reticence for the mult i-lateral agreement ap­ proach, Keith urged that a 200mile conservation zone be uni­ laterally imposed by the U.S. around its coastline. "Once such a zone is im­ posed, no foreign fishermen would be allowed to fish in the area, which is roughly equi­ valent to the limit of our con­ tinental shelf off New England. "Only after fair and equitable quotas are agreed to would the fishermen of a particular nation be allowed to re-enter the con­ servation zone," he said. Disclaims Ownerships Theory He denied that there would be any "legal or moral" com­ parison between this idea and the Equadorian claim to "own­ ership" of 200-miles of coastal waters around their country. "They are simply flexing their nationalistic muscles ... na­ tionalism plays no part under my proposal. We continue to recognize that our territorial waters extend only three miles and our fishery zone 12. The motive of the proposed conser­ vation zone is to preserve a vital resource for our children and for generations to come throughout the world," Keith said. The sequence of negotiations first . . . then, if they do not produce an equitable solu-, tion . . . declaring a 200-mile conservation zone, Keith said, "is not our first choice but it is our last resort." Seafarers Log �Seafarer Lost Attempting Rescue of Finnish Sailors Bi' ^ Seafarer John Arthur, 57, was lost at sea as his ship made a valiant attempt to rescue survivors of the Finnish tanker Ragny, which broke up in a storm 600 miles east of Cape May, N.J. Brother Arthur a member of the crew of the Platte (Ogden Marine) was lost Dec. 27 off a rescue boat just a few yards from the striken tanker, whose crew members clung to a small part of the ship remaining afloat. The small boat from the Platte capsized in high waves. The men of the rescue party were plunged into the icy water and all but Brother Arthur were plucked from the seas. A search failed to locate him. The Platte, a few days out of Philadelphia, was sailing for Holland when the S.O.S. sound­ ed at 1:15 p.m. Platte Nearest The U.S. Coast Guard said the Platte was the closest vessel to the stricken ship and it im­ mediately steamed to the found­ ering tanker. The Coast Guard also dis­ patched the cutter Escanaba and a number of rescue planes. The Platte arrived first in winds gusting to 25 mph and 10 foot seas. The stern of the Ragny was riding well in the water at the time. Unsuccessful Search The rescue boat drew close to the Ragny several times be- fore capsizing. After the rescue boat was washed over the Platte and the Escanaba search­ ed the area for Brother Arthur. The Escanaba discontinued the search because worsening weather threatened the pre­ carious perch of the Finnish seamen. The Escanaba sent three rescue boats to the tanker crew and they returned with 31 Finnish seamen. The Platte and the Escanaba then steamed to­ ward the Bahamas. Brother Arthur, who sailed in the deck department, joined the SIU in the Port of New York in 1968. Philadelphia Port Agent John Fay said he was "an able and well-skilled sailor who was a first rate example of this country's professional sailors." i' •-! I It was in a lifeboat like this that Seafarer John Arthur (inset) was riding when it capsized and Arthur drowned. Arthur and other crew members from tlie Platte were attempting to rescue the surviving Fin­ nish sailors aboard the tanker Ragny, which had broken in two in heavy seas in the Atlantic. A Story Filled With Tragedy, Heroism and Gratitude The events surrounding the sinking of the Finnish tanker Ragny and the rescue attempts by the commercial ship Platte and the Coast Guard cutter Escanaba were filled with tragedy, heroism and gratitude. While some 600 miles off the coast of Cape May, NJ. in the Atlantic the Ragny broke in two in heavy seas. Six crew members of the tanker were reported as missing and presumed drowned. Only through the heroic efforts of the sailors aboard the Platte and the Escanaba were the other Finnish sailors saved. However, this yeoman feat also was tinged with tragedy. SIU member John Arthur, manning one of the lifeboats from the Platte, was lost at sea when the small craft capsized in the turbulent waters. AU others in the boat were plucked from February 1971 the waters by accompanying rescue boats. The Platte was the first to arrive at the scene on the afternoon of Dec. 27. The stem section of the Ragny was riding well out of the water, but the heavy seas hampered rescue attempts. The rescue efforts lasted through the night (photo, upper left). By daybreak the Ragny was slowly sinking to her final resting place at the bottom of the ocean (photo, upper right). The 31 rescued Finnish sailors were taken by tbe Coast Guard to Bermuda where they bid thanks to the skipper of the Escanaba, CDR Alban Laundry (photo, lower left) and saluted with a vrave of gratitude and appreciation as the Coast Guard cutter put back out to sea (photo, lower right). Page 7 �Chicago Health Clinic Provides Care ^ .4 •••f^-<r •^^.- Chicago, 111. rrt here's a mellow blend of the old and the new at the X Seafarers' clinic here. The ultra-contemporary facilities that were opened in September 1967 are in sharp contrast to the very oldfashioned types of problems that are handled by the medical staff. In spite of the fact that both Great Lakes seamen and salt water types use the Chicago clinic for their annual health check-ups—and any problems that may develop between the physicals—the ailments uncovered by the physicians are not as exotic as the places the Seafarers have visited. You'd expect an occasional case of malaria, or per­ haps an infected bite from an unpronounceable insect that lives only in Asia — but hypertension is the most common ailment that the physical exams uncover. Some 700 union members and their wives and children visit the clinic each month—a total of 22,000 patients since the doors were opened more than three years ago. Members of the Seafarers International Union and the Democratic Union Organizing Committee (DUOC) Local 777—comprised of taxi drivers from the Chicago area who are affiliated with the SIU of North America— are the basis of the clinic patient load. Two full-time physicians, a full-time dentist, lab tech­ nicians, a parttime gynecologist-obstetrician, and about a dozen specialist-consultants are at the disposal of any Seafarer, DUOC member or their families. Before 1967, a Seafarer had to go to the U.S. Public Health Service Hospital, or to an SIU clinic in some other area—such as Mobile, Baltimore or Houston—^for treat­ ment, and to secure his health card. The staff, headed by Dr. David Tschetter, medical director, carefully checks each Seafarer so that he is as healthy as possible when he sails. A typical examination would include an electrocardiagram, chest X-rays, labora­ tory analysis of blood and urine, and a dental check-up. All the v/ork is diagnostic and if any treatment is needed the Seafarer is eligible for treatment at the USPHS hospital; members of DUOC are not. From 9-5, Monday through Friday, the receptionist greets a full schedule of patients, everyone from a little boy who wrenched his knee when he jumped from a tree, to a young wife who has just been feeling "run down" in general, to a cab driver who thinks he has an ulcer. In the three years of its existence, the Chicago clinic has only failed to issue a health card to one seaman. And, not one new SIU applicant, who must pass a very rigid physical, has ever failed. The standards at the clinic are very high. But the theory behind the SIU program is that if health care is readily available, there will be ample opportunity to pre­ vent more illnesses before they occur. 'm Page 8 Seafarers Log �§' H 1/ " February 1971 Page 9 �Seafarers Reject Suggested Closing Of PHS Hospitals Jit:-|| Toward a Better Life Seafarers have built their SIU to bring the better life to members and their famililes on and off the job. On the job, this has resulted in SIU members having the best in wages, hours and working conditions. Off the job, the SIU has designed a structure to help members and their families through an extensive program of health, welfare and pension benefits. In addition, the SIU has built a solid net­ work of programs to give members and their families the education needed to take advantage of new opportunities, new challenges—tomor­ row's world. » The SIU Scholarship Program is a keystone in the union's work, toward the better life avail­ able to members and their children. This year, as in the past, five Seafarers or their dependents will receive four-year college grants in May, amounting to $6,000 each over the four years they are in school. Through these scholarships. Seafarers and their children have become doctors, lawyers, engineers—they have used the opportunity pro­ vided by their union to reach the top. Those who receive scholarships this year, as in the past, will choose their own courses of study, will pick their own college or university. The five scholarship winners this May will join the 26 Seafarers and 62 dependents who have higher education made available to them through the SIU since the program began in 1954. The college scholarships are on the high end of the SIU system which recently succeeded in making it possible for young men at the Harry Lundeberg School of Seamenship to receive their high school equivalency certificates. Seafarers and their dependents now have the opportunity to make the climb toward an un­ limited future through education—^from high school certificate through college degree. And this is just the beginning. Each day the SIU program of opportunity through education is growing, and soon all Seafarers wiU have an extensive correspondence course available to them ashore or at sea. A union exists to help its members use to the fullest all of their talents, all of their energies, to bring to themselves and their families the re­ wards that come with doing the best. The SIU Scholarship Program is designed to provide the chance to fulfill that challenge. Seafarers and the MID The AFL-CIO Maritime Trades Department provides a perfect example of trade unionism at work. The MTD took action this month on several fronts that have a particular bearing on the problems of seafarers. Foreign trade. The state of the maritime in­ dustry. Protection of the USPFIS Hospitals. These are but a sampling of the subjects that the MTD addressed itelf to. The MiD mobilizes the strength of 42 na­ tional and international unions with 7.5 million members in support of workers in the maritime industry and the industries that support it. The MTD puts it on the line for Seafarers, particularly on the legislative front, in the same way that Seafarers rally in support of other trade unionists when they need a helping hand in a beef. The trade union movement was formed in this spirit. It exists today and will exist tomorrow because of its dedication to the principle that an injury to one is the concern to all. This is the kind of unity that pays off. This is the kind of unity that counts. To the Editor It certainly is a sad state of affairs that the government econ­ omy drive is aimed at closing hospitals. Our merchant marine is in a deplorable condition. Now they want to close the Marine Hospitals in a false eccmomy drive. I have been going to sea for over 25 years and have always appreciate the treatment re­ ceived at the USPHS hospitals and clinics. Your article in the January LOG shows that our Union is taking all the necessary steps to fight the closing of these hos­ pitals. Friends of mine who are vet­ erans are having a rough time getting into the VA hospitals be­ cause there is a shortage of beds. Let us do what we can to see that this doesn't happen to the merchant seamen. Clarence Garrabrout To the Editor: Myself and many other SIU seamen and members of the NMU and other unions wish to thank the LOG for the fine ar­ ticle you have in the January is­ sue about the Marine Hospitals. These hospitals have done a great job for all the years they have been in existence. I person­ ally feel proud that my Union, the SIU, has been a leader in the fight to keep these hospitals open. Ben Shaw To the Editor I want to thank the LOG for the very informative article in the January issue about the Ma­ rine Hospitals. In the many years I have gone to sea, whenever I needed any proper medical treatment I al­ ways received it at our Marine Hospitals. I'm glad that our Union has been out front in this fight to keep these hospitals open. I cer­ tainly hope the people in Wash­ ington will see the great need for these hospitals and keep them open. Josefrti Shefoleskl Pafienf's Wife Joins PHS Profesf To the Editor: For many years, I have been an outpatient at the USPHS hos­ pital in San Francisco. My hus­ band is on pension and is hos­ pitalized right now. We strongly protest the clos­ ing of this fine hospital in San Francisco—and urge the LOG to do all it can to stop this non­ sense. Washington has a lot of money to spend on foreign countries, but decides to attempt to economize here. They should cut foreign spending, rather than closing down hospitals. I'll join a protest march against these closings if necessary—even with my cane. Mrs. J. Thompson San Francisco, CaUf. Pension Plan Buoys Holidays To the EditOT: I would like to express my ap­ preciation to the SIU for the services I have received. I have been a member of the SIU for 27 years. Thanks to our generous pen­ sion and benefits plan, my family and I were able to have a decent Christmas. If it had not been for the SIU, I don't know what would have happened to myself and my family. Gnlilmno De Jesns Dacndo, P.R. Thanks Extended To SIU Official To the Editmr: I wish to express my heartfelt thanks to Mr. Robert O'Keefe, Mr. Price Spivey, and all of the officials of the Seafarers Welfare and Pension Plans for their prompt action in forwarding the Seafarers Welfare Fund benefit check for my brother Earl Gonyea. We also deeply appreciate the kind expression of sympathy ex­ pressed in the accompanying let­ ter. Mre. Dorothy Haemer Clinton, Mass. Praises Prompt Action on Benefits To flie Editw: My wife was recently a pa­ tient at Mercy Hospital for nine days. Due to errors on the part of the hospital accounting de­ partment I understand that the SIU Welfare Plan was obliged to communicate with the hospital several times requesting clarifica­ tion. Sinc4 my wife was discharged I have received two checks and a final payment was mailed to me on Dec. 31. My purpose in writing this is to express my great appreciation for the prompt­ ness witb which the Welfare Plan has acted in refunding me these monies. The Welfare Plan is of in­ estimable value to all of us and is one of the many benefits which serve to further strengthen my loyalty to our union. I would also like to thank Mrs. Le Blanc for her courtesy and for the help and advice she has given me. Geoiige W. Dimcan Chalmette, La. •• SBAgAHEBSjfc<.00 Feb. 1971 Vol. XXXm, No. 2 Offlcial Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Executive Board Paui Hall. President Cal Tanner Earl Shepard Exee. Vice-Prea. Vice-President A1 Kerr Lindsey Williams Beo.-Treaa. Vice-President A1 Tanner Robert Matthews Vice-President Vice-President Published monthly at 810 Rhode Island Avenue N.E.. Washington, D.C. 20018 by the Seafarers Interna­ tional Union, Atlantic, Gulf, Lakes and Inland Waters District, AFLCIO, 675 Fourth Avenue, Brook­ lyn, N.Y. 11232. Tel. 499-6600. Sec­ ond class postage paid at Wash­ ington, D.C. POSTMASTER'S ATTENTION: Form 3579 cards should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 676 Fourth Avenue, Brooklyn, N.Y. 11232. Seafarers llog Page 10 • <S'- �Organized Labor Outlines Legislative Goals for 1971 I 11 I?- Washington, D.C. The 92nd Congress faces some stern tests in this session. The expected inter-party battles may well set the stage for the 1972 presidential elections. From the labor vantage point, here are some of the big battles that are expected in the 92nd Congress: ^ Health. This is the first year that National Health Insurance will be seriously pushed as a top priority issue. Organized labor is support­ ing a bill which will probably be introduced by Sen. Edward Kennedy (D-Mass.) and Rep. Martha Grifiiths (D-Mich.). The public outcry for action to alleviate the health care de­ livery problem will be too much for the Administration to ignore. It will oiler legislation to help the indigent and subsi­ dize the carriers but with no fundamental attack on the fail­ ing delivery system. Another health issue will be drug abuse legislation. ^ Jobs. With unemploy­ ment at six percent as the new year starts there will be heavy pressure in Congress for job-producing legislation. Leading the list will be a man­ power training and public serv­ ice jobs bill for the hard-core unemployed. Directly related to jobs, too, is the trade bill which would set quotas on low-wage imports in textiles, apparel and shoes. Oth­ er workers are concerned about the inroads made into jobs through low-wage products affecting their industries. ^ Social Welfare. One of the major uncompleted measures in the 91st Congress was Social Security. The House passed a bill calling for a five percent increase in benefits and automatic rises along with in­ creases in living costs. The Senate wanted to increase bene­ fits by 10 percent with mini­ mum benefits upped from $64 to $100. Organized labor believes that both proposals are too small to be realistic, calling for a 15 percent rise. However, in the 92nd Congress labor and liberal groups will be seeking as much of an increase as they can muster. ^ Family Welfare Assist­ ance. Bills passed by the House and the Senate Finance Committees died in the 91st Congress. The House bill guar­ anteed a floor of $1,600 to families of four with no income and reduced benefits for the working poor. The Senate Fi­ nance Committee rejected this calling for only a limited test program. Organized labor seeks a guaranteed floor, too, but says the $1,600 is not fair and is not realistic. It also objects to forcing workers into $1.30 an hour jobs even though they are trained for much more. ^ Labor Laws. The Ad­ ministration has an­ nounced that it-will revive its own plan for settlement of dis­ February 1971 putes in the transportation in­ dustry which denies workers the right to strike. It would give the President three alternatives in a dispute including imposing the "last of­ fer" of one side or the other. This is certain to be unalterably opposed by organized labor. If hearings are held on this Administration bill there is the possibility that the whole arena of labor law might be opened up. Some could involve bar­ gaining in the construction in­ dustry where the Administra­ tion is known to favor regional bargaining, limits on DavisBacon prevailing wages and other moves to hold down wages in the industry. Another area of labor law will be organized labor's efforts to amend the Fair Labor Stand­ ards Act to raise the minimum wage from $1.60 an hour to $2.00. Labor also wants to ex­ tend the act to uncovered work­ ers, particularly farm workers. Efforts will be made, too, to extend the National Labor Re­ lations Act to farm workers. Labor will be concerned with other bills in the 92nd Congress. Among them are pension legis­ lation, education, housing, mass urban transportation, situs pick­ eting, tax justice and pollution. National Righf-to-Work Group Swipes at Labor Washington, D.C. The 16-year fight of the Na­ tional Right-to-Work Commit­ tee has been punctuated regu­ larly with swipes at the trade union movement. Fred L. Hartley, Jr.—co­ author of the Taft-Hartley Act and founder of the committee— along with Committee Vice President Reed Larson, have focused their efforts toward securing right-to-work laws in the 50 states. Little Accomplished From the standpoint of re­ sults on the state level the Right-to-Work group had little to crow about. Most of the 19 state open shop laws were passed before the Cbmmittee even came into existence. In 1958, the Committee spent vast sums of money to get the open shop laws passed in six states. When the dust had settled they were successful in only one, Kansas. And even this was lost when Governor George Docking vetoed en­ forcement legislation. A law was passed in Wy­ oming in 1963 but in 1965 In­ diana repealed its open shop measure. Since then two major drives for such a law in Okla­ homa have floundered. The National Right-to-Work Committee was in a bad way. Money from anti-labor busi­ ness groups just wasn't com­ ing in. Then the Commit­ tee got a break; just when it looked like the 90th Congress would repeal Section 14(b) of Taft-Hartley—^which makes compulsory state open shop laws possible—the late Senate Republican Leader Everett Dirksen filibustered and pre­ vented a vote. Carried No Weight It is doubtful that the Rightto-Work group carried any weight in the filibuster fight but it did ride piggyback on the issue, picking up press recogni­ tion that it just could not com­ mand in the past. The Committee's fortunes began to change. More money was forthcoming and for all practical purposes the open shop group was moving on the Federal rather than the state scene. _ Sitting in his offices in down­ town Washington, Reed Lar­ son acknowledged that Wash­ ington, "is where the action is." Larson candidly revealed the area in which his compulsory open shop group would operate on the Federal level: • Political Campaign Con­ tributions—Larson said that the Right-to-Work group would concentrate on this issue since it obviously would be a major issue in the 92nd Congress. He complained that "com­ pulsory union dues" were be­ ing used to support candidates for Federal offices. He ignored the fact that this is already prohibited by Federal law and that union "dues" money was used only on general registra­ tion and get-out-the-vote drives. All other monies in campaigns were from voluntary contribu­ tions. The Right-to-Work Commit­ tee has come up with a figure of $60 million contributed by labor in the 1968 campaign. The best estimate of even the most impartial observers is that labor contributions were about 10 percent of this. • Public Employees—^The open shop group will fight on both the national and local level to block union shop contracts among public employees. The group takes credit for weakening the union security provisions in the postal agree­ ment and wants to press such provisions at both the Federal and state level. Currently the Right-to-Work group is taking legal action against the union shop case in­ volving Detroit teachers and in agency shop pacts among city employees. • Farm Workers—^A third area of concentration will be among farm workers. The open shoppers are fight­ ing against union security for farm workers and, specifically, against extending coverage of the National Labor Relations Act to them. Unfair to Labor Do Not Buy • \•P -3 AM ) (\ BARBER EQUIPMENT— Wahl Clipper Corp., pro­ ducers of home barber sets. (Int'l. Assoc. of Machinists and Aerospace Workers) LIQUORS—Stitzel-WeUer Dis­ tilleries products—Old Rtzgerald. Cabin Still, Old Elk, W. L. Weller. (DistiUery Workers) CIGARETTES—R. J. Reyn­ olds Tobacco Co.—Camels, Winston, Salem, Tempo, Brandon, Doral, and Cava­ lier. (Tobacco Workers Un­ ion) MEAT PRODUCTS—Poultry Packers, Inc. (Blue Star label products). (Amalga­ mated Meat Cutters and Butcher Workmen) CLOTHING—Reidbord Bros., Co., Siegal (H. 1. S. brand) suits and sports jackets, Kaynee boyswear, Richmond Brothers men's clothing, Sewell suits. Wing shirts, Met­ ro Pants Co., and Diplomat Pajamas by Fortex Mfg. Co. (Amalgamated Clothing Judy Bond Blouses—(Inter­ national Ladies Garment Workers Union) CASKETS—Capitol City Cas­ ket Company—(United Fur­ niture Workers) FLOURMILL PRODUCTS— Pioneer Products, San An­ tonio, Texas (United Brew­ ery, Flour, Cereal, Soft Drinks and Distillery Work­ ers) FURNITURE—^James Sterling Corp., White Furniture Co., Brown Furniture Co., (Unit­ ed Furniture Workers) Economy Fumitxire—^B i 11Rite, Western Provinicial and Smithtown Maple. (Up­ holsterers) PRINTING—^Kingsport Press "World Book," "Childcraft". (Printing Pressmen, Typog­ raphers, Bookbinders, Ma­ chinists, Stereotypers, and Electrotypers) NEWSPAPERS—Los Angeles Herald-Examiner. (10 unions involved covering 2,000 workers) Britannica Junior Encyclo­ pedia (Int'l. Allied Printing Trades Assn.) RANGES—Magic Chef, Pan Pacific Division. (Stove, Fur­ nace and AUied Appliance Workers) SHOES—Genesco Shoe Mfg. Co—^work shoes . . . Sentry, Cedar Chest and Statler; men's shoes . . . Jarman, Johnson & Murphy, Crestworth (Boot and Shoe Work­ ers) SPECIA^-AU West Virginia camping and vacation spots, (Laborers) TOYS—^Fisher-Price toys (Doll & Toy Workers Union) Seafarers Donate Generously To Library Fund Campaign New York City The SS De Soto of the Wa­ terman Steamship Corp., an SlU-contracted company, has responded to the American Merchant Marine Library As­ sociation's plea for funds by donating $1,131—^the largest individual ship contribution. It is the second time the men on board the De Soto have sur­ passed the $1,000 mark in their fund raising for the AMMLA. Response Appreciated This generous response comes at a time when steam­ ship industry retrenchment has resulted in a serious • reduction in AMMLA income. "It is therefore most welcome," said Mrs. George Roosevelt, chair­ man of the board of trustees. The AMMLA, a non-profit organization was chartered by the New York State Board of Regents on May 27, 1921. It is an outgrowth of a World War I service extended by the Amerithe U.S. Shipping Board to the U.S. Merchant Marine. A Friend of Seafarers Since that time, the AMMLA has distributed more than 16million books and many more magazines to merchant marine vessels and the U.S. Coast Guard. URW Names Strauber to Education Post Akron, Ohio Robert M. Strauber has been appointed Education Director of the Rubber Workers by URW President Peter Bommarito. Strauber, a former staff member of the American Fed­ eration of Teachers, succeeds Thomas Dotson. Page 11 �i Far East Ports Bustling S eafarers who make the Far East run are familiar with its numerous ports. Among the most famous are Naha, Okinawa, Yokohama and Yokosuka, Japan. In these bustling ports ships are daily docking and departing for places around the world. Preva­ lent among these ships are the SIUcontracted vessels. Each year thou­ sands of Seafarers make trips to the far eastern ports. While in port activi­ ties are many and varied. Many Sea­ farers return with a new appreciation of the Oriental culture which differs so much from that of the Western world. There are sights to be seen— both historical and scenic. And, as always, there is plenty of work to be done. Loaded with Sea Land's containers, the San Francisco lays in for repairs at the Yokosuka Navy Base in Japan. Able seaman Jackie McDaniels (left) receives long-awaited and well-earned full A-book from Yokohama SIU Agent Frank Boyne in the union's office in Japan. Seafarer Mc­ Daniels is presently on the Transglobe which is shuttling from Naha, Okinawa to Vietnam. This ship's rudder was flown from the U.S. to Yokosuka for the San Francisco. The vessel was towed into Yokosuka when she lost her rudder at sea. .V • ( in the Port of Naha, Seafarer Ernie Pierce, deck maintenance, shows young Tyrone Matthews how to make a pilot (Jacob's) ladder aboard the Transglobe. Seafarer Matthews is a recent graduate of the Harry Lundeberg School of Seaman­ ship in Piney Point, Md. Page 12 Seafarers Log • '\ • -A' I A - t �Stopping to talk for awhile in the Port of Naha are G.I. driver John George and, from left: Bill (Flat-top) Koflowitch (partially hidden behind mirror), able seaman; Jackie McDaniels, able seaman, and, in back. Bill Roach, able seaman. In the Yokosuka Navy Yard in Japan, new parts for the ship's rudder aboard the San Francisco are looked over by, from left: Harry J. Celkos, able seaman; Frank Drozak, an SIU vice presidenl who was on a visit to the orient, and Mal­ colm Wood, boatswain. • I 'I k VI !.< li Keiko Nakategawa, secretary at the SIU hall in Yokohama, helps Seafarer Hank Murranka register. Some crewmembers of the Transglobe "take a breather" as the ship pulls into the Port of Naha. From left are: Herb Greene, ordinary si»man; Bill Roach, able seaman; Arne E. Larsen, boatswain, and Bill Koflowitch, able seaman. , February 1971 Page 13 �Nine SlU Members Receive Assistant Engineers Licenses Nine more Seafarers have a family of Seafarers. His graduated from the School of father is a former member of Marine Engineering bringing the SIU who now sails as a the number of graduates to 400 chief engineer. His uncle, Wil­ bur Dickey, is a former presi­ since the school's inception. dent of MEBA, District 2. The nine men earned their A native of New York City, temporary third assistant engi­ neer's licenses after completing he now resides in Staten Is­ the comprehensive study course land, N.Y. at the Brooklyn, N.Y. school. Rodney Doiron received his The school is sponsored engineer's license in December. jointly by the Seafarers Inter­ Brother Doiron national Union and MEBA, joined the SIU District 2. in the Port of Houston in Eugene Smith, 43, joined the 1967. He sailed union in the Port of Baltimore in the engine de­ in 1946. He also partment before received his en­ entering the gineer's license school. in December. A native of Port Arthur, A native of Tex., he now makes his home Lafayette, Ga., in Houston. Brother Smith Doiron is a U.S. Air Force entered the veteran. school with the Patrick Golden, 22, was endorsements of deck engineer, presented his engineer's license junior engineer, fireman-oiler in December and electrician. after successfully Smith now makes his home completing the in Rheingold, Ga. course of study. James Dickey, 23, received Seafarer Gold­ his engineer's license in Janu­ en, joined . the ary. union in the He joined the Port of New union in the York in 1967. Port of New He is a graduate of the Harry York in 1967 Lundeberg School of Seaman­ and graduated ship, Piney Point, Md. that same year Golden also attended the from the Harry Modem School of Welding. Lundeberg A native of Teaneck, N.J., School of Seamanship. he now resides in East Beme, Brother Dickey comes from N.Y. Marine Engineer Grads Number 400 Seafarers The 400th SIU member to receive his license after attend­ ing the School of Marine Engi­ neering turned 20 years of age only eight days before being awarded his license. He was John Tilli, a Phila­ delphia native who is very en- John TUU ... the 400th thusiastic about his education. The Engineering School was "very good," he proclaimed. He suggested that "young Sea­ farers should grab the educa­ tion, take advantage of it." Tilli, himself, intends "to continue with my education." "Education can open a lot of doors," according to Tilli. "The P|jge 14. Union has a number of pro­ grams that allow the members to better themselves in thenparticular rating and also in general areas of knowledge. I intend to take advantage of as many as I can." Though bom in the port city of Philadelphia, Brother Tilli was raised in a suburb of the city and "never saw a ship." He became interested in the sea through conversations with his friends. Also, there was a Seafarer in the nearby town of Yeadon who was a tugboat captain with the SlU-afiiliated Inland Boat­ men's Union. It was through him that Tilli heard about the union. In fact, the SIU "was the only union I had ever heard about," Tilli said. He graduated from the Harry Lundeberg School of Seaman­ ship in 1967 and sailed to "all the places" he could. His travels took him to many ports in Europe and the Far East but the opportunity to go to the one place he would really like to see has not yet come his way—^Australia. When he entered the Engi­ neering School, Brother Tilli held the rating of fireman-oiler. He received his license Jan. 13, 1971. W- 0- Antonio Jose Ramos, 43, re­ ceived his engineer's license in December. A native of Brazil, he joined the SIU in the Port of Houston in 1964. Ramos graduated that same year from the Andrew Fumseth Training School in Houston. When he entered the school Ramos held the rating of fire­ man-oiler, r e a f e r engineer, piunpman and electrician. Richard Heckman, 28, re­ ceived his engineer's license on Dec. 31, 1970. He joined the union in the port of New York in 1959. Heckman also is a graduate of Andrew F u r useth Training School. A native of New York, Brother Heckman now makes his home in San Juan, Puerto Rico. He served in the U.S. Coast Guard for four years. Patrick Rogers, Jr., 22, re­ ceived his engineer's license inJanuary. He joined the SIU in 1967, some 20 years after his father had become a mem­ ber. Young Rogers joined in the Port of New York and sailed in the engine department be­ fore entering the school. He is also a graduate of the Harry Limdeberg School of Seaman­ ship at Piney Point. A native of Brooklyn, he now resides in Manasquan, N.J. Whoh Any Seafoer who sails In the engine dqmrtment and me^ the required specifications is ^gBUe to ^ply for the fonr month training course ofiared ^ tibtt School of Ma­ rine Eng^eering in BrookN.Y. • Enrolment is limited to men per dass. Eadh accepted candidate wHl receive $56 per week whfie attending dasses. Those accepted also will be reimbursed for hansportation up to the amount of $125. Fur the r bifopnation about requirements as wdl as apiriicatimis and fmrns may be obtained firom the Port Agent at any SIU hdl, or by writing direc­ tly to the SIU Headquar^ lers, 675 Fourth Ave., Brooklyn, N.Y. 11232. A m Perseverance Pays Off Seafarer Frank Travis was unique among the nine most recent gradu­ ates of the School of Marine Engineering. For Brother Travis, who received his temporary third assistant engineer's license Dec. 23, 1970, it was his second time around. He had attended the school in 1969, but failed his examination. Not to be deterred by the one setback, Travis returned in 1970 and through "hard work and dedication" earned his license. Travis is congratulated by SIU New York Port Agent Joe-DiGiorgio (left). Nixon's Corporate Tax Cut Assailed by Labor Washington, D.C. President Nixon's recently proposed across-the-board re­ duction of corporate taxes has drawn severe criticism from or­ ganized labor. The AFL-CIO has called this action com­ pletely unjustified and has ac­ cused the President of "help­ ing those who need it the least" at a time of recession and six percent unemployment. CaUed a 'Windfafi' "The AFL-CIO is deeply disturbed by President Nixon's further commitment to the 'trickle down' theory of eco­ nomics," said AFL-CIO Sec­ retary-Treasurer Lane Kirkland. In this time of recession, inflation and six percent imemployment, it is incredible that the President can find no better action than to extend a tax windfall of several billion dollars to the Nation's corpora­ tions. Gimmicks Unnecessary "The President is helping those who need it the least at the expense of those who need it the most. It is not the na­ tion's wealthy corporations who need help; it is the work­ ers, who are struggling to keep their heads above water and to pay the property taxes and the school taxes that already bur­ den them disproportionately. President Nixon's bonanza to business undoes much of the progress toward tax justice made by Congress in the Tax Reform Act of 1969. "What America needs now is strong government action to create jobs, curb inflation and lift our sagging economy—^not gimmicks to reduce the taxes of corporate business." Labor's bitter reaction to the President's adoption of the long discredited "trickle down" theory whereby corporations get the tax breaks at the top and workers get the cruml^ that "trickle" down, came as no surprise. Only a few weeks ago, the President gave the back of his hand to labor calls for helping to solve the unem­ ployment crisis through the creation of public service jobs. Severe Blow Nixon at that time vetoed a bill that would have made available federal funds to cities and states to put the unem­ ployed on urgently needed work in fighting pollution, cleaning up ghettos and giving the public greater services. It was a veto that in itself was a blow to the hopes of organized labor and liberals that the unemployment prob­ lem could be resolved and needed public services provided at the same time. However, the obvious one­ sided tax break for business is certain to be fought strongly in Congress by liberals as a classic example of tax favoritism. Tax Equity? New York City The imbalance of the na­ tion's tax laws allows Bob Hope to deduct the cost of his tuxedo but the electri­ cian cannot deduct the cost of his coveralls, the New York State AFL-OO Union Label Committee was told. Sen. Mike Gravel CDAlaska) testified before, the group that "workers and middle class people are vic­ timized—the ones who pay the lion's share of the cost of government but receive the, mouse's share of serv­ ices." i 4 �SEAFARERSA^LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION . ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO [i''f MARITIME Let's Not Kid Ourselves Passage of the Merchant Marine Act of 1970 was a major accom­ plishment for the Seafarers International Union. For years, our union has been fighting for maritime legislation that would be fair and equitable—^legislation that would stop the decline of the merchant marine. The SIU fought as hard as anyone, and harder than most, to make sure that we got legislation that would keep this industry alive. And when we talk about this industry, the SIU doesn't mean the shipowner—^we're talking about the jobs of our members. That's, what we've been fighting for. ri :> The Merchant Marine Act of 1970 isn't a perfect law—as a mat­ ter of fact, there's no such thing as a perfect law. But it is a beginning. It's an opportunity to turn this industry around—to point it upward, instead of allowing it to sink. But let's not kid ourselves: A law is one thing; translating that law into an effective program is something else. -V And for Seafarers, the only way to measure the effectiveness is on the yardstick of jobs. If there are job opportunities for our members, then the program is working. If there are no berths for Seafarers, then the program is a failure. There's no magic to the Merchant Marine Act of 1970. We had problems in this industry before the bill was signed into law. We still have the same problems. And we're going to have to con­ tinue to live with those problems for at least five years—^if not longer. By the most liberal estimates, it wiU take until 1975 for the effects of this law to make themselves felt—^because it takes that long to get plans approved and to get ships built and into service. So we can't afford to sit back on our big fat laurels—as if winning passage of the legislation was^ the end of the fight. Because it's only the beginning. For the next five years, we have two big challenges to face: • We have to stay alive—to preserve the jobs of our members dur­ ing the transition from the old program to the new one. • We have to see to it that SlU-contracted operators are able to take advantage of the law to expand their operations, get a bigger hunk of the American trade, and get into the foreign market, too. Nobody's going to help us do it; we're going to have to do it all by ourselves—the same way that we've stayed alive, and kept our opera­ tors alive, all these years. It's not going to be any picnic. But the years since World War 11 have been no picnic for Seafarers anyway—so we're used to tough going. This special supplement points up some of the cold, hard facts about this industry—and what we've got to do to turn the situation around so that Seafarers are assured of continued job security and greater job opportunity. / February 1971 Page 15 �THESE ARE THE Age of U.S. Overseas Merchant Fleet Number of Ships 300- (April 1, 1970) 280260240- No matter where you look—or what set of figures you look at— the picture you get of the American merchant marine adds up to one word: "Ugly." If you look at the job situation, you find that jobs are scarce—and getting scarcer. If you look at the figures on cargo, you find that our share of the market has hit an all-time low—and it's still going down. If you look at the size of the fleet, you find that there are fewer and fewer ships every month—^with no end of this shrinkage in sight. If you look at the age of our fleet, you find that our ships are older, slower and smaller than the fleets of other nations—and our ships aren't getting any younger. No matter where you look, the story is the same. The American merchant marine is in deep trouble—and is going to stay that way for some time to come. Here's the rundown on where we stand, and where we're going. 2202001801601401201008060- SHIPS 4020- 3 30 Years and Older Total Ships 30028026024022020018016014012010080- Under construction or on Order 1980 U.S. Fleet Age (January 1, 1980) In the middle of 1970, there were 695 active ships in the U.S. over­ seas fleet. There were another 54 ships under construction or on order. But the size of the active fleet is deceptive. Six out of every 10 of the ships in the fleet were over 20 years old. This means that most, if not all, of these ships will stop running—and will be sold to the shipbreakers—^long before the new shipbuilding program has any real effect. Shipbuilding is a long time project. The latest report of the Maritime Administration shows that 21 companies 4iave applied for construction subsidy under the new pro­ gram. These companies have proposed building 105 ships. Fourteen of the proposals—covering 76 ships—^were submitted by SlU-contracted companies. But the new law provides for building only 30 ships a year with federal assistance. And there are enough funds left over from last year's appropriation to build another 20 ships. So altogether, there's a chance that the Maritime Administration could approve contracts to build 50 ships^and there's no way of knowing how many of the contracts will go to SlU-contracted com­ panies. In any event, it will take from two to three years to build these first ships—^which means that they won't be available to carry cargo until 1973 or 1974—and by that time, most of the over-age ships in the fleet wiU have been scrapped. So right now, we are faced with the loss of more ships in the next few years than will be replaced by new construction. It's true that the new ships will be larger and faster than the ones we're manning now. As a matter of fact, the estimate is that one of the new ships will do the work of three of the old ones. Obviously, this means Aat two out of every three seagoing jobs is in jeopardy— as long as the government and the industry think only in terms of today's shipping capacity. We've got to encourage the industry to go beyond present limits— to shoot for a bigger share of the market—to compete with foreignflag ships, not just in our own trade, but everywhere in the world. 6040- 40 20- Page 16 Seafarers Log �rjsaasB Ma>. COLD FACTS ' I "•\ Total U.S. Exports & Imports Million Long Tons CARGO The key to keeping our merchant fleet afloat is to keep its holds filled with cargo. Otherwise, the new ships might as well go directly from the shipyards to the scrapyards. And when it comk to cargo, the American-flag fleet is hurting. Right now, we're at an all-time low: American ships are carrying only 4.8 percent of our imports and exports. Put it another way, and foreign-flag ships are carrying 95.2 percent of our cargo. The govenment has launched a full-scale program to induce Amer­ ican businessmen to ship their goods in U.S.-flag ships. But the effort will be convincing only if the government does the same thing—and right now, government agencies like Agriculture and AID are using more foreign vessels than American vessels to carry shipments paid for by the American taxpayer. The first order of business is for the government to change its policies. As long as American ships are standing idle, and as long as American seamen are looking for work, these government-financed cargoes should move in U.S.-flag ships. If the American fleet is being fully utilized, then the government can use the ships of the countries receiving these shipments. But it should use "third-flag" ships only as a last, resort—^because these are the ships in the "runaway" fleet, or the ships of other nations which for years have been getting the lion's share of our cargo. If the government sets the example of using American-flag ships— and if it provides the proper subsidy support so that our ships are competitive in the world market—then American business will get back into the habit of shipping America. We have to help the American fleet become fully competitive, so that it will be able to get into world-wide trade, instead of limiting its participation to U.S. imports and exports. 1960 I96I 1962 1963 1964 1965 1966 1967 1968 1969 Japan France JOBS As far as the SIU is concerned, ships and cargo are important for only one reason: They mean jobs for our members. TTiere's hardly a Seafarer alive who doesn't know how tight the job market has become during the past ten years. With the shrinkage in our fleet, and with the decline in cargo, jobs have steadily declined, too. Ten years ago, employment in the unsubsidized segment of the merchant marine amounted to 58 percent of all of the available jobs. Today, 67 percent of all of the jobs are in the unsubsidized segment of the industry. Everybody has been hurt—^but the subsidized segment of the in­ dustry, which used to be insulated and protected by the government, has suffered most, with thousands 6f jobs being lost with the lay-up of passenger ships. We can't take comfort in these statistics—because all that they really mean is that we have a larger share of a smaller pie—and what we have to do is to fight for a larger share of a larger pie. And the way to make that pie larger is to encourage the industry to build more ships—to carry a larger percentage of American im­ ports and exports—and to expand into the trade between one foreign country and another. We have our work cut out for us. United States Sweden Greece Norway .5. Commerce Carried on U.S. Ships Million Long Tons 34 1960 February 1971 West Germany 1961 1962 1963 1964 1965 1966 1967 1968 1969 Page 17 �Special Suppiement SEAFARERSALOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO MARITIME The Only Way To Make It Seafarers have been able to hang on—^in spite of the problems that they've had to face in the years since World War 11—^because they have tried to be reasonable and responsible in their dealings with the industry. that way—^because, in the end, a worthless pension program would have been like a house of cards. And we have always believed Sea­ farers deserved better than that. Over the years, the SIU could have been more hard-nosed at the bargaining table—^but it would have cost the jobs of its membem. And that's a pretty steep price to pay. Any time we wanted to, we could have hung tough with some of the marginal operators and insisted on a full—^but unreasonable— manning scale. And that could have driven the operator out of busi­ ness, too. Any time we wanted to, the SIU could have taken management to the mat for another $10 bill—but in the process, we could have driven some of the operators right out of business. It never seemed to make any sense to us to push the operator to the wall—^not out of love for the operator, but out of concern for the Seafarer. It never seemed to make any sense to us to try to win a battle if you knew that, as a result, you were going to lose a war. Not that we were worried about the operator. We were concerned about the jobs of our members. And a bankrupt operator just doesn't provide jobs for Seafarers. Any time we wanted to, the SIU could have come up with a fancy pension program—that would have looked good on paper, but that wouldn't have been worth the paper it was printed on. It never seemed to make any sense to us to deceive our members The SIU has always operated on a very simple principle: Seafarers want to know the score. They don't want to be doubletalked out of their jobs, or out of their security. And if Seafarers know the score, they'll act responsibly. That's the way that Seafarers have made it through the lean years since World War 11. And that's the only way we're going to make it throu^ the tough years ahead. ik-'Ilii Page 18 Seafarers Log �Retired Roster Increased by 10 William L. Fernwood, 66, is a native of Amsterdam, Holland and now makes his home in Kirkland, Wash. He joined the SIU in the Port of New York and sailed in the deck de­ partment as a boatswain. Brother Fernwood had been sailing 29 years when he applied for his pension. 1p. Jl \ , ' Joseph W. Coe, 67, joined the union in the Port of Norfolk in 1946 and sailed in the deck department as a carpenter and boatswain. He received a safety award from the SIU for his part in making the Steel-Surveyor an accident free ship in the first half of 1961. A native of Honduras, Seafarer Coe now lives in New Orleans, La. When he retired he had been sailing for 37 years. Justo R. Velasqaez, 59, is a native of Puerto Rico and is now making his home in Ponce, P.R. He joined the union in the Port of Baltimore in 1941 and sailed in the engine department as a fireman-oiler, junior engineer and deck engineer. He received an SIU safety award for his part in making the Elizabeth an accident free ship in the first half of 1960. When Brother Velasquez re­ tired he ended a sailing career of 32 years. Arthur Joseph McAvoy, 62, is a native of New Orleans, La. and continues to make his home there. He joined the union in the Port of New Orleans in 1946 and sailed in the en^ne department. When he retired. Brother McAvoy had been sailing 24 years. Julian Kulakow^, 60, is a native of Poland and is now spending his retirement in Theo­ dore, Ala. He joined the SIU in the Port of Mobile in 1945 and sailed in the steward and deck departments. When he retired. Seafarer Kulakowski had been sailing 29 years. William J. Barnes, 49, joined the SIU in the Port of Tampa in 1947 and sailed as a steward. A native of Alabama, Brother Barnes now makes his home in Irvington, Ala. When he retired, Seafarer Barnes had been sailing 30 years. if' 1 Berkey Shuler, 60, is a native of Connecti­ cut and is now spending his retirement in Houston, Tex. He joined the union in the Port of New York and sailed as a steward. He was issued a picket duty card in 1961. Seafarer Shuler had been sailing 31 years when he ap­ plied for his pension. Henry James Schreiner, 60, joined the SIU in the Port of San Francisco and sailed as a steward. A native of Louisiana, Brother Schreiner now makes his home in Gretna, La. SIU Welfare, Pension and Vacation Plans CASH BENEFITS PAID REPORT PERIOD DECEMBER 1, 1970 TO DECEMBER 31, 1970 NUMBER SEAFARERS' WELFARE PLAN OF BENEFITS Scholarship .' Hospital Benefits Death Benefits Medicare Benefits Maternity Benefits Medical Examination Program Dependent Benefits (Average $478.50) Optical Benefits Meal Book Benefits Out-Patients Benefits Summary of Welfare Benefits Paid 9 1,825 25 5 27 1,628 1,710 643 515 4,660 11,047 $1,225.08 43,997.38 55,831.00 26.50 7,381.50 48,849.49 91,842.39 9,502.00 5,169.75 37,713.00 301,538.09 Seafarers' Pension Plan—Benefits Paid 3,350 809,207.90 Seafarers' Vacation Plan—Benefits Paid (Average—$489.60) 2,100 977,975.50 Total Welfare, Pension & Vacation Benefits Paid This Period 16,497 2,088,721.49 February 1971 §0J Eveline Lulgi Zugna, 53, is a native of Trieste, Italy and is now spending his retire­ ment there. He joined the union in the Port of New York in 1946 and sailed in the stewart department. Brother Zugna served the un­ ion as a department delegate while sailing. Before entering the union he worked as a radio and television technician. Seafarer Zugna had been sailing 25 years. AMOUNT PAID Juan Villa, 64, joined the union in the Port of Baltimore and sailed in the deck depart­ ment. He was given an SIU safety award for his part in making the Fairport an accident free ship from April to September of 1960. A native of Spain, Brother Villa now makes his home in Kearny, N.J. When he retired. Sea­ farer Villa ended a career on the sea that had lasted 44 years. Rose McNeese, bom Sept. 14, 1970, to Seafarer and Mrs. Robert W. McNeese, Bogalusa, La. Kevin Rogers, bom Oct. 25, 1970, to Seafarer and Mrs. Floyd T. Rogers, Jr., Laurel, Del. Joseph McCullen, bom Dec. 28, 1970, to Seafarer and Mrs. Alfred J. McCullra, Philadelphia, Pa. Sidney Bishop, bom Apr. 1, 1970, to Seafarer and Mrs. Roy L. Bishop, Freeport, Fla. Simon Ware, bom Oct. 27, 1970, to Seafarer and Mrs. Ru­ dolph Ware, Mobile, Ala. Patrick McCiellan, bom Oct. 28, 1970, to Seafarer and Mrs. John W. McCiellan, Traverse City, Mich. Lana Wright, bom Sept. 2, 1970, to Seafarer and Mrs. Lawrence P. Wright, Satsuma, Ala. Karen Spencer, bom Oct. 5, 1970, to Seafarer and Mrs. Richard O. Spencer, Franklinton, La. Becky Ann Beverly, bom Aug. 26, 1970, to Seafarer and Mrs. Eugene Beverly, LaMarque, Tex. Susan Quillen, bom Oct. 18, 1970, to Seafarer and Mrs. James E. Quillen, Phila., Pa. Gregory Boykin, bom July 8, 1969, to Seafarer and Mrs. Richard F. Boykin, Eight Mile, Ala. Robert Gill, bom Nov. 2, 1970, to Seafarer and Mrs. Thomas E. Gill, Bayonne, N.J. Raphael Bonefont, bom Aug. 1970, to Seafarer and Mrs. Raphael Bonefont, Brooklyn, N.Y. Jacqueline Boone, bom to Sea­ farer and Mrs. Thomas B. Boone, Norfolk, Va. Todd Werda, bom Oct. 31, 1970, to Seafarer and Mrs. James R. Werda, Alpena, Mich. Timothy Pierce, bom Sept. 22, 1970, to Seafarer and Mrs. Benja­ min P. Pierce, Lucedale, Miss. Monisha Wilkins, bom Sept. 3, 1970, to Seafarer and Mrs. Oilman Wilkins, Portsmouth, Va. Nicole Packer, bom July 10, 1970, to Seafarer and Mrs. Ronald Packer, Mobile, Ala. Anthony Davis, bom Nov. 17, 1969, to Seafarer and Mrs. Lewis A. Davis, Redding, Calif. Cynthia Bankston, bom Oct. 5, 1970, to Seafarer and Mrs. Claude A. Bankston, Jr., Metairie, La. Mellnda Bowers, bom Oct. 17, 1970, to Seafarer and Mrs. James M. Bowers, Portsmouth, Va. Baron Long, bom Nov. 7, 1970, to Seafarer and Mrs. Thomas Long, Mobile, Ala. Shane Manuel, bom Oct. 18, 1970, to Seafarer and Mrs. Joseph O. Manuel, Lake Charles, La. Alvyn Serrette, bom Oct. 23, 1970, to Seafarer and Mrs. Horace E. Serrette, Bronx, N.Y. Bryan Green, bom Nov. 13, 1970, to Seafarer and Mrs. Hay­ wood Green, Robertsdale, Ala. Stanley Craig Goldy, bom Nov. 18, 1970, to Seafarer and Mrs. Robert J. Goldy, Jr., Wenatchee, Wash. Darm Martin, bom Sept. 29, 1970, to Seafarer and Mrs. David L. Martin, Sr., Mobile, Ala. Crystal Colbert, bom July 9, 1970, to Seafarer and Mrs. Thomas E. Colbert, New Orleans, La. Gwendolyn Wright, bom Sept. 9, 1970, to Seafarer and Mrs. James L. Wright, Vidor, Tex. Constantinos Tzavis, bom Nov. 5, 1970, to Seafarer and Mrs. Stavros Tzavis, Commack, N.Y. Mary Tapia, born May 7, 1970, to Seafarer and Mrs. Bemardo Tapia, Long Beach, Calif. Raymond Gross, bom Nov. 6, 1970, to Seafarer and Mrs. Joseph A. Gross, Tmjillo Alto, P.R. Cara and Christine Lesh, bom Sept. 17, 1970, to Seafarer and Mrs. Arthur F. Lesh, Concord, Calif. Jason Perry, bom Sept. 16, 1970, to Seafarer and Mrs. Manuel L. Perry, Long Beach, Calif. Belinda Tillett, bom Nov. 3, 1970, to Seafarer and Mrs. Kirby L. TUlett, Wanchese, N.C. Michael Reynolds, bom Nov. 11, 1970, to Seafarer and Mrs. Derrell G. Reynolds, Mobile, Ala. John Bryant, bom Sept. 19, 1970 to Seafarer and Mrs. Arthur R. Bryant, Port Neches, Tex. Eulalia Camacho, bom Oct. 28, 1970, to Seafarer and Mrs. Fmctuoso Camacho, Brooklyn, N.Y. Rohertino Rueda, bom March 3, 1970, to Seafarer and Mrs. Juan S. Rueda, Barrida Parcelas. 1970 ap Donald Hamilton, bom May 4, 1970, to Seafarer and Mrs. Donald L. Hamilton, Shreveport, La. Regina Bergeron, bom Oct. 11, 1970, to Seafarer and Mrs. Reggis P. Bergeron, Houma, La. Ron Banks, bom to Seafarer and Mrs. James M. Banks, New Or­ leans La. Michael Benoit, bom Oct. 23, 1970, to Se^arer and Mrs. James D. Benoit, Hayes, La. Christopher Hughes, bom Nov. 22, 1970, to Seafarer and Mrs. Shark Problem May Be Sofyed Pretoria, South Africa Scientists here have devel­ oped a new device to ward off sharks preying popular bathing beaches. This safety barrier, created by a pulsat­ ing magnetic field, will send sharks into a frenzy and force them to swim in the direction indicated by the electric field. It will also eliminate the need for shark nets. Experts say that the de­ vice will not ^ect the move­ ment or activity of human beings, imderwater plants or other fish. It will merely keep the sharks off the beaches and permit people to bathe safely. The Coimcil for Scientific and Industrial Research re­ ports that the shark barrier will be installed at Margate, a popular resort, in May 1971. Justice P. Hughes, Greenville, S.C. JonaOian White, H, bom Nov. 26, 1970, to Seafarer and Mrs. Jonathan White, Charlotte, N.C. James Funk, bom Nov. 25, 1970, to Seafarer and Mrs. John E. Funk, Jersey City, N.J. Aura Sandoval, bom Nov. 4, 1970, to Seafarer and'Mrs. Juan M. Sandoval, Jarrettsville, Md. Jason Bonefont, bom Nov. 2, 1970, to Seafarer and Mrs. Gabriel Bonefont, Jr., Brooklyn, N.Y. Curtis Weese, bom Nov. 11, 1970, to Seafarer and Mrs. Alan F. Weese, North Seattle, Wash. John Paul, bom Oct. 25, 1970, to Seafarer and Mrs. Joshua A. Paul, Bath, N.C. Wadena Ussin, bom Dec. 2, 1970, to Seafarer and Mrs. Charles Ussin, Sr., Grosse Tete, La David Walsh, bom Nov. 3, 1970, to Seafarer and Mrs. James P. Walsh, Jr., Superior, Wis. Antonio Mendez, bom Sept 6, 1970, to Seafarer and Mrs. Antonio Mendez, Playa Ponce, P.R. Rhonda Saxon, bom Oct. 6, 1970, to Seafarer and Mrs. Ronald E. Saxon, Mobile, Ala Erica Jones, bom Dec. 8, 1970, to Seafarer and Mrs. Allen Jones, Mobile, Ala. Rhonda Kdth, bom Dec. 31, 1970, to Seafarer and Mrs. John E. Keith, Mobile, Ala. Jason Hughes, bom Dec. 3, 1970, to Seafarer and Mrs. Floyd W. Hughes, New Orleans, La. Edw^ Marion, bom Nov. 11, 1970, to Seafarer and Mrs. Fran­ cis A. Marion, Cleveland, Ohio. Deborah Bennett, bom Dec. 11, 1970, to Seafarer and Mrs. Thomas M. Bennett, Manistee, Mich. Michelle Smith, bom Dec. 15, 1970, to Seafarer and Mrs. Major Smith, Jr., Prichard, Ala. Robert Vogler, bom Dec. 29, 1970, to Seafarer and Mrs. Fred­ erick V. Vogler, Ontario, Calif. Etta Hester, bom Sept. 26, 1970, to Seafarer and Mrs. Melvin H. Hester, Kreolo, Miss. Lori Troxclair, bom Dec. 12, 1970, to Seafarer and Mrs. Calvin J. Troxclair, Harvey, La. Timothy Marcum, bom Sept 28, 1970, to Seafarer and Mrs. James E. Marciun, Brooklyn, N.Y. Angela Dixon, bom Nov. 9, 1970, to Seafarer and Mrs. Willie Lee Dixon, Sequin, Texas. Sandra Hatch, bom Jan. 3, 1971, to Seafarer and Mrs. Diego Hatch, Yabucoa, P.R. Page 19 �SlU Ships' Committees: Bridging the Gap A Seafarer's work is unique in that he is separated •^for long periods of time from what happens on shore. For any Union organization to function effec­ tively it is important that there be constant commu­ nications between Union headquarters and the mem­ bers at sea and ashore. There are many methods of communications when the membership is ashore, but the bulk of our mem­ bers must be away at sea to earn their living. Since very important things happen on shore, it is vital that there be ships' committees to act as a bridge from vesisel to shore. No matter how long the voyage or how far away the vessel may sail, the ship's committee provides the solid bridge of communication that keeps working Seafarers constantly aware of vital issues. To strengthen this bridge of communication from ship to shore is the goal of the ship's committee. That is why each ship's member who is on the committee does his job with the knowledge that he is helping not only his Union an dhis fellow Seafarer but also himself. The ship's committee has been in operation long enough to gauge its work. Everyone agrees that it has had a unique and outstanding success. The operation of the ship's committee is in line with the firm principle established within the SIU—the principle of democracy. When the meeting is called each Sunday aboard ship every Seafarer knows that he can speak up freely and without hesitation and bring up any matter im­ portant to his imion, his ship and his job. "TTis right to speak out is one of the rights which the ^^ship's committee protects for every member of the unlicensed crew. There are six members of the ship's committee— chairman, Secretary-reporter, education director and three delegates, one from each of the three depart­ ments aboard ship. The chairman calls and directs the meeting. The secretary-reporter is responsible for all of the com­ mittee's corresfxjndence with union headquarters and must keep the minutes of the meetings and report ac­ tions taken to headquarters. The education director is in charge of maintaining and distributing all publications, films and mechanical equipment to Seafarers wishing to study upgrading, s^ety, health and sanitation. The department delegates, elected by members of the deck, engine and steward departments, represent their men on the committee and contribute heavily to its decisions. All these men are part of that bridge between ship and shore. y I'll BIENVILLE (Sea-Land)—Checking over some reports aboard the Bienville is the sltip's committee. From left seated are: Gus Yenizelos, deck delegate; J. Reever, steward dele­ gate; Felix Bonefont, chairman, and Ralph Carbone Dangelo, engine delegate. Standing are J. C. Anderson (left), reporter-secretary and Jerry Dellinger, education director. STEEL SCIENTIST (Isthmian)—Relaxing in the galley of the Steel Scientist after a re­ cent voyage is the ship's committee. Clockwise from left are: Morris Cukierwar, acting steward delegate; Ray Eisemman, engine delegate; P. Sheldrake, deck delegate; W. Harrell, education director; J. Parker, chairman, and C. J. Gibson, reporter-secretary. • .11 •'i •. 4J MOBILE (Sea-Land)—Aboard the Mobile, the ship's committee from left are (seated): J. Gleaton, steward delegate; A. Alfonso, secretary-reporter; H. Libby, chairman, and S. Leknes, deck ddegate. Standing are B. Finder, location director (left) and C Cans, engine delegate. TAMPA (Sea-Land)—After pulling into Port Elizabeth, N.J., the ship's committee sits around the table in the recreation room. From left are: E. Jiminez, engine delegate; G. Castro, chairman; F. LaRosa, steward delegate; Johnny Guiteme, acdng education director; J. Rusheed, deck delegate, and E. Tart, reporter^secretary. -ii STONEWALL JACKSON (Waterman)—Aboard the Stonewall Jackson when it pnlled into Bayonne, N.J. last month, the ship's committee posed for a photo. From left are: Arthur Wood, chairman: Robert Laiche, steward delegate; Stan Gondzar, education director; Douglas McLeod, engine delegate; John Farragnt, deck delegate, and Robert Pitcher, reporter-secretary. Page 20 •1 ARIZPA (Sea-Land)—After their trip to northern Europe, the ship's committee on the Ariapa pose for a photo. From left are: Frank Rodriguez, deck delegate; Anthony Tosado, steward delegate; H. Connoloy, reporter-secretary; D. Fitzpatrick, chairman; Joseph Keating, education director, and Dan Butts, engine delegate. - I'l II Seafarers Log • I �Steel Seafarer si I'.l ,f STEEL SEAFARER (Isthmian)—^The ship's committee waiu for their meal aboard the Steei Seafarer in Port Elizabeth, N.J. Clockwise from left are; Berry Tippins, steward delegate; W. Velazques, chairman; Isidoro Valles, engine delegate; Ira Brown, reportersecretary ; George Roy, education director, and Fred B. Kritzler, deck delegate. GATEWAY CITY (Sea-Land)—The ship's committee aboard the Gateway City from left are: Robert Carbone, chairman; W. Reid, reporter-secretary; James Spell, engine dele­ gate; Eddie J. Caravona, deck delegate; Warren Danford, education director, and R. S. Roman, steward delegate. ' f I STEEL ADVOCATE (Isthmian)—Patrolman Ted Bobkowski (far left) points out a Seafarers Log article to the committee on board the Steel Advocate. From left seated are: J. Disco, engine delegate; N. Gillikin, chairman; Henry Jones, steward delegate, and Howard Menz, education director. Standing are A. Miranda (left), deck delegate and L. Cepriano, reporter-secretary. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agree­ ments. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expen­ ditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund finan­ cial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Eail Shepard, Chairman, Seafarers Appeals Board 275-20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. . , . ! .J it.1971 ij Ja CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which ^ou work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anycHie in any official capacity in the SIU unless an official Union receipt is given for same. Under" no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so- as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. RETIRED SEAFARERS. Old-time SIU members drawing disability-pension benefits have always been encouraged to continue their union activities, including attendance at mem­ bership meetings. And like all other SIU members at these Union meetings, they are encouraged to take an active role in all rank-and-file functions, including service on rank-andfile committees. Because these oldtimers cannot take ship­ board employment, the membership has reaffirmed the long­ standing Union policy of allowing them to retain their good standing through the waiving of their dues. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated witli tlie employ­ ers. Consequently, no Seafarer may be discriminated against because of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATIONS. One of the basic rights of Seafarers is the right to pursue legislative and political objectives which will serve the best interests of thepiselves, their families and their Union. To achieve these objectives, the Seafarers Political Activity Do­ nation was established. Donations to SPAD are entirely voluntary and constitute the funds through which legislative and political activities are conducted for the membership and the Union. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied bis constitu­ tional right of access to Union records or information, he should immediately notify SIU President Paul Hall at head­ quarters by certified mail, return receipt requested. Page 21 �SEATRAIN WASHINGTON plan. No disputed OT. Everything STONEWALL JACKSON (Wa­ Page; Engine Delegate Robert is running smoothly. (Hudson Waterways), Dec. 6— terman), Sept. 20—Chairman John Rivera; Steward Delegate Elmer Chairman B. Waturski; Secretary COLUMBIA MARINER (Co­ Silkowski; Secretary Robert H. Kent. No beefs reported. Vote of H. Scypes; Deck Delegate Ray lumbia), Dec. 6—Chairman G. Pitcher. Everything is running thanks to the steward department Moore; Engine Delegate F. Cohen; Stanford; Secretary B. Rucker; smoothly with no beefs an ' no dis­ for a job well done. Steward Delegate Francisco Mel- Deck Delegate T. M. Jones; Engine puted OT. PENN CHAMPION (Penn Ship­ quades. Discussion held regarding Delegate H. W. Roberts; Steward ping), Nov. 29—Chairman T. R. DEL RIO (Delta), Dec. 6—Chair­ pension plan. No beefs. Some dis­ Delegate E. L. Hoffman. No beefs man Joseph Catalanotto; Secretary Sanford; Secretary Z. A. Markris; puted OT in deck and engine de­ reported. Vote of thanks to the Roy M. Ayers; Deck Delegate David Deck Delegate S. A. DiMaggio; partments. steward department for a job well Allen Ramsey; Engine Delegate Engine Delegate John Kulas; Stew­ WESTERN COMET (Western), done. Owen W. Fraisse; Steward Delegate ard Delegate G. P. John. No beefs Nov. 29—Chairman R. C. Marrero; STEEL DESIGNER (Isthmian), Aubrey A. Rankin. $23 in ship's reported. Vote of thanks to the en­ tire steward department for a job Secretary Harold D. Strauss; Deck Dec. 6—Chairman Gerald Eringer; fund. No beefs reported. Delegate T. B. Lane; Engine Dele­ Secretary Angel Seda; Steward Del­ STEEL VENDOR Hsthmian), well done. gate Ramon Bacamonto; Steward egate Howard Schneider. $17 in Dec. 12—Chairman Daniel Dean; WALTER RICE (Reynolds), Dec. Delegate John R. Tilley. $18 in ship's fund. Happy crew on board. Secretary George W. Gibbons; Deck 13—Chairman Tom Martineau; ship's fund. Some disputed OT in No beefs and no disputed OT. Delegate Billie B. Darley; Engine Deck Delegate John R. Mclntyre; deck and engine departments. Vote MOBILIAN (Waterman), Nov. Delegate Thomas P. Gol; Steward Engine Delegate Keimeth J. Lewis; of thanks to the steward depart­ 15—Chairman B. C. Jordan; Secre­ Delegate James P. Banelay. Every­ Steward Delegate Guilermo Mar­ ment for a job well done. tary Charles Perkins. No beefs and thing is running smoothly with no tinez. No beefs were reported by BRADFORD ISLAND (Stewart no disputed OT. beefs. Vote of thanks to the steward department delegates. Tankers), Dec. 6—Chairman J. R. COLUMBIA BANKER (Colum­ TRENTON (Sea-Land), Nov. 29 department for a job well done. Thompson; Secretary Francis Bur- —Chairman Floyd Seliz; Secretary TRANSHAWAH (Hudson Water­ bia), Dec. 8—Chairman Claud Webb; ley: Deck Delegate R. L. Cooper; Andy Johannson. $15 in ship's fund. ways), Dec. 27—Chairman Manuel Secretary E. W. Lambe; Deck Dele­ Engine Delegate John E. Mitchell; No beefs reported. DeBarros; Secretary William Seltzer, gate H. B. Jeffcoat; Engine Dele­ Steward Delegate F. R. Strickland. PRODUCER (Marine Carriers), Deck Delegate Joseph L. Linhart; gate Fred J. Brown. $24 in ship's Patrolman to be contacted regard­ Nov. 22—Chairman Karl Hellman; Engine Delegate S. Wala; Steward fund. Everything is running smooth­ ing delayed sailing. Secretary L. D. Pierson; Deck Dele­ Delegate Larry Young. $42 in ship's ly. Vote of thanks to the steward CONNECTICUT (Ogden Ma­ gate James L. Hornby; Engine Dele­ fund. No beefs reported. Everything department for a job well done. rine), Dec. 6—Secretary T. D. Bal­ gate Chester L. Tillman; Steward is running smoothly. Vote of thanks CITIES SERVICE NORFOLK lard; Deck Delegate Michael T. Delegate Jefferson D. Buchanan. to the steward department for a (Cities Service), Dec. 20—Chairman Chiglo, Engine Delegate Thomas E. Everything is running smoothly ex­ job well done. and Deck Delegate Waldo H. Banks; Banks; Steward Delegate Charles cept for some disputed OT in deck JACKSONVILLE (Sea-Land), Secretary, George Tamlin; Engine L. Martinsen. $40 in ship's fund. department. Jan. 3—Chairman Perry Konis; Delegate William Sladko. No beefs TRANSHAWAII (Hudson Water­ Secretary I. Buckley. Some dis­ reported. No disputed OT. Contact patrolman regarding restriction to ship in ways), Nov. 29—Chairman George puted OT in deck department. Dis­ JEFF DAVIS (Waterman), Dec. Aruba. DeGreve; Secretary William Seltzer; cussion held regarding mail. It was 27—Chairman T. Chilinski; Sec­ TAMARA GUILDEN (Commer­ Deck Delegate Joseph Linehart; En­ suggested that arrangements be retary R. Barker, Deck Delegate cial Transport), July 26—Chairman gine Delegate Sadak Wala, Steward made with the company to receive Howard F. Hare; Engine Delegate G. P. Libby; Secretary C. Lanier. Delegate William Seltzer. $43 in all crew mail and forward same to Frank Arana; Steward Delegate $783 in movie fund and $18 in ship's fund. Everything is ruiming ships. George Frazza. No beefs reported. ship's fund. Some disputed OT in smoothly. Few hours disputed OT TAMARA GUILDEN (Transport $40 in ship's fund. Vote of thanks in deck department. Crew would Commercial), Dec. 13—Chairman to the steward department for the steward department. FENN CHAMPION (Penn Ship­ like clarification on posting of sail­ George P. Libby; Secretary Charles fine Christmas diimer. ping), Nov. 1—Chairman T. R. ing time. Vote of thanks to the W. Pelen; Deck Delegate Michael TAMARA GUILDEN (Transport Sanford; Secretary Z. A. Markris; steward department for the very M. Chewming; Steward Delegate H. Commercial), Dec. 6—Chairman nice Thanksgiving Day dinner. Deck Delegate S. DiMaggio; En­ G. Weeks. $18 in ship's fund and DEL SOL (Delta), Nov. 22— $749 in movie fund. Some disputed George P. Libby; Secretary Charles gine Delegate John Kulas; Steward W. Pelen; Deck Delegate Joseph D. Delegate G. P. John. Some disputed Chairman Anthony R. Ducote; Sec­ OT in engine department. McPhee; Steward Delegate H. G. retary Peter Blanchard; Deck Dele­ OT in each department. Vote of BALTIMORE (Sea-Land), Dec. Weeks. No beefs recited. $18 in thanks to the steward department gate Richard C. Busby; Engine 27—Chairman J. Delgado; Secre­ ship's fund and $746 in movie fimd. Delegate Robert Callahan; Steward for a job well done. tary H. Ridgeway; Deck Delegate TAMARA GUILDEN (Transport PENN CHAMPION (Penn Ship­ Delegate John H. Parson. $36 in A. Taschke; Engine Delegate S. M. Commercial), Dec. 20—Chairman ship's fund. No beefs reported. ping), Nov. 29—Chairman J. C. PENN CHAMPION (Penn Ship­ Orr; Steward Delegate William H. George P. Libby; Secretary Charles Mullis; Secretary D. P. Mason; Hamby. No beefs reported. Vote of W. Pelen; Deck Delegate Michael Deck Delegate Albert F. VanDyke; ping), Nov. 15—Chairman T. R. thanks to the steward department M. Chenning; Engine Delegate H. Sanford; Secretary Z. A. Markris; Engine Delegate Berger Wilhelmfor the fine Christmas dinner. Green; Steward Delegate H. G. sen; Steward Delegate Martin Deck Delegate S. DiMaggio; En­ EAGLE VOYAGER (United Weeks. $19 in ship's ftmd and $749 gine Delegate John Kulas; Steward Badger. Two men in deck depart­ ment missed ship in Portland, Ore­ Delegate G. P. John. Some disputed Maritime), Dec. 27—Chairman Leo in movie fund. RAMBA (American Bulk Car­ gon. No beefs reported. Vote of OT in deck and steward depart­ Paradise; Secretary B. A. Baa; Deck Delegate Robert H. Bell; Steward riers), Nov. 22—Chairman J. P. thanks to the steward department ment. Vote of thanks to the BR and for the wonderful Thanksgiving OS for keeping the passageway and Delegate William S. Costa. $7 in Ryan; Secretary F. S. Paylor, Jr.; decks clean. Vote of thanks also to ship's fund. No beefs reported. Vote Deck Delegate Raul I. Lopez; En­ Day dinner. NEW YORKER (Sea-Land), Oct. the steward department for a job of thanks to the steward depart­ gine Delegate Charles A. Redish; ment for a very nice Christmas Steward Delegate Claud J. Kizzire. 23—Chairman J. Gam; Secretary well done. $12 in ship's fund. No beefs re­ OVERSEAS EVA (Maritime Dinner. H. Donnelly; Steward Delegate TAMPA (Sea-Land), Dec. 27— ported. John Robinson. $60 in ship's fund. Overseas), Dec. 13—Chairman El­ PENN SAILOR (Penn), Dec. No beefs were reported by depart­ mer B. Merritt; Secretary Jacobus Chairman G. Castro; Secretary E. C. Lakwyk; Deck Delegate Howard B. Tart; Deck Delegate S. Ruzyski; 21—Chairman Johannes C. Sorel; ment delegates. BALTIMORE (Sea-Land), Nov. C. Ross; Engine Delegate Manuel Engine Delegate T. Koroke; Stew­ Secretary Robert C. Thomas; Deck 22—Chairman J. Delgado; Secre­ A. Rendules; Steward Delegate ard Delegate F. LaRosa. Every­ Delegate Milton J. Brown; Steward tary H. Ridgeway; Deck Delegate Richard G. Martinez. No beefs re­ thing is running smoothly with no Delegate Pedro R. Arteaga. No R. E. Teschke; Engine Delegate ported. Vote of thanks to the stew­ beefs. Vote of thanks was extended beefs and no disputed OT. Vote of Ramon Louis; Steward Delegate C. ard department for a job well done. to the steward department for a thanks to the steward department for a job well done. SEATRAIN LOUISIANA (Hud­ job well done. Arron. Discussion held on various ANCHORAGE (Sea-Land), Dec. DEL ORO (Delta), Dec. 27— son Waterways), Dec. 13—Chair­ matters. No major beefs. STEEL ADMIRAL (Isthmian), man W. L. Tillman; Secretary W. Chairman John T. Robinson; Sec­ 20—Chairman B. El Swearingen; Nov. 28—Chairman Frank Salva- B. Varbrough; Deck Delegate Glenn retary Vincent Sanchez, Jr.; Deck Secretary Jack C. O'Steen; Deck tore, Jr.; Secretary Isidro D. Ave- M. Wells; Engine Delegate Francis Delegate V. W. O'Mary; Engine Delegate Robert G. Mason; Engine cilla. $38 in ship's fund. No beefs D. Curruthers; Steward Delegate Delegate Anthony J. Marano; Stew­ Delegate Fred Buckner; Steward Lee reported. Ralph S. Williamson, Jr. Some dis­ ard Delegate S. B. Wright. No Scott. $25 in ship's fund. No beefs reported. SEATRAIN NEW JERSEY puted OT in deck and engine de­ beefs reported. EAGLE TRAVELER (United COLUMBIA MARINER (Colum­ (Hudson Waterways), Dec. 6— partments. Vote of thanks to the Chairman Edward Ellis; Secretary steward department for a job well Maritime), Dec. 20—Chairman bia), Nov. 15—Chairman G. Stan­ Joseph L. Bourgeois; Secretary Al­ ford; Secretary B. Rucker; Deck Herbert E. Atkinson; Deck Delegate done. STEEL VOYAGER (Isthmian), gernon W. Hutcherson; Deck Dele­ Delegate Terrance M. Jones; En­ Isaac V. Brown; Engine Delegate Jose M. Cartell; Steward Delegate Nov. 15—Chairman Art Harring­ gate E. Dakin, Engine Delegate gine Delegate H. W. Roberts; Stew­ Louis D. Williams. No beefs. Ev­ ton; Secretary Jim Sanders. Every­ Frank Cake; Steward Delegate ard Delegate E. L. Hoffman. Every­ erything is running smoothly. thing is running smoothly with no Joseph Brill. Vote of thanks was thing is running smoothly. Vote of CHICAGO (Sea-Land), Nov. 22 beefs. Fine gang in all departments. extended to the ship's chairman for thanks to the steward department —Chairman John Altstatt; Secre­ OVERSEAS JOYCE (Maritime talking to the Port Captain and for a job well done. tary Frank Hall; Deck Delegate H. Overseas), Dec. 6—Chairman, Ame getting the lodging beef -squared RACHEL V (Vantage), Nov. Pederson. $20 in ship's fund. No Horde; Secretary L. Nicholas; Deck away along with all repairs. $6 in 1—Chairman Charles Haima; Sec­ major beefs. Everything is running Delegate H. A. Smith; Engine Dele­ ship's fund. retary Bennie Guarino; Deck Dele­ smoothly. gate, J. Bergeria; Steward Delegate STEEL WORKER (Isthmian), gate D. Pinton; Engine Delegate V. BUCKE-^ ATLANTIC (Buck­ Isaac Gordan. $49 in ship's fund. Dec. 19—Chairman E. Parr, Secre­ Toomson; Steward Delegate Louis eye), Nov. 29—Chairman Louis W. No beefs reported. tary W. Hand, Deck Delegate Jesse Baben. No beefs reported. Cartwright; Secretary James Tem­ PENN CHAMPION (Penn Ship­ L. Green, Engine Delegate Juan SEATRAIN MAINE (Hudson ple. No beefs reported except for ping), Nov. 22—Chairman T. R. Rujes, Steward Delegate J. Grad- Waterways), Dec. 27 — Chairman the need of ship being fumigated Sanford; Secretary Z. A. Markris; dick. $56 in ship's fund. Some dis­ Malcolm Cross; Secretary S. Mc­ for roaches and repairs that have Deck Delegate S. A. DiMaggio; En­ puted OT in deck department and Donald; Deck Delegate C. B. Dick­ not been taken care of. gine Delegate John Kulas; Steward engine department. ey; Engine Delegate R. C. Brown; STEEL FABRICATOR Gsthmi- Delegate George P. John. No beefs TRANSPACIFIC (Hudson Water- Steward Delegate C. H. Jackson. an), Nov. 22—Chairman Clyde and no disputed OT. Vote of thanks ways), Nov. 29—Chairman Bernard No beefs were reported. Vote of Miller, Secretary L. Ceperiano. Dis­ to the steward department for a job F. Fimovicz; Secretary Maximo thanks to the steward d^rtment cussion held regarding pension well done. Bugawan; Deck Delegate Walter for the swell Christmas Dinner. Page 22 Many thanks to Captain Siwiec for the extra pleasures. PONCE (Sea-Land), Jan. 10— Chairman Dan Butts; Secretary Alva McCullum; Deck Delegate Victor Aviles; Engine Delegate James L. Cady; Steward Delegate Oscar W. Sorenson. Discussion held regardmg Sea-Land's new OT Guide. $367 in movie fund. Disputed OT in engine department. Vote of thanks to the steward department for a job well done. NOONDAY (Waterman), Jan. 10—Chairman E. Freimanis; Secre­ tary F. Fletcher; Deck Delegate Wm. E. King; Engine Delegate Eu­ gene W. Bent. $15 in ship's fund. Crew request that Union officials look into the matter of men miss­ ing ship thus causing hardship on the rest of the crew. Ship short three men. WESTERN CLIPPER (Western), Dec. 20—Chairman Charles V. Mateite; Secretary Willie Grimes; Deck Delegate Joseph Olson; Steward Delegate Lawrence Melanson. $21 in ship's fund. Few hours disputed OT in deck and steward depart­ ments. WESTERN CLIPPER (Western), Dec. 27—Chairman Charles V. Mateite; Secretary Willie Grimes; Deck Delegate Joseph Olson; Steward Delegate Lawrence Melanson. $21 in ship's fund. Few hours disputed OT in deck and steward depart­ ments. Vote of thanks to the stew­ ard department for the good meals during the Holidays. . CITY OF ALMA (Waterman), Jan. 10—Chairman J. A. Grbac; Secretary B. G. Ladd; Engine Dele­ gate Donald R. Pase; Steward Dele: gate John Glover. Everything is O.K. with no beefs and no disputed OT. CALMAR (Calmar), Jan. 3— Chairman Elbert Hogge; Secretary Howard Flynn; Engine Delegate W. Teffner, Steward Delegate Garry E. Jones. Discussion held regarding re­ pairs. All OT was settled. PONCE (Sea-Land), Jan. 3— Chairman Dan Butts; Secretary, Al­ va McCullum; Deck Delegate Vitor Aviles; Engine Delegate James Ca­ dy; Steward Delegate Oscar W. So­ renson. Captain pleased with ccm- ^ duct of crew during this voyage. $287 in movie fund. No beefs were reported. BRADFORD ISLAND (Steuart Tankers), Jan. 10—Chairman J. R. Thompson; Secretary Troy Itovage; Engine Delegate John Mitchell; Steward Delegate F. R. Strickland. Motion made that tankers sign six months articles on foreign voyages. Some disputed OT in deck and en­ gine departments. WACOSTA (Sea-Land), Jan. 10Chairman Anthony Sakellis; Secie-. tary Manuel F. Caldas; Deck Dele­ gate Daniel J. McMullen; Engine Delegate Rodney Borlase; Steward Delegate Robert P. Ramos. No dis­ puted OT. Patrolman to check slop chest. PENN CARRIER (Penn), Jan. 3—Chairman J. F. Cunningham; Secretary S. A. Holden; Deck Dele­ gate J. B. Gardner, Engine Delegate Wm. Rentz; Steward Delegate Fran­ cisco Fernandez. Motion was made that all disputed OT be paid and settled at time of payoff. Disputed OT in each department. WESTERN CLIPPER (Western), Dec. 13—Chairman Charles V. Mateite; Secretary Willie Grimes; Deck Delegate Joseph Olson; Steward Delegate Lawrence MelansoiL $21 in ship's fimd. Few hours disputed OT in deck and steward depart­ ments. Chief Steward is doing a good job in galley in spite of short­ age of men in department. WACOSTA (Sea-Land), Dec. 27 —Chairman Anthony Sakellis; Sec­ retary Manuel F. Caldas; Deck Delegate Daniel J. McMullen; En­ gine Delegate Rodney Borlase; Stew­ ard Delegate Roge P. Ramos. Dis­ puted OT in deck department Seafarers Log l| - )| �SlU Seniority Upgraders Give Candid Views Of Training Programs Offered at HLSS Piney Point, Md. The Harry Lundeberg School of Seamanship here underwent close scrutiny in January by 11 seniority upgraders from the Advanced Seamanship Class in Brooklyn, who spent a week at the modem campus. The purpose of their visit was a week-long intensive course of study on the opera­ tions of their Union, but since all 11 had graduated from HLSS at Piney Point or other ports, it was inevitable that they would compare their ex­ periences with the schooling offered SIU trainees today. Piney Point scored high. Returnees Impressed The seven upgraders who had attended HLSS at Piney Point were impressed with the tlx improvements in the school since they left. They mentioned modem classroom facilities and equipment and the expansion of the academic program as particularly significant changes. A 1964 Baltimore HLSS graduate, William J. Seidenstricker, said, "I would have liked to have had something like this going f6r me when I first wanted to go to sea." A New Orleans HLSS grad­ uate, Willie J. Jones, com­ mented: "Maybe some of them don't know it, but this is a fine opportunity for the trainees." Frank M. Coe, a New York graduate, offered his opinion that "the trainees seem to be receiving a good education to start them off at sea and make them aware of their Union." President Howard McClennan' of the Fire Fighters (third from left) extends greetings to a group of seniority upgraders at a Washington luncheon sponsored by the AFL-OO Maritime Trades Department. Another New York grad­ uate, Delmas R. Brabson, noted that "this is a fine edu­ cational setup for those kids. They are really learning." Visit Productive The visitors followed in the steps of 32 other upgraders, who visited the school during November and December. Their studies during the oneweek stay covered SIU history, the history of the American labor union movement, the SIU constitution, contract pension and welfare plans. In addition, the rationale behind union meetings and standards of ship­ board behavior were empha­ sized. Bill Hall, director of union education, and Piney Point Port Agent Paul McGaham were the instructors for the up­ graders' study and seminar sessions. They were assisted by visiting SIU Representative E. B. McAuley. Part of Overall Program The Piney Point visit is a small part of the Advanced Seamanship Program, which qualifies members for their full SIU books after they have completed four major pre­ requisites: Candidates must be Harry Lundeberg School of Seaman­ ship graduates; they must have lifeboat certification; they must have at least one year seatime, and they must be rated. Between their own studying. the upgraders were taken on tours of the 54-acre Piney Point school and the adjacent LOOO-acre farm. They visited trainee classes in both the vo­ cational and academic depart­ ments. They observed lifeboat training and basic engine, deck and steward department class­ es, which prepare the trainees for their first jobs at sea. Try Hand at GEO The availability of educa­ tional programs leading to Government Equivalency Di­ ploma (high school level) from the Maryland Department of Education was new to all the upgraders. Three of them took a GED pre-test to determine their strengths and weaknesses in academic subjects, which will be evaluated and used to direct their studies in prepara­ tion for a high school equival­ ency diploma. The 11 upgraders were not isolated from the current train­ ees—^they were encouraged to get to know the youths and offer them the benefit of their experiences at sea. Part of this acquaintanceship included traveling to Washing­ ton, D.C. with a group of trainees for a luncheon con­ ference sponsored by the Mar­ itime Trades Department of the AFL-CIO, where they met with Howard McClennan, president of the Fire Fighters. The lunch­ eon—held weekly—provides a forum for labor's views of the problems facing the merchant marine, and their solution. Howard McOennan, president of the Fire Fighters, greets a group of seniority upgraders at a luncheon in Washington which the SIU mem­ bers attended as part of their upgrading program. Social Security Payments Are Available to Widows f !;u |v (I r .'1^ f. By A. A. Bernstein Each month over three mil­ lion widowed mothers and their children receive Social Security benefit checks. Amounts of the checks de­ pend on the worker's average earnings under Social Security. Survivor benefits for a widow with two children range from a minimum of $96 a month to about $434 maximum with the average payment of $292. Class 576 graduates take time out for a photo while awaiting the bus SIU members and their fam­ to New York and their first ships. They are, from left: Bob Painter, ilies should be aware of the So­ Efrain Torres, David Taylor, HLSS President Bob Matthews, William Roach, Director of Trade Union Education Bill Hall, Patrick Lescott, cial Security benefits available in case assistance should be re­ Richard Mertz, Mike Sauve, William Maurer and Charles Stockland. quired. Being informed is one way of preparing for the years ahead. The SIU Social Security staff is ready to answer any questions regarding a widow's benefits, or any other question you might have regarding So­ cial Security benefits. SIU members and their fam­ ilies should address any ques­ tions to A. A. Bernstein, direc­ tor of Social Security and Wel­ fare Services, Seafarers Wel­ fare and Pension Plans, 275 20th Street, Brooklyn, N.Y. 11215. ..' Jr* Q: I'll soon be 60 and eligi­ Class 58 prepares to leave for New York to board their first ships. The ble for Social Security widow's graduates are, from left: Allen Hanson, Don Walters, Tim Thomas, benefits. I have no idea what William Bonan, Hank Freeman, Vladimir Volovik, SIU Vice President my husband's Social Security Earl Shephard, Joe Ayala, Louis Ripley, Jerry Cooper, Alan Thomas number was, and I can't find and Warren Donaldson. his card. Can I still apply for Social Security? A: Yes, go ahead and file the application at your Social Security office. But, to locate your husband's number, they'll need to know his full name, where and when he was bom, his father's name, and his mother's maiden name. Q; My brother died leaving a widow, two sons under 18, and one son 19 in school. Who can get benefits? A: Your brother's widow and all of his children. Q; If I die how old do my dependent mother and my wife have to be to get Social Security survivor benefits? We have no children. A: Your widow can get re­ duced benefits at 60 or full benefits at age 50 if she is dis­ abled. Your mother must be 62. Q; I'm 66 years old and a widow. When I went to welfare they asked me all kinds of questions and said because I owned a small house and had some money saved, I couldn't qualify for welfare. I don't want to go through that again. Will my savings stop me from getting Social Security benefits? A: No. Savings have no ef­ fect on Social Security. Q: My mother-in-law comes from Guiana and has been my dependent for six years. She is a resident alien. She is going to file this week for permanent citizenship. Her age is 74. She never worked. Is she eligible for any type of Social Security benefits? A: She is eligible for Medi­ care, but not Social Security benefits, as her son is alive and working, and she is his de­ pendent. Only if her son were deceased would she be eligible for more benefits. She has to apply at the Social Security office in her area. Union Membership Pays Off Washington, D.C. It is an economic fact that it pays to be a union mem­ ber. Figures released by the OflSce of Business Economics of the Department of Com­ merce show that non-union factory workers received a median wage gain of 3.5 to 4 percent in 1970 compared to a 6 to 6.5 percent gain for unionized manufacturing workers. Page 23 �April 15, 1971, is the deadline for filing Federal income tax returns. As is customary at this time of the year, the SIU Accounting Department has pre­ pared the following detailed tax guide to assist SIU men in filing their returns on income earned in 1970. Generally, with very few exceptions, seamen are treated no differently under the income tax laws than any other citizen or resident of the U.S. (The non­ resident alien seaman must also file a return but the rules are not the same for him.) Who Must File Every Seafarer who is a citizen or resident of the United States, whether an adult or minor must file a return if: (1) You are Single, an unmarried Head of House­ hold, or Surviving Widow (er) with a dependent child; and your income was $1,700 or more ($2,300 if 65 or over). spouse is 65 or over, $3,500 if both 65 or over), pro­ vided: (a) You and your spouse had the same household as your home at the close of the taxable year, (b) No other person is entitled to claim an exemp­ tion for you or your spouse, and (c) Your spouse does not file a separate return, or (3) You are not covered under (1) or (2) above and you had income of $600 or more. You must also file a return and pay any tax due if you have net earnings from self-employment of $400 or more. See Schedule SE. A Seafarer with income of less than these amounts should file a return to get a refund if tax was with­ held. A married Seafarer with income less than his own personal exemption should file a joint return with his wife to get the smaller tax or larger refund for the couple. Changes In Marital Status If you are married at the end of 1970, you are considered married for the entire year. If you are divorced or legally separated on or before the end of 1970, you are considered single for the entire year. If your wife or husband died during 1970 you are con­ sidered married for the entire year. Generally in such a case, a joint return may be filed for the year. You may also be entitled to the benefits of a joint return for the two years following the death of your husband or wife. Exemptions Each taxpayer is pntitled to a personal exemption of $625 for himself, $625 for his wife, an additional $625 if he is over 65 and another $625 if he is blind. When To File Tax returns have to be filed by April 15, 1971. However, the April 15 deadline is waived in cases where a seaman is at sea. In such instances, the sea­ man must file his return at the first opportunity, along with an aflBdavit stating the reason for delay. How To Pay Make check or money order payable to "Internal Revenue Service" for full amount on line 30. Write your social security number on your check or money order. If line 30 is less than $1, do not pay. Rounding Off To Whole Dollars The money items on your return and schedules may be shown in whole dollars. This means that you eliminate any amount less than 50 cents, and increase any amount from 50 cents through 99 cents to the next higher dollar. (2) You are a married person entitled to file joint­ ly and your combined (husband's and wife's) income is $2,300 or more ($2,900 if either you or your Advantages of A Joint Return Generally it is advantageous for a married couple to file a joint return. There are benefits in figuring the tax on a joint return which often result in a lower tax than would result from separate returns. Your 1970 Tax Form Many Seafarers will need only Form 1040 in filing their 1970 returns. Schedules and forms that may be required in addition to Form 1040 include the following, which you may obtain from an In­ ternal Revenue Service office, and at many banks and post offices: Schedule A for itemized deductions; Schedule B for gross dividends and other dis­ tributions on stock in excess of $100, and interest income in excess of $100; Schedule C for income from a personally owned business; Schedule D for income from the sale or ex­ change of property; Schedule E for income from pensions, annuities, rents, royalties, partnerships, estates, trusts, etc.; Schedule F for income from farming; Schedule G for income averaging; Schedule R for retirement income credit; Schedule SE for reporting net earnings from self-employment; and Form 4136, Computation of Credit for Federal Tax on Gasoline, Special Fuels, and Lubricating Oil. Some specialized forms available only at Internal Revenue Service offices are: Form 1310, Statement of Oaimant to Refund Due—Deceased Taxpayer; Form 2106, Employee Business Expenses; Form 2120, Multiple Support Declaration; Form 2210, Underpayment of Estimated Tax by Individuals; Form 2440, Sick-Pay Exclusion; Form 2441, Expenses for Care of Children and Certain Other Dependents; Form 3468, Computation of Investment Credit; Form 3903, Moving Expense Adjustment; Form 4137, Computation of Social Security Tax on Unreported Tip Income; Form 4625, Computation of Minimum Tax; and Form 4683, U.S. Information Return on Foreign Page 24 Bank and Other Financial Account(s). The forms also reflect several changes made by the Tax Reform Act of 1969. Among the more im­ portant ones are: • A new low-income allowance which saves many people from paying income tax and reduces the tax for many others. This allowance is built into the optional tax tables so no separate figuring is necessary. • All peronal exemptions are increased from $600 to $625 for 1970 (with further increases in later years). • Returns are no longer required from single persons with incomes under $1,700, nor generally from married persons filing jointly with incomes under $2,300. These figures are increased by $600 if the individual or his spouse is 65 or older, and by an addiitonal $600 if both are 65 or older. • The optional tax tables have been extended from $5,000 to $10,000. This eliminates the need for percentage tax computations by many people who do not itemize their deductions. • The tax surcharge, which was 10 percent last year, was reduced to 5 percent for the first half of 1970 and eliminated altogether for the last half of the year. This means the surcharge is figured at the average rate of 2.5 percent for the whole of 1970. • Many more taxpayers can now choose to have the Internal Revenue Service figure their tax for them. • A new minimum tax has been established for taxpayers who have certain "tax preference" items such as accelerated depreciation, stock options, and long-term capital gains. This additional tax will apply only to certain high-income taxpayers. Many other provisions of the new law will take effect in 1971 and later years. They will be in­ corporated in the Declaration of Estimated Tax (Form 1040-ES) for 1971, as well as in other forms as they are issued. The exemptions for age and blindness apply also to a taxpayer's wife, and can also be claimed by both of them. In cases where a man's wife lives in a foreign country, he can still claim the $625 exemption for her. In addition a taxpayer can claim $625 for each child, parent, grandparent, brother, brother-in-law, sister, sister-in-law, and each uncle, aunt, nephew or niece dependent on him, if he provides more than one-half of their support during the calendar year. The dependent ihust have less than $600 income and live in the U.S., Canada, Mexico, Panama or the Canal Zone. A child under 19, or a student over 19 can earn over $625 and still count as a dependent if the tax­ payer provides more than one-half of his support. The law also enables a seaman who is contributing (with other relatives) more than ten percent of the support of a dependent to claim an exemption for that individual, provided the other contributors file a dec­ laration that they will not claim the dependent that year. Credit For Excess Social Security (FICA) Tax Paid If a total of more than $374.40 of Social Security (FICA) tax was withheld from the wages of either you or your wife because one or both of you worked for more than one employer, you may claim the ex­ cess over $374.40 as a credit against your income tax. Tax Credit For Retirement Income A tax credit is allowed for individuals against re­ tirement income such as rents, dividends and earnings at odd jobs. However, an adjustment must be made in this credit for Social Security benefits. Dividend Income If a seaman has dividend income from stocks he can exclude the first $100 from his gross income. If a joint return is filed and both husband and wife have dividend income, each one may exclude $100 of dividends from their gross income. Welfare, Pension and Vacation Benefits Benefits received from the SIU Welfare Plan do not have to be reported as income. Payments received from the SIU Pension Plan are includable as income on the tax return of those pen­ sioners who retire with a normal pension. There is a special retirement income tax credit to be calculated on Schedule R which is to be attached to the return. Pensioners under 65 who receive a disability pen­ sion do not have to include such payments on their tax returns. However, all disability pension payments received after age 65 are taxable in the same manner as a normal pension. Vacation pay received from the Seafarers Vacation Plan is taxable income in the same manner as wages. Seafarers Log I •J • y �v. Jl \ I- Gambling Gains All net gains from gambling must be reported as income. However, if more was lost than gained during the year, the losses are not deductible, but simply cancel out the gains. Income Averaging A Seafarer who has an unusually large amount of taxable income for 1970 may be able to reduce the total amount of his tax by using the income averaging method. This method permits a part of the unusually large amount of taxable income to be taxed in lower brackets, resulting in a reduction of the over-all amount of tax due. Deductions The following items can be used as deductions against income (if you do not take the standard de­ duction) : Contributions Any taxpayer can deduct up to 50 percent of ad­ justed gross income for contributions to charities, edu­ cational institutions and hosiptals. In the case of other contributions a 20 percent limitation applies. * -i M cLa re Fi Interest Interest paid to banks and individuals on loans, mortgages, etc., is deductible. Taxes In general, you can deduct: personal property taxes, real estate taxes, state or local retail sales taxes, state gasoline taxes and state and local income taxes actually paid within the year. You cannot de­ duct: Federal excise taxes. Federal Social Security taxes, hunting and dog licenses, auto inspection fees, tags, drivers licenses, alcoholic beverages, cigarette and tobacco taxes, water taxes and taxes paid by you for another person. >- l':r r Employer unemployment benefits (S.U.B.). Alimony, separate maintenance or support pay­ ments received from and deductible by your husband (wife). Prizes and awards (contests, raflfies, etc.). Refunds of State and local taxes (principal amounts) if deducted in a prior year and resulted in tax benefits. Death Benefit Exclusion If you receive pension payments as a beneficiary of a deceased employee, and the employee had received no retirement pension payment, you may be entitled to a death benefit exclusion of up to $5,000. Medical and Dental Expenses All expenses over three percent of adjusted gross income for doctor and dental bills, hospital bills, medical and hospital insurance, nurse care and simi­ lar costs can be deducted. Other such costs include such items as eyeglasses, ambulance service, trans­ portation to doctors' offices, rental of wheelchairs and similar equipment, hearing aids, artificial limbs and corrective devices. However, if the Seafarer is reimbursed by the Sea­ farers Welfare Plan for any of these costs, such as family, hospital and surgical expenses, he cannot de­ duct the whole bill, only that part in excess of the benefits paid by the Plan. All expenses over one percent of adjusted gross in­ come for drugs and medicine can be deducted. The deductible portion is then combined with other med­ ical and dental expenses which are subject to the nor­ mal three percent rule. In figuring your deduction, you can deduct an amount equal to one-half of the insurance premiums premiums paid for medical care for yourself, your wife, and dependents. The maximum amount de­ ductible is $150. The other one-half, plus any excess over the $150 limit is deductible subject to the normal three percent rule. The one and three percent limitations apply in all February 1971 cases, regardless of your age, or the age of your wife or other dependents. Care of Cbildren and Otber Dependents If deductions are itemized, a woman or a widower, including men who. are divorced or legally separated under a decree and who have not remarried or a hus­ band whose wife is incapacitated or is institutionalized for at least 90 consecutive days or a shorter period if she dies, may deduct expenses paid, not to exceed a total of $600, for one dependent, or not to exceed a total of $900, for two or more dependents for the care of: (a) dependent children under 13 years of age or (b) dependent persons (excluding husband or wife) physically or mentally incapable of caring for themselves; if such care is to enable the taxpayer to be gainfully employed or to actively seek gainful employment. Alimony Periodic payment of alimony to a wife in accord with a written agreement between them can be de­ ducted. Casualty Losses The reasonable value of all clothing and gear lost at sea due to storm, vessel damage, etc., for which the taxpayer is not otherwise compensated, can be deducted as an expense. The same applies to fire loss or losses in auto accidents which are not compensated by insurance. These losses are limited to the amount in excess of $100 for each loss. Work Clothes, Tools The cost and cleaning of uniforms and work clothes which ordinarily cannot be used as dress wear can be deducted. This includes protective work shoes, gloves, caps, foul weather gear, clothing ruined by grease or paint, plus tools bought for use on the job, or books and periodicals used in direct connec­ tion with work. Union Dues Dues and initiation fees paid to labor organizations and most union assessments can be deducted. Reporting Your Income All income, in whatever form received, that is not specifically exempt must be included in your income tax return, even though it may be offset by adjust­ ments or deductions. Examples are given below. Examples of Income That Must Be Reported Wages, salaries, bonuses, commissions, fees, tips, and gratuities. Dividends. Earnings (interest) from savings and loan associa­ tions, mutual savings banks, credit unions, etc. Interest on tax refunds. Interest on bank deposits, bonds, notes. Interest on U.S. Savings Bonds. Interest on arbitrage bonds issued after Oct. 9, 1969 by State and local governments. Profits from business or profession. Your share of profits from partnerships and small business corporations. Pensions, annuities, endowments. Supplemental annuities under Railroad Retirement Act (but not regular Railroad Retirement Act bene­ fits). Profits from sales or exchanges of real estate, securities, or other property. Rents and royalties. Your share of estate or trust income. Examples of Income That Should Not Be Reported Disability retirement payments and other benefits paid by the Veterans Administration. Dividends on Veterans' Insurance. Life insurance proceeds, upon death. Workmen's compensation, insurance, damages, etc., for injury or sickness. Interest on certain state and municipal bonds. Federal social security benefits. Gifts, inheritances, bequests. Insurance reimbursements for excess of actual liv­ ing expenses over normal living expenses resulting from damage to principal residence by fire or other casualty. Long-Trip Tax Problems A major tax beef by seamen is that normally taxes are not withheld on earnings in the year they earned the money, but in the year the pay­ off took place. For example, a seaman who signed on for a five month trip in September, 1969, paying off in January, 1970, woiffd have all the five months' earnings appear on his 1970 W-2 slip and all the taxes withheld in 1970. This practice could increase his taxes in 1970 even though his ac­ tual 1970 earnings might be less than those in 1969. There are ways to minimize the impact of this situation. For example, while on the ship in 1969, the Seafarer undoubtedly took draws and may have sent allotments home. These can be reported as 1969 income. Unfortunately, this raises another complica­ tion. The seaman who reports these earnings in 1969 will not have a W-2 (withholding state­ ment) covering them. He will have to list all allotments, draws and slops on the tax return and explain why he doesn't have a W-2 for them. Furthermore, since no tax will have been withheld on these earnings in 1969, he will have to pay the full tax on them with his return, at 14 percent or upwards, depending on his tax bracket. The earnings will show up on his 1970 W-2. The seaman then, on his 1970 return would have to explain that he had reported some of his earnings in 1969 and paid taxes on them. He would get a tax refund accordingly. In essence, the seaman would pay taxes twice on the same income and get a refund a year later. While this will save the seaman some tax money in the long run, it means he is out-ofpocket on some of his earnings for a full year until he gets refunded. This procedure would also undoubtedly cause Internal Revenue to examine his returns, since the income reported would not jibe with the totals on his W-2 forms. That raises the question, is this procedure justified? It is justified only if a seaman had very little income in one year and very consid­ erable income the next. Otherwise the tax saving is minor and probably not worth the headache. Page 25 �Stonewall Jackson Home From Far East E ^veryone pitches in on last minute jobs as Seafarers ^ prepare to debark the Stonewall Jackson after a voy­ age to the Middle East. A little cleaning in the galley, some work in the engine room, and bundling up the last load of laundry seem routine chores after visiting the Red Sea, the Persian Gulf, India and Pakistan. The 31-yearold vessel was originally named the General R.M. Blatchford, and was converted last year from a troop ship to a cargo ship. Her load to the Middle East was mixed com­ mercial and military cargo. With the Jackson securely moored at it's home port, the SIU crew members plan visits to their home areas before shipping out on the next adventure, probably to some distant locale. r ? Bundled up against the cold New Jersey temperatures, deck main­ tenance man Tom YaMonsky sounds for water in the cargo hold of the /aekson—a job he must do many times each day. Electrical switches are checked by Seafarer Stan Gondzar, chief electrician dioard the Jackson, as his share of the last-minute shape-up given the 31-year-old cargo vessel at the end of the trip. SIU members in the engine department do their part too. Here Oiler Wilard Huggins cleans the burner equipment, to keep it in top condition. Baker John Knowles pitches In with the rest of the steward department to put remaining food supplies into the ship's refrigerator. The meals were hailed by the crew during the Middle East voyage. Utilityman Qiford Feurtado loads the last batch of soiled linen, to be washed. The long voyage produces lou of clean-up chores for the crew members. Chief Cook John Munnerlyn artfully carves slices of ^st beef for the crew. While some like the exotic foods of foreign ports, no one gripes about like this. i' • Page 26 r:- • "• Seafarers Log �RES' Nixon Economic Outlook Optimistic Despite Contrary Opinion by Labor i:'; I f pr I/* Washington, D.C. President Nixon, in light of the 1972 budget he has sent to Congress, has high hopes of a "full employment" economy beginning this year. Laboir economists share the hope, but fail to see the groundwork upon which to base it. It is a budget that calls for reduction in the 1971 deficit, for an increase in revenues that is based on a growth in the na­ tional economy that far outstrips that predicted by most business economists, and it calls for a program of revenue sharing that already has been savagely torn to pieces by no less a power than Chairman Wilbur Mills (D-Ark.) of the House Ways and Means Committee. "It is the product either of wishful thinking or of political arithmetic," is the way it was characterized by Nathaniel Gdldfinger, AFL-CIO Director of Research. Greatest Concern What is of deepest concern to labor economists is that the President's estimate of budget receipts is based on a presump­ tive economic boom that would bring a tremendous increase in wages, jobs and profits over the next year. They do not believe that this is in the making. The President's estimate of 1972 receipts calls for $217.6 billion, an increase of $23 bil­ lion despite the $2.7 billion "tax bonanza" to be ^ven to business in the form of libera­ lized tax depreciation. It is also based on a Gross National ft y -•> ''V V. f. k' 4 /A T 1 A T 1 IM iS a ja A3 al A? 66 w» T 4 w s ft * O N 16 ii /* 17 19 14 At ag A* AT ai SIU-AGLIWD Meetings New OrleansMar. 16—2:30 p.m. Mobile Mar. 17—2:30 p.m. Wilmington ..Mar. 22—2:30 p.m. San Fran Mar. 24—^2:30 p.m. Seattle Mar. 26—2:30 p.m. New York ..Mar. 8—2:30 p.m. PhiIadeIphia..Mar. 9—2:30 p.m. Baltimore ....Mar. 10—2:30 p.m. Detroit Mar. 12—2:30 p.m. Houston Mar. 15—2:30 p.m. United Industrial Workers New OrleansMar. 16—^7:00 p.m. Mobile Mar. 17—7:00 p.m. New York ..Mar. 8—7:00 p.m. Philadelphia..Mar. 9—7:00 p.m. Baltimore ....Mar. 10—7:00 p.m. IHouston ....Mar. 15—7:00 p.m. Great Lakes SIU Meetings Detroit Mar. 1—2:00 p.m. Buffalo Mar. 1—7:00 p.m. Alpena Mar. 1—7:00 p.m. Chicago Mar. 1—7:00 p.m. Duluth Mar. 1—^7:00 p.m. Frankfort ....Mar. 1—7:30 p.m. Great Lakes Tug and Dredge Section Chicago Mai. 16—7:30 p.m. tSault Ste. Marie Mar. 18—7:30 p.m. Februa!7 1971 i'Oj Product of $1,065 billion as compared with $977 billion this year, an increase of roughly nine percent. Economists Skeptical By far the majority of econo­ mists in universities, banks and business houses do not believe that any such growth is likely this year. Only a handful out of some 30 economists in a re­ cent forecast saw an economic growth of that size. In fact, most of them saw a growth rate that would be between $15 an $20 billion less than the fore­ cast on which the Presidential budget is based. Budget outlays in 1972 are to be increased by $16.4 billion over fiscal 1971. These, the President told Congress, "will help move the economy toward hi^er employment and produc­ tion." The make-up of this $16.4 billion is still to be determined. The President seeks $5 billion for unrestricted sharing with the states and local commu­ nities. Another $11 billion is to go to six categories of "spe­ cial revenue sharing" which has yet to be spelled out. But, already the realistic fact is that this part of his "full employ­ ment" budget is certain to have the hardest kind of opposition. Hearings Promised Chairman Mills has promised to hold hearings on the pro­ gram, but he was blunt enough to say that the hearings would be fot the purpose of killing the program rather than ap­ proving it. Mills already has Schedule of Membership Meetings Buffalo Duluth Cleveland Toledo Detroit Milwaukee Mar. Mar. ..Mar. Mar. Mar. ..Mar. 17—7:30 19—7:30 19—7:30 19—7:30 15—7:30 15—7:30 p.m. p.m. p.m. p.m. p.m. p.m. SIU Inland Boatmen's Union New Orleans Mar. 16—5:00 p.m. Mobile Mar. 17—5:00 p.m. Philadelphia Mar. 9—5:00 p.m. Baltimore (li­ censed and unlicensed)Mar. 10—5:00 p.m. Norfolk Mar. 11—5:00 p.m. Houston ....Mar. 15—5:00 p.m. Railway Marine Region Philadelphia Mar. 16—10 a.m. & 8 p.m. Baltimore ....Mar. 17—10 a.m. & 8 p.m. •Norfolk ....Mar. 18—10 a.m. & 8 p.m. Jersey City ..Mar. 15—10 a.m. & 8 p.m. tMeetings held at Galveston wharves. t Meeting held in Labor Tem­ ple, Sault .Ste. Marie, Mich. •Meeting held in Labor Tem­ ple, Newport News. made a devastating speech in the House of Representatives charging that the program would help states that don't need it and harm those that do. The President also is count­ ing on his liberalization of busi­ ness depreciation to spur the economy. Yet, Goldfinger has pointed out that almost 25 per­ cent of American industry's machinery and equipment is now standing idle "because there aren't enough customers for the things we can produce." Nixon Confident Rarely has a President be­ come as enthusiastic about a budget as Nixon has. His mes­ sage to Congress concluded: "This budget expresses our fiscal program for the New American Revolution—a peace­ ful revolution in which power will be turned back to the peo­ ple—in which government at all levels will be refreshed, re­ newed and made truly respon­ sive. This can be a revolution as profound, as far-reaching, as exciting, as the first revolu­ tion almost 200 years ago." Labor economists are more interested in the arithmetic and for them, the arithmetic doesn't add up. Schlossberg, Labor Pioneer Dies in Bronx THE^ODGET DOLLAR ISi S Fiscal Ycor 1972 Estimate Whtn comes horn . Corporofton incom* Taxc* i', Social InturianM Tan« and Confributiont Excite Taxct Borrowing 5/ 5/ 'Where H goes • ••-.V •• •t Physical Rcsonrcct laf«rc«» w t Pbid to Tnm Food* Project Reveals Oceans' Floors Relatively Young Galveston, Tex. A two-year-old study known as the Deep Sea Drilling Proj­ ect has revealed facts about the relatively yoimg age of the earth's ocean basins. Most of these discoveries were made aboard the Glomar Challenger, based here. Dr. M. N. A. Peterson, chief scientist of the project, noted that the Challenger's drillings in depths of 20,000 feet have revealed that the Atlantic Ocean is less than 200 million years old. Its floor, said Dr. Peterson, is less than one-tenth to one-twentieth the age of the earth or the oldest parts of the continents. "The floors of the oceans have been almost completely re­ newed and the Atlantic Ocean New York City Joseph Schlossberg, 95, a cofounder of the Amalgamated Clothing Workers of America and crusader against sweatshop conditions in the needle trades, died recently at his home in the Bronx. Schlossberg battled for the rights of organized labor before the New Deal era, and worked actively until his death—^serv­ ing as emeritus secretary-treas­ urer of Amalgamated. He was a noted speaker and writer on labor problems and contributed articles to the English and Yiddish labor press for 40 years. In 1935 he pub­ lished a collection of essays, "The Workers and their World," and served as editor of several SIU Atlantic, Gulf, Lakes labor newspapers during his & Inland Waters career. At the time Amalgamated Inland Boatmen's Union was founded in 1914, Schloss­ United Industrial berg was secretary-treasurer of Workers the New York Joint Board of PRESIDENT the United Brotherhood of Paul Hall Tailors. He was a founder of EXECUTIVE VICE PRESIDENT Amalgamated and was elected Cal Tanner VICE PRESIDENTS its general secretary, an office Earl Shepard Lindsey Williams he held for more than 25 years. Al Tanner Robert Matthews In 1940 he was named emeritus SECRETARY-TREASURER Al Kerr secretary-treasurer, the job he HEADQUARTERS ....67S 4th Ave., Bklyn. held until his death. (212) HY 0-6600 800 N. Second Ave. Schlossberg was also a ALPENA, Mich (S17) EL 4-3616 founder and honorary life BALTIMORE, Md. ..1216 E. Battlmoie St. (301) £A 7-4900 president of the National Com­ BOSTON, Mass 663 Atlantic Ave. (617) 482-4716 mittee for Labor Israel, and was 290 Franklin St. BUFFALO, N.Y. active in calling the first Con­ SIU (716) TL 3-9259 IBU (716) TL 3-9259 gress for Labor Palestine in CHICAGO, III 9383 Ewlng Ave. SIU (312) SA 1-0733 New York in 1918. The Israel (312) ES 5-9570 Labor Federation, Histadnit, CLEVELAND, 0 IBU 1420 W. 25th St. (216) MA 1-5450 established a cultural center in DETROIT, AUch. 10225 W. Jefferson Ave. his honor in Ashelon, Israel. (313) VI 3-4741 has opened during the time since the age of the dinosaurs, or in a period scarcely 100 times the time since man first shaped his crudest early tools," he said. Other objectives of the proj­ ect include measurement of the rates of motion of the con­ tinents, measurement of the mo­ tion of the floor of the ocean in relation to the equator and de­ termining the age of many areas of the floor of the ocean. Experiments already com­ pleted have led to the discov­ ery of metal-rich horizons in deep sea sediments, evidence of vertical as well as horizontal motion of the sea floor and measurement of rates and evi­ dence of ancient climatic varia­ tions and of the beginning of glacial conditions. t/'- ..2014 W. 3d St. (218) RA 2-4110 FRANKFORT, Ittlch P.O. Box 287 415 Main St. (616) EL 7-2 Ml HOUSTON, Tex 0804 Oauoi (713) WA 8-3207 JACKSONVILLE, Fin. 2608 PenH .St. (904) EL 3-0987 JERSEY CITY, N.J. ..99 MontKomeiT St. (201) HE 0-9424 MOBILE, AIn. 1 Sonth Lawrenee St. (206) HE 2-1754 NEW ORLEANS, La 630 Jaekson Ave. (504) 529-7546 NORFOLK, Va. 115 3d St. (703) 622-1892 PHILADELPHIA, Pa. 2604 S. 4th St. (215) DE 6-3818 PORT ARTHUR, Tex JS34 Ninth Ave. SAN FRANCISCO, CaUt. 1321 Mlaalon St. (415) 626-6793 SANTURCE, P.R. ..1313 Femandex Jnncos Stop 20 724-2848 SEATTLE, Waah 2505 First Ave. (206) MA 3-4334 ST. LOUIS, Mo 4577 Gravels Ave. (314) 752-6500 DULUTH, Minn. TAMPA, Fla. TOLEDO, O. ..312 Hanfson St. (813) 229-2788 935 Summit St. (419) 248-3691 WII.MINGTON, CaUI 450 Seaside Ave. Terminal Island. CalU. (213) 832-7285 Iseya BldK.> YOKOHAMA, Japan Room 810 1-2 KalBan-Dorl-Nakakn 2014971 Ext. 281 Page 27 �4 " h':. Azalea City Hauls Volatile Cargo A n SIU<ontracted ship has been used in the modernization of ammunition shipments to Vietnam. She was the Azalea City, owned by Sea-Land Service and chartered by the Military Sealift Command of the Pacific. At the Naval Weapons Station in Concord, Calif., 226 con­ tainers of ammunition were loaded into the holds and onto the deck of the ship. Each container was 35 feet long, 8 feet high, and 8 feet wide. The loading job was completed in only 16 hours by Depart­ ment of Defense employees who re­ ceived the assistance of Sea-Land personnel. For MSC, one of the great advantages of the containers is the rapidity with which the cargo can be loaded and unloaded. Below are some pictures of the start of that first Vietnam run with containerized ammunition. The Sea-Land container is clearly labeled "explosives," although the reminder is not often necessary for crew members. A container is readied to be Ufted by the crane onto.fhe Axtdea CUy. The crane lifts the cargo portion of the trailer for loading aboard ship. y n». .h. cilri.. .r l„ Cnu, To th.t M foiw^, ^ Guard watch as a van is loaded into one of the aft holds. Page 28 Seafarers Log . - ^ ' , �''Drift Buoy" to Chart Ocean Currents, Waves Washington, D.C. Ocean currents may be better mapped in the future, because a newly-devised free-floating . }•'• buoy, used in conjunction with satellite transmission, can dis­ patch data wherever it is need­ ed in the world. I.' • ^ The information on surface I current patterns will facilitate ship routing for the Navy, U.S. merchant marine and allied shipping interests. It will aid in determining the movement of sea ice, icebergs and oil spills and will also figure in rescue and salvage opera­ tions. Relays Data The U.S. Naval Oceanographic Office launched the 42-foot-long, 1,700-p o u n d "drift buoy" off the coast of Virginia—200 miles northeast of Cape Charles. In the 21-day experiment, the information it gathered was relayed to scientific personnel studying current patterns at the National i Aeronautics and Space Admin­ istration command control sta­ tion in Fairbanks, Alaska, and the Goddard Space Flight Center in Greenbelt, Md. "Not only did it provide us i. with accurate positions while on its drift, but it gave us a il continual flow of wind, wave r ^ and temperature data," ex­ plained Dr. Richard W. James, \ who headed the team of oceanographers that conducted the experiment. Such information will facili­ tate plotting courses in order to avoid heavy seas and resulting costly delays and is expected to aid in the prevention of ships' collisions. More Buoys Planned The success of the venture has prompted officials to plan the launching of two such buoys in the Gulf Stream in 1972. Dr. James said the interest in current patterns was height­ ened after the Scorpion, a nu- pi' •h *• Booklets Available n. iv n [I ai, > 4 *) '» A » I •A Columnist Sidney Margolius says three new con­ sumer guides published by the National Bureau of Standards are a "brave, if not wholly successful" ef­ fort to inform the general public on subjects of con­ sumer interest. He heartily recommends securing a copy of the book­ let on tires, notes that one on textiles has "some use­ fulness" and says the third, household adhesives, would be useful for hobbyists. The three—Tires, Their Selection and Care: Fibers and Fabzrics; and Adhesives for Everyday Use—may be obtained for $.65 each from the Superintendent of Docu­ ments, U.S. Government Printing Office, Washington, D.C. 20402, or from the nearest Department of Com­ merce Field Office. February 1971 clear submarine, sank in June 1968, in the Atlantic off the Azore Islands. "We were asked to estimate the surface drift of debris, he explained, "and could have per­ formed this task more efliciently had we had a better knowledge of surface circula­ tion in that area." Eases Task He said that measurements of surface current drift are difficult to obtain, because there are no fixed reference points in the ocean. The easier-to-acquire wind and temperature measure­ ments have not been obtained on the needed regular basis be­ cause "of the economics and logistics involved in deploying ships and airplanes traditionally used for collecting such meas­ urements." Twelve more Seafarers have begun 1971 right by receiving their full hooks after attending courses at Satellite Used the SIU's Harry Lundeberg School of Seamanship in Brooklyn. From left, seated are: M. Rucker, N. Data accumulated by the Bergeron, L. P. Wright, G. Smalls and L. Hoffman. From left, standing are: F. Manchack III, W. Lindsay, drift buoy was recorded by the Dan Gopshes Jr., E. Adams, T. M. Kihler, B. Beattie and M. Carlisle. Interrogation, Recording Loca­ tion System (IRLS), which was then transmitted to the NIMBUS D weather satellite DISPATCHERS REPORT AHmHe, Gulf & inland WoMis Distridf daily, anytime within two AVi Jcmuary 1.1971 to Januoiy 31.1971 hour periods—^with the exact time depending on the satellite's DECK DEPARTMENT orbit to the earth's curvature. TOTAL REGISTERED TOTAL SHIPPED REGflESTERED ON BEACH The satellite then continued on its polar orbit to a point All Groups An Groups - All Groups over the Fairbanks station, Class A Class B II OassB ClassC Class A Class A Class B where it was interrogated for 8 9 1 3 5 5 2 Boston ......... the buoy's navigational and 184 199 3 48 64 106 92 New York . oceanographic data. 17 35 4 9 13 19 15 Philadelphia • 51 107 0 26 14 45 Baltimore .. • 39 43 16 0 18 20 " ,20Norfolk .... Navigational Buoy Jacksonville 56 56 • • -1 8 0 4 19 25 22 29 0 3 "8 4 15 Tampa Used to Replace 70 15 37 , 0 • 16 Mobile ......... - 62 13 170 110 70 41 . • 2 56 New Ofleahs . 111 ;v| Marine Lightship .53 -f' 107 ' 60 40 Houston ....... 70 •:53^ V:--43 ••• 47 0 17 33 23 Wilmington ... Sandy Hook, NJ. 139 , ' 123 43 78 San Francisco 104 9S , A 50-ton navigational buoy 23 52 8 2 16 Seattle 55 : is now being used by the U.S. 764 1043 24 • 274 647 •• 464' 413 Totals Coast Guard as a replacement for the lightship, a marine traf­ SIGINE DB*ARTMENT fic aid first developed in 1820. The new buoy is a steel con­ TGTAL I^ISIERE^ TOTAL SHIPPED REGISTERED ON BEACH struction that operates on a All Groups AU Groups AU Groups diesel-fueled engine. It has a Ctass A OassB OaK A Class B C]bliss C ClassB Class A , Port 30-foot tower with a 7,5006 7 6 2 2 7 6 Boston candlepower light, a fog signal 189 145 4 57 66 85 140 and radio beacon antenna. It 5>. New York ............ 20 14 0 7 . 7 17 9 1 Philadelphia ........ is designed to withstand 150- 1 Baltimore ............ 3 ;....::P£p::.-^93 ... 50 ' 14 .... 25:..-.^"v 22 29 knot winds, 10-knot currents 1 Norfolk 38 > ; 25 0 10 6 10 : 26 and 60-foot waves. .•^35 ...:i 58 8 2 8 20 >^.••28 Jacksonville 14 •p 0 3 1 Tampa Coast Guard Optimistic 44 51 0 18 28 Mobile Coast Guard engineers say 195 120 0 45 59 86 79 ; . New Orleans ...v.... the buoy is not only expected 110 77 4 52 .• 42 - . \ 50 Houston to operate successfully but it • 43 , • 21 0 10 14 ^ Wilmington 79 will also reduce maintenance V,-:. - • • 81: • 10 72 49 75 . ; 91 San Francisco 31 29 3 5 costs. 23 Seattle 887 ' 711 32 301 307 The old lightships and the 581 430 Totals ................ MSB fixed offshore light station, an­ ' - -J other newer navigational aid, STEWARD DEPARTMENT are too expensive and not al­ TOTAL REGISTERED TOTAL SHIPPED REGISTERED ON BEACH | ways effective in all areas, the AU Groups AU Groups AU Groups Coast Guard reported. One 1 OassA ClassB OassB ClassC Class A OassA ClassB lightship costs about $2.5 mil­ 2 ...v'3.> .••^; •->••. 5 • 1 0 lion. Boston ........ 77 MPPyl54^-.-. 8 38 • 68 63 New York ^ The monster-size buoy was 10 13 T'p 4 7 13 Philadelphia , dedicated at Sandy Hook, N.J. > -T .• 31 74 12 10 . 27 Baltimore on September 2, 1970. Last 32 19 6 .•" • - ''11 MM Norfolk Wmonth another Coast Guard 41 20 • '3 2 6 11 ' 19 SB Jacksonville buoy replaced the Delaware .PPPM' • 10 0 • 4 -'P0 4 7 Tampa ......... Bay lightship which has been in 22 59 0 17 18 27 ^syy::ir: Mobile ......... 76 139 use since 1961. 4 38 54 , 44 ^' 81 New Orleans . 47 59 28 26 According to the Coast :,-s.. 44 , 25 35 Houston .1 9 27 .: • • 1 • • • 10 13 1 Guard two more buoys will be 14 Wilmington .. 68 • 92..' 17 €:.|i;>-53 37 65 70 added to the new team. One San Francisco 13 -'3 >•:• 3 ' 45 • 8 Seattle ........... '•VNV- 27 .> 10 :••>••» buoy will replace the Bamegat PPP'P^25'r:. 438 . 193 .V 231 312 397 'Totals ............. lightship and another will be at ...i-lvv ."• • • • PBPB :PyP\ Cape May as a spare. 12 Seafarers Receive Full Books • . V Page 29 7? '! �*•. 1 James C. Jolmsoii, 35, passed away Sept. 10, 1970 in Baptist Hospital, Pensacola, Fla. A native of Atmore, Ala., Seafarer Johnson was a resident there when he died. He joined the SIU in the Port of Houston in 1968 and sailed in the deck department. Brother Johnson served in the Army from 1954 to 1955. Among his sur­ vivors are his son, Sheldon Johnson of Willow River, Minn. Seafarer Johnson was removed to Atmore, Ala. RafFaele Garofalo, 56 died Dec. 16, 1970 in USPHS Hospital in Staten Island, N.Y. of natural causes. He joined the union in the Port of New York in 1941 and sailed in the deck department as an able seaman. Broth­ er Garofalo was an active union mem­ ber having served as department del­ egate while sailing. He was also issued picket duty cards in 1961 and 1962. A native of New York, Brother Garofalo was a resident of Floral Park, N.Y. when he passed away. Among his survivors are his wife. Rose. Burial was in Pinelawn Memorial Park in Pinelawn, N.Y. David A. Titus, 47, passed away Nov. 19, 1970 aboard ship on the Great Lakes in Chippewa County, Mich. A native of Saginaw, Mich., Brother Titus was a resident of Al­ pena, Mich, when he died. He joined the union in the Port of Alpena in 1959 and sailed in the engine de­ partment. A Naval veteran of World War II, Seafarer Titus was wounded during action in the Indian Ocean. Among his survivors are his wife, Barbara. Burial was in Evergreen Cemetery, Alpena. John Lewis Stonehouse, 81, was an SIU pensioner who died June 11, 1970 of heart disease in Garfield Township, Mich. A native of Yale, Mich., Brother Stonehouse was a res­ ident of Frankfort, Mich, when he passed away. He joined the union in Elberta, Mich, and sailed in the stew­ ard department. Among his survivors are his daughter, Gladys D. Jacobsen of Traverse City, Mich. Burial was in Champion Hill Cemetery in Benzie County, Mich. Symphoroso Bateluna, 55, died Dec. 10, 1970 of pneumonia in San Francisco, Calif. A native of Hawaii, Seafarer Bateluna was a resident of San Francisco, Calif, when he passed away. He joined the union in the Port of San Francisco in 1965 and sailed in the engine department. Cre­ mation was in Olivet Memorial Park. Louis Gates, Jr., 46, passed away Nov. 23, 1970 in Gongapo, Philip­ pines. A native of Alabama, Brother Gates was a resident of Mobile, Ala. when he died. He joined the union in the Port of Mobile in 1942 and sailed as a steward. Brother Gates is an Army veteran of World War II. Among his survivors are his wife, Dorothy. Burial was in Alabama. Ragnvald K. WilliamsDn, 64, died Nov. 15 in Chicago, III. He joined the SIU in the Port of Frankfurt and sailed in the deck department on the Great Lakes. A native of Norway, Brother Williamson was a resident of Sturgeon Bay, Wis. when he passed away. He had been sailing the seas for 42 years at the time of his death. Among his survivors are his wife, Solveig. He was buried at Bayside Cemetery in Sturgeon Bay, Wis. James H. Webb, 44, passed away Mar. 22, 1970 in Northampton, Va. A native of Birdsnest, Va., Brother Webb was a resident there when he died. He joined the union in the Port of New York in 1946 and sailed in the deck department. Among his sur­ vivors are his brother, Charley V. Webb of Birdsnest, Va. Burial was in Johnson's Cemetery in Johnsontown, Va. Frmicis M. Dixon, 44, passed away bee. 1, 1970 in Cleveland, O. A- na­ tive of Cleveland. Brother Dixon was a resident there when he died. He joined the union in Cleveland in 1961 and sailed as a fireman-lineman on the Great Lakes. Among his survivors are his wife, Arlene. Burial was in Holy Cross Cemetery in Qevelaad. Theodore Pappas, 41, died Oct. 21, 1970 at City Hospital in Elmhurst, N.Y. He joined the union in the Port of Savannah in 1951 and sailed in the steward department. In 1962 he was issued a picket duty card. A na­ tive of Pereus, Greece, Brother Pap­ pas was a resident of Queens, N.Y. when he passed away. Among his survivors are his wife and his father Nikolaos Papoutsoglou of Pereus, Greece. Burial was in Maple Grove Cemetery in Queens, N.Y. Dennis E. Murphy, 36, passed away away Juy 27, 1970 at Alaska Native Service Hospital in Anchorage, Alas­ ka. A native of Seattle, Wash., Broth­ er Murphy was a resident there when he died. He joined the union in the Port of Seattle in 1967 and sailed in the engine department. Seafarer Mur­ phy served in the Navy from 1952 to 1955. Among his survivors are his mother, Catherine Murphy of Seattle, Wash. Brother Murphy was removed to Seattle. William J. McKelvey, 38, passed away Dec. 23, 1970 in Hawthorne Community Hospital in Hawthorne, Calif. He joined the union in the Port of New Orleans in 1955 and sailed in the deck department. A na­ tive of Los Angeles, Calif., Brother McKelvey was a resident of Haw­ thorne, Calif, when he died. He served in the Coast Guard from 1950 to 1953. Among his sur­ vivors are his wife, Keiko. Cremation was at Inglewood Crematory, Calif. Herbert Francis Burgesser, 66, was an SIU pensioner who passed away Dec. 1, 1970 from natural causes at the USPHS Hospital in Staten Island, N.Y. He joined the union in the Port of Philadelphia in 1940 and sailed as a chief steward. While sailing, he served on the ship's committee as a delegate. A native of Smithsburg, Md., Brother Burgesser was a resident of Manhattan, N.Y. when he died. Among his survivors are his nephew John E. Burgesser of Baltimore, Md. Burial was in Smithsburg Cemetery in Smithsburg, Md. Current Proposals 'Ineffecfive' Public Protection Requires a New Consumer Agency - By Sidney Margolius Washington, D.C. An independent consumer agency ranks high among the pressing needs of consumers, es­ pecially in view of the slight progress made on their behalf since the passage of the truthin-lending bill in 1968. If the need for such an agency was even in doubt, it should be dispelled by the tight leash the Administration has put on the present Consumer Assistant to the President. Education Stressed When the House Rules Com­ mittee refused to permit a vote on the bill for an independent agency. Consumer Assistant Mrs. Virginia Knauer called the Administration's more limited proposal — backed by the Chamber of Commerce—"in­ novative." Meanwhile, her office has been emphasizing consumer ed­ ucation, but this tactic is the usual fallback when effective legislation reform is not forth­ coming and the present pro­ gram is of dubious value. Page 30 One such example of con­ sumer education is an expen­ sively produced booklet sent free to schools listing such sources for consumer informa­ tion as the Chamber of Com­ merce, National Association of Manukcturers, small loan com­ panies, car dealers, supermarket managers, department store credit managers and insurance agents. Small Victories Much is made of small con­ cessions to consumers such as Virginia Knauer's success in getting the Agriculture Depart­ ment to reduce the proposed limit on fat content of frank­ furters from 33 percent to 30. But the proposal for an inde­ pendent federal consumer agen­ cy that could press for more adequate standards and label­ ing on all foods, among other consumer needs, was blocked. The Senate consumer sub­ committee hearings on break­ fast cereals are another example of highly publicized activity on an isolated problem. The result of this action was to persuade much of the public that ordinary cereals have little or no nutrition and to encour­ age the sale of several over­ priced, vitamin-fortified prod­ ucts. But the much broader and economically significant report of a House subcommittee on the need for more adequate meat supplies was lobbied into obliv­ ion by the American Cattle­ men's Association. Missed Chances These missed opportunities on the part of the Nixon Ad­ ministration have meant a seri­ ous plight for the consumer, who has had his buying power heavily eroded by the accele­ rated inflation of 1968-70. More of the same is threatened in 1971, especially from stillrising medical, housing and carowner costs. By November 1970, the sharp rise in living costs had wiped out all the wage gains made by the average industrial worker in the past six years. In 1964, the average produc­ tion worker with three depend- ents had spendable earnings after taxes of $76.38 in terms of 1957-59 dollars. Currently, he has just $77 a week of buy­ ing power calculated on the same basis. The average worker in manufacturing industries ac­ tually is even worse off than in 1964, with $84.43 in spendable dollars now, compared to $85.27 then. Six major problem areas where consumers are seriously in need of help today: High food costs, high interest rates coupled with collection laws stacked on the side of the sellers, booming medical costs, high costs in housing, serious quality control problems and the high and still rising cost of auto insurance. Several of the federal and State proposals now pending would help alleviate some of these problems, but presently, little or no help is available, and 'consumer education' or piecemeal legislation or hear­ ings are no way to solve these problems. Seafarers Log *v! i >! A �Containership Mobile On Shuttle Run <1- t this time of year, the regular shuttle run of the SlU-contracted Mobile (Sea-Land) takes her from the warm waters off Puerto Rico to the frigid waters of the Middle Atlan­ tic on a round-trip voyage every nine days. The Seafarers aboard the 497-foot containership take the rapid change in climate in stride. The 11,601-ton Mobile was built in 1945 and was orginally launched as the General Heintzelman. In 1968, the ship was completely con­ verted to enable her to carry 360 multi-pur­ pose containers. A fast turn around is the usual procedure for the vessel but when she docked at Port Elizabeth, New Jersey last month the Log caught the ship's payoff on film just before she sailed again for San Juan. A Louis Perez, who sails as ordinary seaman on the Mobile prepares to heave a monkey fist line as the Mobile glides into her herth. \ t Fireman-Watertender . sets to the task of 'humer. "Tip top" is the Mobile's engine Joe Billotto changing a the word for department. • '•'i .,r^' .--1- -.iv _• - -c"X . S. Leknes (left), who ships in the deck de­ partment, gets an assist in handling some union business from New York Patrolman Red Camp­ bell. 1-* ..X 'I J In the engine room, Oiler Maimd Rial checks the oil level on the coffin feed pump. The Mobile spent less than 24 hours in port before sailing for San Juan. .1> • fj •'•y- • A father and son team consisting of John L. Gibbons, Sr. (left) and John L. Gibbons, Jr. carries on the traditions of a seafaring family aboard the Mobile. 7i \ '•' I S m, (1 vMv,-;; Wv V - '4'•f •i I i' H. f "I M Third Cook Antonio De Jesus gets a warm pair of gloves from his gear in the fos'cle as he prepares to go ashore where tempera­ tures were in the 20s. February 1971 ft ' i Page 31 �-=«5Bea- i SEAFARERS *LOG V. OFFICIAL ORGAN OF THE SEAFARERS INTERN.ATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO ''II t. /A .'!! A. V 'ill • .if -K > »• 1971 SIU Scholarships TlTTien there's $6,000 at stake, it doesn't pay to delay. And, the deadline for submitting SIU College Scholarship ap­ plications is nearly here. AU eligible Seafarers or dependents of Seafarers are urged to apply for the five 1971 SIU grants that wiU be awarded in May. Each scholarship amounts to $6,000 over a four-year period, and may be used at any accredited college or uni­ versity. Who qualifies for the money? • A Seafarer who has a minimum of three years accu­ mulated seatime on SlU-contracted vessels. • The children of a Seafarer who meets the seatime require­ ment. • A deceased Seafarer's dependents, if the Seafarer had sufficient seatime at the time of his death. Dependents in this category must be less than 19 years old at the time they apply. 9. ^Applicants are judged on high school academic achieve­ ments and scores from the College Entrance Examination Board tests or the American College Tests. Both the CEEB and ACT are given nationwide several times during the school year. Leading university educators and administrators are the judges. In the 17 years that the SIU scholarship program has been in existence, 88 young people have been selected for the award. Of these, 26 were Seafarers and 62 were dependents. AU chose the course of study they wanted and the college they preferred. Application forms for the scholarships are available at any SIU hall or by writing to SIU Scholarships, Administrator, 275 20th Street, Brooklyn, New York 11215. Deadline for returning the forms is April 1,1971. -fr.' I � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1971 Description An account of the resource Headlines: SUPPORT RALLYING TO SIU IN PHS HOSPITAL CRISIS PHS HOSPITALS VITAL MTD MOBILIZES TO FIGHT FOR SEAMEN BOARD OUTLINES LEGISLATIVE GOALS RESOLUTION ATTACKS PROPSAL TO CLOSE MARINE HOSPITALS ECONOMIC PROPOSALS NOT LIVING UP TO PROMISES FOREIGN GOODS CUT BACK ON U.S. JOBS GIBSON URGES 'STABLE' LABOR-BUSINESS TIES LABOR REJECTS NIXON'S FARM WORKER PROPOSAL STRONG CREDIT LAW NEEDED PARAODIX FOR THE NATION UPGRADING COURSES GEARED TO MODERN NEEDS REP. KEITH WARNS OF USSR THREAT TO U.S. COASTAL FISHING INDUSTRY SEAFARER LOST ATTEMPTING RESCUE OF FINNISH SAILORS A STORY FILLED WITH TRAGEDY, HEROISM AND GRATITUDE CHICAGO HEALTH CLINIC PROVIDES CARE TOWARD A BETTER LIFE SEAFARERS AND THE MTD ORGANIZED LABOR OUTLINES LEGSILATIVE GOALS FOR 1971 NATIONAL RIGHT-TO-WORK GROUP SWIPES AT LABOR SEAFARERS DONATE GENEROUSLY TO LIBRARY FUND CAMPAIGN URW NAMES STRAUBER TO EDUCATION POST FAR EAST PORTS BUSTLING NINE SIU MEMBERS RECEIVE ASSISTANT ENGINEERS' LICENSES NIXON'S CORPORATE TAX CUT ASSAILED BY LABOR MARITIME: LET'S NOT KID OURSELVES THESE ARE THE HARD, COLD FACTS MARITIME: THE ONLY WAY TO MAKE IT SIU SENIORITY UPGRADERS GIVE CANDID VIEWS OF TRAINING PROGRAMS OFFERED AT HLSS SOCIAL SECURITY PAYMENTS ARE AVAILABLE TO WIDOWS 1970 TAX INFORMATION FOR SEAFARERS STONEWALL JACKSON HOME FROM FAR EAST NIXON ECONOMIC OUTLOOK OPTIMISTIC DESPITE CONTRARY OPINION BY LABOR PROJECT REVEALS OCEANS' FLOORS RELATIVELY YOUNG AZALEA CITY HAULS VOLATILE CARGO "DRIFT BUOY" TO CHART OCEAN CURRENTS, WAVES 12 SEAFARERS RECEIVE FULL BOOKS PUBLIC PROTECTION REQUIRES A NEW CONSUMER AGENCY CONTAINERSHIP MOBILE ON SHUTTLE RUN 1971 SIU SCHOLARSHIPS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1971 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXIII, No. 2 1971 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/4483b27af74d72e27e8fdba9862bdb93.PDF fea2114cad2d8325bc0488bb45488f34 PDF Text Text (See Page 5) 1 SEAFARERS^LOG OFFICIAL ORGAN OF THE SEAFARERS INTERN^ATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO I'Si » I MTD Board Launches Fight For More Jobs (See Pages 3, 4) ll. : I» a • >, V/- MTD Administrator 0. William Moody addresses Board meeting. I?' •f I Fight on for 50-50 For U.S. Oil Imports fSee Pages 2, 18) �Bethlehem To Construct Supertanker Specifications for the devel­ opment of a standard design for construction of several new 26S,000-deadweight ton tank­ ers were made public last month by Bethlehem Steel Corp. More than twice the size of any tanker previously built in this country and approximately 40,000-deadweight tons heavier than any other American-flag tanker design yet proposed, each of the new vessels would be constructed in the huge shipbuilding basin at the corpo­ ration's shipyard at Sparrows Point, Md. Overall length of the tankers will be 1,080 feet with a breath of 170 feet. Cargo capacity will be 2,050,000 barrels and 35,000 horsepower engines will generate an average service speed of approximately 15Vi knots. Length between perpen­ diculars will be 1,040 feet with •.,1 ^1 ; Pictured above is a model of the SlU-contracted Bethlehem Steel Corporation's proposed supertanker which would be the largest built for the U.S.-flag fleet. From bow to stern the supertanker would be as long as three-and-one-half football fields. a depth of 93 feet and a draft of 72 feet. Announcement of the new standard design was made dur­ ing a special briefing attended by, among others, Andrew Gib­ son, Assistant Secretary of Commerce for Maritime Affairs, Congressman Edward A. Garmatz (D-Md.), chairman of the House Merchant Marine and Fisheries Committee, and Andrew A. Pettis, president of the Industrial Union of Marine and Shipbuilding Workers of America. Walter F. Williams, vice president in charge of ship­ building for Bethlehem, called attention to the fact that one of the major aims of the Mer­ chant Marine Act of 1970 is the development of an Ameri(Continued on Page 18) Cargo for Decency and Dignity ••ik NR Seafarers are well aware of the total effort being made by their union to secure more cargo for American-flag vessels—cargo that is vitally needed if our members are to have the decency and dignity that go hand-in-hand with job security. Your SIU has been in daily conferences with many other organizations representing labor, management and the government in our campaign to secure American cargo for American ships. This combined drive repre­ sents the greatest display of unity among the various segments of the maritime industry in its modem history. The Merchant Marine Act of 1970 gave us an im­ portant mechanism to work with in our straggle to re­ vitalize the American-flag fleet. It opened the way to bring Federal assistance to the construction and operation of all vessels in the foreign trade, including the bulk fleet—^much of which is manned by SIU members. Now we are seeking another important legislative tool. We are working toward having oil imports covered by the Cargo Preference Laws in order to guarantee that the American-flag fleet will receive a substantial portion of the oil and natural gas cargoes that are mounting steadily. This is vital to our national security, too. Legislation introduced in the House of Representatives by Congressman Edward Garmatz, chairman of the House Merchant Marine and Fisheries Cbmmittee, would call for 50 percent of all oil imports to be carried aboard U.S.-flag tankers. Adoption of this proposal stands high on our list of priorities in our battle for additional cargo. Today our nation is facing two challenges that are interlocking. One is to increase quickly the availability of energy fuels, primarily petroleum and natural gas. The second is to strengthen our American-flag tanker fleet. The United States now consumes more oil, gas, coal and nuclear power than the Soviet Union, Britain, West Germany and Japan, combined. Yet our current rate of use is small compared to what will be demanded by 1985. By then, our nation will be forced to import 15 million barrels of oil every day to supplement our dwindling domestic production—even if the Alaska North Slope fields are being fully tapped. That is five times the amount now being imported from overseas sources. Most of this petroleum will come from the huge re­ serves in the Persian Gulf area. And they will come to our shores by ship. Our challenge is to see to it that the United States has a sufficient fleet of tankers to keep her independent of foreign powers in the transportation of this vital raw material. We agree completely with a statement by Assistant Secretary of the Interior Hollis M. Dole who told a recent Itmcheon sponsored by the AFL-CIO Maritime Trades Department that: "There are certain things about a nation's life that are simply too important to be left to the control of others. One is ocean transport. Another is energy. These, and a handful of other truly strategic services constitute the irreducible minimum of capabilities which the nation must have under its own control at all times." The fact is that our United States, even today, has no choice but to be dependent upon foreign nations for our supply of oil and natural gas. But the Garmatz Bill does give us an opportunity to keep imder our control the transport of that energy supply to our shores. Andrew E. Gibson, Assistant Secretary of Commerce for Maritime Affairs, has estimated that the United States' energy imports will require by 1985 the services of a fleet of tankers equal to the entire tanker fleet of the world today. This involves hundreds and hundreds of ships, even of the supertanker class. By guaranteeing that at least half of our petroleum imports be carried aboard American-flag vessels, we would bring both job security and job opportunity to thousands of skilled American Seafarers. We do know that in the first six months of 1971, American-flag ships carried only 3 percent of the oil imported to the United States. That is not simply a jobrobbing factor for Seafarers, it is an exceedin^y dan­ gerous position for our nation to be in if we are to remain secure. The SIU is participating in the hearings by providing all the help it can muster for peuties who see in the Garmatz bill one way to help in the straggle to save our fleet and to provide adequate protection for our country against the dictates of foreign nations who would dom­ inate us by dominating our waterborne commerce. Paul Hall i Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklynf New York 11232. Published monthly. Second Class postage paid at Washington, D.C. Page 2 Seafarers Log �MTD Board Suggests Maritime Solutions The MTD Executive Board, clared. "France, for example, meeting Feb. 10 and 11 in Bal requires that two-thirds of all Harbour, Fla., ,took wide-rang­ of its petroleum imports be ing actions aimed at solving carried on French ships. That many problems confronting the insures cargo for the French maritime industry in particiilar merchant fleet. Should we do and the nation in general. less for our own merchant ma­ SIU President Paul Hall, who rine?" is also president of the MTD, Other Suggesttons chaired the two-day meeting. Another proposed change in Department Administrator O. the cargo preference laws would William Moody, Jr., told the require that all governmentmeeting that "we will give our generated cargo be carried on suport in all legislative areas— American-flag ships. The pres­ with special emphasis on mari­ ent requirement is for just 50 time matters—to those bills percent. which give hope of a reduction Moody said the Maritime in unemployment, on those bills Trades Department and its affil­ which promote jobs, to those iates strongly support both bills which advance new tech­ these and other measures be­ nologies and new industrial en­ cause "they mean jobs—^jobs terprises and which could help on the ships, in the ports, in to produce new jobs." the shipyards and in many And In the area of maritime legis­ maritime-related fields. lation, Moody pointed out that that^s what we must be primar­ the House Merchant Marine ily concerned with—^jqbs for and Fisheries Committee is American workers." holding hearings on important Members of the Board then proposals regarding the nation's turned to a number of special cargo preference laws. reports. A new study of the One such proposal, he said, nation's economy pointed out would require that 50 percent that many of the same condi­ of all oil imported into the tions which have been eroding United States be carried on the American economy con­ American-flag ships. tinue to exist. Specifically, it cited: "There is adequate precedent • "The double-edge sword for such legislation," he de­ 1/ Pollock Reports on Sea Law Dealings 1^ li V Howard W. Pollock, deputy administrator of the Nation^ Oceanic and Atmosphere Ad­ ministration, told Executive Board of the Maritime Trades Department that the stakes in the current conflict over the International Law of the Seas are jobs. Mr. Pollock described the wealth of minerals and other resources on the ocean floor, and said "these challenges to science and technology will produce a great potential for employment, an emerging new labor force." He added, "All of these nec­ essary instances of man's in­ evitable move into the oceans mean work, mean jobs. This work, these jobs, are your stakes and challenges for the future." The issues involved in the conflict over the Law of the Seas, Mr. Pollock contended, include those of sovereignty. i.- • Hpward W. Pollock February 1972 the right of free passage and access to oceanic resources. This conflict has led the United Nations to call an inter­ national conference of the Law of the Seas next year. Mr. Pol­ lock said that there was general agreement among the partici­ pating nations on only one, issue before them—that of ex­ tending the territorial limit of national sovereignty to 12-miles from the traditional three. The United States position favors the extension of the limit, he said, and calls for a "trusteeship zone" substantial­ ly controlled by the coastal state to the 200-meter water-depth line, and an international zone after that. He added that the nations participating in preliminary talks are attempting to work out sensible compromises of their differing, opinions. But, he cautioned the MTD Board, "to the extent that we fail to accommodate both our own vital needs in the oceans of the world and those of other nations, we aggravate the con­ flicting parochial interests of myopic world leaders, imperil the enormous potential for the benefit of present and future generations of mankind. "Unless the nations of the world can meet and master the enormous chalenge of equitably reordering the traditional Law of the Sea to accommodate man's international demands, the bright promise of peace, security and rapid economic expansion will dim," Mr. Pol­ lock warned. An Executive Board Meeting of the MTD In session with MTD Administrator 0. William Moody, Jr. speaking to the delegates from the podium. MTD President Paul Hall, at his Immediate right, presides at the session. The meeting, held In Bal Harbour, Fla., dealt with various problems facing the U.S. maritime Industry, those problems confronting the entire U.S. transportation Industry, and the economic problems confronting the nation as a whole. Reports were presented to the board on these problems and possible solutions were offered. of high unemployment and con­ tinued inflation. • "The paradox of declining industrial production, increas­ ing layoffs and falling working hours accompanied by increas­ ing corporate profits. • "The closing of American factories because of an inffux of lower-priced imports, many of which are produced by American firms which have run away from the U.S., leaving joblessness in their wake. • "The evaporation of the expected 'peace dividend' from the 'winding down' of the Viet­ nam war. The report said that the an­ swer to alleviating the coun­ try's etronomic woes is to secure jobs for America's working men and women." "It is time to turn away from the economists who are respon­ sible for the discredited pro­ grams which have led to these failures. Promises must give way to action—action designed to create jobs and purchasing power for the nation's work­ ers," it concluded. MTD Executive SecretaryTreasurer Peter M. McCavin presented a repmrt on Depart­ ment activities which declared that the work of the MTD is reflected in "our deep involve­ ment with bringing new life to the shipbuilding and shipping industries." Discussing the various activ­ ities of the Department, Mc­ Cavin praised the Port Coxmcils and the various affiliates for their strong support and efforts in achieving MTD goals. "The MTD has been an active and growing department of the AFL-CIO because of these ef­ forts," he declared. A number of other special reports were presented during the meeting. Highlights appear on page 4. The Board also took action on a number of important reso­ lutions, including the follow­ ing: Energy—^In light of the pres­ ent energy crisis facing the nation, the Board urged the government to formulate a national energy policy to pro­ vide both short and long-term solutions to the problem of providing Americans with de­ sirable fuel at a reasonable cost. The resolutions called for Congress and the President to act favorably on proposed changes in cargo preference laws and declared "that because of the benefits the nation as a whole and western consumers in particular would realize" Congress should take prompt action on legislation to uphold the merger of El Paso Natural Gas and Pacific Northwest Pipeline Co. Idle Ships—The lack of em­ ployment of U.S.-flag merchant ships in many sectors, including government-generated cargoes, has created a crisis that requires fast action. Many ships are idle, the Board said, and without the use of these ships, "we will not be able to preserve our existing nucleus of a viable merchant fleet." The Board urged the govern­ ment to "take the steps neces­ sary to remedy the distressed condition of this vital segment of the U.S. Merchant Marine." Right to Strike—In a strong­ ly worded statement, the Board expressed its total opposition to any attempt to limit the work­ ers' right to strike. The resolu­ tion called upon Congress to eliminate all "national emer­ gency" sections of the TaftHartley and Railway Labor Acts. In addition, the Board prom­ ised to "utilize every resource at our command to oppose all legislative actions that would curtail the rights to strike by workers in the transportation industry, as well as every other industry in our land." Highlights of other adopted resolutions appear on page 4. A visitor to the AFL-CIO Maritime Trades Department Executive Board meeting In Bal Harbour, Fla. glances at some reports prepared for the meeting. Discussions centered on problems confronting maritime In particular and the nation In general. Page 3 �: At MTD Board Meeting r- • j;;,. • L-. Be It Resolved' Transportation: America's Challenge West The Maritime Trades Department's Special Committee on National Trans­ portation Policy presented its first report to the MTD Executive Board during the meeting in Rorida. President Floyd E. Smith of the International Association of Machinists and Aerospace Workers, chairman of the special committee, was detained and his report was delivered by JAM Vice President Charles West. Here is the committee report: The delegates to the Ninth Constitu­ tional Convention of the AFL-CIO Mari­ time Trades Department last November adopted a resolution urging United States to develop a comprehensive plan to gov­ ern the future growth and operation of all American transport modes. The resolution also called for the es­ tablishment of a National Transporta­ tion Policy Committee to undertake a study of the nation's transport modes in order to develop guidelines for both a unified approach to the nation's trans­ port problems and as a guide to the best means of meeting the transport chal­ lenges of the years ahead. We in the Maritime Trades Depart­ ment are in a unique position to under­ take such a study. Through our affiliates and their members, this Department is represented in virtually every facet of this country's transportation industry. We have a lot at stake where transporta­ tion is concerned. That is why the delegates to the con­ vention adopted a resolution concerning the industry. That is why this study was prepared—to provide a statistical and factual analysis of each segment of our transportation network. It is essential that, prior to formulating a policy, we be aware of the present state of each mode so as to better understand its prob­ lems and to provide adequate solutions. The people of the United States are the greatest users of transportation facil­ ities in the world. Each year, we travel more passenger-miles and transport more tons of freight more miles than in any preceding year. Transportation, which accounts for approximately 20 percent of our Gross National Product, reached a record $196 billion in 1970. Yet, these figures can be misleading. When the transportation industry is broken down into its component parts, we see that each segment is faced with some problems. Until we can surmoimt these problems, we will not have the viable national transportation system that is the goal of the MTD. Let me cite just a few of the problem areas: The great expansion in the number and use of automobiles has brought with it the problems of highway congestion, parking shortages, environmental dam­ age, noise and air pollution, safety, and the loss to other uses of land pre-empted for urban roadways. (Continued on Page 17) Foreign Trade: Impact of the Multinationals Feinstein President Charles Feinstein of the In­ ternational Leather Goods, Plastics and Novelty Workers Union is co-chairman of the MTD's long-established Commit­ tee on Foreign Trade. During the February meeting of the MTD Board, Mr. Feinstein delivered the first in a new series of reports on the impact of foreign trade. Here is What he said. The November convention of the Maritime Trades Department authorized our special committee on foreign imports to become an action committee. As cochairman, then, it is my pleasure to present the first in what we hope will be a constructive series of reports on the effect of foreign imports on the nation's economy and their impact on the na­ tion's workers. By the end of the series of reports we plan, we hope that all facets of the grow­ ing problem of foreign trade policy will have been exposed, and that we can make recommendations for proper solu­ tions. The first report deals with the strangu­ lation of the American economy through the spreading tentacles of multinational firms. As the report points out, American businesses are increasingly making huge investments overseas—setting up fac­ tories and production facilities abroad and shipping products back to the U.S. for sale. The price of this overseas investment has been thousands of jobs and in some cases the loss of entire industries as plants shut down in favor of overseas production facilities. All of that is the result of the nature of the multinational firm, headed by men who have no allegiance to any na­ tion. They owe their allegiance only to the quest for profit. The report documents cases where the multinational firms have moved into an area, buUt up the economy and then just as quickly moved out to places where production comes even cheaper. If political or economic pres- sures are brought against these ^ant firms, they simply move to less restricted ground, leaving economic chaos behind them. The firms are able to move freely throughout the world because of tax and foreign trade policies which the report says has encouraged multinational de­ velopment, to the detriment of the na­ tion's capability to produce its own deifense systems to to ever solve the prob­ lems of unemployment. And, in the face of restrictions on American trade in nearly every other land, the multinationals stand as a road­ block to constructive policy change be­ cause they have invested billions of dol­ lars on the basis of present regulations. Just from this brief outline, I think you can see the depth of the problem explored in this report on multinational firms. In coming months the committee will be studying other facets of our na­ tional foreign trade picture and we will be reporting to you regularly as our in­ vestigation continues. National Maritime Council: Functions and Activities Groton Page Groton of the International Brotherhood of Boilermakers, Iron, Ship Builders, Blacksmiths, Forgers and Help­ ers, is a member of the Executive Com­ mittee of the National Maritime Council. Here is the report he submitted to the MTD Board on the functions and activ­ ities of the Council: As mentioned in the Shipbuilding Committee Report at the Ninth Con­ stitutional Convention of the MTD, the Page 4 National Maritime Council began func­ tioning last fall. The impetus for the formation of the council was provided by Andrew E. Gibson, Assistant Secre­ tary of Commerce for Maritime Affairs. Since then, the council has been step­ ping up its dual missions of developing a strong, efficient, privately owned merchant marine, and promoting more cargo for American-flag ships. The scope of the council is nationwide, and the composition shows the high degree of unity we have achieved in the maritime industry. Business, labor and government are working together to achieve the vital goal of generating more cargo for U.S.-ffag ships. In our deliberations, we have found that all elemnts have something to con­ tribute toward this effort. So you can see that overlying the council's policy(Continued on Page 17) Here are highlights of some of the resolutions adopted by the MTD Executive Board dur­ ing the recent meeting. Price Watchdog Units—Call­ ed for the MTD, Port Councils and all affiliates to support the AFL-CIO price-monitoring pro­ gram. Public Health Service Hos­ pitals—Asked for legislation to specifically order the Health, Education and Welfare depart­ ment to permanently maintain the ei^t PHS hospitals as a vital segment of America's health care system. Jones Act—Affirmed the De­ partment's continued support for the Jones Act and urged action by Congress to close all loopholes in the Act. "We be­ lieve that the President should take immediate executive action to place the Virgin Islands with­ in the purview of the Jones Act," the resolution declared. Shipbuilding—Urged all seg­ ments of the maritime industry to unite in redoubling efforts to bring about "the successful revitalizations" of the American Merchant Marine through con­ struction of 30 merchant ships per year as promised in the Merchant Marine Act of 1970. The resolution called upon the federal government to under­ take a long-term commitment to modernize and expand the American Navy so that "it will be prepared to fully defend the people of the United States in any future crisis." Safely Glazing—Placed the Department on record in favor of Safety Glazing legislation. The resolution, submitted by the International Brotherhood of Painters and Allied Trades, pointed out that increasing in­ juries, disfigurements and deaths resulting from unsafe glass doors, shower doors, sliding glass doors and storm doors makes this legislation vital to the safety and well being of millions of Americans. Memorials—The Board also adopted memorial tributes hon­ oring the late A1 Kerr, secre­ tary-treasurer of the SIU; Har­ old A. Schneider, a founder and secretary-treasurer of the American Federation of Grain Millers; Wayne E. Strader, who died less than a month after succeeding Mr. Schneider as secretary-treasurer of the Grain Millers; and J. Pat Daniels, secretary-treasurer of the In­ dustrial Union of Marine and Shipbuilding Workers of Amer­ ica. Randolph Is Murray-Green Award Winner A. Philip Randolph has been chosen to receive the AFL-CIO's coveted MurrayGreen award for outstanding humanitarian service. Randolph, dean of the na­ tion's labor leaders, is president emeritus of the Sleeping Car Porters. The award is named for Philip Murray, late presi­ dent of the CIO and William Green, late president of the AF of L. *A -J �h AFL-CIO Executive Council in session at the midwinter conference in Bal Harbour, Fla. AFL-CIO Council Acts on National Issues y '! \ •/ 1" : B 5,^ Beginning its concentration on the 1972 elections, the AFL-CIO Executive Council discussed a host of issues in both domestic and foreign pol­ icy fields at its midwinter meet­ ing in Bal Harbour, Fla. High on the council agenda was a resolution urging work­ ing men and women to "elect progressive, liberal men and women" at all levels of govern­ ment. The council urged full co­ operation with the federation's political education arm, COPE, to meet "the most serious chal­ lenge the trade union move­ ment has ever faced." The council also voiced its support for a proposed national voter registration system which it said would remove artificial barriers to voting that exist in many states. The depth of the challenge the council cited is reflected in the broad range of positions it took on issues facing America. The council was particularly critical of the Administration's economic controls program which it said displayed "flagrant favoritism" toward moneyed in­ terests and put the burden of controls on workers and the poor. "Tp the worker at the bot­ tom of the economic ladder the control program means his wages are strictly regulated but the rent he pays and the price tag on most of what he must buy is free to rise," the council declared. The council resolution urged support of legal efforts to chal­ lenge the inequity of the con­ trols program; support of work­ ers "forced to strike against the regulations and restudy by the Congress of the laws passed permitting economic controls. The council also adopted a February 1972 number of resolutions in the field of social insurance. One of them called for direct gov­ ernment payment of social security funds through taxes rather than through employeremploye contribution. The council said it was con­ cerned that social security de­ ductions would rise in the next few years thus placing "too heavy a tax burden on low and middle income workers." In the same field, the council called for reform of the unem­ ployment compensation laws to make them uniform so that workers would know the bene­ fits to which they are entitled, and it renewed its call for passage of national health security legislation. The council urged an in­ crease in the minimum wage, declaring that the current mini­ mum of $1.60 an hour "no longer even approaches the federally defined poverty level for a family of four." Action on the minimum wage is needed immediately, the council declared. On another kind of insurance, the council Council Adopts Maritime Goals The AFL-CIO Executive Council, at its midwinter meeting in Bal Harbour, Fla., adopted the joint legislative program of the Federation's maritime unions. That joint program calls for: • Opposition to compulsory arbitration or any form of government interference in any manner in collective bargaining. • Support of H.R. 12324, a bill to require that at least 50 percent of all U.S. oil and natural gas imported be carried in U.S.-flag ships, and suport of S. 2404, a bill to preserve the merger of El Paso Natural Gas and Pacific Northwest Pipeline Co. as a means of assuring the development of U.S. technology in this highly specialized shipbuilding field and to assure maximum U.S.-flag participa­ tion in the transportation of liquid natural gas which will have an increasingly vital role in meeting America's energy requirements. • Support of H.R. 10923, a bill which would require government-financed cargo to be carried 100 percent on American-flag ships, provided freight rates are equal to those charged by foreign flags. • Support of all legislative efforts to modernize and preserve the existing U.S. Public Health Service Hospitals and prevent efforts of the Department of Health, Educa­ tion and Welfare to close these essential health care facilities. • The AFL-CIO to include key issues affecting maritime workers among those issues upon which COPE makes its deter­ mination of a legislator's performance in Congress. The report of the maritime unions also pointed out the need for industry stability as a key factor for insuring job security and employment opportunities for maritime workers. The maritime unions declared that such industry stability can be achieved through programs designed to encourage U.S. ship­ pers to ship cargoes on U.S.-flag ships. The report was prepared at meetings im­ mediately prior to the Council sessions. The unions said they would continue their joint meetings, giving priority in future talks to areas of collective bargaining negotiations and contract dates. Unions and their representatives partici­ pating in these meetings were: International Longshoremen's Association, ThomasW. Gleason, President, and Thomas O'Callaghan, president of the Masters, Mates and Pilots Marine Division of the ILA. Marine Engineers' Beneficial Association, Jesse M. Calhoon, President. National Maritime Union, Joseph Curran, President. Seafarers International Union of North America, Paul Hall, President. United Steel workers of America, Local 500 Great Lakes Division, Stephen Nowalski, President. American Radio Association, William R. Steinberg, President. urged passage of a "no-fault" auto insurance bill that would provide compensation to a driver from his own insurance company without lengthy and costly court procedures. The council also spoke to one of the burning issues of the day, school busing, and de­ livered a call for busing "of children when it will improve the educational opportunities of the children." The busing statement also deplored those candidates seek­ ing to use busing as a divisive issue and expressed opposition to revising the constitution to prohibit busing "because it would do a disservice to qual­ ity, integrated education." The council gave its support to the proposed space shuttle program, saying it would create jobs in an industry badly rav­ aged by funding cutbacks in recent years. "International relations today involve space," the council de­ clared. "We can no more ignore space than we can ignore the oceans or the' continents. We would not have the free world without ships, without aircraft or without land mobility. We cannot envision a secure tech­ nologically advanced Western world without technologies that allow us freedom of space as well." In the field of foreign rela­ tions, the council sounded a cautionary note on the visit of President Nixon to the People's Republic of China. "Cultivating friendships and relations with democratic Japan and India in the interest of world peace, freedom and hu­ man well-being is a far more reasonable policy than relying on an accommodation with Communist China," the council declared. Page 5 �Stans Sees Bright Maritime Future Outgoing Secretary of Com­ merce Maurice H. Stans told a National Maritime Council din­ ner in New York that the Amer­ ican merchant marine "can look forward to the best health it has had in many years." Stans said that "the progress that has been scored by and for your industry is among our proudest achievements in these first three years of the Nixon Administratis." He cited a number of stand­ ards by which to measure the amount of maritime industry progress under the Merchant Marine Act of 1970. Among them he listed; • Contracts for ship con­ struction amounting to $390 million signed in 1971, "the largest amount of commercial shipbuilding in the nation's history." • A total of 55 merchant ships on order or in construc­ tion, "the largest backlog of commercial toimage in 14 years." • New policies that are more responsive to the needs of American-flag ships on the Great Lakes. • Creation of the National Maritime Council. • Holding the line on costs to the shipper of goods. The secretary, who resigned from office in late February to take a position in the Nixon re­ election campaign, said, "be­ yond all this the potentials for your industry are perhaps as good as they are for any in­ dustry in America." He said he based that con­ clusion on a number of factors including future construction of the Trans-Alaska pipeline, export expansion and improve­ ment in East-West Trade rela­ tions. Makes Predictions He also predicted importa­ tion of liquified natural gas Meany Will Receive Award Honoring Labor AFL-CIO President George Meany will receive a special award honoring American organized labor at the 75th anniversary celebra­ tion of the Jewish Daily For­ ward. A special edition fo­ cusing on the achievements of organized labor and its contribution to the progress and well-being of the Ameri­ can people in the past 75 years will be published by the Jewish Daily Forward on the occasion. The Jewish Daily Forward is the only labor daily newspaper in the United States. The presentation will be made to President Meany at the Forward Diamond Ju­ bilee Celebration on May 21, at the Philharmonic Hall,-in the Lincoln Center, New York. Page 6 'I V 'I from the Soviet Union and added, "when the time cmnes and political circumstances are right, there cotild be massive use of American-built, Ameri­ can-flag LNG tankers for this purpose." He also said there was hope that unfair tariff barriers to trade will be brought down. "We need to meet these changes with several reactions,' the secretary said. "First, Amer­ ican business must re-shape its own competitive tools and put its great technological abilities to work faster and more produc­ tively than ever before. "Second, American labor must be given the tools and the technology to increase its productivity, and we must re­ move the artificial barriers to greater productivity that have cut into our competitive abil­ ities. "Third, we must persuade our trading partners to remove or modify their non-tariff bar­ riers to commerce and reverse the rising tide of discrimina­ tions. We must reaffirm our commitment to fair and open trade, and ask for the same af­ firmation with others." Potential Unlimited Stans said the American merchant marine and shippers stand to be the prime bene­ ficiaries of efforts to promote lowering of trade barriers and increased trade understanding among nations. "Your potential will have no limits," if those goals can be achieved, Stans said. But said Stans, the various elements of the merchant marine "can no longer afford to take aim at each other across barricades." He said that the National Maritime Council dinner was an important step because it signified "the beginning of the end of chronic problems and internal strife" for the industry. That theme was echoed by the labor speaker at the dinner, Thomas W. Gleason, president of the International Longshore­ men's Association. He praised the National Maritime Council and called it "an organization in which labor and management, to­ gether with the support of the federal government, is deter­ mined to stand shoulder-toshoulder to meet our common commitment—the development of a strong American-flag mer­ chant fleet. He told the shippers in the audience, "what we urgentlv need now is a vote of confi­ dence from you." He suggested that by allocating more cargo to U.S.-flag ships, shippers would benefit "from the fact that for the first time in history the maritime industry is work­ ing as one in the fundamental purpose of building our nation's merchant marine." •I SlU member Kenneth Strausser, right, gives his brother Danny a ride in their hometown of Jackson, Minn. Seafarer Strausser donated one of his kidneys to Danny who had his removed iast year. Young Seafarer Finds True Meaning of Brotherhood' To 20-year-old Seafarer Ken­ neth Strausser, "brotherhood" became more ffian just a word last year. For, if it had not been for this Great Lakes sailor, an 18-year-old boy might be dead. The boy is Danny Strausser, Kenneth's yotmger brother who was stricken with kidney trouble over the Christmas holidays of 1970. Since his kidneys had not properly matured, it was neces­ sary to remove them on Mar. 10, 1971. Eight days later, Danny's twin brother David was on an operating table be­ side him ready to donate one of his kidneys. But as surgery began, doc­ tors discovered an abnormality on David's kidneys and so dis­ continued the operation. As the search went on for another donor, Danny, whose family lives in Jackson, Minn., was treated twice a week on a kidney dialysis machine. Two other brothers had been eliminated as donors when Keimeth took a leave from his job aboard the Nicollet to be tested as a possible donor. He was accepted by the doctors and on the morning of Jime 16, 1971 both he and his brother were prepared for sur­ gery. The operation took seven hours and when it was through. # Kenneth and Danny Strausser shared a little bit more than the same parents. The operation was very suc­ cessful and two months later, Kenneth was able to go back to work as a deckhand on Lake Michigan. Danny is doing so well that his visits to the doc­ tor have been reduced to a check-up every two months. Seafarer Strausser began sailing in August of 1970 and as he puts it, "I dig sailing." One of the ^st parts of the work is that he "can save a lot of bread." To Strausser this is especially important since he is saving his money to attend col­ lege. Rep. Garmatz, Head of Merchant Marine Committee, to Retire Rep. Edward A; Garmatz Rep. Edward A. Garmatz (D-Md.), powerful chairman of the House Merchant Marine and Fisheries Committee since 1965, announced in February that he would not seek re-election. Rep. Garmatz said health and personal reasons drove him to his decision to leave the House after 25 years of service. Rep. Leonor K. Sullivan (D-Mo.), ranking Dem­ ocrat on the Merchant Marine and Fisheries panel will apparently succeed Garmatz as chairman next year. Garmatz, a member of the Electrical Workers, began his working career earning 37 cents an hour as an electrician at the American Brewing Co. plant in Balti­ more. As he was fond of telling friends, the road to his career as a congressman was not an easy one. A Friend of die Workers His early struggles brought "close to my heart" the lot of working people, Garmatz said. And he still carries his electrician's union card. His first elective office was a seat on the Baltimore Police Magistrate's bench, a position to which he was elected in 1944. Three years later, Thomas J. D'Alesandro, Jr. stepped down from his congressional seat to become mayor of Baltimore and chose Garmatz as his successor. From that time on he was a formidable vote-getter and was unopposed in five primaries—1954, 1956, 1958, 1968 and 1970—and unopposed in the general election four times—1962, 1964, 1966 and 1970. The milestone of his legislative career came with passage of the Merchant Marine Act of 1970. Garmatz was responsible for moving the bill through his commit­ tee to a nearly unanimous vote of both houses of Con­ gress. In announcing his retirement. Rep. Garmatz said he was proud to have been on the side of workers, veterans and other "little people" during his career. Seafarers Log 1 4» _ --ID 0 �Jeff Davis, Soviet Ship Collide Off N.J. Coast it'! r i •' i ' V The SlU-contracted Jeff Davis night, McGowan pointed out became involved in its own ver­ that it was a "very clear" night. sion of the famous Flying Refuses Help Dutchman legend while beAfter the Russian ship ^ning a run to India. backed off, McGowan said, The vessel was only 30 miles her spotlight was turned on and off the coast of New Jersey someone on the bridge asked when she was rammed by a for identification. "Jeff Davis, Soviet fishing trawler. out of the Port of New York," Able Seaman Harvey Shero the Captain answered, accord­ was on deck when the crash ing to McGowan, and then the occurred at about 9:30 p.m. trawler cut her light and left "I saw the ship coming at a without identifying herself. right angle and it just plowed According to news reports into us," he said. the Russian trawler was the The Russian ship had a Auiadag and Coast Guard sharp bow, Shero said, and he spokesman said the vessel re­ also observed that she looked ported "severe damage below like "a ghost ship" with no one the waterline," but did not visible on the bridge. want-any help. Seafarer Robert Miller, who There were no injuries was on the wheel at the time, dboard the Jeff Davis and none didn't "think there was a look­ reported on board the trawler. out on the Russian ship." The Jeff Davis was taking When the ship hit. Miller on water fast, according to said, "we were turning and McGowan, when she headed they were turning at the same back to port and was picked time, so the trawler jumped off up by a salvage tug. The ship after hitting us." was put up on a sand bar and Boatswain Blanton Mc- the water piimped out 6f her. Gowan, who was asleep when Some of the general cargo the vessels collided, was awak­ being carried by the Jeff Davis ened by the crash and came on was damaged by the salt water. The ship imderwent repairs deck within a few minutes to find the Jeff Davis listing about at the Todd Shipyards in Brooklyn, N.Y. before sailing "20 degrees." When asked if it was a foggy again for India. [M The grain cargo carried by the Jeff Davis is unloaded in Brooklyn, N.Y. while the ship awaits repairs. Salt water drenched part of the grain cargo causing it to expand. Review Panel Rejects Proposed Penalties Under Job Safety Act !" '' » 1^ If. The Jeff Davis awaits repairs at the Todd Shipyards in Brook-^ lyn, N.Y. Owned by Waterman Steamship Company, the ship and a Russian trawler collided 30 miles off the New Jersey coast. m The Occupational Safety and Health Review Commission has rejected the Labor Depart­ ment's controversial formula for assessing penalties under the job safety and health act. Commission Chairman Rob­ ert Moran termed the so-called formula "totally vmacceptable." Under the Labor Depart­ ment's formula, the Commis­ sion foimd, the minimum pen­ alty is too often the ceiling despite the seriousness of the violation. The Commission's decision upholds a hearing examiner's earlier finding that Nacirema Operating Company violated the Act while unloading a shipat Dundalk Marine Terming in Baltimore, but reduces his $800 penalty to $350. The three-member quasijudicial panel, appointed by President Nixon, said the per­ centage formula which it found unacceptable is an attempt by the Labor Department to make penalties as uniform as pos­ sible while following the four criteria set forth in the law. The law requires that in as­ sessing penalties against viola­ tors, consideration must be given to: • The size of the business or employer being charged; • The gravity of the viola­ tion; • The good faith of the em­ ployer; • The employer's history of previous violations. While giving the Labor Sec­ retary credit for. good inten­ tions, the Commission said the achievement of a just result in each individual case is the standard which must guide the panel's deliberations, not a fixed formula. The Labor Department's formula has the effect of estab­ lishing a de facto minimum penalty of $500. "Clearly the law specifies no such minimum, only a maxi­ mum," Moran said. Furthermore, the formula could have the effect, if every employer were given the maxi­ mum credit for good faith, size of business and history of previ­ ous violations, of reducing all serious violations to the same level. In Moran's opinion, as well as that of the rest of tJie Com­ mission, this fails to follow the law's requirement that the gravity of the violation must be considered in assessing pen­ alties. At any rate, the Labor De­ partment's formula has no binding affect on the Commis­ sion, Moran stressed. It can re­ ject any or all of the Labor Department's proposed pen­ alties and recommendations re­ lating to the assessment of pen­ alties. Eating Habits Of Fish Not Quite Normal Scientists in Freeport, Ba­ hamas found that fish in a coral reef off there are choosy eaters. Living in an underwater house set on the edge of a coral reef 50 feet beneath the surface, three scientists spent five days and night observing the creatures of the area. They found that the fish not only seemed to prefer night­ time eating to dining during the day but that they also "would pass up what looked like exceptionally good morsels in favor of something that didn't look too appetizing." Page 7 �Adm. Chase, Head of MSG Cites Need for U.S. Ships The construction of new U.S.-flag merchant ships that can effectively compete for a larger share of world trade and the retraining of the American labor force to handle advanced maritime equipment and sys­ tems are necessary if the U.S. is to maintain its dcaninant position on the seas, according to Admiral John D. Chase, Commander, Military Sealift Command ^SQ. He said, the "only alterna­ tive to success in those areas is to abdicate our dominance of the seas." This would then force the U.S. to depend "upon foreign ships and crews to pro­ tect and project our national interests throughout the world community," he added. "Our ability to project pow­ er and exert our influence any­ where ?broad depends upon our maritime muscle. It is nec­ essary for our very survival," Adm. Chase told a meeting of the National Defense Trans­ portation Assn., Trafl&c Qub of New York and the Propeller Club of the United States in New York. Exploring the various inte­ gral elements of the nation's seapower, Adm. Chase said, "We must have a Navy to keep the sea lanes open ... to project our military strength . . . serve national interests and help im­ plement national policy, mili­ tary, economic and diplomatic policy." However, he continued, sur­ vival is not assured "if we lack sufficient cargo ships to carry our commerce" to other coun­ tries of the world. He added he felt that the merchant marine was both a necessary economic and military force. "Most important of all," he explained "are the skilled and dedicated people who go to sea in the naval and merchant marine ships and those who build and maintain them. We needed trained men who build ships, who operate port facil­ ities and han^e our ships and Rep. Hathaway Says Many Jobless As Shipbuilding Lags Thousands of men are unemployed as an "obvious result of the under-utilization of the American shipyards," claimed Rep. William D. Hathaway (D-Me.). He said that these specially skilled men who "contribute to the nation's ^owth . . . are deprived of their chance to work because ships are not being built." The congressman extolled the provisions of the Merchant Marine Act of 1970 which called for 30 ships to be built a year. However, he said, "I am not completely satisfied that the full implementation ... is being reached as quickly as it might." If these needed levels of new construction are not begun, Hathaway said "the goal will never be reached." This nation has too long neglected shipbuilding, the Maine congressman told the audience of labor, management and government representatives at a luncheon in Washington sponsored by the eight million member AFL-CIO Maritime Trades Department. "There were 1,008 commercial ships afloat in 1960 compared with 542 vessels now," he noted. "Obviously we simply haven't been building enough ships, and as a result we have crippled an entire industry." Ships Contribute Military and commercial ships make important contribu­ tions to the country's economy and even "before it is ready to sail it is responsible for thousands of jobs," the congress­ man said. He added that regardless of advances in land and air transport systems, nations rely on the "bridges" (the merchant ships) which transverse the ^obe; "there simply is no other way to move mass amounts of materials across the seas." According to the latest edition of Jane's Fighting Ships, the United States is considered a "second-rate naval power," which is "unacceptable," Hathaway said. He added that the nation is "the worse for having let naval construction slip." Rep. Hathaway reviewed overall shipyard figures that show shipyards operating at 65 percent of capacity; the North Atlantic yards reaching their lowest level since 1955; Pacific Coast yards the lowest point since 1965; and naval shipyard construction far below its average for the 1960s. Despite the Act's provision for "tax-deferred construction reserve funds, money is still a problem," he said. More than $100 million has been invested in modernization and expansion of shipyards, he added. Hathaway called for justifiable spending, "through the intelligent geographical placement of the new shipbuilding contracts, both com­ mercial and naval." "We must renew our commitment as expressed in the Merchant Marine Act of 1970—to get the American flag back in its place of honor among the maritime nations of the world," concluded Hathaway. cargo, and the union and man­ agement officials who integrate all of these resources by effec­ tive management and dedicated leadership." Idand Nations* This country's "absolute de­ pendence upon seaborne com­ merce to maintain our present economic status" has turned us into an "island nation," Adm, Chase said. "Our gross energy require­ ments are growing much faster than are new U.S. discoveries of oil, or developments of addi­ tional sources of power," thus creating a reliance upon other countries for raw materials, ac­ cording to Chase. He stated that the U.S. could ill afford to depend upon these nations to also deliver the goods to American shores, but that she might be forced into that position in view of the current status of the U.S. mari­ time industry: • "Our merchant fleet of al­ most 3,500 vessels (some 25 years old) is now less than 600 active ships which transport less than five percent of our country's trade. • "The U.S. has inadequate port facilities to handle 100,000 ton tankers while more than 50 ports in foreign nations can support such ships; and 50 percent of these are capable of handling 200,000 ton tankers. Much capital investment is nec­ essary to make our ports technologically compatible with the kinds of ships and ship sys­ tems that will be operating by the end of the century.- The development of ships and sys­ tems that can operate in foreign undeveloped ports or over the beach is also needed for the combatant Navy. • "Our shipbuilding capa­ bility—yards, equipment and manpower—operated at 60 per­ cent in 1971. Orders for new ships have not been sufficient to generate earnings to finance modernization or expansion of our ship construction base. • "Today there are slightly more than 26,000 American seagoing jobs compared with 56,000 a few years ago. Con­ tinually rising costs and tech­ nological revolutions have cre­ ated this situation in both the Navy and the merchant marine." Future Plans While none of the "varied elements of seapower are as healthy as they ought to be . . . much is being done," CJhase said. "Oil-bulk-ore carriers, LASH ships and tankers orders have been made which could mean ship construction as high as $11.8 billion for 1972." The MSG, the Navy, the Maritime Administration and maritime industry "must work together for a common goal ... to develop designs and con­ struct ships which are econom­ ically viable and responsive to specific military requirements," he added. Page 8 • . ... , v.;. ^ • •—T- j..,, ' .-Tl , -i., A:. ^ ^ 4. ' t . . dr "51 Unlucky 13 Although these 13 Seafarers were fortunate to attend the various SIU Educational Ctniferences at the Harry Lundeberg School at ^iney Point, they are unlucky because they did not receive their personalized photo albums. The SIU is unable to send these Seafarers their albums because of insufficient mailing addresses. The following un­ lucky 13 who have albums unclaimed can receive them by sending correct addresses to the Seafarers International Un­ ion, Seafarers Log, 675 Fourth Ave., Brooklyn, New York, 11232: Cosme Argiz Leonard Steinhardt Charles Furedi J. Stringer James Lee Roy Jackson Charles Svenson George Paul John Felix G. (Juinonez S. L. McCormick John W. Young John F. Minnahan Hayward Wilson Heriberto Rodriguez Rep. Thompson Charges Budget Priorities Wrong Rep Frank Thompson, Jr., (D-N.J.), has charged that imder the "priority given edu­ cation in the Administration's proposed budget . . . jobs in this field will not be forthcom­ ing." There also should be, he added, additional job opportu­ nities in the construction and furnishing phases of the edu­ cational facilities, visual arts field and teaching and adminis­ trating areas. Only $400 mil­ lion was appropriated for new funds for education in the Administration's new budget, he noted. "I think the Congress is go­ ing to have to find a way to improve that item," Thompson told labor, management and government leaders attending a luncheon sponsored by the eight-million member AFL-CIO Maritime Trades Department in Washington, D.C. Formula Needed • Both the House and Senate agreed that by giving "general purpose grants to colleges and universities" the national inter­ est will be served and jobs will be forthcoming but, Thompson said, a formula has not been found to award such grants. According to the New Jersey representative, a Senate version for giving the grants would be based on the number of fed­ erally assisted students attend­ ing the college. The House ver­ sion calls for grants based on a per capita or the number of degrees awarded by the educa­ tional institute. Realizing that these legisla­ tive differences can be resolved in committee. Rep. Thompson said that a "monkey wrench" had been thrown in by the Administration's budget makers who did not include "any allo­ cation for general assistance grants to colleges." Thompson cited several in­ equities in the budget. Among them Jie questioned: • The cutting to the bone federal monies for the construc­ tion of new educational facil­ ities when statisticians predict the college population to double again by the year 2000. • The encouraging of col­ leges and universities to accept disadvantaged students and forcing them to squeeze into existing facilities. • The addition of $5 million for scholarships at the same time the budget for new facil­ ities are cut. January Jobless Figures 'Essentially Unchanged' Seasonally adjusted Janu­ ary unemployment rate of 5.9 percent was "essentially imchanged" from December, ac­ cording to the U.S. Labor Department, The December rate was a revised six percent, but a change of one-tenth of a point is considered insignificant by the Bureau of Labor Statistics. Senator William Proxmire (D-Wisc.), chairman of the Joint Economic Committee, voiced the concern of labor leaders and many economists when he pointed out the rate is "tragically high" and unem­ ployment "is the number one problem facing the country." BLS Commissioner Geoffrey Moore said that total unemploy­ ment and the rate would ^ considerably higher if the BLS statistical comp'.:tations includ­ ed persons who have become "discouraged" and given up jobhimting. 'Discouraged* Figure Grows Moore unveiled statistics that showed the "discouraged" figure has grown steadily in the last three years: from 574,000 in the first quarter of 1969 to 638,000 in 1970 and 788,000 in 1971. The number of unemployed in January was 5.4 million, an increase of 700,000 from De­ cember. The average duration of joblessness rose to 11.8 weeks in January after declin­ ing in the two previous months. BLS figures show that this fig­ ure has been steadily increas­ ing in recent years. The aver­ age duration of unemployment was 7.9 weeks in 1969, 8.8 weeks in 1970 and 11.4 weeks in 1971. <'• ''Vrl - t\ �Don't be the The sea is a stem taskmaster, sometimes quicl never yidding, always waiting.. Man Overboard Cdr. R. V. Hirstein, USN Naval Safety Center This article is based on a review of the 26 most recent manoverboard reports received by the Surface Ship Directorate of the Naval Safety Center. The conclusions are not encouraging: 12 of the 26 men were drowned, nine at night; 20 of the instances in­ volved non-rated men; only four of the 14 survivors were wearing flotation gear. By ship type, carriers experienced nine of the men overboard, destroyer types seven, fleet oilers three, tank landing ships two, with one each being experienced by a CLG, ASR, AG, AS, and PER. In eight of the cases the ship involved was at anchor, and five of the 12 deaths were from anchored or moored ships. The following article is reprinted from the fcdl, 1970 issue of Fathom magazine^ a Naval Safety Center Publication. Because of the emphasis the SIU and its members place on safety—on the job, or in training at the Harry Lundeberg School—it is recommended reading for all Seafarers.. I The accompanying drawing is the way your ship might appear to you just after you have fallen over­ board during daylight hours. Hopefully you were seen either falling or in the water. If you were seen, prepare to keep yourself afloat for 8 to 14 minutes (an average spread based on our cases and Fleet Training Group requirements). Hopefully you have a lifejacket on. If you are not wearing floatation gear, then hopefully you are a strong swimmer and in good condition to enable you to last until your rescuers arrive. If it is dark, your chances for survival are reduced considerably. But perhaps most important, if all other factors are in your favor, you hopefully are familiar with rescue procedures—^how you can help when that helo, boat or ship reaches you. Understanding The Dangers Perhaps the most striking fact to be garnered from these statistics is that 20 of the men who fell over­ board were non-rated; an actuality which points out a vital responsibility of division officers and petty officers. New men in particular must be indoctrinated in the dangers of living and working in a ship. Those new to sea life unfortunately tend to underestimate the dangers of being at sea. What is worse than an FA swept over the side while trying to dump trash from the destroyer fantail on the midwatch? ... or the SA who at 0100 finishes a turn as helmsman and proceeds on his way to relieve as after lookout and is never seen again? ... or the SN working outside of life lines with no lifejacket on? ... or the airman blown from a carrier's flight deck after being hit by the wash of a jet aircraft? All these are documented cases in the list of 26. Lack of attention or carelessness on the part of the individual was determined to be a major factor in 14 instances. Such an excuse, however, does not allow a supervisor to evade the responsibility of ensuring that his men understand the dangers of being aboard a ship at sea. Unfortunately, all the indoc­ trination in the world sometimes has little value in saving a life. Four of the men overboard were apparently intentional actions. In each, mental de- presion was indicated. Drunkenness accounts for two of these possible suicides and drug use is inferred in another. As previously mentioned, darkness complicates the man-overboard problem. Available information indicates that none of the nine who were lost at night were either seen or heard. (It is interesting to note that all nine of the drowned men were in an off-duty status when they fell or jumped into the water.) Only those with experience at sea can appreciate and respect the noisy combination of wind, sea and ship on a dark night. The following accident narrative bears witness to this. "The clouds were scattered and there was no moon. There were stars visible. The position from which the man probably fell would have carried him under the overhang so that it was Unlikely that anyone could have seen him until he passed by the fantail. The fantail watch did not spot him probably because of the darkness of the night and the possibility that he was stunned by the fall and unable to take action to attract attention." The ability to swim, tread water or otherwise keep afloat is greatly dependent upon the physical condi­ tion of the man involved. Flotation gear, of course, makes the stay in the water considerably less exhaust­ ing, but we need only recall that four out of 14 survivors in the study were wearing lifejackets or similar gear to point out the need for conserving energy and stren^h. It doesn't take long to become exhausted in choppy waters. Here is a quote from a report submitted by a rescue helo pilot. "The man was about 300 yards upwind of the smoke (float). I established the helo into a hover and the swimmer went into the water. The man was assisted into the sling and brought into the helo. He appeared to be totally exhausted but otherwise in good condition. We returned to the ship . . ." In another accident report a rescue helo pilot said. "The horse collar was low­ ered for the man as he appeared to be in good condi­ tion even though he was without any flotation gear. He had trouble swimming to the sling so a swimmer was lowered to assist. After the man had been helped into a mae west he appeared to lose consciousness and had to be manually positioned in the horse collar by the swimmer." The physical condition of these men was not reported, but both were obviously in good enough shape to last the minimum time for survival (both were in the water at least eight minutes). In the second case the sea state was reported as "very Lifesaving Hints Here are several basic rules to help you avoid falling overboard, or if you should be so unfortunate, to help you stay alive until rescue: • Do not sit or lean on lifelines. • Do not go out on weather decks at night or during heavy weather unless required to do so. If you must go out, wear a lifejacket and perhaps a lifeline, and be ^ert for course and speed changes which might increase the ship's roll and catise the sea to sweep the deck. • Do not sleep topside. • Know how to swim, tread wat^r and float on your back expending the least amount of effort possible. • Keep yourself physically fit. • Do not dump trash at unauthorized times and places. Not only are you taking the chance of falling overboard with no witnesses, but you are increasing the possibility of a false man-overboard situation. Garbage and trash can look surprisingly like a man when floating down the side of a ship on a dark night. • Obey the basic rules of seamanship: Never stand in the bight of a line. Never stand outboard of a line to another ship during an unrep. Temporary lifelines must always be rigged where permanent lines are lowered. Men working over the side or outside of lifelines must wear lifejackets, lifelines and be tended. February 1972 ill! rough," and the man was recovered over two miles from his ship. As mentioned earlier, eight of the 26 cases studied were men overboard from moored or anchored ships. Five of the eight men drowned. The problem seem^ to be different in port. Two of the five men drowned while intoxicated and after returning from liberty. Another was suspected of using drugs, one man's fall over the side could not be explained and one man was lost in a swift river current. The incidence of men returning aboard ship drunk and falling or jump­ ing overboard (or falling off the pier near the ship) occurs frequently enough to warrant consideration. Probably the best way to combat this problem is to encourage the buddy system while on liberty. The fact that a man is accompanied by a shipmate can usually prevent serious accidents. A buddy should see that his shipmate gets aboard and to his bunk safely. An efficient duty section will also see that once a man is in sight he is "monitored" to his bunk. This includes coming aboard, crossing over, and arrival in his berthing compartment. Once it has been brought to the attention of the officer of the deck on the bridge that a man has been sighted overboard, the ship will be maneuvered with rudder and perhaps engines to, first, avoid hitting the man, and then to recover him or return close by to await the return of the rescue helo or boat. Anyone sighting a man in the water must immediately shout in his loudest voice, "Man Overboard—Port/Star­ board Side," and then either repeat the call as many times as is necessary or take other measures until it is obvious that the conning officer is taking the necessary action or indicates in some manner that he has received the word. A lifering will be thrown over by the faintail watch and at least six short blasts will be sounded on the ship's whistle to indicate the emergency. What The Man In The Water Should Do The first concern of the man-overboard should be to rapidly swim clear of the ship until there is no longer any danger of being sucked under or struck by the ship's screws. If uninjured and not wearing flotation gear, he should immediately begin looking for a lifeline thrown from the ship. If flotation gear is not in sight, trouser inflation will provide effective water wing support. Strength and energy must be conserved! If it is questionable whether or not a lifering being blown away can be retrieved, it should be remembered that an exhausting chase may consume more strength and energy than can afford to be lost. If the man-overboard is wearing a lifejacket and finds that his swimming ability is impaired, he should forget about his mobility. Flotation gear is the biggest single factor in favor of survival at sea. Attempting to keep his ship in sight is another way for the man in the water to waste valuable strength. By and large, a ship maneuvering to return to a victim may well disappear several times in the process. Staying in the immediate area of water entry. will usually enhance chances for recovery, particularly if smoke floats or dye markers were thrown nearby. Failing overboard has always been one of the worst perils of the sea. Fortunately, the chances of a successful recovery in a man-overboard situation are probably better than ever. It is far too frequent that an act of skylarking or lack of attention sets the stage for having a man in the water. Don't let that man be you. Page 9 �to the fff: Time to Act Is Now During the November Convention of the Maritime Trades Department, no issue evoked more concern among the delegates than a report on foreign trade. A resolution adopted unanimously de­ scribed the serious imemployment problems at home being created by the lack of a realistic government policy toward foreign imports and international corporations. At the recent meeting of the MTD Exec­ utive Board, another foreign trade report was presented—this one on multinational corporations. Ilie multinational corporation is some­ thing new. Like heart transplants and miracle drugs, it is a product of the post­ war technology explosion that has developed totally new products and iastitutions. And they continue to increase while their useful­ ness over the long run is subject to a great many doubts in the minds of the experts, the leaders and the people. Multinational corporations are as much a political as an economic issue. National tax laws, foreign investment inducements and restrictions and trade barriers must weigh heavily in a corporation's internation­ al decisions. It is clear, however, that the United States has not reformed its international economic policies in the light of this significant trend. As a nation, we have yet to even formulate decisive gotds and objectives in terms of our national interest and the impact of the multinational corporations.* Another thing also is clear. Multinational corporations are heavily responsible for the export of American jobs, for the export of American technolosr and for the import of products manufactured by low-paid foreign workers. And these imports are, in turn, heavily responsible for the nation's current unem­ ployment problems. The MTD report on the Impact <rf the Multinationals must have made some points. Shortly after it was made public, the august U.S. Chamber of Commerce, in a ponderous statement, declared that such corporations really are a boon and really are helping American workers. The facts belie that statement but it is exactly what could be expected from an organization supported by corporations— and multinational corporations, at that. There is a bill pending in Congressthe Foreign Trade and Investment Act. It is designed to put some controls on the export of U.S. technology, capital and jobs. The MTD strongly supports this bill. The SIU strongly supports this bill. So does the entire labor movement. We sincerely hope Congress vnll take up a full-scale discussion of the measure soon. Too many American workers are still being left on the docks. It is time to act. Salute to A Friend Around the U.S. Capitol where some men gain reputations for their weaknesses. Rep. Edward A. Garmatz was an exceptional man. His was a reputation for decency and quiet efficiency backed by strength of character. Now, Rep. Garmatz, whose friendship for seamen was proved time and time again in his 25 years in the House, and more particu­ larly in his six years as chairman of the Merchant Marine and Fisheries Committee, has declared his intention to leave office at the end of this year. He will be missed. For he was a strong friend of all work­ ing men and women and conscientiously voted on their side. His was a voice for fairness and decency in the treatment of veterans. Page 10 Furthermore he was tireless in his desire to see a rebuilt merchant marine sailing under this nation's flag, and he performed yeoman's service in the legislative battle to obtain passage of the Merchant Marine Act of 1970. One of his trademarks was the little Black-eyed Susan he wore pinned to his left lapel. And its absence from the House of Representatives next year, will mean the absence of a good and decent man who never forgot his upbringing as a 37Vi-centan-hour-electrician, nor did he forget the people he knew at the bottom of the eco­ nomic ladder. _ The maritime industry and maritime la­ bor owe him much and will remember him with warmth and affection in his retirement years. Assistance To the EditoR My friend Seafarer Charles Hamflton passed away in my home cm October 7 and I ncv^ed John Dwyer of the Seafarers Welfare Plan. Mr. Dwyer made all of the arrangements fcxr burial and it was as dignified as any burial could be. The Seafarers Welfare Plan and Mr. Dwyer have my thanks along with the tha^ of my faniily for the^ way everything was handled.i« ' J liminAB H. Ck»i^ Imig Uaiid Future Secure To the Editor: ,^ I want to express my tqypredaticm to both the Seafarers' V and die Great Lakes Tug and Dredge Pension Plans for their thoughtfulni^ in sending my Jami^ pension cl^ks in time for the past holiday season. You have no idea how secure it is to know that my ; ; future income can be counted cm each and every mcmth. I Hiank you for every ccmsideraitioa. Gabriel Oisen Chicago, m. SIU the Best m To die Edttmn ; Being a past rnmuber ai the SIU and now m the hotel land tavern business, of which all of my employees belcmg r|to the union, I want to thank the members and officers of, %ffie SIU for having the best unicm in the country. I found it the best of any that I have belonged to. I also want to thank you for the Log which I read and •••rin ithen pass it on to a fdlow SIU member here in Erie. r ^ ^" ^ 'v •: . : Tony Miuiiaiegfan ' :• '""r ii;-/' Velum* XXXIV. No. 2 Fabruary, IT72 SEAFARKKS^LOO Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Executive Board Paul Hall, PresidiHl Cal Tanner, Execmive Vice-PreiiJent Earl Shepard, Vitt-PresidtMl AI Kerr, Secrelarj/'Treasurtr Lindsey Williams, Virt-Prejidml AI Tanner, Vice-Prisidtnl Robert Matth^s, Vict-Presidmt Published monthly at 810 Rhode Island Avenue N.E., Washington, D.C. 20018 by Seafarers International Union, Atlantic, Gulf, Lakes and In­ land Waters District, AFL-CiO, 675 Fourth Avenue, Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Washington, D.C. Seafarers Log • �AFL-CIO Tells Congress Export Bill Is 'Unworkable In testimony before a Senate subcommittee on foreign trade, AFL-CIO Legislative Director Andrew J. Biemiller said that legislation now before Con­ gress that seeks to stimulate American exports is well intentioned, but is misdirected. The rise of multinational firms, managed economies, nontariif barriers and high speed international transportation and communications have made the proposed legislation "unwork­ able," BiemUler said. "Unfortunately," Biemiller said, "during the past decade the major exports of the United States have been America's technology, capital, production and jobs . . . major industries of the United States are now located in virtually every country on earth." U.S. vs. U.S. U.S. companies, according to Biemiller, are now competing from abroad with American exports at home, and on top C.| . ^ Taxation of U.S. corpprtations' overseas op­ erations so that they more closely relate to the tax domes­ tically. ^ Regulation of the tor­ rent of imports that have smothered U.S. production and cost hundreds of thousands of U.S. jobs. ^ Regulation of the out­ flow of American cap­ BARBER EQUIPMENT— ital. Wahl Qipper Corp., pro­ ^ Collection of more data ducers of home barber sets. on foreign trade and (Int'l. Assoc. of Machinists labeling procedures to make and Aerospace Workers) sure the proper identification CIGARETTES—R. J. Reyn­ of foreign-made components. olds Tobacco Co.—Camels, ^ Changes in the Tariff Winston, Salem, Tempo, Code to prevent U.S. Brandon, Doral, and Cava­ companies from assembling lier. (Tobacco Workers Un­ products in foreign countries ion) and then labeling them "Made in U.S." and paying only mini­ CLOTHING—Reidbord Bros., Co., Siegal (H. I. S. brahd) mum duty on them. suits and sports jackets, Kayy Establishment of a new nee boyswear, Richmond Foreign Trade and In­ Brothers men's clothing, Sevestment Commission to handle well suits. Wing shirts, Met­ new American trade policies ro Pants Co., and Diplomat and legislation. Pajamas by Fortex Mfg. Co. (Amalgamated C1 o t h i-n g, Judy Bond Blouses—(Inter­ national Ladies Garment Workers Union) CONTACT LENSES AND OPTICAL FRAME S—DalTex Optical Co. Dal-Tex 1968-1971 agreement," recog­ owns a firm known as nition of cost of living in­ Terminal-Hudson. They op­ creases. erate stores or dispense to consumers through Missouri This means, UAW President State Optical Co.; Goldblatt Leonard Woodcock said, that Optical Services; King Op­ only 17 cents an hour was tical; Douglas Optical, and put before the Pay Board for Mesa Optical; Lee Optical approval the first year and Co.; and Capitol Opticsd Co. within the guidelines of 5.5 per­ cent, the amount justified would DINNERWARE—M e t a 1 o x have been 26 cents an hour. Manufacturing Co. (Int'l. Brotherhood of Pottery and "Yet" Woodcock said, "that Allied Workers) 17 cents they rejected and de­ ferred until the second year of FILTERS, HUMIDIFIERS— the agreement. We say that this Research Products Corp. is clearly beyond their statutory (Int'l. Assoc. of Machinists authority." and Aerospace Workers) The UAW contends, also, FURNITURE—^James Sterling that the 5.5 percent guidelines Corp., White Furniture Co., are being applied inconsistent­ Brown Furniture Co., (Unit­ ly and cites the approval of ed Furniture Workers) contracts in railroads and coal to support their contention. The UAW is also charging ^ That there was a "denial of due process" required by the law, including the lack of public hearings, denial of a The AFL-CIO Building and transcript and faulty proce­ Construction Trades Depart­ dures. ^ That the Pay Board is ment has undertaken a restruc­ without authority to re­ turing program designed to give ject the aerospace contracts be­ the department more flexibility cause no proper regulations and strength during the decade governing interest rates and fi­ nance charges have been issued of the '7()s. The Executive Coxmcil of as required by the recent amendment to the law. the Department, at its meeting ^ That it did not support in Bal Harbour, Fla., said mo­ its disapproval by sub­ tivation for the new program stantial evidence and made its sprang from increasing "new decision for administrative and challenges and opportunities of political convenience and not this period." Among the new challenges on facts, and ^ That the aerospace in- presently facing the building ^ dustry is in a "tandem and construction unions has relationship" with the auto in­ been the Nixon Administration dustry and the new agreements efforts to weaken the protec­ completely reflect that relation­ tions of the Davis-Bacon Act ship. and to set up apprenticeship Pay Board Chairman Boldt Defendant in UAW Action Judge George H. Boldt has been named as defendant in a suit filed in U.S. District Court in Washington, D.C., by the United Auto Workers against a ruling of the Pay Board which denied aerospace workers gains negotiated in their 1971 con­ tracts. The suit was filed against Boldt, both as chairman of the Pay Board and as an indi­ vidual. This is the first of two such suits. The second will be filed by the International Associa­ tion of Machinists. The two suits will cover almost 200,000 workers. '• of that "these same foreignbased U.S.-owned plants abroad are now pouring an everincreasing stream of those manufactured goods into the United States. How long can we preserve our factories at home to supply our domestic markets, much less produce for export?" Biemiller declared that for­ eign countries are only too happy to seek U.S. capital and U.S. production facilities, "thus making unnecessary the im­ portation of goods from the U.S." In the face of this situation, the United States cannot de­ pend on "salesmanship" to boost exports and cut down on imports to assure a trade bal­ ance. What is needed, he delared, is correction of the im­ balance that is growing stead­ ily with devastating effects on American jobs and American productive capacity. Among the possible rem­ edies, Biemiller suggested: The UAW is asking for a "declaratory judgment" that the aerospace industry contracts are legal and that the amounts negotiated should be paid, that the Pay Board and others acted unlawfully in denying the pay increase. In addition, the union is seeking an injunction against "preventing the payments of these contracts." Details of SuU The complaint divides itself into five counts. The first is that of the 51 cents new wage money neogtiated in 1971, the union says that 34 cents of this total is "the product of the Meany Terms Exemption Ruling As 'Outrageous AFL-CIO President George Meany called "outrageous" a decision of the Cost of Living Council to exempt from eco­ nomic controls only wages be­ low $1.90 an hour because the decision "unfairly penalizes American workers at the lowest stage of the economic ladder— the working poor." He said that the AFL-CIO "will not accept this decision as final" and added, "we must —and we will—^find a means for overturning it. lUE Joins Fight "The Congress specifically demanded wage control exemp­ tion for the working poor and the Administration deliberately flouted that Congressional man­ date," Meany said. Meanwhile, the International Union of Electrical Workers has filed suit in Federal Dis- February 1972 tnct Court in Washington, D.C., to overturn what it called "let 'em eat cake" exemption level. The exemption should apply to workers paid up to $3.35 an hour, the lUE said. This would mean an estimated 20 million additional workers could re­ ceive pay increases not sub­ ject to the limitations set by the U.S. Pay Board. "Restricting exemption to $1.90 or below is a deliberate attempt to violate the intent of Congress. Since this action was taken by the Cost of Living Council, made up of Cabinet members and other high Ad­ ministration officials, it must be laid at the door of President Nixon himself," lUE Presi­ dent Paul Jennings said. Unfiiir to Labor Do Not Buy LIQUORS—Stitzel-Weller Dis­ tilleries products—Old Fitz­ gerald, Cabin Still, Old Elk, W. L. Weller. (DistUlery Workers) MEAT PRODUCTS—Poultry Packers, Inc. (Blue Star label products). (Amalga­ mated Meat Cutters and Butcher Workmen) Holly Farms Poultry Indus­ tries, Inc.; Blue Star Label products (Amalgamated Meat Cutters and Butcher Workmen) PRINTING—Kingsport Press "World Book," "Childcraft." (Printing Pressmen, Typog­ raphers, Bookbinders, Ma­ chinists, Stereotypers, and Electrotypers) NEWSPAPERS—Los Angeles Herald-Examiner. (10 imions involved covering 2,000 workers) Britannica Junior Encyclo­ pedia (Int'l. Allied Printing Trades Assn.) RANGES—Magic C h e f. Pan Pacific Division. (Stove, Fur­ nace and Allied Appliance Workers) SHOES—Genesco Shoe Mfg. Co—work shoes; Sentry, Cedar Chest and Statler, men's shoes; Jarman, John­ son & Murphy, Crestworth (Boot and Shoe Workers) SPECIAL—All West Virginia camping and vacation spots, (Laborers) TOYS—Fisher-Price toys (Doll & Toy Workers Union) Building Trades initiate Restructuring Program quotas and goals causing prob­ lems to the industry. A seccoid challenge is the growth of non-union contract­ ing, which has caused hundreds of millions of dollars in lost work for union building and construction trades members. The meeting of the Executive Council was chiefly concerned with discussions on productiv­ ity, hours and working condi­ tions as well as greater efficiency on the part of contractors to make union labor more com­ petitive with non-union labor. One of the major decisions already taken by the Executive Council was to call off the De­ partment's national legislative conference this year. Page 11 �-••-jj •' Seafarers Receive Full Books " - •• ""'-'Y ' •' ."• SlU President Paul Hall (center) and Vice President Earl Shepard (third, right) offer their personal best wishes for smooth sailing to each of the members of the first class of full book upgraders to graduate in 1972 in the Port of New York. From left are: P. Kraemer, E. Witte, M. Casey, J. Meyers, Hall, M. OToole, H. Jackson, Shepard, G. Hamilton, and E. Donovan. Seafarer Lou Cirignano Coord'mates Successful NJ. Election Campaign Seafarer Louis Cirignano has campaign coordinator in the put into practice organized la­ successful election bid of Her­ bor's well-publicized theory that bert G. Klein for a seat in the union members should be ac­ New Jersey State Assembly. tive in politics on all levels. Klein, a Democrat, will repre­ During the 1971 elections sent the district of Passaic, Cirignano served as overall Clifton and Little Falls. During the 1971 campaign Seafarer Louis Cirignano (right) looks over a piece of literature with Herbert C. Klein (left), successful candidate for the State Assembly in New Jersey, and Joseph Hirkala, assemblyman, running tor state senator. NEW YORKER (Sea-Land), Aug. 22—Chairman 1. Cox; Secre­ tary V. Sanchez; Deck Delegate G. Sexton; Engine Delegate S. Serio, Steward Delegate J. Robinson. No beefs were reported. Brother C. Martinusson briefed crew on edu­ cational conference. Vote of thanks to the steward department for a job well done. MT. VERNON VICTORY (Vic­ tory Carriers), Sept. 31—Chairman V. G. Grima; Secretary W. Stark; Deck Delegate J. K. Wilson; Engine Delegate J. H. Johnson. Everything is rurming smoothly. Ship in good condition. Good crew and officers. Special vote of thanks to steward department for a job well done. SL 181 (Sea-Land), July 22— Chairman Anthony J. Palino; Sec­ retary G. Walter, Deck Delegate H. B. Gaskell; Engine Delegate Van Whitney; Steward Delegate S. Jack­ son. Repair list was turned in. Some disputed OT in engine department. Vote of thanks was extended to the steward department for a job well done. COLUMBIA (U.S. Steel), Aug. 20—Chairman Chester lannoli; Secretary M. Sospina; Dele Dele­ gate James S. Rogers; Engine Dele­ Page 12 gate W. B. Addison; Steward Dele­ gate Edward F. Castin. The entire crew get along fine, and everything is running smoothly, with no beefs. Vote of thanks was extended to the chief steward for cooking popcorn on movie night. TRANSIDAHO (Hudson Water­ ways), Aug. 29—Chairman Frank Gaspar, Secretary Aussie Shrimpton; Deck Delegate Charles M. Hill. $112 in ship's fund. Every­ thing running smoothly. Some dis­ puted OT in deck department. BRADFORD ISLAND (Steuart Tankers), Sept. 5—Chairman F. R. Chameco; Secretary T. Savage; Deck Delegate David C. LaFrance; Engine Delegate John Ryan; Stew­ ard Delegate Ronald B. Shaw, Sr. $23 in ship's fund. Some disputed OT in engine department. MT. WASHINGTON (Victory Carriers), July 25—Chairman D. Robbins; Secretary O. P. Oakley; Deck Delegate E. F. O'Brien. Dis­ puted OT in each department. Mo­ tion made to have a letter written and signed by each crewmember concerning the closing of U.S. Pub­ lic Health Service Hospitals as a protest to his congressman and sen­ ator. In addition to participating in local politics, Cirignano has ben active in the SIU's beefs and organizing drives and has served as department delegate aboard ship. He is also the SIU's delegate to the Passaic County AFL-CIO Labor Council. At present he is also a mem­ ber of the Passaic Board of the Advisory Committee of the Passaic County Vocational Handicapped School. Cirignano is director of the Summer Youth Program at the SIU's Harry Lundeberg School of Seamanship in Piney Point, Md. He received his B.A. degree at Montclair State College and his Master's degree at Paterson State College. Brother Cirig­ nano specialized in the teach­ ing of handicapped children. Seafarer Cirignano is a vet­ eran of World War II and the Korean War. He is a life mem­ ber of the Disabled American Veterans Chapter I in Passaic, N.J. DEL ORO (Delta), Sept. 26— Chairman Antoine Kerageorgiou; Secretary James Sumpter; Deck Delegate Jerry M. McLean; Engine Delegate Josepha G. Arch; Steward Delegate Gasper Nole. Few hours disputed OT in deck and steward departments. Everything else is run­ ning smoothly. Brother Victor Palombo reported on the benefits of going to Piney Point to learn the history of the SIU and the role it is playing in shaping up the future of the martime industry. HASTINGS (Waterman), , Aug. 15—Chairman J. Kennedy; Secre­ tary G. Trosclair, Deck Delegate Norman L. Bergeron, Sr.; Engine Delegate John M. Burk. This has been a smooth trip again. All re­ pairs have been taken care of ex­ cept for freeing porthole dogs which should be done before next crossing. Few hours disputed OT in deck and engine department. TRANSIDAHO (Hudson Water­ ways), July 17—Chairman Frank Gaspard; Secretary Aussie Shrimpton; Engine Delegate Charles M. Hill. $113 in ship's fund. Everything is running smoothly with no beefs. Motion sent to headquarters re­ garding pension plan. Bennle Kasky Mrs. Esther Kasky asks that you write to her and Stanley Kasky-at 801 Grand, Benton, III. 62812 or call 618-438-3471. James Luther Byrd Your step-mother, Mrs. Clara Byrd asks that you - contact her as soon as possible on some im­ portant matters. Her address is 924 Garden Dr., Baltimore, Md. 21221, telephone No. 686-0717. Rueben Patrick East Your mother, Mrs. Harry K. East, is very concerned about you and asks that you contact her immediately at RL 1, Box 85, Midland City, Ala. 36350 or telephone cdlect at 205-795-3564. Michael Casaie, Jr. Please contact your sister, Miss Pat Casaie as soon as possible at 22 Bartlett St., Beverly, Mass. 09115. Roheit Grayson Joan O'Kray asks that you contact her in regards to an urgent matter at 4075-19th St., San Francisco, Calif. Telephone: 415-431-3700. Noble Dubadaway A check from Seatrain Lines is bein gheld for you at Union Headquarters, 675 Fourth Ave., Brooklyn, N.Y. 11232. Joseph C. Caver Your sister, Winnie Allen, would like to hear from you in care of Joanne McCowan, 6229 Almeda, Genoa Road #16, Houston, Tex. Joseph McDougal Heniy Richardson Vem Bradley asks that you contact him at 2578 Table Rock Road, Medford, Ore. 97501. Fernando MaUonado Your wife, Edna, would like to hear from you as soon as possible at 4934 Walton Ave., Philadelphia, Pa. 19134. Irvin Sprdll Your son, Irvin Sinclair Curtchlow, would like to hear from you. Please contact him through the SIU hall at 115 STEEL DESIGNER (Isthmian), Aug. 8—Chairman Joseph Kalata; Secretary Angel Seda; Deck Dele­ gate J. C. Arnold; Engine Delegate F. Lee; Steward Delegate Herman White, Jr. $6 in ship's fund. No beefs. Everything is running smooth­ ly. Vote of thanks to the steward department for a job well done. TRANSIDAHO (Hudson Water­ ways), Aug. 15—Chairman Frank Gaspar; Secretary Aussie Shrimpton. $112 in ship's fund. No beefs weer reported. Everyhting is running smoothly. Suggestion made that the company install movie equipment aboard ship. NEWARK (Sea-Land), Aug. 15— Chairman D. Dammerer; Secretary Jack Utz. $16 in ship's fund. No beefs were reported. Brother C. Be­ dell discussed the highlights of what is being done at Piney Point. Broth­ er Dammerer read the report from Piney Point concerning guarantees of the SIU contract. Discussion held regarding transportation from ship to gate should be improved in Port Elizabeth, N.J. SEATTLE (Sea-Land), Sept. 5— Chairman Raul Iglesias; S^retary W. Hand; Deck Delegate Vincent Genco; Engine Delegate M. Nettes. Third St., Norfolk, Va. 23510. Telephone 703-622-1892. Robert Morris Please write to J. Cook at 2170 E. Jefferson Ave., Detroit, Mich. 48207. Jack E. Gervais Your mother would like to hear from you at Rt. 1, Box 252, Boomer, N.C. Robert Colanti Please contact E. Burke at 5014 Los Cayotes, Apt. 3, Long Beach, Calif. Tony Pacunas Please contact Joseph Wilaszak at the USPHS hospital in San Francisco. MARAD Strives For Better Ships The Maritime Administra­ tion (MARAD) has undertaken a multi-facet project to gather and interpret data on ocean waves with a view toward bet­ ter ship construction. "Improved merchant ship de­ signs, particularly for vessels transiting the North Pacific in the Far East and Alaska trades," will be the end project of this research said MARAD Assistant Secretary of Com­ merce A. E. Gibson. An award of a $282,000 two-year contract by the agen­ cy to the Sea Use Council, a group formed by Alaska, Wash­ ington, Oregon and Hawaii to coordinate the regional oceangraphic studies, marked the beginning of the project, Gib­ son explained. Sea Use Council will oversee the entire project. This study will also provide essential data for use in design­ ing open-sea offshore platforms and routing ships in the North Pacific and Alaska trades. Disputed OT in deck and engine de­ partments. Vote of thanks to the steward department for a job well done. SL 181 (Sea-Land), Sept. 5— Chairman Anthony J. Palino; Sec­ retary G. Walter; Deck Delegate Horace B. Gaskill; Engine Delegate Van Whitney; Steward Delegate Stonewall Jackson. $ 11 in ship's fund. Some disputed OT in engine department, everything else running smoothly. SEATRAIN CAROLINA (Hud­ son Waterways), Aug. 29—Chair­ man Richard Whitney; Secretary T. Ulisse; Deck Delegate B. A. Granberg; Engine Delegate C. L. Raulerson; Steward Delegate J, Bennett. $19 in ship's fund. No beefs were reported. Vote of thanks to the steward department for a job well done. SAN FRANCISCO (Sea-Land). Aug. 1—Chairman Malcolm Woods; Secretary Henry A. Galicki; Steward Delegate E. M. Cullerton. No beefs were reported. $706 was collected for the widow of Brother Hendricks, 3rd cook, who passed away at sea last trip. Vote of thanks to the steward department for a job well done. irers Log i �HLS Marifime Musuem Adds Parsons to Fleet Much in the same way that the American bald eagle, the whooping crane and the West­ ern wild horse are slowly be­ coming extinct, so too are many of the uniquely designed commercial sailing crafts such as the long canoe, bugeye, pungy-schooner, skipjack and ram. The Harry Lundeberg School, a merchant marine training facility, wants to do all it can to preserve these disappearing vessels of bygone days. TTirough this philosophy, a living mari­ time museum has been estab­ lished at the school's Piney Point, Md., location on the banks of the Chesapeake Bay. The latest addition to the school's historic fleet is the bug­ eye, Dorothy A. Parsons. "She's the last of the Mohicans, so to speak. A few more- years and we won't see any more of these old boats on the Bay," said a school ofiicial. The bugeye used to be the best known of all Bay-type crafts. Today, only two of these renowned work­ horses are believed to be in existence. The other is at the Chesapeake Bay Maritime Mu­ seum, also in Maryland. With the development and growth of the log canoe, the bugeye emerged in the early 1860s. Log canoes were used by the American Indians long before the first white settlers arrived on the Chesapeake Bay. Scottish Origin M. V. Brewington, the author of Chesapeake Bay Log Canoes and Bugeyes, believes the term "bugeye" was Anglicized from two Scottish words, "bucklar," the name of an 18th century smuggling boat and "buckie" the Scottish word meaning oyster shell. "Immigration from Scotland brought a large number of per­ sons to Maryland, and it is pos­ sible the similarity in appear­ ance of the hull and its profile of the Scottish boat may have brought about comparisons which resulted in the American name," Brewington wrote. The bugeye seldom ventured beyond the Chesapeake waters, where it was mainly used to dredge oysters. Watermen pre­ ferred it over other types of dredging crafts. Its smart ap­ pearance, speed and seaworth­ iness helped the boat gain an international reputation. The bugeye reached its peak of con­ struction during the middle of the 1880s. However, with the appearance of the skipjack, a cheaper-built craft, the demand for the bugeye steadily de­ creased. Some yachtsmen converted the obsolete bugeye into a pleasure craft. It proved to be notably worthy with its simple rig which required only a few hands to operate and sailed well under any two of its three sails. The Dorothy A. Parsons was built in 1901 by B. P. Miles of Oriole, Md., and Home-ported at Cape Charles, Va. Although used in the coasting trade and for mackerel fishing, the 82foot long boat was used pri­ marily as a "buy boat" in the oyster industry. During the off­ season, she freighted fruit and farm produce to Baltimore. "Not only do they (the ships) set the right nautical tone for our school . . . they represent an ancient art of building that is part of our Chesapeake Bay heritage," a school official ex­ plained. Thus, the Dorothy A. Par­ sons joins the school's living tribute to the great sailing ships of the past. NEWARK (Sea-Land), Sept. 12— terways), Sept. 26—Chiarman W. Chairman D. Dammerer, Secretary Wallace; Secretary N. F. Hatfield. J. Utz. $16 in ship's fund. No beefs. Disputed OT in deck and engine de­ Everything is running smoothly. partments. ANCHORAGE (Sea-Land), Sept. Ship's delegate read the report of workshop from Piney Point con­ 5—Chairman Bobby Gallain; Secre­ cerning SIU contract and education. tary J. Roberts. $26 in ship's fund. All hands voted to concur with re­ No beefs. Everything is running smoothly. ports. MAIDEN CREEK (Sea-Land). OVERSEAS ALASKA (Mari­ Aug. 22—Chairman O. C. Cain; time Overseas), Sept. 5—Chairman Secretary Joseph E. Hannon; Deck T. Trainor; Secretary D. Gardner. Delegate W. E. Reeves; Steward Disputed OT in deck department. Vote of thanks to the steward de­ Delegate Walker Wilson. Every­ thing is okay. Vote of thanks to partment for a job well done. the steward department for a job CITIES SERVICE MIAMI (Cit­ ies Service), Sept. 12—Chairman well done. OVERSEAS PROGRESS (Mari­ Alphonse Fruge! Secretary Robert time Overseas), Sept. 19—Chairman E. Fowlkes; Deck Delegate Robert John Logan; Secretary James Prest- Lambert; Engine Delegate Theo­ wood; Deck Delegate D. Harrison; dore R. Marting; Steward Delegate Steward Delegate James Perryman. Emanuel Lowe. $80 in ship's fund. Some disputed OT in deck depart­ Some dispute OT in deck depart­ ment. Vote of thanks to the stew­ ment. ard department for a job well done. MISSOURI (Ogden Marine), INGER (Reynolds Metal), Sept. Aug. 29—Chairman J. Skinner; 5—Chairman Marion E. Beeching; Secretary W. Miles; Deck Delegate Secretary D. Martinez; Deck Dele­ William R. Dawson; Engine Dele­ gate J. Bennett; Engine Delegate J. gate J. M. Demouy; Steward Dele­ Laningham. $21 jn ship's fund. No gate R. H. Taylor, Jr. $22 in ship's beefs and no disputed OT. Every­ fund. No beefs were reported. thing is running smoothly. DEL ORO (Delta), Aug. 22— TRANSOREGON (Hudson Wa­ Chairman Antoinne Kcrageogiau; February 1972 The top photo shows the Dorothy A. Parsons, the former oyster dredging boat and pleasure craft, awaiting repairs and restoration on the docks of the Lundeberg School. The bottom photo Is the Parsons as she appeared In 1951 sailing Virginia's Rappahannock River. The HLS Museum plans to restore the vessel to her former beauty and preserve as a living reminder of days gone by. Secretary James Sumpter; Deck Delegate Joseph D. McPhee; Engine Delegate Joseph G. Arch; Steward Delegate Robert V. Kennedy. $7 in ship's fund. All beefs were taken care of by boarding patrolman. Re­ pairs have also been taken care of. OGDEN WABASH (Ogden Ma­ rine), Aug. 29—Chairman Walter W. LeClair; Secretary F. Mithcell; Deck Delegate John Matkoski; En­ gine Delegate John Wallack; Stew­ ard Delegate Edward Laberrere. $10 in ship's fund. No beefs were reported. TRANSHAWAII (Hudson Wa­ terways), Sept. 26—Chairman Ed­ ward F. Wallace; Secretary W. Seltzer; Deck Delegate D. C. Gatewood; Engine Delegate Pedro Marcial; Steward Delegate E. Pappas. No beefs, everything is running smoothly except for some disputed OT in deck and engine departments. LA SALLE (Waterman), Sept. 19—Chairman W. J. Taylor; Sec­ retary F. Fletcher; Deck Delegate James W. Galloway; Engine Dele gate Joseph C. Cyr; Steward Dele­ gate F. Fletcher. $25 in ship's fund. No beefs were reported. Vote of thanks to the steward department for a job well done. YORKMAR (Calmar), Aug. 12— Chairman I. S. Moen; Secretary S. Gamer; Deck Delegate N. Kneckman; Engine Delegate J. H. Mc­ Donald; Steward Delegate L. Gadson. Everything is running smoothly with no beefs. Vote of thanks was extended to the bosun and entire steward department for a job well done. DETROIT (Sea-Land), Aug. 15 —Chairman J. Bekiaris; Secretary B. B. Henderson; Deck Delegate J. McLaughlin; Engine Delegate J. Jones; Steward Delegate R. L. Sav­ ior $1 in ship's fund. No beefs were reported. STEEL TRAVELER (Isthmian), July 4—Chairman Cecil Diltz; Sec­ retary I. R. Llenos. $12 in ship's fund. No beefs were reported. Ev­ erything is running smoothly. TRANSPACIFIC (Hudson Water­ ways), Sept. 19 — Chairman F. Gosse; Secretary M. Bugawan; Deck Delegate Charles F. Mann; Engine Delegate J. R. Brown; Steward Delegate James Armstrong. No beefs were reported. Vote of thanks to the steward department for a job well done. YELLOWSTONE (Ogden Ma­ rine). Sept. 12—Chairman D. Mer­ rill; Secretary George Luke; Deck Delegate Joe Cane; Steward Dele­ gate William Gonzalez. No beefs and no disputed OT. Everything is running smoothly. Vote of thanks to the steward department for a job well done. OVERSEAS ARCTIC (Maritime Overseas), Oct. 3—Chairman Bob Pope; Secretary Stanley F. Schuyler; Deck Delegate George Baker; En­ gine Delegate Dominick Orsini; Steward Delegate Richard Volkerts. $67 in ship's fund. No beefs. Everythine is running smoothly. COLUMBIA (Ogden Marine), Aug. 29—Chairman Chester lannali; Secretary M. S. Sospina; Deck Delegate James S. Rogers; Engine Delegate William B. Addison; Stew­ ard Delegate Edward F. Costen. No beefs. Everything running smoothly. Good crew on board. WARRIOR (Sea-Land), Sept. 19 —Chairman B. E. Swearingen; Sec­ retary Eloris B. Tart; Deck Dele­ gate W. Miller: Engine Delegate Robert Miller; Steward D.legate I. Garcia. Some disputed OT in deck and engine departments. The members aboard ship were glad to have the union officials tell them what the score is at Piney Point. Page 13 �Look Who Runs the Labor Department The following story on the hierarchy of the U.S. Depart­ ment of Labor was researched and reported by Harry Conn of Press Associates Inc., a Wash­ ington-based news service that specializes in the labor news field. The U.S. Department of La­ bor, created in 1913 to protect the interests of working people, . has rarely been imder as much fire for teing pro-business and pro-management as it is today. A survey of the key policy­ makers of the Department pro­ vides a logical explanation; it reads like a "Who's Who in Business." Almost all of the top De­ partment ofiScials come from Big Business, only a handful are career government officials and those with trade imion background are almost singular exceptions. Secretary of Labor James Day Hodgson came to Wash­ ington to join the Nixon Ad­ ministration with a background of 28 years as an executive of the Lockheed Corporation. He was vice-president in charge of industrial relations at the time he was named Under Secretary of Labor by President Nixon. Hodgson reached right into Lockheed for one of his top assistants. Prior to joining the Department in 1970, William H. Schmidt, Jr., served as cor­ porate information director for Lockheed. E. Carl Uehlein, executive as­ sistant to Hodgson, was with a Massachusetts law firm where he specialized in labor law, largely with management clients. The Special Assistant to the Secretary for Legislative Affairs, Frederick L. Webber, held a legislative liaison post with the National Forests Products As­ sociation, the trade organization of the lumber industry. Under Secretary of Labor Laurence H. Silberman prac­ ticed law in Honolulu, special­ izing in labor law. He won his corporate credentials since his practice was heavily weighted toward management and busi­ ness. Silberman's executive as­ sistant, Richard J. Wise, was assistant director of industrial relations for the John Han­ cock Life Insurance Company with offices in Boston. One Labor Man The line-up of Assistant jSecretaries of Labor could reason­ ably be expected to hold posts with the Department of Com­ merce. But Labor? The only exception is W. J. Usery, Jr., Assistant Secretary for LaborManagement Relations, who was Grand Lodge Representa­ tive of the International Associ­ ation of Machinists. Frank G. Zarb, Assistant Secretary for Administration, has a background of invest­ ment banking houses including CBWL-Hayden, Stone, Inc., where he was executive vicepresident; C o g a n, Berlind, Weill & Levitt, Inc., as senior vice-president, and with Good- Page 14 body & Co. For five years he was with the industrial relations department of Cities Service Oil Company. Assistant Secretary for Oc­ cupational Safety and Health George C. Guenther was presi­ dent of the John H. Guenther Hosiery Co., in Reading, Pa., where he was successful in keeping the American Federa­ tion of Hosiery Workers from organizing his employees. Malcolm Lovell, Assistant Secretary for Manpower, lists among his credentials 12 years in management capacities with the Ford Motor Co., and man­ ager of employee services for American Motors Corporation. Impressive Credentials Hodgson recently reassigned^ Assistant Secretary Richard J. Grunewald to head Employ­ ment Standards. He served from 1956 to 1971 with the Olin Corporation in New Haven, Conn., the last six years as vice-president for adminis­ tration. Former Assistant Secretary Jerome M. Rosow was with Standard Oil of New Jersey for 16 years prior to being named to head policy, evaluation and research. He recently returned to Standard Oil. One of the most important posts in the Department is that of Solicitor. It is currently be­ ing filled by Richard F. Schu­ bert. He joined Bethlehem Steel Corp., in 1961, was promoted to assistant manager of labor relations in 1966, where he served until he joined the Nixon Administration. Donald M. Irwin, who was Deputy Under Secretary for In­ ternational Affairs until his re­ cent appointment as Chicago regional director for the De­ partment, held top offices with Chrysler, Deere & Co., and Hawaiian Airlines. John Wilks, director of the Office of Contract Compliance, operated his own public rela­ tions firm in the San FranciscoOakland area where he had such clients as Standard Oil of California, Chrysler, Safeway Stores and F. W. Woolworth. John L. Blake, director of the Job Corps, came to the De­ partment from his post as as­ sistant secretary for the Marine Midland Trust Company of Rochester, N.Y. In addition to Usery, only two other higher Labor De­ partment officials have trade union backgrounds: Deputy Assistant Secretary of Labor for Manpower Paul J. Fasser, Jr., from the Steelworkers, and Assistant Manpower Admin­ istrator Robert J. Brown, who held posts with the United Auto Workers and the Min­ nesota CIO in 1952-53. These are the men who de­ termine policy for the Depart­ ment of Labor, which was created "to advance the public interest by promoting the wel­ fare of the wage earners of the United States, improving their working conditions, and ad­ vancing their opportunities for profitable employment." Hodgson Forecasts End Of Free Collective Bargaining In the lead story on this page Secretary of Labor James D. Hodgson is described as being "business oriented." In a recent address delivered in Washington, D.C. Hodgson said much to verify this point. He brought his proverbial crystal ball out to see what the world work would be 20 years from now and reported his findings to the White House Conference on the Industrial World Ahead. Free collective bargaining, as we have known it, is not in the future, Hodgson told the in­ dustrialists attending the conference. He predicted that the right to strike will be sharply curtailed, especially what he calls "the big, crippling strike." He declined to draw a line separating the "big, crippling strike" and the not so-big crippling strike, but predicted that, either by legislation or the parties them­ selves, changes will be made. He added fuel to the Administration's con­ tention that large wage settlements are the primary reason for inflation. And he predicted that these "inflation-inducing" wage settlements will be outlawed. Questions Ri^t to a Job Hodgson then posed this question: "What shall be an American's right to have work?" In an Administration that has succeeded in doubling the number of unemployed, the secre­ tary should be placed on the spot by his own question. However, not with this answer: "Today some are suggesting a guarantee of jobs for all. But while nearly all accept the desirability of expanded employment opportu­ nity, the disincentive and cost features of guar­ anteeing a job is still questioned by many of us. "Though much of the rhetoric in this sphere still centers on rights, most of the responsive action centers on existing opportunity. Certainly the federal government is pursuing an ever more active role in economic affairs with employment stimulation as one of its main goals." "Keeping employment levels high is surely becoming an ever higher priority issue in the national consciousness." Hodgson also sidestepped another questitm he raised on the "obligation to work." He answered that "the controversy may center less on whether to adopt it in principle than on how to make it work in practice. And that, it must be said, will be far from simple." Entire Conference Disputed The whole makeup of the White House con­ ference was brought into question by Sen. Fred Harris (D-Okla.). More than 1500 attended the conference at the invitation of the White House, but Harris protested in a letter to Hodgson that missing from the list were union leaders, environmental experts, consumer activists, minority group spokesmen and public interest group members. "Without these men and women, the con­ ference stands as a platform for advocates for the industrial status quo—one disturbing to more and more Americans." He called it a serious imbalance. Labor Unions Approach '72 Elections Optimistically Organized labor is looking optimistically-to the 1972 elec­ tions. Whatever the outcome of the presidential race, the odds are greatly in favor of the 93rd Congress being more Democratic—and more prolabor. Such a prospect is in direct contrast with the 1970 election when it was feared the GOP would take over Congress, es­ pecially the Senate. With a 57 to 43 Democratic edge, the Republicans needed to pick up eight seats. They picked up a net of two and President Nixon was forced to claim that he had won an "ideological majority", a con­ tention which the Democrats rejected. '72 Ontiook Bright In weighing prospects for the the 1972 elections, both the domestic economy and the in­ ternational situations are' ex­ pected to be vital factors. But there are two new elements which could be decisive—fhe farm revolt and the 18-year-old vote. Most observers have con­ firmed that there is bitter feel­ ing in the Midwest farm belt toward the Administration be­ cause of dropping farm prices. This is one of the reasons that Nixon pushed for a more ag­ gressive Secretary of /Agricul­ ture. However, the fact that Earl Butz, the new Secretary, is tied up so closely with the agri-business community is not expected to help. The 18-to-21-year-old vote has dimensions which could re­ shuffle the entire political pic­ ture. There are 25 million young people in this group. Congressional Quarterly reports that polls and the census indi­ cate that about 65 percent are expected to register and about 42 percent of the 25 million will actually vote. Registration figures as of November, 1971, indicate that those young people who de­ clare their political allegiance are going Democratic by 2 to 1. Organized labor and the Dem­ ocrats are expected to push heavy registration drives. Up For Grabs The most obvious Senate targets of the Democrats in 1972 are three Repiiblican va­ cancies. Senators Karl Mundt of South Dakota, John Sher­ man Cooper of Kentucky and Len Jordan of Idaho are not expected to seek re-election. Only Cooper, of the trio, has had labor support. Democratic Senator Clinton P. Anderson of New Mexico is retiring. Strong Democrats— Attorney General David Norvell, former governor Jack Campbell and Jack Daniels— are expected to vie for the Democratic nomination. Also not seeking re-election is Sena­ tor Fred Harris of Oklahoma. Rep. Ed Edmondson is consid­ ered the most likely Democratic nominee, but he faces opposi­ tion in the primary. All is Not Rosy Four other Republican Sen­ ate seats are rated as "possible" and are held by opponents of organized labor. They are Carl Curtis of Nebraska, James Pearson of Kansas, Robert P. Griffin of Michigan and Jack Miller of Iowa. Two other Republicans must also be listed as prime targets. Senator John Tower of Texas could be opposed by former Senator Ralph Yarborough and Senator Strom Thurmond of South Carolina may well find a strong opponent in former governor Robert McNair. If all this looks too good for Democrats and organized la­ bor, there is another side of the coin. Some friends of labor are in trouble. They include Senator Claiborne Pell (D-R.I.) and Senator Thomas J. Mclntyre (D-N.H.). The House is far harder to gauge in the 1972 elections. Americans for Democratic Ac­ tion estimates that 40 conserv­ atives can be defeated. Seafarers Log '' III �I A Stout Defender Returns to America Like many of her sister SlU-contracted ships, the Mohawk (Ogden Marine, Inc.), is a vital link in the chain of civilian American-flag vessels servicing farflung U.S. military outposts around the world. Built in 1945, the Mohawk is a converted C-4 freightship—one of 106 commercial U.S.-flag vessels currently under charter to the U.S. Navy's Military Sealift Com­ mand. This fleet of ships—dry cargo vessels, tankers, and vessels used to support oceanographic research—^is part of our country's active "fourth arm of defense." More than 94 percent of the total outbound military cargo leaving from U.S. ports last year was transported on ships of the U.S. merchant marine. The Mohawk is a proud ship performing an important task and when she dropped anchor after a recent four month voyage throughout the Far East at the Military Ocean Terminal in Bayonne, New Jersey all hands re­ ceived another "job well done." Early In her sailing career the Mohawk's ladder gate leading below to the engine room was decorated with the hand rolled and welded letters "SlU" by a metal craftsman who sailed as a member of one of her first crews. The handiwork is a unique trademark for a fine ship. Mohawk cook L. Dekens (left) and utilityman J. Fernandas take short break in galley now that noontime meal has been served. G Bradley (left, standing) and S. Hewitt talk with SlU Rep­ resentative Bill Hall. Both men are recent graduates of the SlU's Harry Lundeberg School, and Brother Hewitt has just completed his first trip. SlU Headquarters Representative Bill Hall (standing, right) discusses maritime problems dur­ ing shipboard meeting aboard the Mohawk. Page 15 �National Geographic Story Features HLS Known for its colorful and in-depth informative features. National Geographic magazine in its February, 1972 issue presents a special article, "Maryland On The Half Shell" which is of interest to Se^arers. In this 41-page expository, particular mention is given to the Harry Lundeberg School. Below is an excerpt: "Near Piney Point on the Potomac, not far from St. Mary's City, where English colonists established Maryland's first capital in 1634, a small forest of masts symbolizes the re­ gion's seafaring tradition. The masts rose above the Harry Lundeberg School, run by the Seafarers International Union and the shipping companies with which it has contracts. Ad­ ministrator Ken Conldin explained the school's mission: To guide and encourage those seeking careers at sea, and to help those already in the profession to gain greater skills.' "Each year, Mr. Conklin said, more than 1,000 young men graduate from Lundeberg. To train its students, the school has assembled an impressive fleet of vessels. Largest is the 258-foot steam yacht Dauntless, the former Delphine, commissioned by automobile maker Horace Dodge, who died without ever seeing it. At the Lundeberg piers I also saw the yawl Manitou, often sailed by President John F. Kennedy, and many other craft, some fitted out as floating schoolhouses." Congressman Louis Stokes (D-Ohio) greets students from the Harry Lundeberg School at a luncheon In Washington, D.C. sponsored by the' Maritime Trades Department, AFL-CIO. From the left: James Oliver, Ricky Vienna, Stokes, Alexander KlaneskI, and Jason Parker. Stokes Cites Need to Keep Lakes Operating Year-Round The need for technology to keep ports open and working year-round on the Great Lakes is of grave importance to the rebuilding of the American-flag fleet there, said Rep. Louis Stokes (D-Ohio). "We will have to do some­ thing about the winter closing of ports and canals. We are close to finding the right ways to do it," he said. The benefits of a year-round port operation would be two­ fold, the congressman explained. First, with longer months for shipping, companies would re­ ceive a greater return on original investments. Secondly, the back­ log of commodities that wait on the docks for the break in the season or to be sent by rail or truck around the ice-clogged lakes would be reduced. "There are unexplored po­ tentials, untapped markets in the Great Lakes and we need some dedicated application to attracting them to U,.S.-flag shipping if we are again to see a healthy Great Lakes fleet left under the American flag," Rep. Stokes said. New Technology Needed New technology, "perhaps in the form of new barges" is needed, he said, with reference to the "aged and decrepit" ships that now sail the Lakes under the American flag. Rep. 'Stokes also called for new subsidy legislation that Fire Fighters Call for National Fire Academy The International Association of Fire Fighters, AFL-CIO, has called upon the federal government to sponsor a National Fire Academy to "help rectify a tragic case of neglect, in which lives and property are sacrificed needlessly to fire." "takes into account the special The union, whose more than 156,000 members include most of nature and special problems of the professional fire fighters in the nation, said in testimony pre­ our Fourth Seacoast." pared for delivery before the National Commission on Fire Pre­ He added that million vention and Control, which is holding hearings on the state of tons of cargo sailed from the U.S. firefighting and prevention services: Lakes to Europe during 1971, "We are constantly appalled by the contrast between federal and "not a single pound traveled government assistance, through the Department of Justice and the under the U.S. flag." Federal Bureau of Investigation, to local law enforcement agencies, "It is proof that we have not and the lack of any on-going programs of assistance, financial or put the Merchant Marine Act programmatic, to local fire departments. It is a tragic case of of 1970 to work in the Great neglect, in which lives and property are sacrificed needlessly to Lakes area, and I feel it is time fire." for us to begin to correct that At present, the imion charged, "there is no national leadership, oversight," Stokes said. no re^ clearinghouse, no central focus for providing suggested Failure to conect this situa­ minimum standards, or uniform training methods, or recom­ tion would cause a "worsening mendations for administrative improvements, or guidance to com­ of all the problems with which munities on getting more for their money in fire fighting equip­ U.S.-flag shipping on the Lakes ment. is aflflicted," he said. "All these things are urgently needed—not sometime, but now. Also, the rates of the rail- The creation of an adequately-financed National Fire Academy is (Continued on Page 18) the best way of achieving them." The proposed academy, the union suggested, should be mod­ eled on the FBI Academy, which gives police officers short, inten­ sive training courses and encourages the trainees to teach in their own police forces. Coaiifion Formed to Block Proposed Cutback in Nation's Railroad Service Members of railroad labor. trustees also want to lay off Congress and a state govern­ nearly 10,000 PC employees. ment have formed a coalition In its order, ICC proposed a to stem a mounting threat of new "short form" whereby drastic new cuts in rail service railroads can drop lines almost all across the nation. immediately when "no serious The coalition was formed public opposition is seen." A as the result of two develop­ second "modified" form would ments which are seen as omi­ let carriers discontinue service nous signs for the future of that annually averages 34 cars economy. or less of freight per a mile. The first was the announce­ Abandonment would be imme­ ment by the Interstate Com­ diate unless opponents could merce Commission back in quickly produce "substantial" mid-January that it has adopt­ countering evidence. ed new procedures to make it Restraining Order Issued possible for railroads to aban­ Donald S. Beattie, executive don freight operations more secretary of the Congress of easily. Railway Unions, warns that the The second development new procedures "could lead to was the filing of a report by abandonment of more than 20 the trustees of the bankrupt percent of existing U.S. rail Penn Central calling for a 45 lines." percent slash Ln its giant 20,Attorney William P. Ma000-mile system, which en­ honey for the CRU, composed compasses about two-fifths of of six rail unions, and the all U.S. rail mileage. The State of Pennsylvania have so Page 16 far succeeded in holding up the procedures by obtaining a re­ straining order from U.S. Dis­ trict Court Judge Michael H. Sheridan in Harrisburg, Pa. Their suit against the ICC will now go to a special threejudge federal panel in Penn­ sylvania, with Sheridan as one of the judges. Three other states—Kansas, Nebraska and Illinois—have petitioned to in­ tervene in support of the plain­ tiffs when the case is tried on its merits. Mahoney and the Pennsyl­ vania Public Utilities Commis­ sion sought the restraining or­ der on grounds the ICC's ac­ tion was "illegal" because pro­ cedures were announced with­ out allowing a hearing as re­ quired by the Administrative Procedures Act. In the trial they will charge the agency il­ legally is "trying to rewrite the Interstate Commerce Act." Scholarship Plan Info i Beginning June 1, 1972, the Seafarers International Un- ^ ion will undertake a new scholarship program designed to | give professional Seafarers who missed an education an opportunity to earn a high school diploma. Developed by Miss Hazel Brown, Harry Limdeberg School Director of Education, and her professional staff, the scholarship plan will be available to all Seafarers. In­ terested members will be given a specially-developed test to determine the amount of study each will need in order to take the high school equivalency examination. For further information on this innovative program, clip the coupon below and mail it to Miss Brown. Miss Hazel Brown Director of Eihicatloa The Harry Lundeberg School Piney Point, Md. 20674 Please send me more information about the H^ School Scholarship Program. Name .. Address City State Zip Code �I It %i.r Hearings are in progress now in the House Merchant Marine and Fisheries Committee on H.R. 12324, which would require that 50 percent of all oil imports be shipped in American-flag ships, and which SIU supports. Members of the House Merchant Marine and Fisheries expressed displeasure with testimony given Feb, 24 by Ralph Snyder, Acting Director of the Office of Oil and Gas, U.S. Department of Interior. Mr. Snyder opposed H.R. 12324 on the grounds that it would be contrary to the U.S. policy of inter­ national free trade and that it would increase the cost of oil to the American consumer. However, when questioned by committee members, Mr. Snyder admitted that the Department had not done studies to substantiate the claim. 50-50 Oil Bin Rep. John D. Dingell (D.-Mich.) pointed out that we have 750,000 deadweight tons in tanker lay-up. He went on to say that Japan, France, Sweden and Great Britain impose a 50 per­ cent shipping requirement on imports. The committee has spent nearly a year considering ways to increase use of U.S.-flag ships for cargo as a step toward improving the national economy and in the interest of national defense. The hearings on this important bill are continuing. A report on the hearings appears in this issue. The SIU is currently following with great interest the Foreign Trade and Investment Act of 1972, S. 2592, introduced jointly by Sen. Vance Hartke (D-Ind.) and Rep. James Biurke (DMass.). S. 2592 deals with the growing crisis in international trade, a crisis that has a direct impact on the livelihood of the American Seafarer and the future of the martime industry. It has as its goal the restoration of America's economic health and of a favorable balance in international trade and investment. It would stem the rising tide of imports, which adversely affect the U.S., and would control the activities of multinational corporations, which contribute greatly to the export of American jobs and technology. S 2592 has been referred to the House Ways and Means Committee. The SIU also supports a bill introduced by Rep. Garmatz (DMd.), and Rep. Thomas Pelly (R-Wash.), H.R. 12886, to amend the Merchant Marine Act of 1920 (The Jones Act) to include the Virgin Islands. The Jones Act, designed to protect domestic shipping in our domestic waters, excluded the Virgin Islands, but the President was given executive authority to include the Islands in the future. No President has ever chosen to do that. Thus, this Virgin Islands loophole remains one major breach in the law and could be used, for example, as an excuse for shipping Alaskan oil in foreign-flag tankers. The oil could be moved from Alaska to the Virgin Islands on foreign flag tankers, refined, then moved to the mainland of the United States again on foreign tankers. H.R. 12886 has been referred to the Merchant Marine and Fisheries Committee. No hearings have been scheduled yet. Route of a Bill Seafarers should know that in one session of Congress, more than 1,000 bills will be introduced in the House of Representa­ tives. About one-fourth of that number will be introduced in the Senate, After it is introduced, a bill is numbered, referred to the appropriate committee for consideration, labeled with the spon­ sor's name and sent to the Government Printing Office so that copies can be made for study and action. Many bills each session are killed at some step in the legislative process, simply because no action is taken. The first committee action on a bill usually is a request for comment by interested agencies of government. It may be con­ sidered by the full committee or the chairman may assign it to a subcommittee. Hearings may be public, closed (executive session) or a mixture of both. The subcommittee considers the bill and reports to the full committee its recommendations and any proposed amendments. The full committee votes on the recom­ mendations. Once the bill is reported out by the committee, it goes to the floor of the House or Senate, where it is discussed and voted on. If there are conflicting provisions in the House and Senate versions, a conference committee of interested senior members of both houses meets to resolve the differences. The conference committee version is voted on by each of the houses and is sent to the President for signature. At any point in Congressional deliberations a negative majority vote can cause the bill to die, and many more die than are passed. (Continued from Page 4) making functicm is a determinaticn thai the Amoican Merchant Marine will speak with cote voice on this important issue. The proUem is so great that indi­ vidual effcMTt cannot solve it, and the council is a symbol the determination of all the mmnbens that the proUem be solved through joint actltm. The Board Governors, which is the ' policy-making body the National Maritime Council, holds meetings quarterly in Washingtmi to coordinate and develop programs for the council. The Board of Governors is comprised of the presidents of 13 U.S.-flag shipping lines, 14 shipbuilding companies and six maritime labor unitms—shipyard, seago­ ing and shoreside. The government is represented by Secretary Gibson^ The 12-man Executive Committee, <rf which President Hall and!are members, meets bi-mcmthly, although in the last few months, we have b^ meeting at least monthly in order to get everyfliing functicHung as quickly as possiUe. The Executive Committee advises die Board of Govenu^ and has the re^iopsibility to ensure the execution of ail m I policies and directives. In addition to the nationwide promo­ tional activities, the National Maritime (Council has set up Re^onal Action Groups in four regions df the Unit^ States—-Esist C^toast, Gtilf Coast, West Coast and the Midwest. These groups will establish and maintain close contact with exporters, importers and freight for­ warders to acquaint them with Americanflag services and enlist their support to promote the use of these services. Each cA the regicHis is actively pursu­ ing these objectives. They have begun by sponsoring local activitieis where shippers, both importers^'and exporters, get together with company and unicm representatives for an evenmg. The most recent of these activities was a dinner sponsored by the East Coast group oa February 2, 1972. Secretary of Com­ merce Maurice Stans was the principal speaker at this kickoff affair in New York. Each cA the other regicxis has held, or is planning to hold similar affairs. In addition to group meetings, the Re­ gional Action Groups are planning "Task Force" visits. On these visits a member of management and a union representa­ tive will visit shipping executives for a face-to-face meeting to encourage use of U.S.-flag shi{». The four consistent themes of these task force visits are: First, sending cargo in U.S.-flag ships protects our commerce from dominance by foreign nations. Second, shipping American is good business since it contributes "Wi ffie fa- (Continued from Page 4) The arrival of the jumbq jets M some cases hias intensified the already existing problems of airport congestion and of tradsportatm to and from aiiporte* Ixmg^^^^ rail passenger tfansportatioh has all but been eliminated by the car and plane, forcing many lines into bankruptcy. In the area of freight transportation, the situation is much the same. The trucking industry is faced with inconsistent state regulations on sizes and weights which hamper the industry's efficiency. Environmental and displacement con­ troversies are blocking the construction of roadways and pipelines. I U.S.-flag ships' ^are of forei^^^j^ vorable side of the balance-of-trade and balance-iff-payments jscture. Third, U.S. shi^ provide good and de­ pendable service. And fourth, a strong Ammican Mer­ chant Marine provides an invaluable service to the national defense. Although the major thrust cA the council's efforts will be through this kind of personal relationship with ffie men who send cargo around the worid, the coun­ cil will also ctmduct puUic relations and advertising programs. A national Public Relations and Ad­ vertising Committee, headed by Presi­ dent Hall, has been formed to deveipp and execute a coordinated program. The theme of the campaign wfll be, "It Costs No More" to ship by the U.S.-flag lines. Billboards promoting the ship-Ameru»n theme have been ^la(»d in cities around the natkm as a be^nning for this cainpaiga. • The Mmitime Admihistrationhas dedi­ cated its staff to promote and support the Natkmal Maritime Coundl. The Maritime Administration's Office of Market Develtpment swtively promotes the U.S.-flag fleet <m a full-time basis. The Market Develq^mient group has field offices in seven major cities in the United States, The field represoitarives make persomd calls to major shippers and serve'as liaison men for the Ameri­ can-flag shipping ctnnpaniK. The Washington office has developed statistical reports showing cargo flow, commodity by commodity, over all the principal trade routes. These reports and :; other data generated by the Market De- ^ velopment people have been analyzed by the Executive Committee of the National Maritime Council. It is shocking when you see, in black and white, figures that prove U.S.-flag ships cany only 5 per­ cent of the cargo moving in and out oi our country. By studying this data, we will be aide to identify proUem areas for the U.S.flag fleet and target further promcffiional campaigns in these areas. Through these yaried efforts we are develc^ing a mean­ ingful program that should pay off in more cargo and new markets for Ameri­ can ships. I ur^ the AFL-CIO Maritime Trades Department to pledge its continued suj^ port of the National Maritime Council and aid in its campaign to promote a greater share of cargo for carriage by American-flag ships, Further, I urge that the Port Councils actively assist and back the activities of the National Mari­ time Council's Regicmal Action Groups. In this connection, we ask that the aflHiated unions request their local unions to join the re^onal efforts of the coundl. cargoes has dropped to an all-time low. These are but a few of die problems that must be overcome. But, the owrall picture is not necessarily that bleak. Theie are elements within each segment of the transportation industry that are prospering and these should be studied to see if they contain lessons for other segments. This report represents a prelunmary analysis of the entire transportation sys­ tem, mode by mode, and spells put in detail what I have touched upon here. Future reports will look at these modes in greater detail and attempt to find solutions to some of the problems which Will lead to the development of a truly integrated transportation system for the entire nation. Page 17 �An Experieneed Traveller Learning Seafaring Skills Many of the young men who come to the Harry Lundeberg School say that they want to go to sea because of a desire to travel and see the world. Some of them have, indeed, done some travelling throughout the United States and some, mostly veterans, have been overseas. But few have had the adventures of Steve Garay, 21, from Berkley, Calif. Last year, Steve, who has completed one year of college, found himself in a rut. "I was work­ ing for a bank," he recalls. "I worked in a new, modem building—all air-conditioned, with no windows, and I felt trapped." So Steve talked it over with his parents and decided to strike out on his own. He sold his motorcycle,, and with $900 began what was to be a 10-month trip that would carry him half-way around the world. Steve hitch-hiked first across the United States and up to Montreal, Canada, to visit friends. -From there, he wCnt to Ottawa where he made his only expenditure for travel^$160 for a flight to London. From then on, from England to France, Spain, North Africa, Pakistan and India, it was all oh his own. "Perhaps the most important , thing I learned," Steve said, "was' that people'in all parts of the world are interested in you. They care." 4 He recalled that young people, particularly, despite language barriers can identify with a young American travelling alone in their coimtry. "In North Africa," Steve said, "I met a kid my own age and he invited me to be his brother. His mother took me in, patched up my clothes, fed me and gave me a place tto sleep. It was like adopting a family." He remembers, too, that in Pakistan he ran out of money and became seriously ill with jaundice. "But, the people I had met were wonderful. They took care of me." Vivid in his mind is the contrast he saw coming down from the stark highlands of Turkey and Afghanistan into the lush and fertile greenlands of Pakistan. Vivid, too, in those days just before the outbreak of hostilities between Pakistan and India, is his recollection of the feelings of the people of those two countries. "The Pakistanis were militant in their hatred of the Indians, but the people of India did not feel any hatred toward them," he said. Of all of the countries he travelled through, Steve remembers India as being the most in­ teresting and vital. "So much of, Europe, and even Turkey and Pakistan, seem modem—the only difference being their language and their money," he said. "But India teems with its millions of people, and it seems too alive." What was the most beautiful sight he saw? "The Bavarian Alps are indescribably beautiful," he recalls. "If you have read 'Heidi,' it's like you can almost see her playing with her goats in the valey beneath flag-decked stone castles." But for Steve the most beautiful sight was that of the Taj Mahal in India. "It has been described as a dream in marble," he smd, "and it's like something .you would only expect to see if you could climb through the clouds." But, he saw suffering and misery, too, in Europe, North Africa and India, in particular. "One thing," he said, , "is that now I will never again be that concerned with my own problems." For Steve, the yearning-to travel is not yet over, and that is why he is now at the Lundeberg School, preparing for a career at sea. "There is so much yet to see and so much to leam," he said, "and there is no better opportimity to see this world than that open to the Seafarer." 50-50 Oil Bill Hearings D'mgell Raps Interior for False Data Interior Department opposi­ tion to a bill that would require half of the U.S. oil imports to sail under the U.S.-flag came under heavy fire from members of the House Merchant Marine and Fisheries Committee at a hearing in Washington. Rep John J. Dingell (D.­ Mich.) said he thought the In­ terior Department, represented at the hearing by Ralph Snyder, acting director of the Office of Oil and Gas, had not "seriously studied the problems of the U.S. merchant marine." Rep. Dingell said the Interior Department's reasoning that importation of oil in U.S.-flag ships would increase cost to the consumer was, "just plainly wrong." Mr. Snyder said that the In­ terior Department hadn't been aware that U.S. tankers would qualify for operating subsidies under the Merchant Marine Act of 1970, and added, perhaps we ought to go back and redo our cost analysis with that in mind." Other members of the com­ mittee, including its chairman Rep. Edward A. Garmatz (D.Md.) were also critical of the Interior Department stand. Control Fleet Debated Rep. Garmatz pointed out that the Interior Department position cited "an effective con­ trol fleet" of American ships sailing under foreign flags as sufficient for national security in times of crisis. "Who are your department's experts," Garmatz asked, "and where do they get this notion that we have effective control of that fleet? Prior to the intense question­ ing by committee members, Mr. Snyder had described the energy crisis growing in Amer­ ica and estimated that oil im­ ports would rise from the pres­ ent 3.4 million barrels a day to eight million barrels a day in 1980 and to 12 million barrels a day in 1985. Both the 1980 and 1985 prediction assume that the Alaskan North Slope oil production will be about three million barrels a day. If not, he said that quantity of oil would have to be added to the import total. "We are just about at the point of exhaustion of new capabilities in domestic produc­ tion of oil," Mr. Snyder told the committee, "and we have no choice but to import a lot of oil." A Last Resort Also testifying at the hearing was Michael Klebanoff, presi­ dent of Ogden Marine Corp., who said he supported the 50 percent requirement because: "We in the tanker business can go ahead only if we know the cargo is reserved to the U.S.-flag fleet." Klebanoff added that, "as an American citizen I believe that this bill is required if we are to have a tanker fleet suffiicent to assure the nation's ability to maintain an adequate energy supply both in peacetime and in times of war or national emergency." Alfred Maskin, executive di­ rector of the American Mari­ time Association, reminded the committee that "no other na­ tion looks to foreign vessels for so huge a percentage of its carrying capacity." Security Ri^ He said that percentage makes America's security po­ tentially vulnerable in times of crisis if the other world fleet refuse to sail under U.S. con­ trol for political or military reasons. The American tanker fleet is in a depressed condition, Maskin said, and the only hope on the horizon is the bill under consideration by the commit­ tee. Also testifying was P. N. Gammelgard of the American Petroleum Institute who op­ posed the bill saying that ways should be found to make the U.S.-flag tanker fleet competi­ tive with world market rates, without what he called "manda­ tory flag restriction on U.S. oil imports." Perils Calls Controls 'Facade and Charade' Leo Perlis, director of the National AFL-CIO Price Watchdog Program charged that "nobody in the Administration cares much for the consumer, whetherTie is overcharged or undersold. But the feeding and care of business is of great con­ cern in Washington." He called the Administra­ tion's Phase II "neither fair nor firm." As a result, he said, "Everybody in Washington is confused." Perlis examined the various inadequacies of Phase II from the absence of labor or consumer members on the Pj[ice Commission, "a political party" to the listing of items which are eligible for exemp­ tions. "The list is long and getting longer every day," Perlis said. Meat, used clothing and cars, all fresh vegetables, tuition fees, insurance premiums on new life insurance and medical care prices are now on the ex­ empt list, he noted. Especially pernicious, ac­ cording to Perlis, is the situa­ tion in rents where "landlords are using every conceivable subterfuge to increase their profits at the expense of their tenants." In addition to increasing rent some landlords have re­ duced services, Perlis said. "Many tenants do not complain to the Internal Revenue Service for fear of being evicted on other trumped-up charges," he added. That fear has been well founded enough to cause the AFL-CIO Price Watching Com­ mittee in Denver, Colo, to re­ fuse any further rent complaints because "it does not want to assume the responsibility for causing the eviction of tenants," Perlis said. This, combined with the Price Commission's decision to exempt 40 percent of all rental units from controls, "gives landlords a field day," he said. In the area of consumerism, Perlis said Americans should be told "there are no real retail price controls," only a "fa­ cade." Americains also should be aware, he said, that "there is no real enforcement of what controls there are; that it is only a charade." Perlis, who is also director of the AFL-CIO Department of Community. Services, spoke to representatives of labor, . management and government at a luncheon sponsored by the eight-million member AFLCIO Maritime Trades Depart­ ment. Supertanker Being Built (Continued from Page 2) can-flag merchant marine com­ posed of modem and efficient vessels capable of carrying 30 percent of our international commerce in competition with foreign-flag ships within the next few years. "This laudable percentage goal, some six times our present deplorable participation, can become a reality only when American-flag ships carry the huge cargoes, such as oil, which nov/ make up the largest percentage on a tonnage basis of our international trade. "We believe that Americanflag tanker operations will ex­ pand into services requiring relatively large modem and efficient vessels capable of com­ peting effectively with foreignflag tankers," said Williams. The Merchant Marine Act 1970 provides that under ce^ tain conditions Americqn-flag tanker trade on a foreign-toforeign port pasis will be per­ mitted. The Bethlehem official said that if approval of the transAlhskan pipeline is achieved, "the North Slone oil moved therein must ultimately reach the mid-West and East. The economics of a Seattle to Chi­ cago pipeline, or one across Central America, will dictate use of U.S.-flag tankers consid­ erably larger than the 70,000 to 120,00-deadweight ton ves­ sels now under construction for Alaska-West Coast service." Sixty-three percent of the 272 tankers of 200,000 tons and over now imder construc­ tion in the world are in the 250,000 to 275,000 deadweight ton class. The new tanker design in- * corporates a number of innova­ tions to minimize the possibil­ ity of ocean pollution. Among them is a cargo con­ trol station equipped with re­ mote tank level indicators and remote control of the hydraulically operated cargo valves. The design complies with the strin­ gent requirements of the U.S. Coast Guard for seaworthiness after damage. Lakes' Needs (Continued from Page 16) roads that operate in the Great Lakes area are "discriminating," he said. This is wrong because the rates violate "the spirit, if not the letter, of the Interstate Commerce Act and the Na­ tional Transportation Policy," Rep. Stokes noted. The time is now, he said, to alter the laws or "work for a better definition of the Great Lakes in both its foreign and domestic trade foles in the codes of the various regulatory agencies." Company shipping manage­ ment is another area where im­ provement is necessary so "a coordinated set of services, ship types, shipping rates and charg­ es could help "pick up the business that now passes the U.S.-flag by," the congressman added. But, concluding on an op­ timistic note. Rep. Stoke said he, had "faith that details of such marketing coordination and coordination of transporta­ tion of goods can be achieved." -Seafpfprs 1 nor �Computer Gives Soviets 'Book' On Fishing Fleet With help from a computer­ ized control center, equipped with electronic gear Rash Gordon never dreamed of, Russian fishery oflScials in Moscow can now instantly pin­ point the position of every one of the ships that make up the Soviet armada of fishing vessels across the world's oceans. The electronic heart of the dhmputer center is a huge illu­ minated wall map of the world divided into 22 squares, each of which encompasses a prin­ cipal Russian fishing ground. Seated at a round table in the center of the room, one man can run the entire com­ plex; his only companion is the whirling, buzzing computer. Each morning the com­ puter's memory bank is purged of its old data and f^ the latest information on Russian fishing operations around the " world. This data comes to the ; center on a teletype system " connected to five smaller data •li.'d banks secretly located through­ out the USSR. Among other things, the computer is told which vessels - are laid up in port or enroute to the fishing grounds. The position of every vessel is then transferred to the illu­ minated map and shows up as 4>^ a numbered light. In a demonstration of the *1,. II! i center's efficiency staged for a Moscow newspaper, the exact position of every Russian fish­ ing vessel operating in the North Atlantic off the United States and Canada was pro­ jected on the illuminated map. The center, which is in con­ stant radio contact with every major Russian fishing vessel anywhere, then choose a vessel at random and established voice contact with the selected ship within sixty seccmds. The estimat^ distance be­ tween the ship's position and the control center in Moscow was in excess of 6,000 miles. In another demonstration, the center's director established voice communication with the captain of the whaling factoryship Sovetskaia Rossiia sailing in the Pacific Ocean enroute to Vladivostok. The center was established in 1969 by the Division for Co­ ordination of Computer Opera­ tions, but its existence was only recently made public. When the director of the control center was asked what military implications the con­ trol center might have, he re­ sponded that the only objective of the complex operation is the acciunulation of data on fishing fleet operations, catch of fish, and movement of schools of fish. Seafarer Finds New Pen Pai Using Note-in-Botfle Routine HLS Graduates Get Diplomas : • f''/ ' '* i Eleven more trainees make ready to begin their careers at sea after graduating from' the Harry Lundeberg School. Just before boarding a bus which will take them to New York, members of graduating Class 80 took time to pose for their picture with Mike Sacco, SiU Patrolman on assignment at the HLS. Front row, left to right, are E. Porter, W. Hardee, J. Downs; D. Tucker, F. Vullo, and Sacco. Back row are E. Horowitz, A. Blash. D. Churchill, J. Branson, A. Beyl, and J. Gitkov. Preparingf to'bowd thefr flrst^shlp after^ompTetihg "12 weeks training at the Harry Lunde­ berg School are these happy members of Class 81. Posing with them in the school's Anchor Room are Paul Veralopulo, left, lifeboat and deck instructor, and Galen Under­ wood, a former HLS student who is now working at the school. Standing left to right are Veralopulo, P. Hawker, W. Home. G. Smith, D. O'Neal, and Underwood. Kneeling are L. . Rodriquez, G. Savior, T. Fischer, and J. Cahiit, Since ancient times, sailors have hoped to get some re­ sponse from throwing messages into the sea. When the early mariners rode the waves they threw wax-sealed clay crocks into the ocean with the names of thenship engraved on the outside and a message to the gods that the ship only desired peace on her voyage. In modem days, sailors have put messages in sealed bottles hoping that someday—even years later—someone would find one of the bottles and read its note. The number of such bottle recoveries is not too high, probably owing to the fact that Cars are not the first to use the massages are in some large anti-freeze. Fish in the icy fish's stomach. Antarctic waters have been However, sometimes a sailor using it for ages. just might luck out. This is Scientists doing experiments exactly what hapoened to Sea­ in that cold region of the world farer William McKinnon of want to discover more about Lynn, Mass. this substance in order to use Since he began sailing, the it to help mankind. 33-year-old ordinary seaman For instance, if the anti­ has thrown into the ocean freeze could be made syn­ numerous bottles with messages thetically in large enough' inside. "Finally," he writes in a amounts it could be employed letter to the Log, "one of my to lengthen the lifespan of bottles was found off the beach blood used for transfusions, by in Miami, Fla." keeping it almost frozen. Not only was it found, but To find out more about the pleasantly enough it was found anti-freeze, scientists would by a young girl studying at the like to perform a blood trans­ University of Connecticut. She fusion between the Antarctic answered Seafarer McKinnon's fish and a fish from waters that note and they "have been cor­ are less cold, such as the responding every since." So throwing bottles overboard may North Atlantic. Scientists are now taking not only appease the gods, it blood from Antarctic fish by can also start a friendly rela­ inserting a hypodermic needle tionship. By the way, the message in their hearts. About IVi pints of blood are extracted McKinnon put in the bottle from the larger fishes which read, "Help! I'm being held range from five to six feet long. prisoner on a ship." ' , 'mifi \fiWf __ V. ^ Antarctic Fish One Up On A. Granatelli February 1972 For six graduates of the Harry Lundeberg School's Class 81-B, graduation ceremonies held a special meaning — not only did the ceremonies signal completion of their 12week training program, but they also were able to achieve high school drplomas through the HLS ecademic'program. The six high school achievers were Eugene Petit, David DiLisa. Ronald Mann, David Garber, Elmer Makua, and James Haygood. Left to right, front row, are John Yarmoia, union education instructor; Maqua. Petit. Mann, David Hanratty, Glenn Madden; and Ken Conklin, commandant of trainees.. Back row, left to right, are Haygood. Lawrence FauncI, Don Thomas, Garber, and DiLisa. k'F « Graduates of Class 82-A po%e with . SIU Vice President Earl Shepard following, graduation ceremonies at the school. Left to uighf are Barry Daumit. William ^uer. Jon Paresa, William Salyers, Armando Rodriqu^, • Edmund DiCroti, Shepard, and Carl Hazelton. The Kappy group left Piney Point the following morning for New York to "await jobs on their ;• ' first ships. • ' • Page 19 �The foundation of any effective imion is a wellinformed membership. The informed, knowledgeable member is an active member. He contributes suggestitons to improve the union; he takes pride in his union and what it is doing for him and his fellow members. In most unions it is a fairly simple job to keep the entire membership informed of the union's worl^gs. But, the SIU is imique in that most of its members are aboard ships scattered throughout the oceans of the world. Yet, they still have the right to full par­ ticipation in union activities. This is accr}mplished through regular shipboard meetings—ship's committee meetings—^to keep them informed and up-to-date on SIU doings, as well as affording them an opportunity to voice their opinions on issues affecting the whole membership. The ship's committee meetings serve as a vital two-way communication link that enables the union to best implement the wishes of its individual mem­ bers for consideration by the entire membership. It also affords union headquarters the means to send members at sea news of interest and to keep them abreast of meetings at union halls across the country. In this way, every Seafarer can participate in and be aware of everything his union is doing. Each Sunday while a ship is at sea, the ship's com­ mittee chairman calls a meeting for all unlicensed personnel. There are SLK members of the standing ship's committee with three elected and three ai>pointed delegates, but every Seafarer is urged to at­ tend each meeting and become involved in the pro­ ceedings. The six include the ship's committee chair­ man, the education director, the secretary-reporter, and elected representatives of the deck, engine and steward departments. The chairman is responsible for calling the meeting and preparing an agenda. He also moderates the group to insure proper parliamentary procedure is used to guarantee every member's right to be heard. The education director is charged with maintaining a shipboard library of union publications and must be able to answer any questions relating to union up­ grading and educational programs. The secretary-reporter serves as a recorder of the minutes of the meetings and is responsible for relay­ ing the minutes and recommendations to SIU head­ quarters. Each of the elected delegates is concerned with questions relating to the entire crew, in general and the members of his department, in particular. . The SIU ships' conunittees have succeeded in bridging the communication barrier between a farflung membership and the officials entrusted to head the union. They have succeeded in keeping the mem­ bership informed and active in the highest demo­ cratic traditions. S.L. 180 (Sea-Land)—Home from Bremen, Germany after a smooth voyage are, from left: C. Boyle, ship's chairman; A. Raventtini, engine delegate; B. Perridge, deck delegate; W. Anderson, educational director; E. Klingvall, sec­ retary-reporter, and G. DeBaere, steward delegate. CHARLESTON (Sea-Land)—Seated clockwise around table are: A. Romero, deck delegate; R. Hernandez, secretary-reporter; A. Kotsis, ship's chairman; •J. Pasko, engine delegate; P. Shaughnessy, educational director, and A. De Jesus, steward delegate. AZALEA CITY (Sea-Land)—^The Azalea City began the new year with a voyage to Spain and Italy. Ship's committee from left Is: A. Parker, engine delegate; C. Hemby, educational director; K. Teschke, deck delegate; E. Jordan, ship's chairman; S. Segree, secretary-reporter, and J. Gleaton, steward delegate. SEATRAIN INDIANA (Hudson Waterways)—Al)oard the Seatra/n Indiana are, from left: A. Camacho, engine delegate; R. Ayalo, Vocational director; J. Kane, deck delegate; A. Rabera, ship's chairman; H. Ortiz, steward delegate, and W. Datzko, secretary-reporter. SUMMIT (Sea-Land)—Members of ship's committee from left are: S. Stornes, educational director; A, James, steward delegate; G. Welstead, engine delegate; T. Williams, secretary-reporter; W. Koflowitch, deck delegate, and J. Gonzalez, ship's chairman. JEFF DAVIS (Waterman)—^The ship's committee aboard the Jeff Davis, which was In the Port of New York for repairs, are from left: R. Hines, education director; H. P. Lopez, deck delegate; E. Atkins, engine delegate; B. McGowan, chairman; H. L. Durhal, reporter-secretary, and R. Sessions, steward delegate. Page 20 . " Seafarers Log �TRANSCOLORODO (Hudson Waterways)—SlU Headquarters Representative Bill Hall (right) meets with Transcblorodo's committee during payoff in Weehawken, New Jersey. From left are: N. Morris, deck delegate; A. Anderson, secretary-reporter; L Fontaine, engine delegate; H. Cross, steward delegate, and 0. Powell, ship's chairman. BIENVILLE (Sea-Land)—Enjoying a coffee break at end of voyage from Puerto Rico to New York are, back row standing: E. Soresen, steward delegate; J. Rule, deck delegate; T. Deloach, secretary-reporter, and R. Meffert, ship's chairman. Seated, from left: C. Dahlahaus, engine delegate, and E. Loulourgus, educational director. SEATRAIN OHIO (Hudson Waterways)—On the deck of the Seatra/n Ohio, the ship's comrnittee lines up for a photo. From left are: E. Terrazzi, engine dele­ gate; P. Whitlow, education director; A. D. Carter, steward delegate; W. Fitch, reporter-secretary; T. Kelsey, chairman, and L. W. Snodgrass, deck delegate. S.L. 181 (Sea-Land)—Relaxing after voyage home aboard the ultra-modern S.L. 181 are, from left: J. Robertson, engine delegate; K. Anastasiou, educa­ tional director; J. McHale, ship's chairman; N. Tagliamburis, steward dele­ gate; G. Walter, secretary-reporter, and N. Perez; deck delegate. STEEL ADVOCATE (Isthmian)—^Topside aboard the Steel Advocate are, from left: P. Riberdy, deck delegate; L. Ceperiano, secretary-reporter; L. Loo, engine delegate; J. Thomas, steward delegate; H. Workman, ship's chairman, and W. Evitt, educational director. r '! 1 * TAMPA (Sea-Land)—in the crew's recreation room aboard the Tampa are, from left: J. Atherton, educational director; R. Williams, steward delegate; A. Castelo, engine delegate; C. Gonzale, deck delegate; 0. Irsen, ship's chairman, and R. Barnes, secretary-reporter. SEATTLE (Sea-Land)—On board the Seattle, members of the ship's committee are about to ask a question from the chairman, E. Tirelli, who is seated. Stand­ ing from left are: V. Genco, deck delegate; W. Jordan, engine delegate; P. Siems, steward delegate, and W. Hand, reporter-secretary. 21 �Seafarer Tolbert Rescued From Icy Great Lakes by Fellow Crew Members '• Quick action by two SIU members saved the life of a brother Seafarer after he fell from a dock into the icy waters alongside the Peter Robertson in the Port of Duluth. Seafarer Willard Tolbert was shifting cables on the dock when he accidently slipped and fell into the space between the dock and the ship. Deckhand R. Hale saw Tol­ bert fall and immediately dove in after him. Hale brought the Willard Tolbert unconscious Tolbert to the sur­ face where, with the help of others, both were pulled out of the water. Seafarer Rudy Luzzi, who sails as wheelsman, applied mouth to mouth resuscitation and revived Tolbert. Tolbert was then rushed to St. Mary's Hospital in Duluth. After six days of recuperation, Willie-is now back on the Peter Robertson, and none the worse for wear, reports SIU Duluth Port Agent Jack Allen. When the Seatrain Indiana prepares its next repair list it won't include the generator for the air lift fan. Chief Electrician Ray­ mond Ayalo is busy fixing rotor on generator during a stop­ over in Weehawken, New Jersey. , ' '' Burks Celebrate 45th Anniversary in Duluth Seafarer and Mrs. Guy P. Burk proudly display their 45th wedding anniversary cake in the port of Duluth. Cake was especially decorated with a reproduction of the Diamond Alkalai, a Great Lakes self-unloader on which Brother Burk has sailed as oiler for the last 6 years. All hands extended best wishes for many more years of smooth .sailing for the Burks. Father-Son Team Draw Praise Seafarers aboard the Seatrain Ohio report they are receiving fine service from the steward department father and son team of R. Reyes, messman, and chief cook G. C. Reyes (right). The elder Reyes has been sailing on SIU ships for more than 20 years while his son launched his sailing career a little over a year ago. Anderson's Versatile Vehicle "Eddy's Snug Harbor" is the trailer home of Seafarer Edgar "Tiny" Anderson. A Seafarer since 1954, Anderson sails nine months out of each year and uses the house trailer to travel around the country the other three months. He even has used the trailer as a field kitchen for Caesar Chavez's farm workdrs on the West Coast during their dispute with the growers. Page 22 Financial Committee at Work The fourth-quarter financial committee was busy handling un­ ion business at the end of the year in the Port of New York. The men were elected at the December Membership meeting. Clockwise are: John Sweeney; Carmine Caropreso; Warren Cassidy; Daniey Dean, chairman; Frank Adkins, and Louis Basta. �SlU Arrivals Wandering the seas Belyii^ the common image, Seafaters are men of great f ^^reclatloii the arts. We knovr tihat, and in an effort ^ Jto Ining it to public view the Log is interested in re<^iving fcontribntions of poetry from all Seafarers who have a poem waiting to be pnbiisfaed. Address contributions to the Seafarers. Log, 675 Fmutii Ave., Brooklyn, N.Y. 11232. I; We are the men who go down to the sea in ships. God sets a special watch over us because in our need we ask for it He has let great men of the sea before our time fight for our needs ^s And he gave thenr many victories. Will we let ourselves be blinded to our good? Do we not need the fight and the spirit Andrew Furuseth had when he said: Kiife "Work is prayer." "Tomorrow is also a day." and "Know your rights and know your duties." g-f K We see much of God's handiwork at sea. Men have marred it but it has not lost its beauty nor its strength. Seafarers, Brothers all, don't give up the ships! Don't throw away the pride in bur industry. The sea is still here! New ships are on the ways! And we shall—^od willing—go down to the sea in them. Thurston J. Lewis S/S Iberville ; Pece mighty, like, a Samson; Yankee clippi^ oceans j^wed. Ilgf? ^' Manned by freedom's iron sons. The cream of a nation—-Proud ' Americans in ships supreme, wrested and wtm their ]^t, in peace and in war, they led the world in the race. Gone now are thc^ days, 'tis said. Seainen, Curse tluS bitter hour! Our jgoqd ships fly a. foreign flag. Seafarin's lot grows more doiif.^ Our merchant fl^ h in the shoak, j ^ fast headin* ;fbr the rock., The rudderis gon?, we'ye lost contrd. ; • Gieed has shorn our Samson locks. 1 i1 '. V' 1 c 1i 'f-Q ll i1" I M*- fi I !! r- It's old, the same old, old story. It's really a national disgrace. New ships don't fly "Old Glory." Other flags are taking her place As.seamen age wd take the beach. Alien crews take up their skills. " Our youngsters cannot fill the breach. Cheap labOT sydls the owner's tills. 1 In 1812 we defended our light - ^ to keep our ^^en our own.| Now ships have fl«l abroadj : while our good men stay honte. 'Cause men of gr^ would rather risk / bur ships in flags of foreign lands, than pay honest wages earned by loyal seamen's aUe hands. We need men of vision. Leaders. - . V Like who pursued the whale and cod. Those who sailed for Orient trade. And placed their trust in, God. , , Asking for only the chance to gain by ship and seafarers able, the just rewards of their labors, and to keep their homeland stable. Who'll check the runaway fleets? Who'll turn the dastards plot? Will congress heed desperation's plea, and investigate the lot? Don't whitewash this; let all be true to their solemn oaths and vow. Our time's 'most run, the danger's here. The tide must be turned now. ; James L. MacGinnis M'1661 " 'ihSiS Michdle Straab, bom Nov. 9, 1971, to Seafarer and Mrs. Wil­ liam A. Straub, Erie, Pa. Frank Dmigelo, bom Nov. S, 1971, to Seafarer and Mrs. Vito J. Dangelo, Lawrence, Mass. Alma Ayaia, bom Nov. 24, 1971, to Seafarer and Mrs. Ramon Ayala, Santurce, P.R. Charles Davis, born Oct. 27, 1971, to Seafarer and Mrs. Charles D. Davis, Sr., Escanaba, Mich. Peggy Galla^w, bom Sept. S, 1971, to Seafarer and Mrs. Ed­ ward C. Gallagher, Jr., Houston, Tex. Marceio Primero, bom Nov. 3, 1971, to Seafarer and Mrs. Frank D. Primero, Seattle, Wash. Jamie Smith, bom Nov. 1, 1971, to Seafarer and Mrs. Robert L. Smith, Manistique, Mich. Shay Bailey, born Nov. 2, 1971, to Seafarer and Mrs. Elmer E. Bailey, Mobile, Ala. Charles Hutchins, bom Nov. 25, 1971, to Seafarer and Mrs. Charles W. Hutchins, Prichard, Ala. Lisa R^ni«r, Jr., bora June 21, 1971, to Seafarer and Mrs. Harold M. Rainier, Jr., Mathews, Va. Tyran Roberts, born Sept. 2, 1971, to Seafarer and Mrs. Jesse J. Roberts, Port Arthur, Tex. John Batson, bom Nov. 22, 1971, to Seafarer and Mrs. Robert M. Batson, Norfolk, Va. Wayne Linnette, Jr., bom June 10, 1971, to Seafarer and Mrs. Wayne Linnette, Norfolk, Va. Frederick Washington, bom Nov. 20, 1971, to Seafarer and Mrs. Frederick L. Washington, New Orleans, La. Charles Bell, bom Nov. 21, 1971, to Seafarer and Mrs. Archibald Bell, Lakewood, Calif. Breads Jager, bom Jan. 18, 1971,. to Seafarer and Mrs. Michael J. Jager, Salisbury, Md. Rachel Ibwkins, bom Nov. 3, 1971, to Seafarer and Mrs. Thomas H. Hawkins, Kirkland, Wash. Ledie Kennedy, born Nov. 27, 1971, to Seafarer and Mrs. Al­ bert L. Kennedy, Brooklyn, N.Y. PanI Hayes, bom Sept. 14, 1971, to Seafarer and Mrs. Eu­ gene K. Hayes, Alpena, Mich, James Mastrtdcalos, bom Nov. 24, 1971, to Seafarer and Mrs. James Mastrokalos. Freehold, N.J. Rodney Lodcamy, bom Sept. 4, 1971, to Seafarer and Mrs. David E. Lockamy, Supply, N.C. John Taylor, bom Aug. 8, 1971, to Seafarer and Mrs. Alton J. Taylor, Orange, Texas. Keith Brown, bom Oct. 9, 1971, to Seafarer and Mrs. Julius Brown, New Orleans, La. Kevin Clifford, bom Aug. 7, 1971, to Seafarer and Mrs. Robert H. Clifford, Southgate, Mich. James Fei^, born Aug. 30, 1971, to Seafarer and Mrs. James A. Feagin, Crestview, Fla. Cassie Foster, bora Sept. 20. 1971, to Seafarer and Mrs. Ellis G. Foster, Belhaven. N.C. Adam Colson, bpm Sept. 10, 1971, to Seafarer and Mrs. Carl­ ton H. Colson, Maxton. N.C. Richard Downs, born Aug. 16, 1971. to Seafarer and Mrs. Leon­ ard A. Downs, Sr., Diggs. Va. Glenda Sam, bom Oct. 4, 1971, to Seafarer and Mrs. Alvin T. Sain, Port Arthur. Tex. Tamara Hushes, born Julv 17. 1971. to Seafarer and Mrs. John W. Hughes, Baltimore. Md. Carl Thompson. Jr., born Oct. 26, 1971. to Seafarer and Mrs. . Carl E. Thompson, Mobile, Ala. Robert Anstin, bom July 17, 1971, to Seafarer and Mrs. Medford L. Austin, Hatteras, N.C. Bnrck Sdiultz, bom July 6, 1971, to Seafarer and Mrs. Burckhard V. Schultz, New York, N.Y. Gewgia Gail Tyler, born Oct. 19, 1971, to Seafarer and Mrs. Gilbert C. Tyler, Chesapeake, Va. Thomas Fmgrave, bom Sept. 27, 1971, to Seafarer and Mrs. Thomas k Forgrave, Sault Ste. M^ie, Mich. Alone Wsdton, bom Aug. 30, 1971, to Seafarer and Mrs. Al­ bert C. Walton, Bronx, N.Y. Steven Meeks, bom Oct. 9, 1971, to Seafarer and Mrs. Jesse Meeks, Cleveland, Texas. Donna Hennessey, bom Oct. 10, 1971, to Seafarer and Mrs. Michael P. Hennessey, Rochester, N.Y. Dimltrios Loulourgas, bom Apr. 1, 1971, to Seafarer and Mrs. Emilios D. Loulourgas, Allston, Mass. Katie McDoweD, bom Sept. 3, 1971, to Seafarer and Mrs. Wil­ liam H. McDowell, Lancaster, N.Y. Jacqueline Hicks, bom Dec. 1, 1971, to Seafarer and Mrs. Fred R. Hicks, Jr.. Virginia Beach, Va. Christiqiher Furman, born Aug. 7, 1971, to Seafarer and Mrs. Donald E. Furman, Blounts Creek, N.C. Helen Cartos, bom Sept. 2, 1971, to Seafarer and Mrs. John Cartos, Jr., Norfolk, Va. Jennifer Spmce, bom Aug. 21, 1971, to Seafarer and Mrs. Roy Franklin Spence, Blytheville, Ark. Lori Willis, bom Sept. 13, 1971, to Seafarer and Mrs. Adrian D. Willis, III, Virginia Beach, Va. Clark Daoust, bom SepL 6, 1971, to Seafarer and Mrs. Eu­ gene R. Daoust, Alpena, Mich. Tamara Hughes, bom July 17, 1971, to Seafarer and Mrs. John W. Hughes, Baltimore, Md. Clifton Deakle IH, bom Aug. 5, 1971, to Seafarer and Mrs. Clifton A. Deakle, Jr., Mobile Ala. Jeffrey Cravey, bom Aug. 19, 1971, to Seafarer and Mrs. Wayne M. Cravey, Tampa, Fla. n^chael Willard, bom July 2, 1971, to Seafarer and Mrs. Leslie W. Willard, Toledo, O. Judith Rakas, born Sept. 4, 1971, to Seafarer and Mrs. Frank Rakas, Jr., Allison, Pa. Martin Schultz, bom Aug. 12, 1971, to Seafarer and Mrs. Wil­ liam Schultz, Frankfort, Mich. Dena Dobldns, bom July 16, 1971, to Seafarer and Mrs. Dean D. Dobbins, Oakland, Cal. Duaae Livingood IL bom Sept. 11, 1971, to Seafarer and Mrs. Duane D. Livingood, Dulutfa, Minn. Lillian Broadus, bom Sept. 10, 1971, to Seafarer and Mr. Joseph R. Broadus, Channelview, Tex. Peggy Rodriguez, bom July 13, 1971, to Seafarer and Mrs. Carlos Rodriguez, New Orleans, La. Bonnie Sullivan, bom Sept. 27, 1971, to Seafarer and Mrs. John H. Sullivan, Buffalo, N.Y. Shawanda Amison, bom S^t 16, 1971, to Seafarer and Mrs. Craig S. Amison, Beckley, W. Va. Tina Benedict, bom July 26, 1971, to Seafarer and Mrs. Fran­ cis Benedict, New Orleans, La. Calvin Foote, born June 23, 1971, to deceased Seafarer Wil­ liam F. Foote and Mrs. Esther Foote, Arabi, La. Gloria Gill, bom Oct. 2, 1971, to Seafarer and Mrs. Marcos Gill, New Orleans, La. Dean Hively, bom Sept 28, 1971, to Seafarer and Mrs. Franklin G. Hively, Baltimore, Md. Raymond Watson, bom Oct. 4, 1971, to Seafarer and Mrs. Raymond Watson, New Orleans, La. Faith Coriey, bom Oct. 3, 1971, to Seafarer and Mrs. Charles E. Coriey, Pikeville, N.C. John Rhew, bom Feb. 3, 1971, to Seafarer and Mrs. Lawrence W. Rhew, Sr., Galveston, Tex. Charles Ssuranthus, bom Oct. 7, 1971, to Seafarer and Mrs. Charles E. Saranthus, Irvington, Ala. Christopher and Kevin Werda, bom Oct. 7, 1971, to Seafarer and Mrs. Myron L. Werda, Alpena, Mich. Wendy Hughes, bom Oct. 6, 1971, to Seafarer and Mrs. Mur­ ray L. Hughes, Isle of Palms, 5.C. Aaron McBride, bom Apr. 1, 1971, to Seafarer and Mrs. James McBride, Seattle, Wash. Cathleen Oshmae, bom Oct. 17, 1971, to Seafarer and Mrs. Cecil Osbome, Jr., Wyandotte, Mich. Jannette Droz, bom Sept 28, 1971, to Seafarer and Mrs. Manuel Droz, Vega Alta, P.R. Jill Moran, bora Aug. 3, 1971, to Seafarer and Mrs. Patrick D. Moran, North Olmsted, O. Tiffany Dyas, bom Oct. 5, 1971, to Seafarer and Mrs. Amold D. Dyas, Whistler, Ala. Baby Receives SlU Benefit Seafarer Palestine M. Dial (left) receives a $25 U.S. Savings Bond from SlU Toledo Port Agent Donald Bensman, as Brother Dial's daughter Melina looks on. The bond is part of the SlU Benefit Program. For every new arrival in a Seafarer's family a savings bond is awarded in the baby's name. i,.-- February 1972 Page 23 �Chief Cook D. Tomilloso (left) and third cook Hermogenes Romero kept all of the galley ovens going at sea to turn out roast beefs, hams, and assorted other specialties for crew. Spending time between watches In the crew's recreation room are, from left: Mohamed Salem, S. P. Paano, and R. Sanko. A hearty dinner at sea aboard the Mount Washington is enjoyed by, from left around table. Seafarers Felix Deguzman, Chester Hoff, H. Perry, Dwight Clayton, Eric Branlund, Kanoi Sato, and Joseph Ryan. There's a bright morning sun on the horizon as deck department Seafarer Frank Pasquali applies fresh coat of paint to bulkhead. In background, Odduar Hansen is putting finishing coat on ship's railing. There are always plenty of empty dishes after a good meal. Ed Figueroa (left) and Benson Hale, pantryman, are returning things to ship-shape order. Seafarers Log �I As a service to its members and their families the Seafarers International Union will publish periodically in the Log a medical column written by Dr. Logue. The column will deal with some fairly common ail­ ments or medical problems, their diagnosis and'treat­ ment. By Joseph B. Logue, M.D. SIU Medical Director versely affected by excess pounds. Gout and diabetes are only two of many diseases that are complicated by overweight. A Seafarer's heart bears the burden of extra pounds. To lift each extra pound up and down a gangway and carry it through work and play, the heart must pump that much harder. If you've had heart disease from some other cause, then obesity will further harm your heart and lead to more serious trouble. Unfortunately, obesity and overweight are major health problems in the United States today. It is esti­ mated that more than 20 percent of all adults over 30 years of age in this country are obese, and an even higher percentage are overweight. Overweight is also hard on the legs. The mechanics of carrying the extra pounds may lead to varicose veins and possibly trouble in your joints. Carrying 30 or more pounds over your normal weight classifies you as obese while carrying more than 10 but less than 30 extra pounds labels you as overweight. Excess weight also creates psychological difficulties —especially in young people. It is embarrassing and injures self-esteem. It also tends to limit sports and other healthful activities. The mortality rate increases as excess poundage accumulates. In people who are 25 percent or more overweight, the mortality rate is 50 percent higher than for those of normal weight. Clearly, it is important for each of us to lighten the biu-den of excess pounds that we constantly carry but some of us may still need an extra push. For a sensible weight control program, the follow­ ing factors are necessary. How people become overweight is a matter of simple mathematics. If you consume 500 more cal­ ories per day than you expend in energy, by the end of the week you will have added another pound of unnecessary weight to what may already be an em­ barrassing waist line. This is not difficult to do. Three martinis at lunch time will easily add the 500 calories, so will a quarter pound of fudge. We know how we get fat but often we don't know why. Some of us eating habits developed in childho^ that can only result in obesity if we don't change them. A family's style of eating is deterined by parents who may sometimes overemphasize starches, fats and carbohydrates in menu planning. Motivation: If there are no psychological factors which require treatment first, then a person should list all the reasons in favor of losing weight. His health, his appearance, and the general feeling of well being that accrues to those on a good weight regimen. Medical Supervision: Weight can be controlled with­ out the aid of your physicians but medical supervi­ sion is the wise way. Your physician knows best from a health standpoint, and can assist in setting a realistic weight goal. He can check your general health to de­ termine that the wei^t loss is not injurious to your health. Exercise: Every person who is not physically handi­ capped, whether worried about weight or not, should have a program of daily physical exercise. TTiis can be accomplished by a 6 minute routine of exercises every morning when a person first arises. It need not be fatiguing but it must be regular. Well Balanced Diet: Crash and fad diets for losing weight should be avoided. They seldom succeed in keeping the wei^t down. Often they are dangerous because they do not provide all the different food nutrients. You don't need special foods. You should eat every day from the four basic food groups: • milk and milk products. • meat, fish and poutry. • fruits and vegetables. • breads and cereals. Select from these groups, adjusting total food in­ take to the number of calories to maintain or to reduce weight, depending upon your goal. Dairy foods fit well in weight control diets even though some people think they must reduce or elimi­ nate milk and other diary foods to lose weight. An eight ounce glass of whole milk supplies 160 calories, and if weight is your problem, an eight ounce glass of skimmed milk is only 90 calories, and contains the essential ingredients less a certain amount of fat. Tomorrow never comes for those who are planning to reduce their weight. Now is the hour. Don't kid yourself—^it's not easy to shed those extra pounds, but you will enjoy die extra years life you save. Children from such families carry these eating habits into adulthood and much too often we find another generation locked into eating habits that con­ tribute to continued obesity and overweight. The no­ tion that a fat child is a happy child should be for­ gotten, and today's parents have an obligation to see to it that their children consume diets that are well balanced in both quality and quantity. Overweight Seafarers, young and old, join in deny­ ing overeating, yet those extra pounds represent food they have eaten in excess of actual need. Some blame their wives' or mothers' delicious home-cooking—or even the steward department aboard ship—^but the truth is they can continue to enjoy this cooking, and still cut many unwarranted calories from their diets if they simply eat less. Very few people gain weight because of medical reasons, and these cases require careful diagnosis and treatment. Also, remember that normal weight in­ creases with age. The 40-year Seafarer weighs more than he did at 18, but these aaditional pounds may not make him overweight. Overweight Person Endangers Health The overweight person carries his useless burden every step he takes, and the longer he carries imnecessary weight the closer he gets to having trouble with other areas of his health. The heart, kidneys, gall blader and arteries are just some of the organs of the body that are ad­ Page 25 �„ V r;r- '-:^^, iK.ij?;'?.?<? piilliSliSiss# Buat in 1941, the 47,700-deadweight-ton Monticello Victory (Victory Carriers) recently docked in Perth Amboy, New Jersey after a four month voyage on the oil run from the Persian Gulf and Pakistan to Italy and home again. Despite the long years of service put in by the tanker, she remains in ship-shape condition and is a favorite ci SIU taukermen. Perth Amboy is her usual stateside port and after a quick tum-around she sailed again for the Persian Gulf ports. liPfSSii ymv' i^m'' '!0 mj *<t .isa m W-. Chief cook Rick Williams is about to return a roast to the oven after basting. Brother Williams and the entire steward depart­ ment receive high praise for their menus. .a;M .vPT4-.,r y:i i. !.••.-> J. •«. ' • ••* - •Kr'rj tei.- • . • i^ if ji <"** .. -ss. p.» Iteii." [lk» i*i A friendly round table scuttlebutt session on maritime affairs and other topics of interest vkras held in the recreation room aboard the Monticello Victory during ship's payoff. Seated at table are, from left: SIU Headquarters Representative Bill Hall, Captain Jensen, master of the Monti­ cello Victory; Wilson Yarbrough, chief steward; W. "Ting" Thomas, ship's bosun, and company's Port Captain Smith. Ship's quick turn-around means a quick haircut for Werner Becher, who sails as able seaman aboard the Monticello Victory. There's some heavy teamwork topside as L Harvey, M. Leuschner and H. Schmidt (l-r) handle Fireman Gene Speckman cleans burner as engine department some routine maintenance. ; . prepares to fire-up for new outbound voyage. Page 26 ,' - i;. J.1' �1) Tax Form Is Really Nothing to Fear; Fee-Charging Tax Service Could Be By Sidney Maifoiios \, I Last year many moderateincome wage-earners sought the expensive and often-erratic help of fee-charging tax services, mainly because* the govern­ ment had eliminated the shortform return. Everybody now must use the more complicated Form 1040. Actually there is nothing to worry about. The first page of Form 1040 itself can be used as a short form return, if that really is in your best interest, . simply by filling in the top half and looking up your tax in the tax table provided in the in­ struction lx)oklet. Form 1040 really is more favoralsle to you because it allows you to sub­ tract from yoiu- income per­ mitted adjustments such as al­ lowable sick pay, moving ex­ penses to a new job, and sev­ eral types of employee jobtravel expenses. The old short form had no place to take these "adjustments" (not to be confused with "deductions"). If you want, the Internal Revenue Service even will fig­ ure out your tax for you pro­ viding you use the standard deduction (not necessarily de­ sirable). You merely fill in the several lines on the form spec­ ified in the instruction booklet, and the IRS will compute your tax, and send you either a re­ fund or a bill for any addi­ tional amount you owe. If you have enough potential deductions to make itemizing worthwhUe, making out your return is a little more laborious. This is why the fee-charging private tax services are boom­ ing. Everybody's getting into this money-m^ing act which is costing small taxpayers mil­ lions of dollars a year. Even small-loan companies, banks, and Sears and Montgomery Ward stores have joined the storefront services in charging, usually, $12 to $20 for filling out the forms. Several Disadvantt^es Besides the cost, there are several fallaciei^gin using these fee-charging services: Many are not wholly depend­ able. Several surveys last year by enterprising newspaper re­ porters foimd different tax services often came up with different results. Often the temporary personnel who fill out the forms are low-paid col­ lege students, housewives, salesmen and others given quickie training courses for this purpose. I know how these services operate because I've moonlighted myself by prepar­ ing the tax workbook for one of the largest tax services. Especially doubtful for their knowledge are the tax prepar­ ers in loan companies and tem­ porarily converted salesmen in chain stores. Even if you use a tax service you still have to know, at least approximately, your potential adjustments and deductions. Only you know what deducti­ ble expenses you had for medi­ cal care, church and charities, mortgage and other interest on debts, other deductible taxes you paid, and allowable job expenses. Where a commercial service can help, if it has welltrained personnel, is to remind you of various potential ad­ justments and deductions, and other tax-savers such as "in­ come averaging" (if you had unusually high income last year);, which of your depend­ ents may be qualified; and whether you had any of the less frequent deductible ex­ penses such as a qualified skillupgrading course. However, you can take your return to a local IRS office that has a tax assistance unit and get help without any ex­ pense, Elizabeth Fowler, a New York Times financial writ­ er points out. The government also has made it easy to buy its own $.75 tax guide. Your Federal Iitcome Tax, by putting it on sale at post offices. More comprehensive and often clean­ er guides such as the Lasser book at $2 provide detailed checklists and explanations. We want to explain the basic types of tax-savers and note some of the common mistakes small taxpayers make. Exemptions. This year— largely because of the campaign by labor unions—^you can de­ duct $675 for each qualified dependent. As well as for your­ self and wife, you can claim exemptions for children under 19, or over if a full-time stu­ dent during some part of each of five months of the calendar year, and even if your child had $675 or more income of his own part-time work. SIU Welfare, Pension and Vacation Plans CASH BENEFITS PAID REPORT PERIOD FOR PERIOD DECEMBER 1, 1971 thru JANUARY 31, 1972 NUMBER OF BENEFITS SEAFARERS WELFARE PLAN AMOUNT PAID Scholarship 15 $ Hospital Benefits 3,896 Death Benefits 53 Medicare Benefits 279 Maternity Benefits 102 Medical Examination Program 1,101 Dependent Benefits (Average $445.72) 4,916 Optical Benefits 1,201 Meal Book Benefits 659 Out-Patients Benefits 10,791 Summary of Welfare Benefits Paid 23,013 4,353.43 97,382.22 149,000.00 1,571.80 20,391.80 33,130.80 208,821.06 17,542.13 6,581.94 82,948.00 621,723.18 Seafarers Pension Plan—Benefits Paid 3,743 947,315.37 Seafarers Vacation Plan—Benefits Paid (Average—$587.58) ' 2,781 1,536,987.61 Total Welfare, Pension & Vacation Benefits Paid This Period 29,537 3,106,026.16 Wehberger Is Reelecfed SIUNA vice president Mor­ ris Weisberger has been re­ elected to his 14th consecutive term as president of the San Francisco Bay Area Port Coun­ cil of the AFL-CIO Maritime Trades Department. Weisberger is also secretarytreasurer of the SlU-affiliated Sailors Union of the Pacific and a vice president of the Cali­ fornia Labor Federation, AFLCIO. Reelected as the Port Coun­ cil's vice president was A1 Clem, executive officer of the Operating Engineers Local 3. Brandon E. Tynan, secre­ tary of the Marine Staff Offi­ cers Association, an affiliate of the SIU, was elected secretarytreasurer of the Council. emption by agreement. Failure able amounts of sick pay you to file the Multiple Support received from your employer, In fact, he can claim himself Declaration is a frequent error. a welfare fund or insurance as an exemption on his return Such dependents must have less company. As the instructions if he has to file one. If he had than $675 of taxable income— point out, the amount of sick less than $1,700 of income, (or income other than social secur­ pay you can exclude from in­ $2,300 if married), he doesn't ity and other nontaxable in­ come is subject to specified have to file at all unless taxes come. waiting periods and limitations. were deducted from his pay. Adjustments. There are a If you moved your residence Then he should file to get a re­ special group of subtractions because of a new job at least fund. from income which you take farther away from your home You also can claim exemp­ under Part III on page 2 of than the distance from your old tions for other close relatives Form 1040. Note especially residence to your former place if you provide more than half that you do not have to itemize of work, you can exclude speci­ his or her total support. If you "deductions" to exclude from fied moving expenses. Note es­ shared the support with others, your taxable income permitted pecially the tricky "distance one of you can claim the ex- "adjustments" such as allow­ requirement." li! FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their 'findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agree­ ments. All these agreements spe'ify that the trustees in f charge of these funds shall equally consist of Union and ' management representatives and their alternates. All expen­ ditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund finan­ cial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is; Earl Shepard, Chairman, Seafarers Appeals Board 275-20di Street, Brooklyn, N.Y. 11215 February 1972 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. coNSTmrnoNAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or o'uligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employ­ ers. Consequently, no Seafarer may be discriminated against because of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATIONS. One of the basic rights of Seafarers is the right to pursue legislative and political objectives which will serve the best interests of themselves, their families and their Union. To achieve these objectives, the Seafarers Political Activity Do­ nation was established. Donations to SPAD are entirely voluntary and constitute the funds through which legislative and political activities are conducted for the membership and the Union. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitu­ tional right of access to Union records or information, he should immediately notify SIU President Paul Hall at head­ quarters by certified mail, return receipt requested. Page 27 �V Seafarers, Including One Female, Retire Oyde Garner, 63, is a native of Randleman, N.C. and now makes his home in Mobile, Ala. He joined the union in 1947 in the Port of Norfolk and sailed in the steward department. Brother Garner received a personal safety award for his part in making the DeSoto an accident-free ship dur­ ing the first half of 1960. Also, while he was chief steward on board the Arizpa in 1961, the ship was awarded a Certificate of Sanitation by the U.S. Public Health Service. Brother Gamer was an Army veteran of World War II. Female Sailor Ends Career For a woman who gets "seasick on a swing," Teresa Davis managed to get through 20 success­ ful years as a Seafarer. Sister Davis was one of the few female sailors left in the union when she retired last year on an SIU pension. She sailed on the Great Lakes where the union once had 150 women working the busy passenger trade. Today, with the demise of the passenger ships, there are only about six women left. Now, as she oc­ cupies herself by painting and redec­ orating her home. mi'' Sister Davis recalls how she unexpect|w. - edly became a sail­ or. In the spring of 1951 she was ' working as a wait­ ress in a Michigan restaurant when a union official called to see if she would be a stewardess on the Great Lakes, Sister Davis was 46 years old at the time and had "never dreamed of work­ ing on a boat." She said she couldn't take the stewardess job but the official was persistent and finally con­ vinced her to try sailing for a summer. Sister Davis began sailing June 16, 1951 on the Ann Arbor Railroad's car ferry No. 5. She liked the new job so much that after Labor Day "when the regular job on boat No. 6 came up for bid" she applied for the position, and began working regularly on Dec. 4, 1951. The winter waters on Lake Michigan are very rough and Sister Davis "had some terrible days of seasickness in the beginning." She was so ill that she wanted to quit but the rest of the crew convinced her to stick it out and finally she became thoroughly seaworthy. Twice a day Sister Davis made round trips from Frankfort, Mich, to Kewaunee, Wis. and Manitowoc, Wis. She always sailed aboard boat No. 6 which in 1959 was renamed the Arthur K. Atkinson. The Atkinson carried a crew of about 40 and during most of the year. Sister Davis was the only woman among them. Each summer when the passenger rolls increased heavily, an extra woman was put on board. The boct irried three crews and most of them worked fou^ hours on and four hours off. But the hours were different in the galley department and Davis worked 7. a.m. to 1 p.m. and 5 p.m. to 7 p.m. All year round Sister Davis and the rest of the crew worked 20 days with eight days off. "There's something about a sailing job," she said, "that after you've worked it awhile, it makes other jobs look uninteresting." ^ When Sister Davis retired, she was not only % one of the few women left on the Lakes, she p was also next to the last of the original Atkinson ^ crew from December of 1951. i Page 28 Nicholas P. Kondylas, 65, joined the union in 1946 in the Port of New York and sailed in the steward de­ partment. A native of Greece, Broth­ er Kondylas now makes his home in Baltimore, Md. His retirement ended a sailing career of 45 years. Sheldon Gilbert, 65, is a native of Elberta, Mich, and continues to make his home there. He joined the union in the .Port of Elberta and sailed in the engine department on the Great Lakes. His retirement ended a sailing career of 27 years. Stephen R. Laffey, 70, is a native of Ireland and now makes his home in Duluth, Minn. He joined the union in 1945 in Cleveland, O. and sailed on the Great Lakes. Alberto De La. Paz, 63, is a native of Puerto Rico and now makes his home in Santurce, P.R. One of the first members of the union. Brother De La Paz joined in 1938 in the Port of Baltimore and sailed in the deck department. Ansley E. Forrester, 65, joined the union in the Port of Baltimore in 1957 and sailed in the engine depart­ ment. A native of Virginia, Brother Forrester now lives in Pasadena, Md. Elmer C. Danner, 66, is a native of Harrisburg, Pa. and continues to make his home there. He joined the union in the Port of New York in 1957 and sailed in the steward de­ partment. Brother Danner was issued a personal safety award for his part in making the Robin Locksley an acci­ dent free ship during the first half of 1960. Oliver Lewis, 67, is a native of Maryland and now makes his home in Baltimore. He joined the union in 1944 in the Port of Boston and sailed in the steward department. Brother Lewis was issued a picket duty card during the Greater New York Har­ bor Strike of 1961. He retired after sailing 32 years. Joseph E. Barringer, 60, is a na­ tive of Memphis, Tenn. and now makes his home in New Orleans, La. He joined the union in the Port of New York in 1944 and sailed in the engine department. Brother Barringer is an Army veteran of World War II. Orazlo Farrara, 65, is a native of Providence, R.I. and now lives in Fort Walton Beach, Fla. He joined the union in 1947 in the Port of New York and sailed in the steward de­ partment. Brother Farrara served as ship's delegate while sailing. David Archia, 64, is a native of Georgia and now makes his home in Oakland, Calif. He joined the union in 1940 in the Port of Philadelphia and sailed in the steward department. Seafarer Archia received a personal safety award for his part in making the Seatrain New Jersey an accident free ship from Nov. 1, 1960 to April 30, 1961. His retirement ended a sail­ ing career of 49 years. Retiree Garfin Still Active For most of his career at sea. Brother Crisanto Garfin chose to sign on for the longer voyages, so that in some years he sailed for as much as 365 days straight—without any vacation time. In 1969, after more than 20 years of seafaring, he swallowed the anchor and retired on his well earned SIU pension. Born in 1896 in the Phillipine Islands, Brother Garfin sailed as cook on many of the first ships ever put under contract by the SIU. . ^ He clearly remembers what conditions were 'v like for Seafarers §0^' in those days, and ^ ^ is proud to have V% had a part in fighting to change them. : > Today, just as in the days of the 1946 General Strike, when he hit the bricks on a picket line with his shipmates, Garfin continues to see seafaring as more than just a job—"it's a way of life"—and a man doesn't change his way of life overnight. That's why Garfin, who makes his home in the Port of New Orleans, always puts aside a part of his day for a visit to any SIU ships that may be in port. Even when he travels to other countries, Gar­ fin visits any of the ports he can to search out the SIU ships and introduce himself to his union brothers. The crew of the Trent recently wrote to the Log to thank Garfin for a. visit he made to theif ship when she stopped in Buenos Aires, Argen­ tina. Speaking for the crew. Chief Steward Charles Turner noted in his letter: "He was helpful to quite a few of us, especially when it came to explaining the difference be­ tween Argentina's old and new money and the difference in the rates of exchange from U.S. dollars to pesos. "As every Seafarer knows, the mailing of let­ ters in foreign ports is often a problem. Brother Garfin collected a batch of letters from his union brothers on the Trent and saw to it that they were properly stamped and mailed. "Finally, he even went souvenir shopping with a bunch of us and got bargains for us on many things that would ordinarily have cost uS more. He didn't ask for a thing—^just told us to say hello for him to all his old shipmates and friends, and say he hopes to see them too in the near future." Seafarer Garfin may have retired from the sea, but it's clear he hasn't forgotten it or his many shipmates. Seafarers Log �Membership Meetings' Schedule Dl S P AT QHE R S 'R E POR t AMmk. OuW t IdiiM Wa^n bbirfet, •< • I< 1 ( VI i3 li'i !"• k'i January 1.1972 to Jonuaiy 31.1972 oston ^ew York Philadelphia Baltimore .. ;|Norfolk Jacksonville Tampa plobile iNew Orleans Houston Wilmington .......... San Francisco ...... Seattle .... Totals ..... DECK DMRTMENT TOTAL REGISTEREO TOTAL DIPPED REGISTERED ON BEACQ All Groups An Groups AlIGronps CiassA QassB pass A ClassB Class C ClassA ClassB 7 10 3:3?, •; , 10 7 0 15 9 74 45 52 21 1 229 189 21 43 15 19 32 53 91 103 15 103 37 613 TOTAL Port • Boston ; New York Philadelphia Baltimore . Norfolk • i Jacksonville .......... Tampa Mobile New Orleans ] Houston ; Wilmington •; San Francisco 3 Seattle 15 63 14 24 9 .v-i,?;?.,..,- ..J3 . 15 , 2 21 ' 1 52 " 26 41 69 52 '56 21 • 2 52-^"'3;• 57 •:. 40 3:::'.; 3. 367 318 2 6 6 3 2 13 31 25 0 28 4 148 0 0 0 1 0 0 2 0 0 0 0 4 eN9iNEptFAm4im W 43 145 59 57 32 .03 217 149 56 176 69 1350 23 86 44 53 21 39 130 92 75 151 52 964 REGISTERED ON BEACH All Groups AUGrccps AllGroopa Class A Class B ClassA Class B Class C Class A Class B 4 5 4 0 8 9 57 68 3:;:::;: • 43, 31 0 205 342 9 .. 5 • 11 ,.•'-1 t :• 0 / 28 23 39 20 27 10 2 55 • 103 21 16 5 9 0 47 47 7 ' S'--' 19 9 0 22 54 14 21 0 0 2 21 14 32 14 /. • 22 • ' 21 0 70 34 67 66 :• 57 38 3 147 161 62 •68- 3-v 49 30 . 0 , 130 : 110 16 • 20- S33-: 0 ?- 0, 0 19 59 87 67 . 58 37 V 0 103 183 33 32 I'V-- 2 0 40 61 448 427 , 278 :^5.:,3' 194 936 1159 STEWARD DEPARTMENT k i• TOTAL REGISTERED TOTAL SHIPPEb REGISTERED ON BEACH |J, -i. An Groups AH Groups AU Groups -lprt;:V: Class A Class B OassA ClassB ClassC Class A ClassB 3 0 Boston .0 1 1 4 40 47 New York 40 36 4 151 , 8 6 Philadelphia 0 2 2 16 Baltimore 9 31 11 3 10 87 Norfolk 3 13 1 27 4 Jacksonville 15 16 5 1 33 - %•- . sTampc 15 8 1 0 1 15 I ' Mobile? 0 3 0 14 16 74 JNew Orleans ....^ 37 58 0 40 170 37 • |Houston i- 3 51 43 26 107 27 - Wilmington 8 11 6 0 •• 0 28 iSan Francisco 63 56 28 43 •v}i:106 Seattle .. 16 44 65 1 0 0 264 340 ^Tbtals.... 182 182 12 883 SIU-AGLIWD Meetings New Orleans.Mar. 14—2:30 p.m. Mobile Mar. 15—2:30 p.m. Wilmington...Mar. 20—2:30 p.m. San. Fran. ...Mar. 22—2:30 p.m. Seattle Mar. 24—2:30 p.m. New York....Mar. 6—2:30 p.m. Philadelphia..Mar. 7—2:30 p.m. Baltimore Mar. 8—2:30 p.m. Detroit Mar. 17—2:30 p.m. tHoaston Mar. 13—2:30 p.m. SIU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers PRESIDENT Paul Hall EXECUTIVE VICE PRESIDENT Cjd Tarmer VICE PRESIDENTS Earl Shepard Al Tanner ALFENA, Mich H. I February 1972 p.m. p.m. p.Ill p.m p.m p.m p.m Directory Of Union Halls Lindsay Willieuns Robert Matthews HEADQUARTERS ....675 4th Ave.. Bklyn. 11232 (212) HV 9-6600 ' FALCON DUCHESS (Falcon Caldara. $5 in ship's fund. No beefs ton; Deck Delegate Charles Hill; ' Tankers), Oct. 17—Chairman R. D. were reported. Engine Delegate John P. Schaefer; ' Schwarz; Secretary S. A. Freeman. BEAUREGARD (S e a - L a n d Steward Delegate Frank Rahas. $ 112 ' Some disputed OT in deck depart- Service), Sept. 27—Chairman James in ship's fund. Unlicensed person­ .« ment. Vote of thanks to the stew­ E. Tanner; Secretary John S. Burke, nel donated $62 to American Mer­ ard department for a job well done. Sr.; Deck Delegate Fred Doney; chant Marine Library. No beefs and ' BEAUREGARD (S e a - L a n d), Engine Delegate Alfred R. Frey; no disputed OT. PANAMA (Sea-Land), July 4— , July 18—Chairman James E. Tan- Steward Delegate F. P. Magallanes. ' ner; Secretary John S. Burke, Sr.; $31 in ship's fund. Everything is Chairman C. P. Perreira; Secretary Deck Delegate B. Hager; Engine okay with no major beefs. Vote O. R. Frezza; Deck Delegate Ed­ * Delegate Alfred R. Fry. $31 in of thanks was extended to the ward S. Sekella; Engine Delegate William H. Reynaldo, Sr.; Steward ^ ship's fund. Disputed OT in deck steward department for a job well and engine departments. Everything done. In turn the steward gave a Delegate Martin Sierra. Smooth vote of thanks to all the crew and trip so far. Few hours disputed OT 1 is running smoothly. officers for their good cooperation in engine department, otherwise no « NEW ORLEANS (Sea-Land), for the one year out in Vietnam. beefs. Oct. 3 — Chairman M. Landron; PORTLAND (Sea-Land), Oct. 10 OAKLAND (Sea-Land), Sept. 18 1'Secretary D. Sacher. $10 in ship's —Chairman Luke Wymes; Secrefund. Some disputed OT in deck tit-y W. Moore; Deck Delegate A. —Chairman Albert Ahin; Secretary C. N. Johnson; Deck^Delegate Ken­ '^department. Vote of thanks to the Pickur; Engine Delegate G. Win­ steward department for a job weli chester; Steward Delegate J. Rodri­ neth E. Lee; Engine Delegate A. Michalski; Steward Delegate W. done. guez. Some disputed OT in engine McMillion. No beefs. Everything is ANCHORAGE (Sea-Land), Oct. department. Vote of thanks to the running smoothly. lS\a Bobby Gillian; Sec­ steward department for a job well I» CV 3—Chairman RACHEL V (Vantage), Sept. 12 i retary J. Roberts; Deck Delegate done. —Chairman James B. Dixon; Sec­ Robert Myers; Engine Delegate SEATRAIN SAN JUAN (Sea- retary R. Spencer; Deck Delegate ' Donald V. Cox; Steward Delegate train), Sept. 26 — Chairman A. Lawrence B. Kelly; Engine Delegate tl 1 E. Joseph. $26 iii ship's fund. No Sakellis; Secretary A. Aragones; Joseph R. Valdes; Steward Dele­ • beefs were reported. Deck Delegate A. Vallyo; Engine gate W. C. Daniels. Brother James ;i . EAGLE TRAVELER (United Delegate H. J. St. Clair; Steward Hand, educational director, who ' Maritime), Sept. 26—Chairman Jo­ Delegate C. Rios. Few hours dis­ was delegate at SIU Educational seph Bourgeois; Secretary A. W. puted OT in deck department. Conference, reported on same Vote • Hutcherson; Deck Delegate John C. TRANSIDAHO (Hudson Water­ of thanks was extended to the Bokus; Engine Delegate Nathaniel ways), Oct, 3 — Chairman Frank steward department for a job well P. Davis; Steward Delegate W. J. Gaspar; Secretary Aussie Shrimp- done. No beefs were reported. 15- -7:30 17* I •7:30 1 17—7:30 17—7:30 13—7:30 13—7:30 SIU Inland Boatmen's Union New Orleans.Mar. 14—5:00 p.m. Mobile Mar. 15—5:00 p.m. Philadelphia..Mar. 7—5:00 p.m. . Baltimore (li­ United Industrial Workers censed and unlicensed Mar. 8—5:00 p.m. New Orleans.Mar. 14—7:00 p.m. Norfolk Mar. 9—5:00 p.m. Mobile Mar. 15—7:00 p.m. Houston Mar. 13—5:00 p.m. New York....Mar. 6—7:00 p.m. Philadelphia..Mar. 7—7:00 p.m. Railway Marine Region Baltimore Mar. 8—7:00 p.m. Philadelphia. Mar. 14—10 a.m. & Houston Mar. 13—7:00 p.m. 8 p.m. Great Lakes SIU Meetings Baltimore Mar. 15—10 a.m. & Detroit Mar. 6—2:00 p.m. 8 p.m. Buffalo Mar. 6—7:00 p.m. •Norfolk Mar. 16—10 a.m. & Alpena Mar. 6—7:00 p.m. 8 p.m. Chicago Mar. 6—7:00 p.m. Jersey City.. Mar. 13—10 a.m. & Duluth Mar. 6—7:00 p.m. 8 p.m. Frankfort Mar. 6—7:00 p.m. l:Meeting held at Galveston wharves. Great Lakes Tug and Dredge Section t Meeting held in Labor Tem­ ple, Sault Ste. Marie, Mich. Chicago Mar. 14—7:30 p.m. tSault •Meeting held in Labor Tem­ Ste Marie Mar. 16—7:30 p.m. ple, Newport News. T .-'i f Buffalo ...Mar. Duluth ..Mar. .xvAua. Cleveland.. .Mar. Toledo ....Mar. Detroit ...Mar. Milwaukee. ...Mar. 800 N. Second Ave. 49707 (517) EE 4-3616 BAETIMORE, Md. , ..1216 E. BalUmore St. 21202 (301) EA 7-4900 BOSTON, Mass. 216 Essex St. 02111 (617) 482-4716 BUFFAEO, N.r. 290 FrankUn St. 14202 SIU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, ni. 9383 Ewlna Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, O. 1420 W. 26th St. 44113 (216) MA 1-5460 DETROIT, Mich. 10226 W. JelTerson Ave. 48218 (313) VI 3-4741 DULUTH. XDnn. . 2014 W. 3d St. (218) RA 2-4110 55806 FRANKFORT. Mich P.O. Box 287 415 Main St. 49635 (616) EL 7-2441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 2608 Pearl St. 32233 (904) EL 3-0987 JERSEY CITY, N.J. ..99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala 1 Sooth Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La 630 Jaekson Ave. 70130 (504) 529-7546 NORFOLK, Va. ; 115 3d St. 23510 (703) 622-1892 PHILADELPHIA, Pa 2604 S. 4th St. 19148 (215) DE 6-3818 PORT ARTHUR, Tex 534 Ninth Ave, 77640 (713) 983-1679 SAN FRANCISCO, CaUf. 1321 Mission St. 94103 (415) 626-6793 SANTURCE, P.R. ..1313 Fernandez Juncos Stop 20 00908 724-2848 SEATTLE, Wash 2505 First Ave. 98121 (206) MA 3-4334 ST. LOUIS, -Mo 4577 Gravels Ave. 63116 (314) 752-6500 TA.MPA, Fla 312 Harrison St. 33602 (813) 229-2788 TOLEDO, O 935 Snnunlt St. 43604 (419) 248-3691 WH,.M1.NGT0N, Calif 450 Seaside Ave. Terminal Island, CaUf. 90744 (213) 832-7285 VOKOHA.MA, Japan Iseya Bldg., Room 810 1-2 Kalgan-Dorl-Nakaku 2014971 Ext. 281 School Kids 'Adopf-a-Ship Five SlU-contracted com­ Captains not only write back panies are among the steam­ to the class, they often visit the ship lines participating in the children at their school when "adopt-a-ship" program spon­ in port. sored by The Propeller Club of Right now, there are over the United States. 334 adopted United States Under the 35-year-old pro­ Merchant Marine ships. Among gram, an elementary school the companies involved are SIUclass adopts a ship and then contracted Delta Steamship begins corresponding with its Lines; Military Sealift Com­ captain through their teacher. mand, Atlantic; Military SeaThe children ask about the lift, Command, Pacific; Seaship, the crew, cargoes and the Land Service, and Waterman countries visited by the vessel. Steamship Corp. Page 29 �Final Departures Didef K. MoUer, 58, was an SIU pensioner who passed away Oct. 31, 1971 of natural causes in USPHS Hospital, Staten Island, N.Y. He joined the union in 1944 in the Port of New York and sailed in the en­ gine department. Brother Moller served as department delegate while he sailed. A native of Norway, Sea­ farer Moller was a resident of Brook­ lyn, N.Y. when he died. He had been sailing 38 years when he retired last year. Among his survivors is his sister, Olga Elisabet Aarstad of San Francisco, Calif. Burial was in Green­ wood Cemetery in Brooklyn. Robert C. Brennan, 71, was an SIU pensioner who passed away Nov. 16, 1971 of illness in Cumberland Hos­ pital, Brooklyn, N.Y. A native of Columbia, Brother Brennan was a resident of Brooklyn when he died. He joined the union in 1941 in the Port of New York and sailed in the steward department. He had been sailing 47 years when he retired in 1964. Among his survivors is his wife, Antonia. Burial was in Ever­ green Cemetery in Brooklyn. WOliam R Scott, 48, passed away Mar. 13, 1970 as a result of injuries he received when struck by a car in New Orleans, La. on Mar. 11, 1970. He joined the union in 1949 in the Port of New York and sailed in the deck department. Among his survivors is his mother, Mrs. E. McCudden. Burial was in Queen of Heaven Cemetery in Hillside, 111. Roy H. McCance, 60, passed away Sept. 30 of illness in Riverside Hos­ pital, Jacksonville, Fla. A native of Florida, Seafarer McCance was a resident of Jacksonville when he died. He joined the union in 1949 in the Port of Tampa and sailed in the engine department. Brother McCance was issued a picket duty card in 1961. He was a Navy veteran of World War II. Among his survivors is his wife, Lonnie. Burial was in Evergreen Cemetery in Jacksonville. John F. Gersey, 70, was an SIU pensioner who passed away Jan. 2 of illness at the Slidell Memorial Hos­ pital, Slidell, La. A native of Penn­ sylvania, Brother Gersey was a resi­ dent of Slidell when he died. He joined the union in 1940 in the Port of Philadelphia and sailed in the steward department. Gersey had been sailing 39 years when he retired in 1964. Burial was in Forest Lawn Cemetery in Slidell. Hillery Courtney, 56, passed away Oct. 10, 1970 in the USPHS Hospital in San Francisco, Calif, after an illness of two months. A native of Ala­ bama, Brother Courtney was a resident of Port Arthur, Tex. when he died. Seafarer Courtney had recently joined the union and had been sail­ ing out from the West Coast. Among his sur­ vivors is his daughter, Deborah Courtney Farquhar of Port Arthur, Tex. Burial was in Greenlawn Cemetery in Port Arthur. Wayne O. Babcock, 31, passed away Feb. 16 in Williamsburg, Va. Brother Babcock had recently joined the union and was sailing out from the East Coast. A native of Richmond, Va., Seafarer Babcock was a resident of Williamsburg when he died. He had served in the Marine Corps. Among his survivors is his father, Robert N. Babcock of Wililamsburg. Burial was in Williamsburg Memo- John Combs, 25, passed away Jan. 2, 1971 in Detroit, Mich. A native .of Michigan, Brother Combs was a resident of Detroit when he died. He recently joined the union and was sailing on the Great Lakes. Among his survivors is his wife, Marie. Burial was in Grand Lawn Cemetery in Detroit. Charles E. Daniels, 53, passed away Sept. 8, 1970 of natural causes while sailing on board the Fanwood. Brother Daniels. was a resident of Greenwich, N.Y. when he died. He had recently joined the union. Among his survivors is his wife, Peggy. Brother Daniels was buried at sea. Fred Harvey, 86, Dies Following Illness *.. . I guess I saUed them all.' Fred Harvey, 86, died January 12, 1972 in the USPHS Hospital on Staten Island, N.Y., following a three-month illness. He retired from the SIU in 1965 but still kept up with imion affairs during his retirement. Following the monthly membership meetings in the Brooklyn Hall, he could often be found in the Port O' Call recounting for whomever would listen stories of his 65 years sailing the world's oceans. He began sailing in 1900 on the sperm whalers shipping out of San Francisco and, despite many words written extolling the life of adventure and romance of the seafaring man, Harvey always maintained tlxat "it was far from romantic." He often retold stories of the "poor food, bad quarters and worse pay" that were prevalent in those days before the sailors had a union to look out for their interests. As a member of the merchant marine his career spanned two World Wars, the Korean War and the Vietnam Conflict. He also served in the French Foreign Legion for a brief period during World War I, when he was wounded several times. He was fond of saying that he sailed virtually "them all, from sail to coal to steam." Indeed, he practically did during his days at sea. In his home on Staten Island, Harvey hoarded many mementoes from his voyages around the world. He kept a log of his every journey and collected souvenirs indigenous to the many ports he visited. Throughout the years he was a frequent contributor of articles to the Seafarers Log. He was the subject of a special feature in the September, 1970 issue of the Log. He was a member of the South Street Seaport Museum in Manhattan. Seafarer Harvey is survived by his wife, Margaret and a son, John, of Croydon, Pa. Harvey stipulated that his body be donated to the New York University of Medicine for the benefit of science. Andrew O. Nickle, 64, was an SIU pensioner who passed away Dec. 7, 1971 of illness in New Orleans, La! He joined the union in 1949 in the Port of Tampa and sailed in the en­ gine department. Nickle served as ship's delegate while sailing. He had been sailing 29 years when he retired in 1971. A native of Maryland, Brother Nickle was a resident of New Orleans when he died. Among his survivors is his wife, Lyvona. Burial was in Greenwood Cemetery in New Orleans. Winiam Pleszczuk, 64, was an SIU pensioner who passed away Nov. 28, 1971 of illness in Pennsylvania Hos­ pital in Philadelphia, Pa. A native of Pennsylvania, Brother Pieszczuk was a resident of Philadelphia when he died. Seafarer Pieszczuk joined the union in 1948 in the Port of Phila­ delphia and sailed in the steward de­ partment. He retired in 1964. Burial was in Holy Redeemer Cemetery in Philadlephia. Page 30 The top photo shows Fred Harvey 'at the wheel of the three-masted Wavertree as the vessel makes her way to the South Street Seaport Museum—on lower Manhattan. This was to be Harvey's last voyage after some 65 yearstof sailing the seas. In the bottom photo he is pictured as a young man (second from right, standing) aboard the Barmbek in Hamburg, Germany in 1908. Seafarers Log �•;,SS' •iV;- -'Ss'.jM ' ^ ,1^ :/ 'ii >. ty f HI ^4.. d If. -^.1 ''M. -.{•Sfi-t'-.- 's^i, .' J'? one trip could mean a lifetime jsfl/"'''' • ' iU :•- • Will it be a few hours or a lifetime? That's the question facing a Seafarer who reaches for a reefer, or a needle to take him temporarily away from this world. Nobody takes dope intent on making a lifetime out of it. They tato it to ^t away from reality for a few hours, to "turn on." They arjgue it is just a diversion, just a harmless once-in-a-while thing. But for a Seafarer it could be forever. A Seafarer found with any kind of drug—an upper, a dovimer, horse, pOt, speed or any of the others—^is through. Through with the sea, through with his career. Beached and washed up forever. That's a tough price to pay but there are reasons for it, good reasons. A ship needs a full crew with each man pulling his owu; weight at all times. A Seafarer on a "trip" can't pull his own weigjita And, in an emergency that might mean death for someone else. || Aside frcHtt that; a Seafarer caught with drugs taints his ship mitfl his shipmates in whatever port they land. That ship and those me#| are marked by customs officials and police all over the world. So one i man's use of dope hurts a lot of others. It is not just "his own thing." > And finally, you don't have to have medical degrees to see 5ie wreckage of lives that have come to depend on drugs. It's all around you in hollow-eyed men who have "shot" whatever chance they had to know the good life into their veins. Hopes for their recovery in this world are very slim. So when it ccxnes to dc^, the real question is: Is it going to be for just a few hours, or will it stick for a lifetime? Vi? iiil ISMSI SlU Social Security Office Answers Questions of Members on Disability/Medicare, Eligility •Q. My 71-year-old hus­ band died recently. Social Se­ curity sent me a check for $234. Isn't the liunp-sum death benefit payment always $255? r . A. No, the amount of the lump-sum death payment under Social Security can vary from $211.20 to $255, depending on the worker's average earnings under Social Security. The amount of payment is three times the monthly benefit at 65, but nevei exceeds $255. Q. When I first applied for F.I my Social Security card, I used - my nickname. Now that I've li'* •; started working full time, I use my proper name. Does it make any difference that my nick­ name is on my card? A. Yes. To ensure that your earnings record is accurate and carefully in Your Medicare up to date, you should call or visit any Social Security office ir r .and have your name corrected. Q, I am 65 and have Medi­ care, but my doctor does not accept direct payment from Medicare and has sent me an itemized bill. How can I file a claim for the amount Medicare > ii' will reimburse me over the $50 annual deductible? A. Follow the directions carefully in Your Medicare Handbook. Fill out Part 1 of the Request for Medicare Pay­ ment form and attach the item­ ized bill. Then mail the item­ ized bill and the form to the M fi • U: . February 1972 address shown in the upper lefthand comer of the form. You'll find extra copies of the the form at most doctors' offices or at any Social Security office. If you have any problems un­ derstanding the form, call or visit any Social Security office. The people there will be glad to answer your Medicare ques­ tions. Q. How often should a per­ son check his Social Security record? A. Check with your local Social Security office if you change jobs a lot or have any reason to think your earnings have not been reported ac­ curately . . . about once every three years. If you , find a mis­ take on your record, get in touch with any Social Security office for help in correcting the mistake. Q. If a worker becomes severely disabled, what is the first thing he should do with regard to Social Security? A. Even though the benefits can not be paid until the seventh month of disability, it is most important for the disabled worker to get in touch with any Social Security office as early as possible ... as soon as he knows his illness is expected to last a year or longer.^This can help the worker avoid any loss or delay in cash benefits. Q. I just started working and paying into Social Security. Can you tell me how long a person must work under So­ cial Security to be eligible for benefits at retirement age? A. Anyone starting his or her working career now will be fully insured for retirement benefits after 40 quarters (10 years) of work under Social Security. One quarter equals a fourth of the year or three years. If you divide a year into four quarters . . . then January through the end of March is the first calendar quarter. The second quarter begins with April, the third July, and the fourth with October. AFL-CIO Seeks J5% Boost In Social Security Payments The AFL-CIO has called on Congress to boost Social Security benefits "at least" 15 per­ cent this year and another ten percent next year. In testimony on a House-passed five percent increase, AFL-CIO Legislative Director Andrew J. Biemiller called the House bill a step for­ ward, but declared that it nevertheless falls "far short of what is required when measured against the need." Biemiller pointed out that today's average benefits fall far short of what is needed to take the aged out of the poverty level. Today's average Social Security benefit for a single re­ tired workers is $126 a month, or $1,536 a year. For a retired couple it is $221 a month, or $2,652, while for 2,500,000 widows, the average is only $114 a month. "The average Social Security benefit for a retiring couple is little more than one-half the Department of Labor's modest but adequatie budget for a retired couple," Biemiller said. Lists AFL-CIO Goals He listed the following improvements as goals of the AFL-CIO: V A minimum benefit of $150 a month for low wage workers after 30 years of covered employment. ff Liberalization of the amount a retiree is permitted to earn before having his bene­ fits cut. # Placing the disabled under Medicare and liberalization of Medicare benefits in­ cluding coverage prescription drugs and elimination of the $5.80 premium now paid monthly by the elderly. # An increase in the proposed wage bzise of $10,200 to $15,000 to increase bene­ fits. # Widespread improvements in the welfare system, notably establishment of an in­ come floor. Nelson H. Cruikshank, president of the Na­ tional Council of Senior Citizens, said that Con­ gress could raise Social Security benefits 20 percent without raising the Social Security tax or even using general revenue to pay for the added benefits. Up to now, Cruikshank said. Social Security financial policy has been based on the assump­ tion that wages and salaries subject to the So­ cial Security tax would remain at the same level for the years ahead. This is not so with the result that increased payroll taxes will make it possible to pay for higher benefits and still keep the Fund actuarially sound. Page 31 �Vol. XXXIV No. 2 SEAFARERS*LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO OPEIU f UNION LABEL uuu The Union Label: Symbol of Strength OMNIA ' t X t , t N A TJ O N At ^ :nr f—I It I : J NO tHOA NClZr '6 x.«>. Nearly 100 years of labor history are symbolized within the lines, circles, drawings and words of these various AFL-CIO union labels. These 112 different sized and shaped emblems are as important and unique as the million of men and women who work under them . . . for them. Each individual emblem represents the long path of that union's formation, the achievements, and hopes and dreams of the Ameri­ can worker. Even more important, union labels serve to remind all consumers of the workers' world: what it has been, what it is today, and what it will be tomorrow. When union members and their families purchase products made and services offered by fellow trade unionists, they are giving a vote of confidence to this country's labor movement. The union label should be first and foremost. Union made products are the American way. They are the American tradition and a proud symbol of the American workers. .J] � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1972 Description An account of the resource Headlines: BETHLEHEM TO CONSTRUCT SUPERTANKER CARGO FOR DECENCY AND DIGNITY MTD BOARD SUGGESTS MARITIME SOLUTIONS POLLOCK REPORTS ON SEA LAW DEALINGS TRANSPORTATION: AMERICA'S CHALLENGE FOREIGN TRADE: IMPACT OF THE MULTINATIONALS NATIONAL MARITIME COUNCIL: FUNCTIONS AND ACTIVITIES RANDOLPH IS MURRAY-GREEN AWARD WINNER AFL-CIO COUNCIL ACTS ON NATIONAL ISSUES COUNCIL ADOPTS MARITIME GOALS STANS SEES BRIGHT MARITIME FUTURE YOUNG SEAFARER FINDS TRUE MEANING OF 'BROTHERHOOD' REP. GARMATZ, HEAD OF MERCHANT MARINE COMMITTEE, TO REITRE JEFF DAVIS, SOVIET SHIP COLLIDE OFF N.J. COAST REVIEW PANEL REJECTS PROPOSED PENALTIES UNDER JOB SAFETY EATING HABITS OF FISH NOT QUITE NORMAL ADM. CHASE, HEAD OF MSC, CITES NEED FOR U.S. SHIPS MANY JOBLESS AS SHIPBUILDING LAGS JANUARY JOBLESS FIGURES 'ESSENTIALLY UNCHANGED' DON'T BE THE MAN OVERBOARD TIME TO ACT IS NOW SALUTE TO A FRIEND AFL-CIO TELLS CONGRESS EXPORT BILL IS 'UNWORKABLE' PAY BOARD CHAIRMAN BOLDT DEFENDANT IN UAW ACTION SEAFARER LOU CIRIGNANON COORDINATES SUCCESSFULL N.J. ELECTION CAMPAIGN MARAD STRIVES FOR BETTER SHIPS HLS MARITIME MUSEUM ADDS PARSONS TO FLEET LOOK WHO RUNS THE LABOR DEPARTMENT LABOR UNIONS APPROACH '72 ELECTIONS OPTIMISTICALLY A STOUT DEFENDER RETURNS TO AMERICA STOKES CITES NEED TO KEEP LAKES OPERATING YEAR-ROUND FIRE FIGHTERS CALL FOR NATIONAL FIRE ACADEMY NATIONAL GEOGRAPHIC STORY FEATURES HLS COALITION FORMED TO BLOCK PROPOSED CUTBACK IN NATION'S RAILROAD SERVICE AN EXPERIENCED TRAVELLER LEARNING SEAFARER SKILLS PERLIS CALLS CONTROL 'FACADE AND CHARADE' DINGELL RAPS INTERIOR FOR FALSE DATA COMPUTER GIVES SOVIETS 'BOOK' ON FISHING FLEET SEAFARER FINDS NEW PEN PAL USING NOTE-IN-BOTTLE ROUTINE ANTARCTIC FISH ONE UP ON A. GRANATELLI SEAFARER TOLBERT RESCUED FROM ICY GREAT LAKES BY FELLOW CREW MEMBERS EXCESS WEIGHT CAN SHORTEN LIFE TAX FORM IS REALLY NOTHING TO FEAR; FEE-CHARGING TAX SERVICE COULD BE WEISBERGER IS REELECTED FEMALE SAILOR ENDS CAREER RETIREE GARFIN STILL ACTIVE SCHOOL KIDS 'ADOPT A SHIP' FRED HARVEY, 86. DIES FOLLOWING ILLNESS DRUGS: ONE TRIP COULD MEAN A LIFETIME SIU SOCIAL SECURITY OFFICE ANSWERS QUESTIONS OF MEMBERS ON DISABILITY, MEDICARE, ELIGILITY AFL-CIO SEEKS 15% BOOST IN SOCIAL SECURITY PAYMENTS Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1972 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXIV, No. 2 Creator An entity primarily responsible for making the resource Seafarers Log 1972 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/09810047effc53920ac036a065d11a42.PDF 73b8d029e3bc4c0993e8ae17c3b203cb PDF Text Text hi I'l' Official organ of the SEAFARERS INTERNATIONAL UNION-Atlantic, Golf, Lakes and Inland mtersDirtrict- AFL-CIO ? V-/ SEAFARERS LOG M«i»«kiUialA In Unity hi; Vol. XXXY. No. 2 >1 11 ? Wi f); ; .TT: .i February 1973 �Round Two: MTD Renews Fight for Oil Import Bill The 44 unions affiliated with the AFL-CIO Maritime Trades Depart­ ment have called for legislation to re­ quire that at least 50 percent of the nation's oil imports be carried on U.S.flag ships. This is the beginning of round two since similar legislation was narrowly defeated in the Senate last year. The Maritime Trade Department Ex­ ecutive Board, meeting in Bal Harbour, Fla. said that guaranteeing through leg­ islation that at least 50 percent of the nation's oil is carried on U.S. ships is the best way of insuring that a continuing supply of oil will reach U.S. shores and protect the national security and wellbeing. The two-day session, which preced­ ed the AFL-CIO Executive Council meeting, was chaired by SIU President Paul Hall, who also heads the MTD. In addition, the Board said, such leg­ islation would create jobs for American workers, reduce the nation's balance of payments deficit and aid current efforts to shore up the U.S. dollar. The MTD Board said that the United States has placed itself in the position of "not only being dependent on foreign sources for our supply of oil, but to transport it to our shores." In 1972 ap­ proximately 3 percent of the nation's oil imports were carried on U.S. ships. The balance was carried on "foreign-built and foreign-crewed tankers owned or chartered by America's oil companies." "There is grave danger in this prac­ tice, both to our national security and our national well-being," the MTD Board stated, adding that "to leave the carriage of oil completely in the hands of foreign-flag ships—as is virtually the case today—is to leave the United States at the total mercy of foreign gov­ ernments." The Board said, "legislation of this type would necessitate the construc­ tion of hundreds of new ships. This in turn would mean thousands of jobs in shipbuilding, seafaring and related in­ dustries at a time when unemployment is a major problem in this country." "The American balance of payments deficit is another area that would be im­ proved by this legislation. Paying Amer­ ican dollars to foreign-flag operators only increases the deficit. "Passage of this legislation will sub­ stantially reduce the balance of pay­ ments deficit and aid the current efforts to shore up the U.S. dollar. "This legislation is of paramount im­ portance to our nation. Our national security, our economic well-being and our environment all demand it." The Board also adopted a resolution calling for federal programs designed "to eliminate America's dependency on foreign sources for refined oil prod­ ucts, and to encourage growth of the United States' refining capacity, pro­ viding jobs for thousands of American workers and improving the United States balance of payments. Here are highlights of other actions taken by the Board during the two-day meeting: Jones Act-Virgin Islands—The Board urged Congress to pass legisla­ tion that would end the Jones Act ex­ emption for the Virgin Islands and which would reserve domestic trade to these islands for U.S.-flag shipping, as is the case with all coastal states and the island territories of Puerto Rico and Guam. National Fisheries Policy—The Board called for fast passage of Con­ current Resolution 11 introduced in the Senate by Senator James Eastland (D-Miss.) that would set a new U.S. policy for America's fisheries. Eastland's proposal expresses "a national policy for "scientific manage­ ment of fishery resources. Multinational Corporations — The Board called on Congress to eliminate those tax provisions that make it more profitable for a company to manufac­ ture overseas than in America, and en­ courage American multinationals to eliminate American jobs in favor of foreign production. The resolution also called for equal and fair trade among nations with strong action proposed against nations that discriminate against American goods with tariff and non-tariff barriers. National Health Care—P.H.S. Hos­ pitals—The MTD Board commended Senator Edward Kennedy and Repre­ sentative Martha Griffiths for introduc­ ing S 3-HR 22, and urged Congress to pass the National Health Security Bill. The Board also urged Congress to con­ tinue to support the Public Health Service Hospitals and to provide funds to modernize them as quickly as pos­ sible. Superports—The Board called for a national deep-water-port policy and declared that "economically and en­ vironmentally, the deep-water-port concept is sound and makes good sense." Environmental Problems — The Board called for a national resources policy based on the balanced approach of protecting the environment without inhibiting industrial growth. The Maritime Trades Department Executive Board expressed confidence in the leadership of the Maritime Ad­ ministration under the direction of Robert Blackwell, assistant secretary of commerce for maritime affairs. The actions of the MTD Board came as the LOG was going to press. A more detailed report on the Board's actions will appear in the next issue of the LOG. Noting Blackwell's extensive mari­ time experience, the Board termed him a sincere and dedicated public servant who is providing the necessary confi­ dence to help in the revitalization of the U.S. Merchant Marine and the en­ tire maritime industry In addition, the Board voted support of the Oil, Chemical and Atomic Work­ ers in the struggle with Shell Oil, and passed resolutions dealing with the re­ building of U.S. shipyards; the urgent need for Alaskan oil. The Board also acted upon three re­ ports prepared by the MTD on the economy, multinational corporations and the tuna fleet. Viet Ceasefire Reroutes Crew Mail The Military Sealift Command, in cooperation with the United States Postal Service, has informed the SIU that because of the recent ceasefire in Vietnam there will be a discontin­ uance of mail service to merchant marine vessels in all the ports of Vietnam. The MSC has initiated a system to reroute this mail to each ship's next port of call outside the Republic of Vietnam. The change, which has already gone into effect, will cause an in­ crease in the length of time between both pickups and deliveries. Sea­ farers should inform friends and relatives of this mailing change. Preference Laws Absolutely Necessary Paul Hall The past year was marked by continued steady progress toward the goal of revitaliz­ ation of U.S.-flag shipping. Based on past history the achievement of this goal will be a tough, slow job. But it can be accomplished if we work in con­ cert with all of the elements of the industry which share the view that America must have a strong, viable merchant fleet—both in the interest of our national security and in the interest of our nation's economy. Since the enactment of the Merchant Marine Act of 1970, the Maritime Admin­ istration has awarded contracts for the con­ struction of 37 new ships and also for the conversion of 16 existing conventional freightships into container ships. These vessels will go a long way toward modernizing the fleet and are part and par­ cel of the progress that is being made. In the annual budget message to the Con­ gress, the President has asked for sufficient funds to enable this program to continue on the schedule outlined after the 1970 law was passed. An integral part of the effort to develop a merchant shipping fleet on which the coun­ try can depend and which will make a worth­ while contribution to the nation's economy is the development of an adequate tanker fleet. In this respect, we believe that we must have stronger U.S.-flag participation in the carriage of liquid bulk cargo. Today, as matters stand, virtually all fuels and other energy supplies are carried to our shores by foreign flag shipping. The SIU and others concerned with this state of affairs, sought last year to obtain passage of legislation to require that a por­ tion of all our oil imports be carried on American ships. The bill was debated in the Senate and came very close to being passed. At that time, we announced we would continue the fight. Now, as we begin a new year, plans are underway to push forward for the sec­ ond round in this battle to win a fair share of energy cargo for our own ships. In our battle to reach the goal of revital­ ization of the U.S. Merchant Marine, this is a "must." The SIU, and other maritime unions, has long held that such cargo pref­ erence laws are absolutely necessary if the American Merchant Marine is to survive. We must remember that these cargo pref­ erence laws are now in general use in world trade. France, for example, insists that twothirds of all oil imports be brought to its shores by tankers flying the French flag. Brazil gave its shipping industry a virtual monopoly on the transportation of all petro­ leum and petroleum products. Spain also reserves the importation of petroleum for her own ships. And more and more other nations are demanding reservation of car­ goes for their own flag ships. . Winning similar cargo preference laws for the U.S. merchant fleet is part of our continuing fight. Powerful interests oppose us and seek to prevent American-flag ships from full participation in this nation's for­ eign commerce. But we are determined to carry on with our fight until American ship­ ping is assured a fair share of American cargo. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, New York 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Seafarers Log Page 2 mm �Delay PHS Hospitals Transfer 9 t' The freightship Yorkmar, bound for Baltimore, sits trapped under the Penn Central Railroad vertical lift bridge spanning the Chesapeake and Delaware Canal. The bridge sheared off the forward deck of the ship and left a mass of twisted steel on deck. Seafarer Is Killed As Ship Hits Span A West Coast Seafarer was killed aboard the severely damaged SlU-contracted freightship Yorkmar bound for Baltimore in the fog early this month when she struck the railroad bridge spanning the 20-mile long Chesapeake and Delaware Canal. A later report, still unconfirmed at LOG press time, said another Seafarer was hurt in the collision. The collision of the 15,000 ton C-4 ship, operated by the Calmar Steamship Co., into the Penn Central drawbridge at Summit, Del., blocked the heavily traveled canal, a shortcut from the north Peter J. Brennan Sec. of Labor The U.S. Senate has confirmed the nomination of New York building trademan Peter J. Brennan as Secre­ tary of Labor. He was sworn into office at White House ceremonies. Brennan, 54, served as president of both the New York State and New York City Building and Construction Trades Council. He is a member of the Painters Union. The new Labor Secretary first came to the attention of the White House in 1970 when he led a parade of 150,000 New York Construction and maritime workers in support of the Administration's Vietnam policies. Brennan is the first trade unionist to hold a Cabinet post since the late Martin P. Durkin, president of the Plumbers and Pipefitters who served as Labor Secretary for nine months during the Eisenhower Administra­ tion. February 1973 that links the Delaware River and Chesapeake Bay, and halted rail freight traffic to the Eastern Shore. The canal will be shut "indefinitely." Able Seaman Philip James Brazil, 51, of Seattle was killed Feb. 2 when the freightship, halfway through the canal, hit the lowered bridge and became hooked under it. Brother Brazil leaves a wife and two married sons. A veteran shipmate, Peter E. Dolan, who was to relieve Brazil as lookout, said Brazil might be alive today, but he chose to remain forward and make an effort to reach the ship's bridge to warn of the coming collision. Extensive damage to the ship's deck up to the superstructure which included flattened cranes, booms, a mast and a dented hull, was estimated at $2 mil­ lion. A company spokesman said the 522-foot long Yorkmar was now at the Key Highway Shipyard in Baltimore for repairs. She had been enroute from Port Newark to take on steel. The ship backed out from under the bridge on her own power to skirt the Delmarva Peninsula into Chesapeake Bay and Baltimore over the weekend. The Army Corps of Engineers which maintains the canal said the 878foot bridge would be under repair from two to six months. The collision impact raised the north end of the span 3 feet and knocked it 16 inches out of line. One of the SIU crewmembers of the Yorkmar who was manning the craft's wheel was an eyewitness as she passed beneath the bridge, 47-feet above the fog shrouded water. In the wheelhouse at 8:48 a.m. with the pilot was Seafarer John Barrett, AB, who in a telephone interview told the LOG the ship was traveling at half speed with 8 a.m. to noon lookout Brazil at the bow, Peter Dolan, OS, be­ low decks and Chief Mate Jay and Bo­ sun Elbert Hogge near the windlass on the forward deck. "The pilot Capt. John Sundling saw the bridge and ordered full astern." But it was too late. Barrett said the impact "tore the ship's peak back, knocked the No. 1 crane into the hold and sheared off the middle mast and the top of the No. 2 crane" as the ship bounced off the bridge twice. At the first impact the wheelman was ordered to go below but returned to try to steer the ship to the canal's port side bank. He speculated that a falling boom struck Brazil and hurled him to the bul­ warks near the winches where they found him. The master of the Yorkmar, 62-year old Capt. Benjamin Edelheit of Centerville, Md., said the other lookouts ran back as the ship was about to hit the bridge and they escaped injury. The Penn Central Railroad said the bridge was lowered from its raised height of 137 feet above the canal and locked into place at 8:27 a.m. after the bridge operator was advised by the canal's dispatcher that there were no more ships in the vicinity. Rep. Sullivan Chairs House Committee Representative Leonor P. Sullivan (D. Mo.) was appointed last month to the chairmanship of the House Merchant Marine and Fisheries Committee, replacing Congressman Edward A. Garmatz who recently retired. She is the first woman to chair a major congressional committee since 1954 and the third to do so in the entire history of the U.S. Congress. Last month Congresswoman Sul­ livan christened the Delta Mar which was launched at Avondale Shipyards in New Orleans, La. Soon to be manned by the SIU, the Delta Ma?\s the first vessel contracted for under the Merchant Marine Act of 1970. The Merchant Marine and Fish­ eries Committee is one of the most important legislative committees for the maritime industry. It is through this committee that bills affecting tlie maritime industry must pass. For in­ stance, the Merchant Marine Act of 1970, legislation which is subsidizing 300 new ships, went through this committee. Transfer of the U.S. Public Health Service Hospitals from federal to pri­ vate control will be delayed according to the Fiscal Year 1974 Budget released late last month by President Nixon. The Budget also calls for a $6 million in­ crease in operating funds for patient care. The initial draft of the Budget had contained the plan of the U.S. Depart­ ment of Health, Education and Welfare (HEW) to end admissions to the PHS hospitals by Feb. 1, 1973. The Budget as released, however, simply states that "The policy of transferring the PHS hospitals to local control will continue to be implemented in 1974." It then adds that "This remains the long-range goal for the PHS hospital system." Because of a lack of medical profes­ sionals in the military, the Budget states that "the provision of inpatient services in PHS facilities will be terminated as soon as alternative contractual arrange­ ments can be negotiated and notifica­ tion given to Congress." Not contained in the Budget but un­ officially set by HEW is the new "target date" of July 1, 1973 for transfer of the PHS hospitals and the outside contract­ ing of medical care for seamen. According to the Administration's own statistics which were worked into the Budget "In 1973, American seamen will comprise about 47% of the inpa­ tient workload in PHS general hos­ pitals." The Budget report goes on to state that foreign seamen are also treated "on a reimbursable basis" and that medical care is further given to "beneficiaries of other Federal agencies in PHS hospitals, and to Federal employees in PHS health units. In addi­ tion, Coast Guard personnel are pro­ vided medical and dental services at various Coast Guard locations.'" The Budget also calls for an extra $6 million in operating funds for patient care. This represents an increase from an estimated $86 million in fiscal 1973 to $92 million in 1974. Further, the Budget, for the first time in five years includes funds for exten­ sive renovation of a PHS hospital. Seven million dollars is being allotted for extensive renovation of the Boston PHS facility. However, this is also the first hospital scheduled for transfer to local control. The SIU and other maritime unions have consistently opposed the transfer of PHS facilities to local control ever since the decision was announced by HEW. Maintaining that the same high qual­ ity of service that is given now at the PHS hospitals may be lost if they are transferred to local control, the SIU wants the facilities to remain a function of the federal government. There are eight PHS hospitals left. They arc located in Stateii Island, N.Y.; Boston, Mass.; Norfolk, Va.; New Or­ leans, La.; Galveston, Tex.; Mobile, Ala.; San Francisco, Calif., and Seattle, Wash. The federal government has operated the PHS hospitals for merchant seamen ever since the late 1790's when the first U.S. Marine Hospital opened in Boston. Just late last year, the SIU was suc­ cessful in preventing the Staten Island facility from being transferred to the Health Insurance Plan of Greater New York. Pages �Crewmember Airlifted Off SlU Ship at Sea SS Los Angeles On board the Los Angeles (Sea-Land) in early January the crew collected $110 and mailed it to the mother of Seafarer Bill Loftus whose father had just passed away. * * * SS Erna Elizabeth The Erna Elizabeth (Albatross Tanker Corp.), which in early 1972 was the first ship to prove that it was feasible to refuel Navy ships at sea, has also proven to be a good ship for sightseeing, according to her crew. In the latter part of 1972, the crew wrote in the ship's minutes that the Erna Elizabeth "hit some fine ports" in Europe, the Mediterranean and the Caribbean. Some of its ports of call were: London, England; Campbelton, Scotland; Rotterdam, Holland; the Azore Islands off Portugal; Trinidad; Curacao, and Aruba. * * Thanks to the expert seamanship of the crew of the SlU-manned Falcon Countess, an always dangerous heli­ copter sea rescue was quickly and effi­ ciently carried out off the coast of Da Nang, Vietnam. The dramatic situation occurred early into the noon to 4 p.m. watch on No­ vember 9, when Third Assistant Engi­ neer M. Green was taken ill complain­ ing of severe stomach pains. Green was assisted to the foc'sle by SIU-Bosun Joe Richberg, where first aid was adminis­ tered by the ship's master, James L. Fulton. * SS Council Grove It's almost like being on shore when the crewmembers of the Council Grove (Cities Service) sit down to watch a movie. Not only are the movies, which are shown by C. A. Mullen of the engine department, exciting, but a batch of pop­ corn is made up fresh by baker Charles Hickox. Some of the movies the crew saw in the latter part of 1972 were "The French Connection", "One Hundred Rifles", and "I'd Rather Be Rich". * * Able Seaman Bill Darlcy, where he was securely strapped into the harness, and within minutes was lifted safely aboard the aircraft hovering 50 feet above the ship. He was immediately flown to the Da Nang Base Hospital where emergency surgery was performed on Green for a badly infected, ruptured appendix. Af­ ter six days' hospitalization at Da Nang, he was flown stateside for a six-week recuperation. Seafarer Richberg rather modestly summed up the situation with, "we are very happy that because of the prompt attention of our ship's master, the U.S. Army, and the good seamanship of our crew, a man's life was saved." * Tug Alison C On the tugboat Alison C. which makes the coastwise run from Louisiana to Florida and around the Caribbean, "a new high in the standard for tugboat cookery was reached" by steward John Miller according to a report written to the LOG by ordinary seaman Jim Stodder. A relief cook for Red Circle line, Brother Miller "cooked and decorated for 48 hours non-stop to provide eight crew members the best Christmas afloat." Not only were the men given a sumptuous meal, but Seafarer Miller transformed the "drab little galley... into a cheery banquet hall bedecked with boughs of holly and twinkling with a thousand lights". The men were also given individual Christmas packages filled with candy and nuts. As Seafarer Stodder reported, however, "best of all was the cooking. John had gone without sleep for two days to prepare a huge shrimp cocktail, fruit salads served in cleverly cut grapefruit baskets, a young tom turkey, a baked Virginia ham with fruit sauce, roast sirloin of beef au jus, brandied fruit cake, pumpkin and mince pies, and assorted nuts, candies and cheeses". He adds that "despite the foul weather and ten foot seas which kept the tug pitching, everyone almost forgot where they were". * 4> * SS Delta Uruguay The crew of the Delta Uruguay (Delta Steamship Lines) collected $172 for the family of Leon Kyser who died Nov. 29, 1972 on board ship. Ships Com­ mittee Chairman Reidus Lambert reports that a wire and funeral wreath was sent to the family in Mobile, Ala. He also reported that thd crew gave "a very special vote of thanks to Chief Officer Fred H. Galloway, Jr. and Purser Ray­ mond Mitchell for the hard work and care that both gave to help" Brother Kyser when he was stricken. * * * SS Penn Champion The system of sending mail via sea buoy seems to be working out fine, ac­ cording to Ships Committee Chairman Bob Birmingham aboard the Penn Champion. The official ships minutes of Dec. 24, 1972 were placed on a sea buoy near Honolulu, Hawaii and it was reported that the last time the ship had made the run, mail put on the buoy had the same date postmarked on it. Green is being hurriedly strapped into safety harness^ When Green did not respond to treat­ ment and his pains intensified. Captain Fulton contacted the U.S. Army Air Base at Da Nang, requesting an imme­ diate sea rescue. In less than an hour, an Army Medical helicopter arrived over the ship and a safety harness was lowered to the decks of the tanker. Third Engineer Green was assisted up on deck by Bosun Richberg and Third Engineer Green is lifted safely aboard hovering Army helicopter. CHESSMATE > OF THE SEA BY GEORGE J. VANA The objective of the game is two-fold. The first is for white to move and checkmate in three. The second objective is to record the letters that the given chessmen land on and determine the name of the ship hidden in the maze of the board. CLUE: One of 13 Navy Tankers. BLACK ASHORE Decatur^ Mich. Seafarer Raymond E. Sternberg who sails on the Great Lakes, has just com­ pleted a course in auctioneering in Decatur, Mich. He graduated with honors on Dec. 15, 1972 from the Reppert School of Auctioneering there and was presented the key to the city as an honorary citizen. Brother Sternberg is offer­ ing his services free of charge to the Red Cross, churches, schools or any other non-profit organization that wishes to raise money for a worthy cause. * * * Staten Island, N.Y. The following Brothers are on the beach because of illness or injury and are recovering at the USPHS Hospital in Staten Island, N.Y. All of them would like to hear from their fellow Seafarers. They are: C. Hirschfeld; E. F. Garrity; S. Burger; J. Collins; C. Anderson; S. Blix; W. May; C. Burley; G. Knape; L. Hernandez; W. Hardin; C. Venardis; P. McConnell; B. Guzman; P. Latorre; R. Bosco; F. Resto; E. W. Walton; W. Gorman; J. Kramer; C. Kelly, and P. Salowsky. Page 4 WHITE Puzzle Solution on Pane 23 Seafarers Log �Fiscal 1974 Budget it President Calls for Funds To Maintain Shipbuilding President Nixon's budget proposals for fiscal 1974, submitted to the Con­ gress on January 29, call for funds that will allow continued "implementation of the Administration's Maritime Pro­ gram." The President has asked for $543.5 million for the Maritime Administra­ tion, the agency responsible for promot­ ing the merchant marine for the fiscal year 1974 which begins on July 1. I* f The budget includes $275 million for construction differential subsidies which will enable the Maritime Administra­ tion to provide contracts for the build­ ing of 17 new ships. In the budget submitted to the Congress last year, $250 million was requested for con­ struction subsidies. Later in the year, the Maritime Administration asked for and received an additional $175 million construction subsidy appropriation. At a budget briefing for newsmen, Howard Casey, deputy assistant Secre­ tary of Commerce for Maritime Affairs, pointed out that $50 million of the money appropriated for fiscal 1973 was being frozen but would be added to the fiscal 1974 funds. Thus, a total of $325 million will be available for shipbuilding in the 12 months beginning July 1. Between the present time and the start of the new fiscal year the Maritime Administration would spend some $140 million to aid in the building of six liqui­ fied natural gas carriers (LNGs) and two large tankers. The 17 ships to be built in fiscal 1974 include six LNGs, three supertankers of around 380,000 tons, three dry bulk carriers of 50,000 to 60,000 tons, three 80,000-ton tankers, and two combina­ tion bulk carriers (OBOs). The new budget calls for $213.5 mil­ lion in operating subsidies, a drop from the $239.8 million in the fiscal year 1973 budget. The reduction results, in part, from the phasing out of passenger ship operations, with $11.1 million be­ ing eliminated as a result. The new budget reduced funds for research and development from last years $29 million to $20 million. It is expected the cut will be made in programs which are not necessary to technological advances or the competi­ tiveness or market penetration of the U. S.-fiag merchant fleet. Funds for the support of federal and state maritime training academies will be increased by almost a million dollars, while cost of the Maritime Administra­ tion's salaries and administrative ex­ penses will remain essentially unchanged for fiscal year 1974. Since the Nixon Maritime Program went into effect, 78 vessels will have been built or contracted for by the end of the 1974 fiscal year. Based on the capacity of these ships, the Administra­ tion's Maritime Program for shipbuild­ ing is being maintained in accordance with scheduled objectives. Seafarers Attempt Rescue W, T. Steele Officers Felled by Fumes Despite the valiant efforts made by Bosun Tommie Sanford and Seafarer Leroy Swinger to save the lives of their ship's officers aboard the jumbolized tanker, William T. Steele, both the ves­ sel's captain and her first and second mates died of asphyxiation when the ship's hold filled with poisonous ben­ zene fumes on November 18. The dead included Captain John H. Loughlin, 50, first Mate Wallace Crenshaw, 47, and Second Mate Ar­ thur Guendelsberger, 45. The tragic incident occurred in the Port of Ponce, Puerto Rico as the SIUcontracted vessel was awaiting a full load of cargo for a voyage to New Or­ leans. At 5:30 a.m. Second Mate Guendels­ berger descended 40 feet into the ship's hold to make a routine check prior to the loading operations. Some time passed, and SIU Bosun Tommie Sanford, concerned by the prolonged absence of Second Mate Guendelsberger, notified Wallace Cren­ shaw, the ship's first mate. First Mate Crenshaw, along with the ship's master, Captain Loughlin, went below to locate Guendelsberger, but after several minutes they too did not return. Brother Sanford then attempted to communicate with the three missing officers and became extremely con­ cerned when there was no response to his shouts. Assisted by Seafarer Swinger, Bo- February 1973 sun Sanford attempted to enter the hold himself, only to be startled and thrown back by the pungent odor of benzene gas. The two Seafarers, unable to locate the missing ship's officers, were them­ selves on the verge of being overcome by the caustic fumes which seemed to be everywhere in the ship's hold. Weakened by their rescue attempt in the face of heavy fumes, the two Seafarers were barely able to report topside to seek the assistance of others. Seafarers Sanford and Swinger were rushed to Ponce's Hospital de Damns, where they were treated for gas poison­ ing. An emergency rescue team from the Port of Ponce boarded the ship and attempted to reach the missing ship's officers—but they too were unable to cope with the deadly fumes. Seafarers aboard the W. T. Steele sadly passed the next 48 hours until a U.S. Coast Guard team equipped with special gas masks entered the ship's hold and located the bodies of the asphyxiated ship's officers. ifiilP' By B. ROCKER The Budget for Fiscal Year 1974 submitted by the President to the 93rd Congress on January 29, W73, requests^sufficient construction and operating differential subsidy (CDS) funds to continue on schedule the ten-year pro­ gram set up by the Merchant Marine Act of 1970. The Budget requests $275 million in new ship construction and an esti­ mated 17 to 20 ships will be built. Two-hundred thirteen million dollars is provided for operating subsidies to offset the higher costs of operating U.S.flag vessels. The request for CDS funds is the largest since the passage of the Merchant Marine Act of 1970. At the present time, MARAD has approximately $140 million to allocate during the remainder of FY 1973 to build five liquefied natural gas (LNG) ships and one very large crude carrier (VLCC). For FY 1974, plans are to buUd LNG's, VLCC's, oU-bulk-ore (OBO) tankers and dry bulk carriers. The 1974 Budget reduces research and development requests to $20 mil­ lion from the 1973 Budget figure of $29 million. Federal and state merchant marine schools' funds were increased by $883 thousand. Both parties caucused before the opening of the First Session of the 93rd Congress to choose their leaders and prepare policy. In the House, Carl Albert was re-elected Speaker. Thomas P. O'Neill (D-Mass.) the new majority leader, replaces Hale Boggs, who was lost when his plane went down over Alaska in October. John J. McFall (D-Calif.) was appointed to the whip position. Gerald Ford (R-Mich.) and Leslie Arends (R-Ill.) were re-elected to the minority leader and whip positions without opposition. On the Senate side, leadership for both parties was returned: Mike Mans­ field (D-Mont.), majority leader; Robert Byrd (D-W. Va.), majority whip; Hugh Scott (R-Pa.), minority leader; and Robert Griffin (R-Mich.), minority whip. Senator James Eastland (D-Miss.) is the new President pro tempore of the Senate, replacing the late Senator Allen Ellender (D-La.). Although this position is filled by vote of the members of the Senate, it traditionally goes to the majority member with the greatest seniority. Congressional Committees There have been some changes in membership of the two committees which handle most of the merchant marine bills. In the Senate Commerce Committee, Senator John V. Tunney (D-Calif.) replaced Senator William B. Spong (D-Va.) who was defeated. Senator Adlai E. Stevenson, III (D-Ill.) was added because of increase of Democratic seats in the November election. The new chairman of the House Merchant Marine and Fisheries Com­ mittee, Mrs. Leonor K. Sullivan (D-Mo.) was selected in the Democratic caucus to succeed Rep. Edw. A. Garmatz (D-Md.) who recently retired after 25 years of service in Congress. Mrs. Sullivan came to Congress in 1953, the first woman to be elected to Congress from Missouri. She has shown insight and keen interest in the problems of the maritime industry. The new chairman has indicated that she will set up hearings to study the problems of the industry, inviting testimony from labor, management and government. "We must recognize that intelligent planning is . . . essential", said Mrs. Sullivan. She will also take a look at the policies of government agencies and the way their programs can affect U.S.-flag shipping. New Democratic appointments to the Committee are Reps. Fred B. Rooney, Permsylvania, John Breaux, Louisiana, Paul S. Sarbanes, Maryland, Bo Ginn, Georgia, Gerry E. Studds, Massachusetts, and David R. Bowen, Mississippi. Odd Election In Jetmorc, Kansas, Galen Rassmussen, only 19, went into the booth for the first time. Glancing down the list of candidates he noticed that no one was running for Justice of the Peace. He wrote in his own name, and was elected. Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. Page 5 �Great Lakes Seafarers Sail Longest Shipping Season in Their History A unique experiment has extended the shipping season on the usually icelocked Great Lakes far into this winter —^providing Lakes Seafarers with their longest winter employment period in history. The Lakes are the U.S.'s only major waterway whose ports are usudly frozen shut for three-and-a-half months yearly beginning in mid-December; about two weeks after the St. Lawrence Seaway closes for the winter. Already, the economic impact on Seafarers on the Lakes has been great. The possibility of future economic gains in the SIU-Great Lakes District is even greater. With shipping time extended, more voyages could be available per shipping season. Early this month, over the first weekend, with the aid of a dozen Coast Guard cutter icebreakers, a short warm period and a combination of laser beams, air bubblers and downright courage, eight giant iron-ore carrier ships smashed through the ice-choked waters of Lakes Superior, Michigan, Huron, St. Clair and Erie. In 1972, the first year of a federal experiment to stretch the shipping sea­ son, the last huge carrier from Duluth clezu'ed the Soo Locks at Sault Sainte Marie, Mich., on Feb. 1. Load Last Ships This year, in the first few days of February, Lakes, officials measured the increasing ice conditions on a daily ba­ sis. The next week they said they ex­ pected to load the last two ships at Two Harbors, Minn., on February 6 and pass through the Soo Locks for the final time this winter on February 7 or 8 de­ pending on the speed of the ships steam­ ing across Lake Superior. The U.S. experiment to extend the shipping season began two years ago when Congress approved a $6.5 million study by 10 feder^ agencies. The study also includes the St. Lawrence Seaway with the Lakes getting first preference. As a result of the study, the following measures and new equipment were used to fight the Lakes' long winter season: • Special navigational aids such as improved buoys which don't sink under the weight of ice. • An underwater wire guidance sys­ tem which permits ships trapped in blinding blizzards to follow a signal from a river-bottom cable and a laser beam at night in narrow channels. • An air bubbler system through which warm compressed air bubbles are pumped to the surface to halt ice form­ ing. The U.S. reported a bubbler in the St. Mary's River near the Soo Locks restricted ice, which used to freeze a foot thick, to a thickness of only one or two inches. One ore carrier is testing a system which uses bubbles as a lubri­ cant between her hull and the ice. • Installing of new ice booms that open a path to let ships pass. • Tests of improved winter survival equipment for seamen and installation of sensitive gauges to measure ice pres­ sure on many types of ship hulls. • Next winter, heated water from a power plant will be pumped into the harbor at Bay City, Mich., to see how well it controls the ice. • Detailed studies of ice formations and the effects of weather, water tem­ perature and frequent ice breaking. Between December 15 and February 1 of the 1971-2 shipping season, 1.97 million tons of cargo moved through the Soo Locks. This year, almost 3 million tons moved through the locks between December 15 and January 20. A spokesman for the Lakes carriers has declared that it has been proven that the shipping season has been pushed forward as far as possible and that it is economical and practical. He added that we will be seeing more and more ships out as late as the weather allows in future years. In past years, thousands of Seafarers sailing on Lakes Michigan, Huron, St. Clair and the Erie just before winter were on the beach as their ships lay idle at moorings at such ports as Chicago, Toledo and Cleveland awaiting early April as the steel industry used railroads or stockpiled iron ore at their mills, ports and northern mines. So, in the late 1960s the steel com­ panies began studying an extension of the shipping season. During World War II, the Coast Guard and others pro­ posed the idea to insure an adequate supply of ore in national emergencies. Finally, another bright sign on the job horizon for Seafarers, reveals that ship insurance firms, who were con­ cerned formerly with the damage and possible disaster to thin-skinned ore carriers crossing the thickening shipcracking lake ice canceled their policies or increased their rates four times, now do not raise their rates until early Janu­ ary. And more rate drops are under study because experience has shown that the late-sailing ore ships have suf­ fered relatively little ice damage. SlU Ship's Committees Jane's Prints 75th Edition Jane's Fighting Ships—^the Bible of the navies of the world—^is now available in its 75th edition. It had been updated and pub­ lished every year since the first edi­ tion appeared in 1897 and costs about $30. It never makes any best-seller lists, but its appeal is worldwide. It can be found on the bridge of practically every ship in all the navies of the world—providing a comprehensive reference source for watchstanders. The publication contains a de­ tailed description of the ships of all the world's navies, including their tonnages, speeds, hull character­ istics and, of vital importance, sil­ houettes of the different class ves­ sels. Pentagon intelligence experts and the U.S. Navy rate Jane's as "highly accurate" for specifics, numbers and types of ships owned by various countries. Page 6 STONEWALL JACKSON (Waterman)—^Awaiting payoff in Port Newark after agood voyage are, from left, seated: C. Lambert, deck delegate; O. Fiqueroa, engine' delegate, and E. Johnson, steward delegate. Standing from left are: J. Adams, sec­ retary-reporter; W. Jones, educational director, and T. Hilburn, ship's chairman. SlU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS 675 4th Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich..800 N. Second Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 842-4716 BUFFALO, N.Y... .290 Franklin St. 14202 SIU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, ILL... .9383 Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio. 1420 W. 25th St. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3d St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287, 415 Main St. 49635 (616) EL 7-2441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE,Fla. . 2608 Pearl St. 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. . 1 South Lavrrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3d St. 23510 (703) 622-1892 PHILADELPHIA, Pa. . 2604 S. 4th St. 19148 (215) DE 6-3818 PORT ARTHUR, Tex. 534 Ninth Ave. 77640 (713)983-1679 SAN FRANCISCO, Calif. 1321 Mission St. 94103 (415) 626-6793 SANTURCE, P.R..1313 Fernandez, Jnncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash. .. .2505 First Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla 312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. .. .450 Seaside Ave. Terminal Island, Calif. 90731 (213) 832-7285 YOKOHAMA, Japan Iseya BIdg., Room 810 1-2 Kaigan-Dori-Nakaku 2014971 Ext. 281 s ecurity In OVERSEAS VIVIAN (Maritime Overseas) — Bound for Boston from Corpus Christi, Texas, the Overseas Vivian paid a short visit to the port of New York last month. From left are: C. Veazie, steward delegate; R. Breeden, educational director; J. Yates, ship's chairman; W. Oliver, secretary-reporter, and R. Chapman, deck delegate. u, nity Seafarers Log �ft I, u I If; Iji Vp Itemized Medical Bills Speed MedicarePayment By A. A. Bernstein SIU Welfare Director Submitting medical bills that are not itemized can delay payment of claims under the medical insurance part of Medicare. "If the patient uses the 'payment-toyou' method of medical insurance pay­ ment," a social security spokesman said, "his claim cannot be paid unless he submits an itemized bill of services from his doctor—or other medical pro­ vider." The medical insurance part of Medi­ care helps pay for doctor bills and many other medical expenses of people covered by the program. Claims are handled two ways—by the "payment- Burke-Harfke Bill Attracts New Support to-you" method or the "assignment" method. The patient is required to send in an itemized bill of services only if he uses the "payment-to-you" method. "If the patient and his doctor agree to use the assignment method, the doc­ tor sends in the claim, and Medicare payment is made directly to the doctor." Itemized bills from doctors must show the date, place, and description of each medical service involved—as well as the charge for each service. In the payment-to-you method, the patient sends in the claim with the itemized bill of services. Medicare pay­ ment is made to the patient—either be­ fore or after his bill is settled with the doctor. Claims are sent to the health insur­ ance organization that handles the med­ ical insurance claims. "Help in preparing Medicare claims is available at any social security of­ fice," the spokesman said. Almost everyone 65 and over has the medical insurance part of Medicare. Starting in July 1973, Medicare will be extended to people under 65 who have been getting social security or railroad retirement disability payments for 2 years or more. Medicare is administered by the So­ cial Security Administration of the U.S. Department of Health, Education, and Welfare. A slightly modified version of the Burke-Hartice Foreign Trade and Investment Act has been introduced in the 93rd Congress, and its sponsors report that support for the measure continues to grow. Rep. James A. Burke (D-Mass.) and Sen. Vance Hartke (D-Ind.), said that a number of their colleagues have asked to become co-sponsors of the measure that would re-evaluate American trade policy and end tax favoritism for multi­ national firms. "We responded affirmatively," said a joint press release. "We think this Seafarer Elmer Carter, who recently bill will sail. And we do not care retired after sailing with the SIU since it whose name is on it. We are convinced started, was not nicknamed "Bouncy" it will pass this session as our package, for a frivolous reason. During World or piece-by-piece over the names of War II he three times escaped without many of our most illustrious col­ serious injury from ships that were tor­ leagues." pedoed. Two of the ships sunk and 45 The newly introduced bill contains of his fellow seamen lost their lives eight segments, any of which can be while Carter spent nearly 18 days on acted on separately. They are: the open sea before rescue came. • Taxation of foreign investment and profits of U.S. companies exactly Brother Carter began sailing in 1936 as they would be taxed at home; at the age of 17. He shipped aboard the • Establishment of a Foreign Trade Chilore out of the Port of Baltimore, but Investment Commission to administer his initial voyage was abruptly ended by the act, eliminating the present U.S. the strike of '36. Tariff Commission; He banded together with other strik­ • Using 1966-69 as a base to es­ ing seamen and faithfully walked the tablish "market shares" for imports; picket lines for 64 days until the strike • Greatly strengthening anti-dump­ was settled. Brother Carter continued to ing and counter-vailing duty laws; • Establishing authority to allow be a fighter for better working condi­ quotas plus "adjustment assistance" to tions for Seafarers just as, during the workers and companies adversely af­ war, he fought for his own life and the lives of the men around him. fected by imports; When the United States was plunged • Authorization to the President to into war in 1941, Seafarer Carter was regulate foreign investment wherever employment in the U.S. is adversely serving aboard the Robin Hood on a voyage to South Africa where she dis­ affected; • Requiring regular reports from charged her cargo and took on a full agencies affected on the employment load before heading home. As the un­ situation and clear labeling of the armed freightship steered a zigzag course through the dangerous waters off origin of imports; • Requiring invoices at time of sale Cape Sable, Nova Scotia, she was sud­ to show statistical compilation of im­ denly attacked and sunk by a German ports as already is done by U.S. U-Boat. The lives of 14 crewmembers Customs. were lost. Seafarer Carter and his surviving In announcing re-introduction of shipmates floated helplessly in a liferaft their bill Hartke and Burke declared for 8 days and 14 hours before being that "more than 1,000,000 American rescued from the choppy Atlantic jobs had been lost in 1972 alone as a direct result of the import explosion." waters by the destroyer, USS Greer. In general, their bill would require "During this time," said Brother Carter, imports to halt on any commodity "we never once gave up hope for rescue —if we had, we were lost. We kept our where they reached beyond a per­ minds off our predicament by talking of centage of American goods manufac­ more pleasant things, and praying. tured in the United States. SlU Ship's Committees TRANSHAWAII (Seatrain)—Getting ready for another run to Puerto Rico are (1. to r.) F. Solis, steward delegate; C. Allen, deck delegate; R. Mackert, ship's chairman, and F. Lee, engine delegate. LA SA1.LE (Waterman)—Enjoying a few moments of well earned relexation are (1. to r.) C. Miller, Steward delegate; M. Garber, deck delegate; A. Eckert, ship's chairman; D. Knight, educational director, and B. Jenkins, engine delegate. ITie La Salle's next run is the Far East. Seafarer ""Bouncy" Carter Retires; Survived Three WWII Torpedo Hits February 1973 Brother Carter aboard the Long Lines before his retirement. Thank God, our prayers were an­ swered." Despite this ordeal. Brother Carter continued on course and returned to sea after a short time in the hospital. As fate would have it though. Sea­ farer Carter's next ship, the West Chetac was pounded by'German torpedoes and sunk as she steamed toward the Persian Gulf. The severe blasts killed 31 crewmembers instantly and forced the re­ maining 19 to quickly abandon ship. Although wounded by shrapnel in the leg. Seafarer Carter helped his sur­ viving shipmates to tie together four liferafts in an effort to keep them from drifting apart. "The healthy men," said Brother Carter, "comforted the badly injured as much as possible and those of us who had been dumped before tried to keep everyone's spirits high." .After" nine days of hope and disap­ pointment the tired, battered Seafarers were rescued by the destroyer, USS Roe. Brother Carter was again hospi­ talized but recovered quickly from his wounds and returned immediately to sea. In 1944, while serving aboard the William L. Marcy, Seafarer Carter took part in "D Day" operations transporting British and Canadian troops to the Nor­ mandy beachheads. Two months later as the Marcy shuttled much needed sup­ plies across the English Channel to the Allied Armies in Europe she was hit by a single torpedo. Orders were given to abandon ship and Seafarer Carter thought he had lost his third ship of the war. However, after 26 hours the Marcy was stiU afloat and Seafarer Carter, along with several other volunteers ac­ companied the ship's officers to check the vessel's condition. The ship was determined seaworthy and with the aid of a British tug the weary Seafarers brought her safely into Southhampton, England. After the war Brother Carter was awarded the Mariner's Medal by the U.S. Coast Guard and War Shipping Administration for his service during the conflict. "It was quite an honor to receive this award," said Carter, "but when I think of all my lost buddies, I feel deep down that it really belongs to them because they gave their lives for the cause." Throughout the remainder of his years with the SIU, Seafarer Carter stayed an active union member, nearly always representing the deck depart­ ment on the ship's commitee. He sailed as A.B. deck maintenance, quarter­ master and bosun. Brother Carter JS now enjoying the "good years" in the Port of Baltimore, where he has lived all his life. Page 7 �Accurate Forms Mean Quicker SIU Benefits EARLY NORMAL PENSION: (A 8. G OlSTRtCt ONLV) I Hl.lOIBlI,ITY - Ba«<; soatimc rcqiiirpmcnt (sec page 1); 20 years of seatiriie (7,300 days), age 55 ycar.s or I Over with proof U> siihslaiiliatc age such as Birth or Biqitiainal Cprtifieale (»r l'«S. GqasKjuard I.D. Card. Sub- . mit all Coast (.iinrd Discharges lovonngscdlimc. " t —~ rtan bt Union fiepratantatlve. A'NORMAL »»ENSl(SNr -^ A-. t , H EIJGIBIIJTY - BasiV seatimc rcipiircment, («f>e paR^ 1)i 15 yeaw of watimc (5,475 days), age 65 ytart or i over with proof to substantialc age such as Birth or Baptismal Certificate or U.S. Coast Guard I.D. CaiB.Bub' niit all Coast Guard Discharges COverittg Aiatime along witii medical abstracla showing Not Fit For Diil^ llniitr I and receipts"f M dr C Cfom.empfoycrS. To assist Seafarers, the following is a check list of documentation that is required by the SIU Welfare Department in order to process various types of claims. Seafarers can also speed claim processing by forwarding completed claim forms directly to their nearest union hall or port agent. Iv^arifiiKlByU :, Hanqr U«ionB*Pr*W>MtivB > " I i k f ' DISAeiHTY I'eNSION: ' ' ' KUGIBIHTY - Biiac a>atimr rfquinmCnt {sec page 1): 12 years of BPafime {4,380 days), must |>e pcrniiitt'i : eijilv arid rmr^t submit a Clinical Rctord stating, "INot Fit For Duly Permanently," with ainiilar eertifieatwh by the Social SP< iirity Administratbm. Submit all Coast Guard Discharges covering .seatimc iilong with JDcdical abstraeta showing Wot Fit For Duty time and recnipt.s of M «t <. from employers. ft your doctor,-V', i. ' (1) (2) (3) (4) ' , ' Doctor's addiw . ^ ^ , i' ,Zto tarda-—i„f t Normal Pension Claims (1) Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of claim. (2) Discharges or Certificates of Seaman's Service verifying employment periods. ( 3) Proof to substantiate attainment of age 65. Early Normal Pension Claims (1) Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of claim. (2) Discharges or Certificates of Seaman's Service verifying employment periods. (3) Proof to substantiate attainment of age 55. Disability Pension Claims Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of claim. Discharges or Certificates of Seaman's Service verifying employment periods. Permanently Not Fit For Duty medical report listing complete diagnosis preferably from USPHS, since disability pensioners are required to maintain eligibility to USPHS after going on pension. Certificate of Social Insurance Award verifying that member was granted disability benefits under Social Security Administration. dfOSPITAL iTo be completed by ^ysician and/or Surgeon) ' EIJGIBILITV"- Basic sealime requifemrnt. (see page 1). Claim musf lie fUed with the Welfare Haif not later ' than 180 days after surgery or discharge from ho.<pital. Enrollment card, marriage eertifieale. and ehildten'a idrth certificates with nanies Of UoDi parents must-be on file in I'b . Date of Birth Patient's Namely ^ KUCIBUJTY - Basic scatime rcqiiircmenl. (see pagi- 1). For jn-paticttt of out-paticnl benefits claim muslbc C filed within 60 days after discharge from ho.sjjitat or from first day of disability as an oul-patienl. For outpatient iK-iiefits, Seafarers must file l!.S.P,H.S. medical alistract. Seafarers whohaic not been hosj)jtaliv.ed, must: \ be out patient and nol fit for duly for ei^it (B) days hi'fore they can receive In'nefits which are retroaclir'e to r the fifth day. If the eligible Si'afarer is entitled to receive M & C from the employer. State Disability Benefits, or unemfdoy men! benefits, then he cannot receive S& A Benefits. fteiationjhip to Employae .. • Arirfrass -K.' _rZip Code. . injuredi didaixidentibcw :#Ju)spitalited,-^me of hospital Emertenoy Traatt)««m Yes t 1 d- zip Code. Address of hospital. •Date I..OetesVouvititiid ' Dates yOU vhiti petierit in bospiiel;. ^ D"*" Oiichargpd.,...., i ... n' .-.ii,...!?— State your comptme diagriosisic-™-. ^ X- ' V, Charge pef.vitit.L Chargi_ -.sC——X.;; 1-——.A; (Please attach your bill to this form and indicate'tf paW i ^ , ™.X——. —- . ' x - \?.r:' ........J — ttaft or Union 8«pt«emBth» ! '" J (2) (3) (4) ( 5) (2 ) (3) (4) (5) (6) (7) (8) OEATH; (1) (2) (3) (4) '^ . 1., . / ' — -- —n. ' • Hospital Claims Application indicating employment time for eligibility purposes by Company showing employment periods of 90 days in the previous calendar year and one day in the past six months. Itemized hospital bill including ID Number of hospital. Surgical Bill including ID Number or Social Security Number of Sur­ geon. Doctors Bill including ID Number or Social Security Number of Doctor. Medicare Statement, where applicable to correspond with bill(s) sub­ mitted. Marriage Certificate, if one had not previously been forwarded. Bi rth Certificate of dependent if one had not been previously forwarded. Income Tax return if dependent is adopted, or is a foster or step child. Member's Required Documentation filed within une year fr<im date of death. I Api!lfEant™„„' . I.,'"., i„.., .-J. Sickness and Accident Benefits Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of claim. Medical Abstract indicating that all return appointments were kept. S&A Assignment, if applicable. Letter from attorney recognizing our Assignment. Denial of Maintenance and Cure on company letterhead, if applicable. f nwreasBrt 1, '' fir,., r .VY. ,,, ^- SignatufBOt Aoallcani ,, (1) (1) , ^ K If nnt , ..i ' « not nHrUumed perfomfed lr> inhomital hospUal.ttfhawt whamnerformed performed,,, :! ^ (Pleew ettach your bill to this formana indipato if paid), , , " - Sltinatur« Of Attending Surgeon , ^ Signature of Attending PhysietBn_J— IfIf siirjvrv surgeiv riaffnrmfid. performed, olve ghr date and oartieutflrs Hy < t v Applicant's ralfltioiwhip to Decease . ' IL - '' ' ?I '' ' ~ • Death Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of death. Certified Death Certificate or certified copy of Ship's Log in cases where employees are lost at sea. Proof of relationship of beneficiary to the deceased. Itemized funeral bill indicating whether paid or not and name and ad­ dress of payee, if applicable. \ The documentation listed below must be submitted by new members in order to insure that when a claim is received from a new member for himself and or a dependent that the claim can be processed without delay. a. Marriage Certificate b. Birth Certificate of dependents or in the absence of a Baptismal Certificate a Census Report c. Beneficiary Card d. Income Tax Return, if dependent is adopted or is a foster or step child Seafarers Log Page 8 m vj �45 Years on the River IBU Retiree Spears Recalls His Towboat Days on Ohio How many Seafarers remember the colorful sternwheeler pre-war days of riverboats towing wooden barges as they plyed up and down the waterways of America? Well, Carl Spears, 63, of Point Pleas­ ant, W. Va., does after finishing 45 years of riverboating on the Ohio. Brother Spears, who is a member of the SIUNA-affiliated Inland Boatmen's Union, got his first retirement check at home just in time for the Christmas season. With freshwater in his veins, the river- Group Seeks to Save World's 2d Steamboat L'-l!' An upstate New York group plans to salvage and restore the stripped hull of the world's second successful steam­ boat, the Vermont. The hull, which lies in a field in Essex, N.Y., will receive a permanent home ^ in the Preservation Resource Center there, says its director, George F. McNulty. The Vermont—the first successful steamboat designed for use on a lake —was launched in Burlington, Vt. in 1808 by John and James Winans, who helped Robert Fulton build the hull for his Hudson River steamboat, the Cler­ mont. The paddlewheeler began service early in 1809 to run the length of Lake Champlain's 120 miles from Whitehall, N.Y., to St. Johns, Quebec in a day. Sailinig for six years, the Vermont sank in the Richelieu River in Quebec when her connecting rod came loose and punched a hole in her hull. The craft remained on the bottom for 138 years. IBU's Interstate 70 A new oil barge, the Interstate 70, has been delivered to IBU-contracted Interstate Qil Transport Co. of Phila­ delphia. The barge has a double skin hull measuring 350 by 70 by 25V2 feet and has a total cubic capacity of 70,000 barrels. boatman was only 18 when he signed onto his first Ohio riverboat as a deck­ hand in 1927. The pay then was only a little more than $2 a day and the living conditions aboard were bad—not to mention how rugged the work was. But like many other riverboat men, Spears stayed on, and as the years rolled by, he moved up to a mate's berth and conditions on the boats continually im­ proved, especially when the SIUNA came on the river scene, he pointed out. "I saw a big change during my days on the river," he said "and I have no regrets for the many years 1 spent there." In a telephone interview with the LOG, Spears said the improvements in river life that impressed him most in his long career were "air conditioning of the sleeping quarters," the upgrading of the food served and the implementation of safety rules, notably the requirement that life jackets be worn while aboard. Spears, recalling fond memories of his life's work on the Ohio, said his first berth was on the towboat Robert P. Gillam for seven years. She towed wooden barges on the coal trade run from Charleston, W. Va., the state cap­ ital, up the Kanawha River past Point Pleasant to the Qhio River where she then moved them down to Cincinnati, Qhio, and finally unloaded at Louisville, Ky., he said. The riverman recollected that his closest shave with disaster came in 1938 when he was working on the towboat Inland. "We were moving toward the shore to pick up ice with the water up. We couldn't see well so we ran into a submerged hulk which punched a hole into the boat's wooden hull and sank her." Spears recalls that a passing boat came to the rescue, and all were saved with no one injured. The next year he was on the diesel vessel Patriot, towing barges loaded with steel from Pittsburgh down the Ohio to New Orleans, when the craft ran aground losing the barges when her towline snapped. Spears, who now spends his time hunting, fishing, farming tobacco and The SlU-affiliated IBU-contracted tug, Intrepid rests placidly at dockside. She is equipped with a unique elevator whiph carries crew members to her bridge. February 1973 Seafarer and Mrs. Carl Spears of Point Pleasant, W. Va., accept first IBU retire­ ment check from St. Louis port agent Leroy Jones in their home late last year. The riverboat retiree smilingly said his pension "is the kind of gift that will keep on giving." raising cattle on his 187-acre spread on Today, living in retirement near the Redmond Ridge, called the SIUNA-af­ banks of the Qhio, Brother Spears can filiated Boatmen's Union a "good see the riverboats and barges glide by and dream of his 45 years on the Ohio. union." He expressed his pleasure over And with his union pension, he can the union's Pension Plan and added that treasure these memories with a feeling the union had "bettered conditions" on of security. the river. SlU-lBU Philadelphia representative John Fay (center) stands topside with crew of the Intrepid, which lived up to her name by logging many a successful voyage through the stormy Atlantic this year. Pages �Bosun Recertification Program: Tallying Committee Report On December 29, 1972, the membership's sixman Tallying Committee issued its report on the election of a seven-man committee to study and make recommendations pertaining to the Bosun Recertification Program. In its March issue, the LOG will print the full text of the recommendations on curriculum made by the membership-elected Bosun Recertification Program Committee. The following is the full text of the Tallying Committee report. This Committee in its discretion found that you were qualified, as called for in the provision out­ lined for the Program contained in the August 1972 and October 1972 issue of the Seafarers Log. This Credentials Committee Report was pre­ sented to the membership on December 4, 1972 in Headquarters-Port of New York and concurred in. In view of the foregoing, your name and book number will appear on an "OFFICIAL BALLOT" which is being distributed to all Qualified Bosuns at their last known home address. This Ballot is also being distributed to all active vessels. In order to give our active Bosuns the fullest op­ portunity to exercise their vote, voting material is also being forwarded to all A&G Ports prior to December 20, 1972. Fraternally, 1972 BOSUN RECERTIFICATION PROGRAM TALLYING COMMITTEE REPORT December 29, 1972 We, the undersigned Union Tallying Committee, were duly elected at a special meeting held at Headquarters in the Fort of New York on December 27,1972. We met with our Vice President and his staff, and space was provided within the Union's facilities where we would do our work while in session. We elected from among ourselves Enrico Tirelli, Book No. T-188, to act as Chairman of this Committee. Cur -function was to tally the ballots received in Head­ quarters with regard to the election of a seven (7) man Com­ mittee to study and make recommendations pertaining to the , Bosun Recertification Program. Our report includes the tally of all ballots received in Headquarters. Your Committee was furnished the files showing a record of all correspondence to and from nominees prior to and after the voting day of December 20, 1972, as follows: Letter sent to all nominees who were found to be dis­ qualified by the Credentials Committee: December 5, 1972 Dear Sir and Brother: Your nomination was received to serve on the Bosun Recertification Program Committee. A six (6) man Credentials Committee was duly elected on December 1, 1972 in Headquarters-Port of New York. This Committee in its discretion found that you were not qualified, as called for in the provisions outlined for the Program contained in the August 1972 and October 1972 issue of the Seafarers Log. This Credentials Committee Report was pre­ sented to the membership on December 4, 1972 in Headquarters-Port of New York and concurred in. Fraternally, SEAFARERS INTERNATIONAL UNION OF N.A.-AGLIWD, AFL-CIO (Signed) Frank Drozak Vice President Letter sent to all nominees who were found to be qualified by the Credentials Committee: December 5, 1972 Dear Sir and Brother: Your nomination was received to serve on the Bosun Recertification Program Committee. A six (6) man Credentials Committee was duly elected on December 1, 1972 in Headquarters-Port of New York. SEAFARERS INTERNATIONAL UNION OF N.A.-AGLIWD, AFL-CIO (Signed) Frank Drozak Vice President Also in the files was a "SUGGESTED GUIDE FOR PORT AGENTS", as follows: SUGGESTED GUIDE FOR PORT AGENTS "In an attempt to help the Port Agents during the election of a seven (7) man Committee in Headquarters to serve on the Bosun Recertification Program, the following guide em­ phasizes some of the steps to be taken prior to, including and after the voting on Wednesday, December 20, 1972. You should take careful note of the August 1972 and the October 1972 editions of the Seafarers Log, which outlines the Pro­ gram, and includes the schedule for the election of the seven (7) man Committee for the study and recommendations for the Program. In any event, while this election is not of a Constitutional nature, you should be guided by the provisions of the Constitution with regard to elections. "Make sure that the sign "VOTING BALLOT SECURED HERE" has been posted in the area where the ballots are to be issued. "NO BALLOTS ARE TO BE ISSUED BEFORE 9:00 A.M. OR AFTER 5:00 P.M. on WEDNESbAY, DECEM­ BER 20, 1972. "THE PORT AGENT OR HIS DESIGNATED REPRE­ SENTATIVE SHALL CHECK ALL THE ELECTION MA­ TERIAL WHICH ACCOMPANIES THIS SUGGESTED VOTING GUIDE. "Before allowing any Bosun to vote, the Port Agent or his representative shall make sure that the Bosun is qualified to vote, as spelled out in the August and October 1972 issues of the Seafarers Log. After the Port Agent or his representative has confirmed that the Bosun is eligible to vote, and before the Ballot is issued, the rubber stamp, 'BOSUN RECERTI­ FICATION PROGRAM 1972 VOTED', shall be placed on the 1972 page of the member's book. "Dues should be paid through and including the 4th Quar­ ter of 1972, but there may be some exceptions—based on the member producing evidence that he was not in a position to pay the 4th Quarter dues, by reason that he was either at sea, or any other valid reason. If for any other reason the Port Agent or his representative, based on the available facts, de­ cides that the Bosun shall cast a 'CHALLENGED BALLOT', then the Union Tallying Committee at Headquarters will decide the validity of the challenge. In this case, at the time of voting, the following steps should be taken: "(a) All procedures should be carried out, with regard to the issuance of the ballot, the Bosun marking his ballot, per­ sonally sealing it in the white envelope, and personally placing it in the brown envelope. "(b) The reason for the challenge should be clearly marked on the brown envelope, and signed by both the Bosun, the Port Agent, or his representative. "(c) This envelope should then be placed in another en­ velope and mailed to Frank Drozak, Vice-President, Atten­ tion: Union Tallying Committee. "(d) The Roster should be clearly marked that the vote cast was Challenged. IMPORTANT "Included in the voting material, there is a supply of Rosters. This Roster should be made out in duplicate—the duplicate being maintained by you for your Port file. "Immediately upon the conclusion at 5:00 P.M., Wednes­ day, December 20, 1972, the original Roster should be for­ warded to Frank Drozak, Vice-President, Attention: Union Tallying Committee. "To insure secrecy of the ballot and good order and decorum, there shall be no congregation of people other than those who are qualified to participate in the voting. It is advised that you provide a suitable' booth, where all of our Bosuns may mark their ballot in secrecy. "Obviously, none of the foregoing is deemed to deprive any Qualified Bosun candidate of his Constitutional right to ob­ serve the conduct of the election, provided he maintains proper decorum. "It is suggested that at all times during the voting on Wednesday, December 20, 1972, that the spirit of the Con­ stitution is maintained. "Any Port Agent or his duly designated representative may contact Headquarters on any question relative to the conduct of the election. "VOTING SHALL BE FROM 9:00 A.M. TO 5:00 P.M. ON WEDNESDAY, DECEMBER 20, 1972." From these files, your Committee found that all steps had been taken to ensure that every active, qualified Bosun had been given the opportunity to vote and/or participate in the Program. The records show that the Program was outlined in the August and October 1972 issues of the SEAFARERS LOG. In addition, provision was made for a mail ballot, and a mailing was sent to all active Bosuns at their last known home address on two occasions. Also, a mailing was made to all active vessels on two occasions. These mailings consisted of 1,352 individual ballots. It is felt by your Committee that every opportunity was accorded active, qualified Bosuns to participate in the Pro­ gram. All requests for mail ballots were replied to, enclosing the necessary ballot and envelopes required for the casting of the ballot. Your Committee found that immediately upon submission of the Report of the Credentials Committee dated December 1, 1972—which Report was submitted and concurred in at Headquarters-Port of New York general membership meet­ ing December 4, 1972—all Bosuns for whom nominations had been received by mail, were notified as to the findings of the Committee. Seventy-eight (78) nominations were re­ ceived by the Credentials Committee and, of these, sixty (60) nominees were found to be qualified, therefore their names were placed on the ballot. From the files made available to us, we found that ballots and sample ballots had been distributed as follows: PORT Baltimore Boston Detroit Houston Jacksonville Mobile New Orleans New York Norfolk Philadelphia Piney Point Port Arthur Puerto Rico San Francisco Seattle Tampa Wilmington Yokohama NUMBER OF BALLOTS NUMBER OF SAMPLE BALLOTS 100 20 30 100 50 100 100 200 150 150 200 100 150 250 200 50 100 100 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 ' Also on file were signed receipts from each of the Ports concerned. We found that 283 ballots—either issued in the various Ports or returned by the individual Bosun—were received in Headquarters. Your Committee found that from the rosters returned from the Ports, the following number of ballots had been issued: PORT The Seafarers International Union's six-man Bosuns Recertification Tallying Committee conducts business at its New York City headquarters December 27 by counting votes in the recent recertification election. Committee members are: left to right, J. Mucia, Chairman E. Tirelli, J. Gonzalez, J. Winn, W. Stevens and C. Misak. Page 10 BALLOTS ISSUED Baltimore Boston Detroit Houston Jacksonville .... Mobile New Orleans ... New York Norfolk 1 0 0 14 13 8 14 38 0 BALLOTS ISSUED PORT Philadelphia .... Piney Point Port Arthur Puerto Rico San Francisco .. Seattle Tampa Wilmington Yokohama 7 0 0 2 12 4 1 1 0 Continued on Next Page Seafarers Log • ' ' II �Enjoying the Good Life Seafarer Harris SlU's 2,000fh Active Pensioner When he ended a sailing career last month that had begun more than 34 years ago, Brother Theodore T, Harris of Mobile, Ala. became the 2,000th active SIU pensioner. Since the inception of the Pension Plan, 2,768 Seafarers have retired on an SIU pension. Sailing with the International Seamen's Union (ISU), Brother Harris began working aboard ship in July of 1938. He had been employed in Mobile for 14 years as a porter when he decided to go to sea because "I thought I would like it." That he did! When he re­ turned after a couple of trips he found that the ISU had been dissolved. Told that a new union, the SIU, had been organized. Brother Harris immediately joined becoming one of its first members. His first ship was the City of Alma on which he stayed until 1941, sailing in the steward department. During the early years of World War II when America was not yet involved. Seafarer Harris was sailing to the British Isles. When Pearl Harbor was bombed he was on a ship in Brazil and for awhile con­ tinued sailing in the Caribbean. Late in the war he sailed in the Far East. Through all that time, however. Brother Harris says he was "very lucky" and none of the ships on which he sailed was ever torpedoed. Like many SIU men. Brother Harris traveled all over the world. Some of the places he liked best were Sydney, Australia; Rio de Janeiro, Brazil; London, En^and and Le Havre, France. 'T^ever a one trip man". Seafarer Harris sometimes stayed on the same ship as long as 18 months, sailing as Chief Cook and Baker. In May of 1971, Brother Harris attended one of the SIU's Educational Conferences in Piney Point, Md. Impressed with what he saw there. Harris feels that the Harry Lundeberg School of Seamanship and the other facilities at the Point arc "very beneficial". At the time he attended the Conference, Brother Harris wrote that he had not only learned more about the School but "I now know more about the Pension and Welfare program and the benefits our dependents can enjoy. . . ." He added that "it has all been made pos­ sible because of our leadership." Comparing the early days of his sailing career with today. Brother Harris says that "conditions have im­ proved more than 100 percent due largely to the union." He points out that the young seaman starting out today can not only get training before he goes on board ship but can also get the many benefits not available to Brother Harris when he begain sailing. For instance, now there are Sickness and Accident Benefits and Vacation pay. And, of course, Harris is the 2,000th active example of a monthly pension bene­ fit which enable members to enjoy their senior years. At the age of 63, Seafarer Harris now intends to relax a little with his wife, Annie, who is a school teacher. They live in the Port of Mobile where Brother Harris was born and from where he first shipped in 1938. However, Harris also intends to see a little of the Seafarer Theodore T. Harris (left) recently became the SIU's 2,000th active pensioner and here he is shown proudly receiving his first monthly pension check from Mobile Dispatcher Harold J. Fischer. 1972 BOSUN RECERTIFICATION PROGRAM Continued from Preceding Page In addition to the foregoing, your Committee received sixteen (16) envelopes of the original mailing, which had been returned by the Post Office by reason of incorrect address. Attached is Appendix "A" which is the result of our tally. The seven (7) Bosuns receiving the highest number of votes have been indicated and they will be notified to report to Headquarters by January 8, 1973 to begin their study. All members elected to the Committee shall report to New York no later than February 1, 1973. Four (4) Bosuns shall con­ stitute a quorum. If, in the event, less than the number re­ quired for a quorum is present, a notice of Special Meeting shall be posted 24 hours in advance and this Special Meeting shall be called among those certified-qualified Bosuns in the New York area to elect a substitute in order to form a quorum. This Committee shall submit its report and recom­ mendations to the qualified Bosuns no later than February 15, 1973. DISCREPANCIES Your Committee found that in the case of five (5) ballots, other marks were on these ballots; therefore those ballots were voided. Your Committee found that three (3) envelopes had been mailed to the Union Tallying Committee but, upon opening these envelopes, your Committee found that the ballots had not been enclosed in the "BALLOT" envelope provided; therefore, your Committee, in its discretion, counted these ballote "Void." Your Committee found that by reason of the two occa­ sions of distribution of mail and membership mailings, that five (5) ballots had been cast in duplicate. Your Committee, in its discretion, counted the earliest dated envelope, leaving the duplicate envelope unopened. During the time your Committee was in session, there was no question that at all times a quorum of the Committee was present. While the proceedings of this election were not called for Constitutionally, nevertheless, your Committee was guided by the intent of our Constitution regarding elections and acted accordingly. As a part of this Report, your Committee wishes to ac­ knowledge the assistance of the Vice-President's and the Secretary-Treasurer's office in furnishing all the material necessary for our work. SEE APPENDIX «A" February 1973, U.S.A. and to do a little part time work "to keep mov­ ing around." In discussing his seafaring life. Brother Harris was quite proud of the fact that the "whole time I sailed I was never logged, and never brought up before the union" for doing anything wrong. Since the SIU Pension Plan began on October 1, 1961, $30,855,028.80 has been paid out to eligible Seafarers. The original pension benefit was $150 per month. Over the years it has been increased to its present level of $250 a month. APPENDIX "A" December 29, 1972 As referred to in our Report the following are our findings of valid votes cast: NAME 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. Chester L. Anderson George H. Atcherson Nicholas Bechlivanis David Berger Jan Beye Mack D. Brendle George Burke William Burke Joseph Busalacki .*... Daniel Butts ... •Hurmon Burnell Butts "^Richard A. Christenberry ... Charles D'Amico Robert Dillon *James B. Dixon Fred Domey Thomas D, Foster •Carl Francun William Funk Vincent Grima Walter Gustavson Burt T. Hanback Lee J. Harvey Thomas Heggarty Orlando Hernandez Donald Hicks Charles Hill 29. Chester lannoli 30. •Sven E. Jansson NAME 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. Frederick Johnson Woodrow Johnson . Leyal E. Joseph . .. Jack D. Kennedy ,,. Vincent S. Kuhl , ,, Ame Larsen Waller LeClair , .. •Jacob Levin Constantinos Magoulas ; .. ... ,, Melville McKinney, Jr BOOK NO. VOTES 1-7 J-70 22 9 19 33 11 21 21 27 25 41 94 49 23 19 95 8 35 42 41 4 41 10 29 14 26 27 22 23 34 78 BOOK NO. VOTES J-44 J-168 J-316 K-228 K-273 L-121 L-636 L-462 M-1355 M-428 37 18 21 38 15 25 37 60 16 14 A-465 A-551 B-39 B-22 B-93 B-869 B-168 B-586 B-639 B-628 B-385 C-105;s; D-676 D-88 D-16 D-691 F-11 F-194 F-289 G-825 G-36 H-766 H-400 H-78 H-838 H-694 H-573 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. Stephen Mosakowski Ervin Moyd William Morris William M. O'Connor Anthony Palino Leo Paradise Uuno Paulson •Ewin Rihn Anthony Sakellis Anthony Skillman Jim L. Spencer John B. Swiderski Thomas Trainor Juan Vega John Walken Malcolm B. Woods John Worley Luke Wymbs Thomas Yablonsky Roberto Zaragoza . , .,. .. , , ,, . .. .,. .,. . .. ... .. . ,,. .., .. , ... M-543 M-150 M-722 0-126 P-90 P-270 P-35 R-99 S-1054 S-54 S-474 S-258 T-230 V-46 W-529 W-49 W-254 W-560 Y-61 Z-8 26 22 40 29 24 26 31 55 23 16 23 20 22 40 16 27 29 9 19 39 (•) DENOTES THOSE BOSUNS BY OUR FINDINGS AND TALLY SHOULD SERVE ON THE SEVEN (7) MAN COMMITTEE TO STUDY AND MAKE RECOMMENDATIONS PERTAINING TO THE PRO­ GRAM. This Report consisting of Pages 1 through 6 and Appendix "A" is Fraternally submitted: ENRICO TIRELLI T-188 E. Tirelli, Book No. T-188 (Chairman) CHARLES MISAK C. Misak, Book No. M-127 J. R. MUCIA J. R. Mucia, Book No. M-58 J. GONZALEZ G-812 J. Gonzalez, Book No. G-812 W. W. STEVENS W. W. Stevens, Book No. S-1278 J. WINN J. Winn, Book No. W-151 Page 11 �Seafarers J. Conino, L. Burnett, H. Bartholomew, and J. Bankston proudly display handmade wooden ships which they purchased in Jakarta. How much? Believe it or not, only $2.50! Twenty-five year SIU veteran Lloyd CalloWay hoists one of the Missouri's guy-lines. The Seafarer from Mobile plans to retire next year. Seafarer Isaias Cambronero, who sails as oiler, logs in the ship's fuel oil pressure and temperatures aboard the Missouri. Brother Cambronero has been sailing with the SIU for 13 years. Steward delegate Lesly Burnett (left) squares away his union dues with SIU Patrolman Ed Smith at the Missouri's payoff. Tlje ship's committee relaxes after their 73-day voyage. They are (1. to r.) Lesly Burnett, steward delegate; Hulon Ware, engine delegate; Dewy Penton, deck delegate; W. J. Miles, secretary-reporter; Victor Bumell, educational director, and Sylvester Monardo, ship's chairman. Seafarer Robert Kennedy checks over paymaster's sheet during the ship's payoff in the Port of Baltimore. Brother Kennedy sails as able seaman. Seafarers Log Page 12 HP*" �• . • * Missouri Returns to Baltimore -iv Around the World and Back in 73 Days The SlU-contracted Missouri rides high at anchor in the Port of Baltimore after completing a 73-day voyage around the world. 1^ The now quiet decks of the freightship Missouri stare out over the Fells Point section of the Port of Baltimore. » ^.• '' in the Po^t of BaJtintore on January 5. The 73-day journey, which included 68 days sailing time, began in the Port of Houston on October 24. The 526-foot Fireman Hulon Ware sets to the task of changing the ship's fuel oil strainer. Seafarer Ware is a 12-year veteran of the union. by way of the Cape of Good Hoper During their free time ashore in Jakarta, the SIU crew toured the city of three million picking up many pieces of Indo­ nesian handiwork for souvenirs and Christmas presents at some very low prices. The entire voyage was marked by sunny weather accom­ panied by balmy temperatures—-with complete cooperation in all ship's departments. Next stop for the Missouri is Bangladesh after taking on another full load of grain. Baltimore Patrolman Paul Gonsorchik (left) straightens out some overtime beefs with Seafarers Hulon Ware, B. D. Bums, Victor Burnell and Sylvester Monardo. February 1973 Page 13 �vj ::pS|gP::|g5^ SIU^ dgc^VWHameffe: T^ In December of 1972, the SlU-manned Ogden Willamette became not only the first Ameri­ can ship to visit Russia since 1966, but also the first U.S. flag vessel to carry grain to Russia under the terms of the newly concluded wheat agreement with that country. SIU Bosun Manuel Sanchez "It feels good to know we're doing something special." With these words SIU Bosun Manuel E. "Blaclde" Sanchez, 55, of the SlU-contracted Ogden Willamette, first U.S. grain ship to make the 50-day New York to Russia roundtrip, expressed his feelings about delivering wheat to the shortage plagued Soviet Union. Brother Sanchez, with the SIU since 1938, said the voyage to the Black Sea port and summer re­ sort of Odessa in the Ukraine "was quite an ex­ perience, especially when we docked at the historic city on December 19." The 400 square kilometer city of 745,000 with­ stood a 73-day siege of 18 Nazi divisions—250,000 strong in 1943. All told, the inhabitants of this city fought 907 days in World War II against Hitler's hordes. The Florida bosun, a September 1942 Mur­ mansk to Archangel convoy veteran on the Robin Line freightship William Moultrie explained that it is much better in Russia now than it was when he first dropped anchor there years ago. During the war, he said, there was no place for seamen to go in the Soviet Union. He added that now at least a Seafarer could go Christmas shopping and walk around the town. He especially recommends Rus­ sia to anyone who likes the Old World. Sanchez said when they docked in Odessa, Capt. Alexander Voloskin of Moscow's maritime agency literally gave the ship the red carpet welcome. Ten Seafarers in the ship's deck crew, five from the engine department and six Seafarers in the stewward department were heartily welcomed by the Soviets. That first night, after visiting the International Seamen's Club, which the Russians call the House of International Seamen's Friendship, the city's mayor staged a combination caviar-tea-cocktail dance bash for the SIU men at the Odessa Hotel, recalls Sanchez. At the party, hostesses from a foreign language school in the city practiced their English in con­ versations with the Americans. The seamen's club, founded in 1926, is housed in the Philharmonic Society's building, formerly the pre-revolutionary Stock Exchange. Soviet sea­ men have their own Seamen's Palace, he pointed out. A Russian woman student from Moscow Uni­ versity who attended the soiree was asked by San­ chez what she was going to do after her graduation. She replied that she didn't know yet, which puzzled him. She liked his chewing gum, he noted. Other students were surprised to learn that the SIU bosun had a home and two cars and had achieved his shipboard rating with relatively less formal education than they had. "I had the impression that my kind of job is Page 14 in Russia set aside for special people," emphasized Brother Sanchez. A well-dressed Russian man in his early 30s at the reception who spoke some English asked the bosun about our Christmas customs and U.S. politics. The man had been to Cuba and seemed to be anxious to learn about the U.S. The next evening, the town fathers invited the crew on a conducted tour of the Odessa Opera House and offered them a chance to see a perform­ ance of the world farnous opera. Brother Sanchez had a hectic time at some of the town's restaurants. He and his shipmates were once turned away at the door of a certain restaurant when they arrived too late to be served with the rest of the diners. And, he recalled, if you didn't check your hat and coat at the eateries—you didn't eat. Those places in Odessa that catered to international visitors always had someone who could speak some English, he explained. ^ The SIU veteran remembered an earlier trip to Alexandria, Egypt when he encountered a Russian chief mate who was amazed to see the bosun with his chief mate on the Red vessel. "It seems the shipboard ranks don't mix, or it is at least frowned upon, in the Soviet merchant fleet," said Brother Sanchez. Finally, Sanchez explained that on the ship's way home she anchored at another Black Sea beach resort 160 miles southwest of Odessa. For two days and a night they took on oil at Constanta, Rumania. There they saw Christmas decorations at night. "Everything is much looser in Rumania," he This panoramic view of Odessa's Harbor (background) also inc concluded. scene of one of the Russian Revolution's first battles. /I Seafarer Dave Dukehart puts things shipshape below. OGDEN MARINE, INC. SUBSIDIARY OF OGDEN CORPORATION 2 PENNSYLVANIA PLAZA • NEW YORK, N.Y. 10001 • (212) 545-5800 December 27,1972 t Seafarers International Union 675 Fourth Avenue Brooklyn, N.Y. 11232 Att; Mr. Frank Drozak Dear Frank: As you know, the OGDEN WILLAMETTE caUed in Odessa and I had the privilege of visiting the port dtiring the vessel's stay there. 1 met mo^t of the dignitaries of the city and the port, and the one question that they asked was whether the crew of the OGDEN WILLA­ METTE was a hand picked crew. Naturally, I in­ formed them that this was not so and that these men were sent to the vessel at random by the seamen's union. •M The people of Odessa, as well as the officials, paid many compliments to the crew and their behavior was very good. The officials of Odessa treated the crew very well. They arranged some nice parties for them at the Seamen's House as well as made special ar­ rangements for them to attend the Opera. 1 advise you of this as I am quite certain that you would be pleased. With best regards. Very truly yours, OGDEN MARINE, INC. as Agents Stanley S. Unger Vice President SIU Representative Bill Hall (far right) hit'; stateside shipboard meeting after her historic ' Seafarers Log �:\ •. Mudes a glimpse of the famous Potemkin steps, The Ogden Willamette arrived from Houston with a cargo of 36,000 tons of wheat aboard which soon found its way into Russian homes. Seafarer Glen Welles assists topside as the Ogden Willamette dis­ charges her cargo of Romanian oil. I the deck during the Ogden Willamette's first Voyage. February 1973 Chief Cook Francisco Monsibais did pick up a Russian recipe or two in Odessa but this iunchtime meal is centered around an old fashioned American stew. In an interview with the LOG aboard the Ogden Willamette as she pumped Rumanian oil, brought back on the return leg of a grain trip to Russia, into South Bronx dockside tanks on January 16, Brother John Williamson said they had a midnight curfew when he went, to the Odessa Opera House to see and hear the Khachuturian opera-ballet "Spartacus." He said he was also impressed with the Opera House's gilt wood carvings, bronzes, marble stair­ cases, floors and columns, huge cut glass chandelier and very large and roomy red velvet seats. Beside a-night at the opera. Brother Williamson took a walking tour of Odessa. He visited a big maritime museum of half a dozen rooms opposite the opera, which he said, was "really something." He added that the museum had replicas of old ships and some modem ships on view. The Seafarer said the city's small cars had on their parking lights at night and only flashed on their headlights at intersections. The young seaman said he observed well-to-do Odessans at the Krasny Hotel across the street from the Seamen's Club. Williamson said the cuisine at the restaurants wasn't too bad, especially a ground beef pie-like "tortiUa." He bought souvenirs in Odessa, including sev­ eral dolls. Rumania was "picturesque," he said. At least it offered more activity than Odessa. There were three days of 5 degree temperatures and a little snow. Brother Williamson noted. Page 15 �;-x''Va' cr ,t-::<-.l ••». <.i. .•;..., J '• i' ."'• . '^ •• ' • \' '''"'y ' '" ' "• fc^U:''"' '"J CLOSED A AHY FORLKCK Heroic Rescue tOYfM U,s.^ OF FUEL ^v., - .>•;>;v':ii-.'\-^v...-. l 11 " • *u^ <;TTT who were so I wooM lite f^J;=f4"£and was lost at sea ttytag l,.....::;\:P^S. [• .»• . >• )•.! r-u"e rrtoa. a si„« .K ••. •.'•:.r-;f^Allv.-i vt Vi •: f:,i', \ • 1:^ ^ i . JrU."sK ^hoVlped. 1 do rea.ea.ber Jo a Fay who was , who was SO very kind. ^^ Again, I just want to thank that difficult time. ^ ^ who helped me at ]Virs. Louise Arthur Hamden, Connecticut A "I Enerqy Crisis--A Time to c ^ ^ .a.., of naval operations, tested ^ .Hedaiiynew^te^^^^^^^ about for a long, longrts. !!;Ser°badt dose 18 of its schools ^td^rCS appear^^ bdo. Ss?rra» and reiterated that '"^WcWrKafsardosid 30 schools. the Navy — St'-fa No fuel. Polo faced a full fuel. The New York Times tuportedJtht J Me Mississippi, Louisi thousands of workers! ^^^^^^ta and Cnoifr:ut»becausefuelsup^•'tl^teTUalsowar.d.hatdm^^^^^^ .... faces a new energy cns.s as a n a,ave headed i" associations --^®"?f„AfoSof Emergency PreeomplmnedtotheO ere ,„re«"p=='^* ;^o, Admiral Elmo Zumwalt, Zumwau, ""A ;:a?1go. that the entire nation ^ Vietnam. It was a joy prisoners of war from families and thanksgivmg shared wim across the land. moving event of all Perhaps the mwt ^ penton occurred when Ca^ ^ ^jst plane ^??5et^oredmte«.toto^S Page 16 _ I read with great interest Mias any«.»""e g-Ssecu^ .aklng Uaiii HaU's article « SS own vl - _ i •ffpi_-«Att:-Itlfl.: ML'^:: ."•• '-a";'; I. n-;«W Xmas Made Dnyn'^. . ^'•We wish to thank you, fM to ^^aJ^ce ffto | h3k which you always send to m m y,et unioiB. S^yt4^^*-tc^o^'°a member of to Bremorewereahsewe aaers.:p.u3-S-'Md balance of maritime-in :Smijtwhh1,uipmen. manufacturers, aboard ships. before the energy „£siorsrteP-t'--°'"'^ I was very surprised and S' , late Christmas shoppy Thenks a utdhon. is further threatened. ^ Words to Remember It was with joy ate Aante^Ning U.S.-FI«g Ships Ignored major threat to t "seaborne plies," he d^rlured, adomg^^^^y^ oil imports repr J " point that could te m In other words, tte nano bring oil and 8=? (ssue by simply flie U.S. over v.rtMUy a refusing delivery cannot common sense tdls us tna long continue this gum 8 our own nteonaU^unJ national f „orid that from now diey '<«"®'\,^J'i'en®holding heafmgs, inCongress has b ean tell vestigaung *0 =0=8* investigation wtll the Congress what ^t .eveal: Th'ts "atton „eed of imean produce an liquefied gasported fuels such presents , ., „„.„.,v had need need of f< Recently tI had of two two pints of bl»d blood needed Uofl wcnt through. WjAou^f^f^ Bank on its way through thanksl __ and I nm now on the^ ^ ,e(iKd SealaK' "ogte „„ the oil 'trrCurVof ourottsup- Sfg:iC?0»40 percent .ess fuel than ^ (^eip to our Commander-In-^ief Commander-in-Chief a^ at J? ond Bless Am^nca. Ai rn for ... this day. God A short time later pQ^.s^nd spoke with one of the returned POWs an for all America when he said. "Nothing would express to meet with If and the Amerfe^^i'^pU^omaa^riacc ate for what you have done. c»ntiSeafarers everywhere echo these senU ments. h ' Pebruory W73 Executive Board Paul Hall, president U c.».t. v.c.w.u« lS.™«o"aTun.oe, B^afvn, N Y. bj m:SbU.g.,AS^CK.,^ Secote c,.W| - Seafarers Log �20-Foot Lake Superior Waves Copter Rescues Six Off Barge Adrift in Storm ! I: /' A severe storm, which raged over the C^eat Lakes region on Thursday eve­ ning November 2, perilously stranded five Seafarers and their barge's captain aboard the powerless barge A. E. Nettleton when the Nettleton's towline snapped setting her adrift in extremely heavy seas 12 miles off the coast of Houghton, Michigan on Lake Superior. Seafarers Jack Folz, Daniel Quinn, Mike Cull, Leroy Murphy, Dale Rich­ ardson and barge master William Bou­ chard hung on desperately throughout the night until they were lifted to safety by a U.S. Coast Guard helicopter early the next morning. The Nettleton, a decommissioned freighter built in 1908, was converted for use as a barge in 1970 by the Escanaba Towing Company. Carrying a cargo of 475,000 bushels of wheat, she was being towed from the Port of Duluth, Minn, to Buffalo, N.Y. when the accident occurred at approximately 6:00 p.m. The extreme weather which caused the towline to break severely hampered Seafarer Leroy Murphy, as he vainly at­ tempted to reach another line to the struggling tugboat, as 35 mile per hour winds pushed the severed crafts relent­ lessly apart. Huge waves, reaching a height of over 20 feet, finally forced the tug to abandon the now helpless Nettleton. In an effort to keep the barge from drifting and possibly colliding with other shipping on the lake, the Nettleton's anchor was immediately dropped but the waters were much too deep at this point for the anchor to hold. The crewmembers rushed to the pilot house in an effort to establish radio con­ tact with the quickly vanishing tug, but were unable to do so since the tug's radio had been knocked out. "We were very worried about the men on the tug" said Brother Jack Folz, "because as it moved out of sight it was listing at least 50 degrees. We thought it might capsize and sink." After several minutes the anxious Seafarers made contact with the U.S. Coast Guard and relayed their position —but were told they could expect no immediate help due to the severity of the weather. They were further advised by the Coast Guard to hold fast near the lifeboats so they could quickly aban­ don ship as it seemed this would be necessary. This was the last communi­ cation received as the radio equipment went dead. The crew left the pilot house and carefully made their way aft to the life­ boat section—fighting the cutting winds and powerful waves which nearly en­ gulfed the entire ship. The usually sim­ ple route took a half hour to complete as many times one of the crew was nearly hurled overboard only to be res­ cued from almost certain death by the combined efforts of his shipmates. The men, exhausted by the danger­ ous journey, gathered closely behind a lifeboat attempting to protect them­ selves from the icy winds, heavy snow, and below zero temperatures. "After four hours of waiting and no sign of help" said Brother Folz, "we had to make a quick decision; several of us were beginning to be overcome by the cold, so we agreed to take our chances below. At that moment we all felt this was our last trip but we had to get out of that cold." The desperate Seafarers retreated to Brother Folz' quarters and hurriedly set up a portable heater. "We gathered around and just tried to warm our hands" continued Brother Folz, "we passed a few jokes and told stories try­ ing to forget what was going on above." At 3:00 a.m., after hours of being tossed about, the men received their first hopeful sign as the ship's anchor took hold on the lake's bottom, abruptly end­ ing the Nettleton's dangerous drifting. "This immediately brought our spirits up," said Folz. "Now we felt it was only a matter of time before we would be rescued." For the next six hours the hopeful crew waited anxiously as the winds and snow tapered off and the skies cleared. At 9:00 a.m., 15 hours after the near tragedy began, the Nettleton, listing at 15 degrees, was sighted by a Coast Guard helicopter. The helicopter hovered over the Net­ tleton and the crew members were lifted aboard one by one. They were taken to the Coast Guard Station in Houghton, exhausted by their ordeal but still in excellent condition. They enjoyed a hot meal and some rest before returning home to Duluth. The Nettleton was taken in tow to Portage, Michigan, where she will now undergo repairs. Brother Folz summed up the fearful experience with, "I have been in many storms on both the Atlantic and Pacific while in the Navy, but none were nearly as rough as that one on Lake Superior." The A .E. Nettleton lays at anchor awaiting repairs in Portage, Michigan. USS Thorn Shipmates Are Sought for Reunion in April c Exhaustion is evident in the faces of the A.E. Nettleton's CTGW at the Coast Guard Station in Houghton, Mich. They are (1. to r. standing) William Bouchard, Dale Richardson and Jack Folz; sitting are Daniel Ouinn, Mike Cull and Leroy Murphy. February 1973 A ship's reunion will soon be held aboard the old mothballed World War 11 Navy destroyer, USS Thorn, for her 485 ex-officers and crewmembers, some of whom are SIU members, and their families to celebrate the Thorn's 30th and last birthday. The 348-foot long destroyer was unfortunately strick­ en from the Naval Vessel Register on July 1, 1971 and will be sunk as a tar­ get later on this year. Kaj "Swede" Swenson, Chairman of the Thorn Reunion Committee, has al­ ready located 240 members of the ship's old crew—and he feels that many of those still unaccounted for may be SIU pensioners, or old-timers still sail­ ing with the union, and hopes to locate them through the LOG. The nostalgic event will take place at the Philadelphia Navy Yard, where the Thorn has been resting since 1961, on or around April 1,1973—but the exact date has not yet been determined. The Thorn rendered distinguished service to her country during World VVar 11 after being launched from the Federal Navy Yard in Kearny, New Jersey on April 1, 1943. She took part in all three theaters of war and accumu­ lated 7 Battle Stars from such Naval operations as Iwo Jima and Okinawa. The ship's most impressive statistic is that she never lost a crewmember while in action. Swenson, who sailed as Seaman First Class on the Thorn, recently visited his old ship with members of his family. "1 found my old lifejacket intact" he said, "as well as much other interesting memorabilia still stored below. If you served on the Thorn, or know an SIU member who did, you may con­ tact "Swede" Swenson for further infor­ mation at 2190 Allwood Drive, Bethle­ hem. Pa. 18108, or call 215-867-1245. Page 17 �I Upgrading Class Schedule February 22 Mareh 22 April 5 April 19 May 3 LIFEBOAT X X X X X ABLE SEAMAN . X X X QUARTERMASTER X X X Sii FWT X X X OILER X X X X X REEFER X ELECTRICIAN X JR. ENGINEER X X PUMPMAN X X DECK ENGINEER X X MACHINIST X X X ' X X X BOILERMAKER X X X X X X TANKERMAN X X X X X X DECK MECH. X X X X X X OMED X X X X X X ASSISTANT COOK X X X X X X COOK & BAKER X X X X X X CHIEF COOK X X X X X X X X X X STEWARD X X Here's How to Apply Training at the Lundeberg Upgrading Center, Piney Point, Md., is a continuing process. Classes begin every two weeks. Under a new U.S. Coast Guard ruling, graduates of the Harry Lundeberg School will be able to qualify for upgrading with reduced seatime. Those wishing to upgrade to AB need only 8 months seatime as ordinary seaman. Those wishing to upgrade to FWT, and Oiler need only 3 months seatime as a wiper. Ratings HLS Graduate All others AB 8 mos. O.S. 12 mos. O.S. FWT, Oiler 3 mos. wiper 6 mos. wiper All other OMED 6 mos. wiper 6 mos. wiper In order to process all applicants as quickly as possible it is necessary that each applicant enclose with his application: • 4 passport photographs (full face). • Merchant Marine personnel physical examinations using USCG form CG-719K given by either USPHS or SIU Clinic. Those applicants already holding a rating other than wiper in the engine department or AB do not require a physical. • Sub-chapter B of the United States Coast Guard regulations state that the officer wishing certification as a Tankerman "shall furnish satis­ factory documentary evidence to the Coast Guard that he is trained in, and capable of performing efficiently, the necessary operation on tank vessels which relate to the handling of cargo." This written certification must be on company stationery and signed by a responsible company official. • Rooms and meals will be provided by Harry Lundeberg School. Each upgrader is responsible for his own transportation to and from Piney Point. No reimbursement will be made for this transportation. Steward Training And Upgrading The Harry Lundeberg Upgrading Center in Piney Point is accepting ap­ plications from all qualified Steward Department Seafarers for training lead­ ing to upgrading in all classifications— from Third Cook to Chief Steward. Applications should be sent to: The Harry Lundeberg School, Piney Point, Maryland 20674. Name- The Harry Lundeberg High School Equivalency Program at the Upgrading Center in Piney Point oilers all Sea­ farers—regardless of age—the oppor­ tunity to achieve a full high school diploma. Since the program was devel­ oped several months ago, nine Seafarers -Book No., Address(Street) (City or Town) -Last year attended Complete this form, and mail to: Miss Margaret Stevenson Director of Academic Education Harry Lundeberg School Piney Point, Maryland 20674 Page 18 Wbaf They're Saying become sailors when they get on a ship. They have a very nice hotel for the members that want to take advantage of it and in the summer there is a swimming pool and a lot of boats you can take out. They have a very nice lounge and every­ one tries to make you feel at home and help you enjoy yourself in every way they can. That means a lot when you want to study and they also have a library you can go to, to help you. If you want to get your high school diploma and you are willing to study real hard you have a very good chance of passing the test. Everyone should come to Piney Point so they can know what a hard time the SIU has had in getting where we are today. Walter W. Chancey I have been staying here at Piney Point as an ungrader. They are will­ ing to teach you how to upgrade yourself, what you should know about your union, and they are also teach^ the young men how to When you are trying to learn about something and you cannot understand from a book, they have teachers that can take you to some of the ships and show you the real thing and tell you how it works step by step. Lundeberg High School Program Available to All Seafarers I am interested in furthering my education, and I would like more informa­ tion on th^Lundeberg High School Program. Last grade completed X (Zip) have taken the Maryland State GED examinations after studying at the Lun­ deberg School—and all nine Seafarers passed with high scores, and now have a high school diploma. Any Seafarer who is interested in taking advantage of this opportunity to continue his education can apply in two ways: • Go to the SIU Union office in any port where you will be given a GED Pre-Test. This test will cover five gen­ eral areas: English Grammar and Lit­ erature, Social Studies, Science and Mathematics. The test will be sent to the Lundeberg School for grading and evaluation. • Or, write directly to the Harry Lundeberg School. A test booklet and an answer sheet will be mailed to your home or to your ship. Complete the tests and mail both the test booklet and the answer sheet to the Lundeberg School. The course of study at the school lasts approximately six weeks, depend­ ing upon the evaluation of the results of your test scores. All Seafarers in the study program will receive individual attention from highly-qualified teach­ ers. During your stay at the school, you will receive room and board, study materials, laundry, and $8.00 per day. Seafarers will provide their own trans­ portation to and from the school. Following are the requirements for eligibility for the Lundeberg High School Program: 1. One year's seatime. 2. Initiation fees must be paid in full. 3. All outstanding monetary obliga­ tions, such as dues and loans, must be paid in full. Seafarers Log �Honor Roll of SlU Upgraders If '• The Harry Lundeberg Upgrading Center at Piney Point, Md. recently cele­ brated its seventh month of operation. Following is the Honor Roll of many of those who, at press time, had successfully completed training at the school. Russell Rowley, 22, Seattle: Fireman, Watertender, Oiler Pedro Gago, 28, Baltimore: Oiler Mario Nolasco, 51, New York: Oiler Charles Pruitt, 34, Piney Point: Tankerman James Fitzgerald: 17, Fireman, Watertender, Oiler Richard Bellmore, 19, Norfolk: Fireman, Watertender, Oiler Russel Fisher, 18, New York: Fireman, Watertender, Oiler Larry White, 22, Piney Point: Fireman, Watertender, Oiler Michael Piteris, 51, New York: Deck Engineer William Heater, 46, New York: Pumpman, Deck Engineer Eugene Gore, 46, New York: Deck Engineer, Reefer, Junior Engineer, Electri­ cian, Machinist Allen Batchelor, 60, New York: Deck Engineer, Reefer Bryden Dahlke, 57, New York: Deck Engineer, Machinist John Copado, 25, Piney Point: Fireman, Watertender, Oiler Paul Kemey, 18, New York: Fireman, Watertender, Oiler Kevin Conkin, 21, New York: Deck Engineer, Pumpman, Junior Engineer, Reefer, Electrician, Machinist, Boilermaker James Hart, 55, San Francisco: Deck Engineer, Reefer Stan Gondzar, 51, Baltimore: Pumpman, Junior Engineer, Machinist, Boilermaker Charles McCue, 43, New York: Deck Engineer Ronald Shaw, 22, New York: Deck Engineer, Junior Engineer, Reefer, Electrician, Pumpman, Machinist, Boilermaker Herb Spencer, 24, San Francisco: Reefer, Deck Engineer William Burgess, 33, Piney Point: Fireman, Watertender, Oiler, Deck Engineer, Pumpman S. Simpson, 25, New York: Reefer, Electrician, Pumpman, Deck Engineer, Junior Engineer, Machinist Patrick Rogers, 43, New York: Reefer Clarence Hemby, New York: Reefer, Pumpman Robert Prater, 22, New York: Reefer Perry Ellis, 25, Texas: Electrician Guy Campanella, 19, New York: Fireman, Watertender, Oiler Gerald Nixon, 22, Piney Point: Fireman, Watertender, Oiler Joseph McGauley, 35, San Francisco; Reefer, Electrician Robert Ohler, 22, Florida: Reefer, Fireman, Watertender, Oiler, Pumpman, Deck Engineer R. McDonald, 24, New York: Reefer, Junior Engineer, Deck Engineer, Ma­ chinist, Pumpman, Boilermaker Svend Hommen, 50, New York: Reefer, Electrician, Pumpman, Deck Engineer Larry Hayes, 27, New York: Reefer, Electrician, Deck Engineer, Junior Engi­ neer, Boilermaker, Machinist James Smitko, 32, New York: Pumpman, Fireman, Watertender, Oiler, Deck Engineer, Junior Engineer, Boilermaker, Machinist Lee J. Rogers, 40, Baltimore: Tankerman, Machinist Cosimo Melpignano, 44, New York: Electrician Anthony Novak, 49, New Orleans: Pumpman, Deck Engineer, Reefer, Junior Engineer Earl Rogers, 41, Baltimore: Deck Engineer, Junior Engineer Robert Trainor, 24, New York: Able Seaman Julio Bermudez, 39, Florida: Lifeboat, Able Seaman Charles Pruitt, 34, Piney Point: Lifeboat, Able Seaman Jess Etheridge, 27, Piney Point: Lifeboat, Able Seaman Dan Hamilton, 27, Philadelphia: Lifeboat Kamin Lambertson, 20, Piney Point: Able Seaman Patrick Knox, 19, Mobile: Able Seaman James Wilkerson, 19, Mobile: Lifeboat, Able Seaman Steward Marshall, 44, Philadelphia: Lifeboat Carl Johnson, 33, Norfolk: Lifeboat, Able Seaman Dyrell Davis, 19, Texas: Lifeboat, Able Seaman John Parker, 29, Florida: Lifeboat, Able Seaman Monte Grimes, 20, San Francisco: Able Seaman Elex Cary, 39, New York: Lifeboat, Able Seaman Scott Myhre, 20, San Francisco: Able Seaman , Tom Kilbride, 24, New York: Able Seaman John Alden, 49, Florida: Quartermaster Mosel Myers, 20, New York: Able Seaman Oscar Wiley, 33, San Francisco: Lifeboat, Able Seaman Frank Bermudez, 23, New York: Able Seaman Christos Psanis, 38, New York: Quartermaster Jan Kolodziej, 62, New York: Quartermaster William Bellinger, 48, Texas: Lifeboat Arthur Mallory, 35, Florida: Lifeboat, Able Seaman Jean Morris, 29, California: Lifeboat, Pumpman, Deck Engineer Trawn Gooch, 20, Baltimore: Able Seaman Thomas Minton, 20, Florida: Lifeboat, Able Seaman Billie Mason, 41, Florida: Lifeboat, Able Seaman John Trout, 26, Baltimore: Able Seaman Tim Thomas, 20, New York: Able Seaman Pier-Angelo Poletti. 31, New York: Quartermaster Hans Jacobsen, 63, Florida: Quartermaster George Tamlin, 36, New York: Quartermaster R. Tomaszewski, 38, New York: Machinist, Deck Engineer, Reefer, Electrician, Boilermaker, Jr. Engineer, Deck Engine Mechanic February 1973 Imro Salomons, 47, New York: Electrician. Reefer, Deck Engineer, Jr. Engineer, Boilermaker, Machinist, Deck Engine Mechanic Ursel Barber, 21, New York: Electrician, Reefer, Deck Engineer, Boilermaker, Jr. Engineer, Pumpman Exequiel Liwag, 44, Norfolk: Fireman, Watertender, Oiler, Pumpman, Jr. Engi­ neer, Deck Engineer Jose Vazquez, 19, New York: Fireman, Watertender, Oiler, Reefer, Electrician, Pumpman, Deck Engineer Williard Verzone, 21, Alabama: Fireman, Watertender, Oiler, Reefer, Pumpman, Deck Engineer, Electrician, Junior Engineer Rocco Tomeo, 44, New York: Fireman, Watertender, Oiler, Reefer, Pumpman, Deck Engineer, Electrician, Jr. Engineer George Elot, 46, New York: Deck Engineer, Jr. Engineer, Pumpman, Machinist Buren Elliott, 69, Norfolk: Fireman, Watertender, Oiler John Lyons, 51, New York: Deck Engineer, Electrician, Reefer, Tankerman, Machinist, Boilermaker, Deck Engine Mechanic John Kirk, 41, California: Reefer, Electrician, Deck Engineer, Jr. Engineer, Machinist, Boilermaker, Deck Engine Mechanic W. Chancey, 31, Florida: Pumpman, Deck Engineer, Jr. Engineer, Deck Engine Mechanic Everett Richman, 42, Florida: Boilermaker, t^eck Engine Mechanic John Hoppe, 47, Baltimore: Fireman, Watertender, Deck Engineer, Jr. Engineer, Reefer, Pumpman, Machinist, Boilermaker John Hastings, 20, California: Oiler Joseph DiSanto, 46, Boston: Reefer, Deck Engineer, Jr. Engineer, Boilermaker, Machinist, Tankerman John Wells, 21, New York: Able Seaman Billie Marrell, 33, Florida: Lifeboat, Able Seaman Porfirio Sambula, 41, New York: Lifeboat, Able Seaman Robert Prentice, 54, Tampa: Pumpman, Deck Engineer, Machinist, Reefer, Deck Engine Mechanic Clayton Everett, 21, Norfolk: Fireman, Watertender, Oiler Raymond Colon, 24, New York: Fireman, Watertender, Oiler Galen Underwood, 33, Piney Point: Pumpman John Persley, 28, New York: Reefer William Pollard, 38, Baltimore: Reefer, Boilermaker Stuart Carter, 19, New York: Cook & Baker Blanton Jackson, 34, Baltimore: Electrician, Reefer, Boilermaker, Pumpman, Deck Engineer Caldwell Sabb, 24, New York: Electrician, Reefer, Pumpman James Combs, 29, Baltimore: Reefer, Pumpman Sonto Mondone, 51, Norfolk: Electrician, Reefer, Boilermaker, Pumpman, Deck Engineer Thomas Maga, 54, New York: Electrician, Reefer, Pumpman Steve Browning, 21, Norfolk: Oiler, Electrician, Reefer, Deck Engineer, Pumpman Bert Reamey, 48, California: Machinist, Boilermaker Ashton Woodhouse, 20, California: Fireman, Watertender, Oiler, Pumpman Robert Fowler, 31, Norfolk: Boilermaker John Wolfe, 20, New York: Able Seaman William Ripley, 23, Norfolk: Able Seaman Patrick Hawker, 19, Houston: Able Seaman Lexie Shaw, 24, New Orleans: Lifeboat Robert McCauley, 39, Baltimore: Quartermaster James Thomas, 36, Baltimore: Quartermaster James McLaugJilin, 53, New York: Quartermaster Apply Now For Upgrading Seafarers may use the foUowing application form for upgrading in the Deck Department, Engine Department or Steward Department. Name Age Home Address S.S. # Mailing Address Book # Phone Ratings Now Held What Rating Interested In Dates Available to Start HLS Graduate: Yes.... No.... Record of Seatimc: Ship Rating Held Lifeboat Endorsement: Yes.... No. .. . Dale of Shipment Date of Discharge Return completed application to the attention of: Mr. Robert Kalmus Director of Vocational Education Harry Lundeberg School Piney Pt., Md. 20674 J Page 19 �Digest of SlU Meetings v_ McLEAN (Sea-Land), January 10— Chairman John Hunter; Secretary Guy Waiter. Some disputed OT in engine de­ partment. Vote of thanks to the steward department. Discussion on ratings in en­ gine department and school in Piney Point for upgrading men to QMED. AZALEA CITY (Sea-Land), January 5—Chairman D. Hicks; Secretary W. McNeely; Deck Delegate James Davis; Engine Delegate Jose Pineiro. Some dis­ puted OT in deck and engine depart­ ments. Everything running smoothly. ERNA ELIZABETH (Albatross Tank­ ers), January 7—Chairman W. N. Gergory; Secretary S. J. Davis; Engine Delegate Van Whitney. $9.50 in ship's fund. Vote of thanks to the steward de­ partment for a fine Christmas Dinner. Everything running smoothly. MONTPELIER VICTORY (Victory Carriers), December 10—Chairman Bob L. Searborough; Secretary J. Davis; Deck Delegate Edward M. Ellis. Everything running smoothly. OVERSEAS TRAVELER (Maritime Overseas), December 17—Chairman C. Quinnt; Secretary Ezekiel Hagger; Stew­ ard Delegate E. S. Walker. No disputed OT. Everything running smoothly. STEEL KING (Isthmian), January 1 — Chairman G. Glennon; Secretary D. Collins; Deck Delegate H. Willingham. Everything ruiming smoothly. Next port Durban, S. A. C.S. NORFOLK (Cities Service), Jan­ uary 11 — Chairman William James Beatty; Deck Delegate John J. McDermott. Some disputed OT in engine and steward departments. Everything run­ ning smoothly. Next port New York. MARYMAR (Calmar), December 28 —Chairman Joseph Michael; Secretary Claude Garnelt, Jr.; Ship's Chairman Joseph Michael; Engine Delegate Robert S. Davis; Steward Delegate Stanley A. Ulycik. Everything running smoothly. CITRUS PACKER (Waterman), De­ cember 3 — Chairman E. DeAngelo; Secretary J. Prestwood; Educational Di­ rector J. Gouldman; Deck Delegate Jerry McLean. $12.50 in ship's fund. Every­ thing running smoothly. Observed one minute of silence in memory of departed brothers. TRENTON (Sea-Land), January 7— Chairman James Shortell; Secretary J. P. Mar; Engine Delegate Joe Kordick; Steward Delegate Frank Van Dusen. $34.00 in ship's fund. A vote of thanks to the steward department for such an excellent job in preparing Christmas Dinner. TRANSONEIDA (Seatrain), January 15—Chairman L. Fitton; Secretary S. Rothschild; Deck Delegate C. Loveland; Engine Delegate Edward Eyra; Steward Delegate Hendrick Yakoski. Everything is running smoothly. TRANSIDAHO (Hudson Waterways), January 7 — Chairman W. Woturski; Secretary A. Shrimpton. $97.00 in ship's fund: Everything is running smoothly. LOS ANGELES (Sea-Land), January 14—Chairman B. Granberg; Secretary H. Huston. Everything running smooth­ ly. Next port Oakland. COUNCIL GROVE (Cities Service), January 7—Chairman H. J. Steen; Sec­ retary C. Mullen; Deck Delegate Milton Poole; Steward Delegate Charles J. Hickox. Some disputed OT in deck department. Everything is running smoothly. Next port Japan. WILLIAM T. STEELE (Texas City Tankers), January 11—Chairman T. R. Sanford; Secretary W. R. Stone; Deck Delegate Carl E. Thompson; Steward Delegate Edward E. Davidson. $27.00 in ship's fund. No disputed overtime. One minute of silence in memory of departed brothers. PORTLAND (Sea-Land), January 7 —Chairman N. Bechlivania; Secretary J. Kundrat; Deck Delegate Sven E. Jansson. Everything running smoothly. CITRUS PACKER (Waterman), De­ cember 17—Chairman E. DeAngelo; Secretary J. Prestwood; Educational Di­ rector J. Gouldman; Deck Delegate Jerry McLean. $8.50 in ship's fund. Little disputed OT in deck department. Every­ thing running smoothly. One minute of silence observed for departed brothers. CITRUS PACKER (Waterman), De­ cember 24—Chairman E. DeAngelo; Secretary J. Prestwood; Educational Di­ rector J. Gouldman; Deck Delegate Jerry McLean. $8.50 in ship's fund. Some disputed OT in deck department. Every­ thing running smoothly. One minute of silence observed in memory of departed brothers. NEW YORKER (Sea-Land), De­ cember 26—Chairman G. Shaveyfelt; Secretary V. Sanchez; Educa­ tional Director H. W. Bennett; Engine Delegate T. A. Stubbs Jr. Vote of thanks to steward department for a job well done. MOBILIAN (Waterman), December 24—Chairman J. Koen; Secretary Henry W. Roberts; Deck Delegate B. C. Jor­ dan; Engine Delegate Harry N. Foster; Steward Delegate Ralph H. Taylor, Jr. Some disputed OT in engine and stew­ ard departments. Everything running smoothly. ERNA ELIZABETH (Albatross Tank­ ers), December 17—Chairman W. N. Gergory; Secretary S. J. Davis. $9.50 in ship's fund. Everything is running smoothly. ERNA ELIZABETH (Albatross Tank­ ers), January 7—Chairman W. N. Gergory; Secretary S. J. Davis. $9.50 in ship's fund. Vote of thanks to the steward department for a fine Christmas dinner. Everything is running smoothly. COUNCIL GROVE (Cities Service), December 2—Chairman H. J. Steen; Secretary C. Mullen; Deck Delegate Mil­ ton Poole; Steward Delegate Charles J. Hickox. Some disputed OT in deck department. Everything is running smoothly. SEATRAIN LOUISIANA (Seatrain), January 7—Chairman A. Vilanova; Sec­ retary G. M. Wright; Engine Delegate Jose Guzman. $19.13 in ship's fund. Some stamps. Some disputed OT in deck and engine departments. STEEL EXECUTIVE (Isthmian), De­ cember 31—Chairman R. Lipsey; Secre­ tary J. Reed. A vote of thanks to the steward department for a wonderful Christmas dinner. GATEWAY CITY (Sea-Land), Janu­ ary 14—Chairman L. Rodeigits; Secre­ tary F. Fraone; Steward Delegate E. Sims. $7.00 in ship's fund. Everything running smoothly. CITIES SERVICE MIAMI (Cities Service), January 7—Chairman Frank J. Schandl; Secretary A. Gardner; Educa­ tional Director J. Tipton; Deck Delegate Lonnie Cole; Steward Delegate Herbert Archer. Vote of thanks to the steward department. Next port Lake Charles. THOMAS JEFFERSON (Waterman), January 1—Chairman Peter A. Ucci; Secretary R. L. Alford; Educational Di­ rector John Smith; Steward Delegate John W. Murphy. Everything running smoothly. Vote of thanks to the steward department. Stood for one minute of silence for our departed brothers. SL 180 (Sea-Land), December 24Chairman C. F. Boyle; Secretary E. Carmichael; Educational Director H. Jones. Everything running smoothly. Vote of thanks to the steward department. SL 180 (Sea-Land), December 24Chairman C. F. Boyle; Secretary F. Carmichael; Educational Director H. Jones. Everything running smoothly. LOS ANGELES (Sea-Land), Jan­ uary 7—Chairman B. Granberg; Sec­ retary H. Huston; Educational Direc­ tor Martin; Deck Delegate Stanley Krieg; Steward Delegate Franklin C. Snow. Vote of thanks for an excep­ tionally good Christmas and New Year's dinner. SEATRAIN LOUISIANA (Seatrain), December 31—Chairman A. Vilanova; Secretary G. M. Wright; Engine Dele­ gate Jose Guzman. $19.13 in ship's fund. Some stamps. Some disputed OT in deck and engine departments. Everything run­ ning smoothly. Next port Long Beach. OVERSEAS JOYCE (Maritime Over­ seas), December 10—Chairman Bobbie G. Williams; Secretary Francis E. Burley; Steward Delegate James C. Dies. Everything running smoothly. CITRUS PACKER (Waterman), De­ cember 10—Chairman E. DeAngelo; Secretary J. Prestwood; Educational Di­ rector J. Gouldman; Deck Delegate Jerry McLean; Steward Delegate Eddie Jack­ son. $8.50 in ship's fund. Everything running smoothly. Observed .one min­ ute of silence in memory of departed brothers. Page 20 SEATRAIN GEORGIA (Seatrain), December 31—Chairman S. Brunetti; Secretary R. Taylor; Deck Delegate John Gallagher. Everything running smoothly. Vote of thanks to the steward depart­ ment for a fine Christmas dinner. Vote of thanks to crew messman Brother Gordner for keeping messroom clean. SL 180 (Sea-Land), December 31— Chairman C. F. Boyle; Secretary F. Carmichael; Educational Director H. Jones. Everything running smoothly. TRANSONTARIO (Seatrain), De­ cember 31—Chairman F. A. Pehler; Secretary B. E. Gletcher; Educational Director B. Stearm; Deck Delegate A. Lisnansky; Engine Delegate H. L. David; Steward Delegate L. Thompson. Vote of thanks to the steward depart­ ment for a job well done. TRANSONEIDA (Seatrain), January 7—Chairman L. Fitton; Secretary S. Rothschild; Engine Delegate Edward Eyra; Steward Delegate Hendrick Yakoski. Everything is running smoothly. J JEFFERSON CITY VICTORY (Vic­ tory Carriers), January 7—Chairman K. Gahagan; Secretary H. K. Pierce; Edu­ cational Director G. Mike. Some dis­ puted OT in engine department. Every­ thing running smoothly. When the SlU-contracted Jacksonville was converted for use as a containership in 1968 the fact that her ship's bell still retained her original name was over­ looked. She was formerly known as the Mission-Salerno, built in 1944. TRANSINDIANA (Hudson Water­ ways), January 7—Chairman A. Hanstvedt; Secretary D. Nqnn; Educational Director J. Darby. $10.00 in ship's fund. Some disputed OT in deck department. Everything running smoothly. Next port Oakland. Seafarers Log �Tragedy Hits Vantage Endeavor P VacJc of All Trades^ Steward Saves Shipmate Tragedy struck topside aboard the homeward bound SlU-contractcd freightship Vantage Endeavor in mid-Pacific the day after a Merry Christmas. If it were not for the quick thinking and effective first aid skills of the "jack-of-all-trades" chief steward of the 7,850-ton ship, the life of a seriously injured shipmate could have been lost. The injury, however, did cost Seafarer William B. Kight, 42, of Chesapeake, Va., a limb 36 hours later. "It was just after 10:30 a.m. coffee time," recalled Chief Steward John Durrant Penned, 46, and deck delegate Lloyd Allen Taylor, 39, as the MSC-chartered ship neared Midway Island, after crossing the International Date Line, when things began to hap­ pen. Brother Penned of Hoffman, Tex., an SIU member since wartime 1944, said he was in the messroom when he got a cad for help from the foredeck. Brother Taylor of Vanceboro, N.C., explained to the LOG that he, Kight, an OS in the SIU over two years. Bosun Albert James Doty, 61, a Louisianan with 31 years in the SIU and AB dayman Bertis Shank were slushing grease on a cargo loading boom's cable runners moments before the tragic incident. The chief steward was told that the heavy cargo hook was moving up to the gim block when a splice got caught and having no tail on it, stuck there. The runner had come off the spool on the winch below which took up the slack. The boom lowered, but came down ad of a sudden; the hook shook loose and the runner came down. Penned explained. The steward described how Kight, standing on deck in a loop of wire, got snagged by the runaway splice which jerked him 4 to 6 feet upward into the air. Then, Taylor related, "we yelled to the bridge for assistance when Brother Kight got his right leg cut almost off by the wire." The steward came runing to the assistance of the injured seaman with a stretcher and Chief Mate Richard Cantwed Jr. Penned said he found Kight bleeding profusely ERNA ELIZABETH (Hudson Water­ ways), December 26—Chairman C. Hill; Secretary P. Shauger; Educational Di­ rector C. D. Simmons. Some disputed OT in engine department. Vote of thanks to steward department for a fine Christ­ mas dinner. Next port St. Croix. THOMAS JEFFERSON (Waterman), January 7—Chairman Peter Ucci; Sec­ retary R. L- Alford; Educational Direc­ tor William Schneider. Everything run­ ning smoothly. Stood for one minute of silence for our departed brothers. CITIES SERVICE MIAMI (Cities Service), January 14—Chairman Frank J. Schandl; Secretary A. Gardner; Edu­ cational Director J. Tipton; Deck Dele­ gate L'onnie Cole; Engine Delegate Rodney Boriase. Everything running smoothly. Vote of thanks to the steward department. Next port Boston. DEL ORO (Delta), January 14— Chairman Roy Guans; Secretary A. Rudnicki; Educational Director Q. P. Bailey. Movie fund has $109.00, no money in ship's fund. Some disputed OT in engine and steward departments. Vote of thanks to the steward department for a job well done. DEL ORO (Delta), December 27— Chairman Roy Evans; Secretary A. Rudnicki; Educational Director Q. P. Bailey. $69.00 in movie fund. Some disputed OT in engine and steward departments. Received Log for November and SIU fact sheet No. 3. JEFFERSON DAVIS (Waterman), January 7—Chairman Elmer Rushing; Secretary C. Breaux; Steward Delegate W. H. Harris. Everything running smoothly. SL180 (Sea-Land), January 7—Chair­ man C. F. Boyle; Secretary H. Jones. Everything running smoothly. February 1973 from a main artery opening in the right leg. Deckhand Taylor pointed out that the steward "quickly used his great working knowledge of first aid in getting the blood stopped and making Kight as comfortable as possible." Right's shipmates put a cloth on the wound, and Penned took off his belt and used it and the buckle to form a tourniquet around the limb. They then carried the injured man on the stretcher to the ship's hospital where the steward used hot water and a disinfectant to clean the injured leg. Outside on deck, Capt. David Richards made a quick diversion to Midway Island and stayed on the radio telephone for help until he made contact with Midway Island rescue. Carrying injured Seafarer William Kight on stretcher to helicopter liftoff to a nearby hospital. JEFFERSON DAVIS (Waterman), December 3—Chairman E. Rushing; Secretary H. L. Durham; Steward Dele­ gate W. H. Harris. $32.00 in ship's fund. Everything running smoothly. ARIZPA (Sea-Land), January 15— Chairman R. Hodges; Secretary J. Prats; Steward Delegate G. Williams. $17.00 in ship's fund. Everything running smoothly. SEATRAIN CAROLINA (Hudson Waterways), December 31—Chairman J. B. Dixon; Secretary O. Payne; Edu­ cational Director Harry Dusadaway. $96.01 in ship's fund $1.00 in postage stamps. Some disputed OT in deck and engine departments. One minute of si­ lence observed for our departed brothers. NOONDAY (Waterman), December 10—Chairman Joseph D. Blanchard; Secretary Walter Lescovich; Engine Delegate Charles Smith. $46.00 in ship's fund. Everything running smoothly. One minute of silence in memory of our de­ parted brothers. NOONDAY (Waterman), December 17—Chairman Joseph D. Blanchard; Secretary Waiter Lescovich; Engine Delegate Charle,s Smith. $46.00 in ship's fund. Everything running smoothly. One minute of silence in memory of our de­ parted brothers. LA SALLE (Waterman), December 24—Chairman E. Craddock; Secretary R. Donnelly; Educational Director B. Hubbard. Everything running smoothly. Vote of thanks to stewiurd department for a fine Christmas dinner. PENN CHALLENGER (Penn Ship­ ping), January 14—Chairman J. W. Fultz; Secretary B. E. Fletcher; Educa­ tional Director R. R. Waters; Engine Delegate F. Gonzales. $20.00 in ship's fund. Some disputed OT in engine de­ partment. Everything running smoothly. There was no possibility tor neip until next morning when "we were to arrive at Midway." So the captain had the engineer give him all possible speed. Meanwhile, the steward replaced his belt on the leg with a gauze tourniquet. Having no morphine, he asked the captain for two half grains of codeine to ease Right's pain. At 3 a.m. the bleeding was stopped by a sheet tourniquet. "Early the next morning at 8 a.m.," according to Taylor, "the Navy sent out a helicopter and we carried the injured man and took him up on the awning. When the chopper sent down the hook we hooked him up and they winched him up and aboard." That night an Air Force plane flew Kight to the U.S. Army's Trippler General Hospital in Honolulu. Hawaii, where his right leg had to be amputated. He is there now recuperating. Back on the Vantage Endeavor, the day after the helicopter liftoff. 17 crewmembers signed a com­ mendation that read in part: "We. the crewmembers of the Vantage Endeavor. are proud to have with us a man who is a 'jack-of-alltrades' and is our chief steward too. Brother Penneli spent all day and night caring for the man and stopping the blood when it was necessary and trying to make Kight as comfortable as possible. So, we the crew, would like for our other SIT.' brothers to knowhow proud we are to have such a good steward who besides being a promoter of good food deserves the highest praise for his exceptional performance in helping to save the injured man's life." The commendation also praised "the great per­ formance of all three departments, the Master and Chief Mate for their teamwork applied to the emergency." The chief .steward had stressed that the crew had previously practiced helicopter liftoffs of injured personnel. The Vantage Endeavor left Yokohama Dec. 18, went through the Panama Canal Jan. 16 to reach a New Orleans payoff Jan. 23. NOONDAY (Waterman), December 31—Chairman Joe Blanchard; Secretary Walter Lescovich; Educational Director R. Marr; Engine Delegate Charles Smith. $46.00 in ship's fund. Everything run­ ning smoothly. One minute of silence in memory of our departed brothers. ERNA ELIZABETH (Albatross Tank­ er), January 14—Chairman W. N. Gergory; Secretary S. J. Davis. $8.50 in ship's fund. Some disputed OT in deck and engine departments. Everything run­ ning smoothly. PORTMAR (Calmar), January 14— Chairman Jack F. Gerusis; Secretary V. Douglas; Deck Engineer A. S. Palmes; Engine Delegate John O'Toole. Every­ thing running smoothly. SEATRAIN LOUISIANA (Seatrain), December 3—Chairman A. Vilanova; Secretary G. M. Wright; Educational Di­ rector S. Beattie; Engine Delegate Jose Guzman. $19.13 in ship's fund. Some disputed OT in deck department. Every­ thing running smoothly. Next port Oak­ land. TRANSCOLUMBIA (Hudson Water­ ways), January 7—Chairman A. Otremba; Secretary H. Fielder; Educational Director W. Holland; Deck Delegate E. C. Andersen; Engine Delegate Fred­ erick J. Neel. $ 1.00 in ship's fund. Some disputed OT in deck and steward de­ partments. Next port Norfolk. SEATRAIN LOUISIANA (Seatrain), December 11—Chairman A. Vilanova; Secretary G. M. Wright; Educational Director E. C. Walker; Engine Dele­ gate Jose Guzman. $19.13 in ship's fund. Some stamps. Everything running smoothly. Next port Kwajelian. TRANSOREGON (Hudson Water­ ways), January 7—Chairman Walter W. Leclair; Secretary A. Aragones; Deck Delegate E. J. Olive; Engine Delegate John L. Hubbard. $20.00 in ship's fund. Vote of thanks to the steward depart­ ment for a job well done. Next port Weehawken, New Jersey. PORTLAND (Sea-Land), December 31—Chairman N. Bechlivanis; Secretary J. Kundrat; Educational Director M. E. Kimble; Deck Delegate Sven E. Jansson. Some disputed OT in deck department. Everything running smoothly. Next port Elizabeth, New Jersey. WALTER RICE (Reynolds Metals), December 31—Chairman D. G. Calogeros; Secretary J. P. Lamb; Deck Dele­ gate David Boone; Engine Delegate Paul C. Johaanson; Steward Delegate Richard Sierman. $19.03 in ship's fund. Every­ thing running smoothly. Vote of thanks to steward department for a job well done, especially to the chief cook and both messmen. SEATRAIN LOUISIANA (Seatrain). December 17—Chairman A. Vilanova; Secretary G. M. Wright; Educational Director E. C. Walker; Engine Dele­ gate Jose Guzman. $19.13 in ship'.s fund. Some stamps. Everything running smoothly. Next port Kwajelian. ACHILLES (Newport Tanks), Janu­ ary 4—Chairman Mitchell; Secretary Golf; Educational Director Miller. $31.00 in ship's fund. Some disputed OT and wages in engine department. Vote of thanks to steward department for a job well done. SEATRAIN GEORGIA (Seatrain), December 24—Chairman S. Brunett; Secretary R. Taylor; Educational Direc­ tor K. Blackwell; John Gallagher Deck Delegate, Everything running smoothly. SEATRAIN LOUISIANA (Seatrain), December 2.5—Chairman A. Vilanova; Secretary G. M. Wright; Electrician E. C. Walker; Engine Delegate Jose Guzman. $19.13 in ship's fund, some stamps. Everything running smoothly. Next port Guam. Page 21 �The Russians of Novorossiysk The following letter was submitted to the LOG by Brother Charles A. Bortz, who sails as Able Seaman aboard the Transpanama. In his letter. Brother Bortz provides Seafarers who may be shortly shipping out on voyages to Russia with a good idea of what such trips are like. By Charles A. Bortz Since many SIU ships may be calling at Russian ports during the next few months, I think the mem­ bership might be interested in the experiences of the crew of the Transpanama behind the now shredded Iron Curtain. We left Galveston on December 8th with 27,000 tons of grain. So far as we know it was very ordinary grain, although the Moscow News reported that all grain shipments were being very carefully checked for "sterilizing agents." Seventeen days later—Christ­ mas Day—we managed to make Gibraltar. January 2nd we anchored off Novorossiysk, a busy little port up in the northeast corner of the Black Sea. One thing about Russian ports: you don't have to cruise around out there blowing the whistle and wait­ ing for someone to take notice of you. Crisscrossing searchlights light up every inch of the harbor area and converge on any ship making an approach. Our first night at anchor, a patrol boat took up station on our quarter and stayed there until dawn's early light. Seeing that we didn't drop any frogmen, it left us alone the next night except for the token halfhour visits it made to every ship in the anchorage. Novorossiysk has been destroyed four times since its founding a little more than a hundred years ago— once by the Turks, twice by the Germans, and once by, of all people, the British. When the Red Army was fighting the White Army, the British Navy came in and lobbed shells around the cement mills and harbor installations. That perhaps explains why the Novorossiyskis are a bit more nervous about incoming ships than the good people of Mobile or Lung Beach. We stayed three days at anchor. We got launch serv­ ice as soon as the ship was cleared and pretty good launch service at that. The boats were practically brand new, spanking clean, and completely closed in against the weather. Almost everything around the harbor was brand new—ships, cranes, tugboats. If couldn't get any Americans for his ping pong tourna­ ments and showings of Russian movie classics. He did persuade four crewmembers to go on a tour one Saturday and the next Saturday he might have gotten a full bus load for a planned visit to the local cham­ pagne factory. Unfortunately, the ship sailed. Truth to tell, the Seamen's Club had competition uptown. Novorossiysk is a fairly small place, 150,000 or so, but there were three restaurant-cafes to which you could go. There were also—to our amazement— girls. The first night it seemed there were girls every­ where—by the post office, in the park, clustered in the three restaurants—but after we had been there awhile, it developed that they were always the same girls. Lenin and Marx never wrote very much on maritime affairs, so perhaps there is a function after all for such girls in a socialist society. Anyway we had to be back on the ship at midnight. It took us two weeks to unload our grain and the morning we were ready to sail, we were hit by what the locals call a "borer." This is a north wind that comes whistling through a hole in Novorossiysk's shel­ tering hills and sweeps around the harbor at anywhere up to a 100 miles an hour. At the same time, the temperature drops to zero, and everything is frozen to the dock. We had to take on 20,000 tons of ballast, by which time the wind had blown itself out and we could ease through the breakwater. Happily, we made it out with all hands. Nobody was jailed or sent to the salt mines. Indeed the Rus­ sians were very kind; even in those cases where they could have made trouble—like boys out after curfew —they chose to be lenient. We sweated out the money check—we had heard that some Norwegians had been socked with heavy fines—but even that was smoothed over. If I were going to Novorossiysk again though, I would be mighty careful to see that the money I de­ clared was accounted for at sailing time. You never know when the party line will change. Otherwise, I wouldn't have any fears. The Russians are curious about Americans and eager to make friends. So long as you stay off politics, you can be the most popular man in town. And the girls are pretty. A Russian port brightly lit up at night, there is any doubt in your mind about the effort Russia is making to become a major maritime power, you have only to look around Novorossiysk. What we talked about mostly on the long voyage over was what we could do when we did get to Russia. As it turned out, there were few restrictions. You had to give your seamen's papers to a soldier at the foot of the gangway in return for a shore pass. After that you were on your own, until midnight, that is. At the witching hour everyone had to be back on the ship. You are supposed to declare all your money and get your rubles from an authorized money changer. At the Seamen's Club, a half-litre bottle of vodka costs from 4V2 to 6 rubles—well over $5. On the other hand, champagne was only 5 rubles. This ac­ counted for the unusual sight of men in dungarees sitting around drinking champagne. Perhaps that's where the myth of the Worker's Paradise got started. The Seamen's Club was the first port of call in Novorossiysk. It was a five minute walk in a straight line from where the Transpanama was docked. Even if you didn't plan to stay there, it was a place to get warm. The Seamen's Club people went all out for us. They had dances, movies, social evenings and all kinds of entertainments set up. Anatoli, the English speak­ ing interpreter who more or less took charge of the American contingent, was very hurt because he Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid January 1-31,1973 Number SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical Special Equipment " PENSIONERS i& DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Exp Surgical Optical Blood Transfusions Special Equipment Meal Books Dental Supplemental Medicare Premiums Scholarship Program Total Seafarers Welfare Plan Total Seafarers Pension Plan \y/ Page 22 Amount YEAR YEAR MONTH TO DATE MONTH TO DATE 11 459 505 30 6 9,912 1 171 2 27 871 1,012 50 9 17,119 2 402 3 $ 25,565.43 459.00 1,515.00 3,416.47 146.50 79,296.00 291.75 4,193.20 293.80 $ 70,157.53 871.00 3,036.00 5,706.27 552.50 136,952.00 416.75 8,884.51 316.80 376 63 121 32 6 108 789 155 260 51 10 294 73,567.31 1,870.31 16,175.00 8,084.85 361.00 3,211.41 149,213.19 4,212.76 32,650.50 11,984.85 714.00 6,740.35 8 123 133 11 80 14 247 277 29 146 1 7 2,094 1 2,787 19 26,676 4,034 3,162 33,872 24,000.00 23,418.03 5,150.96 2,060.00 1,397.27 — 792.44 13,400.00 — 906.10 3,029.80 292,601.63 11,511.50 947,732.44 1,251,845.57 42,000.00 41,963.01 9,345.30 4,537.50 2,693.84 82.50 947.44 20,940.00 350.00 17,166.50 7,719.29 580,154.39 955,760.00 1,581,388.55 3,117,302.94 5 1,340 — 19 8 13,530 19 1,658 15,207 Seafarers Log s fit-- •• �>• New SlU Pensioners P'J' Gilbert A. Delgado, 60, is a na­ tive of Mexico and now makes his home in Houston, Texas. He joined the SIU in 1951 in the Port of Gal­ veston and sailed in the deck de­ partment. Brother Delgado served in the Army during World War II. Carlie White, 62, joined the SIU in 1951 in the Port of Baltimore and sailed in the engine depart­ ment. He is a native of North Caro­ lina and now resides in New Or­ leans. Brother White is an Army veteran of World War II, John M. JujTue, 67, was born in Biloxi, Mississippi. He joined the SIU in the Port of New Orleans in 1951 and sailed in the deck depart­ ment. Brother Tujague now makes his home in New Orleans. Howard D. Fowler, 62, joined the union in 1939 in the Port of Baltimore. He is a native of South Carolina and now makes his home in Reno, Nevada. The 33-year SIU veteran sailed in the engine depart­ ment. Raul M. Maitin, 63, was born in the town of Cabo Rojo, Puerto Rico. He joined the union in 1945 in the Port of New York and sailed in the steward department. Seafarer Maiten now makes his home in Mayagues. P.R. William E. Lanier, 65, joined the SIU in 1941 in the Port of Gal­ veston. A native of Oklahoma, Sea­ farer Lanier now makes his home in Texas City, Texas. The 31-year veteran sailed in the deck depart­ ment. Enrique Gonzalez, 65, was born in Key West, Florida and now makes his home in Miami. He joined the SIU in 1949 in the Port of Tampa. Brother Gonzalez sailed in the deck department. Benjamin Franklin Mezger, 63, is a life-long resident of Magnolia. New Jersey. He joined the SlUaffiliated Railway Marine Region in 1960 in the Port of Philadelphia. Brother Mezger sailed as a deck­ hand for the Reading Railroad. James Lynch Jr., 46, was bora in Jersey City and now resides in Parlin, N.J. Brother Lynch joined the union in 1960 in the Port of New York and sailed in the deck department. He is a Navy veteran of World War II. - Raymond E. Waterfield, 51, is a native of Norfolk, Va. He joined the union in that port in 1951 and sailed in the engine department. Brother Waterfield now lives in Virginia Beach, Va. John C. Mitchell, 63, is a native of Atlanta, Ga. and now makes his home in New Orleans. He joined the SIU in 1951 in the Port of New York and sailed in the deck depart­ ment. Brother Mitchell served in the Marines for 13 years from 1926 to 1939. Harry F. Goodwin, 65, is a na­ tive of the state of Maine. He joined the SIU in 1947 in the Port of Mo­ bile and sailed as able seaman. Brother Goodwin now makes his home in Waterville, Maine. Perry M. Klauber, 64, joined the union in 1940 in the Port of Baltimore. Born in St. George, South Carolina, he now resides in New Orleans. Brother Klauber sailed in the engine department. Magdaleno Peralta, 67, is a na­ tive of the Philippine Islands and now makes his home in Jersey City. N.J. Brother Peralta joined the SIU in 1947 in the Port of New York. The 25-year veteran sailed in the steward department. Jose Vega, 62. is a native of Yauco, Puerto Rico. He joined the SIU in the Port of New York in 1944 and sailed in the steward de­ partment. Seafarer Vega now makes his home in Santurce, P.R. Harry Herion, 65, joined the SIU in 1956 in the Port of Elberta and sailed in the deck department. He is a native of Michigan and now resides in Manitowoc, Wise. Brother Herion had been sailing for 25 years on the Great Lakes when he retired. Alfred W. Plautz, 59, was bom in Marinette, Wise, and now makes his home in Menominee, Michigan. He joined the SIU in 1960 in the Port of Buffalo and sailed in the deck department. Seafarer Plautz had been sailing on the Great Lakes for 34 vears when he retired. Henry Johnson, 72, is a native of South Carolina and now makes his home in Trenton, New Jersey. Brother Johnson joined the union in 1957 in the Port of Baltimore and sailed in the steward depart­ ment. He had been sailing for over 40 years when he retired. n11 iv ,1 Security In Unity SOLUTION TO CHESSMATE Among the first to join the SlU-pension rolls in 1973 are Brothers Manuel Santana and Walter Grosvenor —and they couldn't be happier—as they receive their first monthly pension checks from area Vice-President Earl Shepard during the February membership meeting at headquarters. February 1973 1. B-R6 Check K-Nl 2. N-B6 Check K-Rl 3. R.K8 Mate One of 13 Navy Tankers PECOS Page 23 �Jfinal Beparturesi Harold V. King, 57, passed away on January 1. Bom in Newfound­ land, he was a resident of Elmhurst, N.Y. at the time of his death. Sea­ farer King joined the SIU in 1952 in the Port of New York and sailed in the engine department. He was a Navy veteran of World War II. He was buried at Mount Pleasant Ceme­ tery in St. John's, Newfoundland. Among his survivors is his sister, Violet. SIU Pensioner Joseph Parcolla, 68, died December 16 at Long Island College Hospital after an accidental fall at his home in Brooklyn. He was a native of the Philippine Islands. Brother Parcolla joined the SIU in 1947 in the Port of New York and sailed in the steward department. He was buried at Rosehill Cemetery in Linden, N.J. Among his survivors are his uncles, Anthony and Done Gabayo of Seattle, Washington. SIU Pensioner Edward Ryan, 69, died November 7 after a long illness at Rogers City Hospital in Rogers City, Mich. Se^arer Ryan was a life­ long resident of Alpena, Mich. The Great Lakes veteran joined the union in 1948 in the Port of Detroit and sailed in the deck department. He was buried at Holy Cross Cemetery in Alpena. Among his survivors is his brother, Thomas. SIU Pensioner Nels Larson, 66, died of heart disease on December 13. A native of Sweden, he was a resident of Houston, Texas at the time of his death. Brother Larson joined the SIU in the Port of Gal­ veston in 1938 and sailed in the deck department. The 34-year veteran of the union was buried at Forest Park Cemetery in Houston. George A. Williams, 61, died of heart failure on December 29 at the USPHS hospital in San Francisco. He was a resident of that city when he died. The Brooklyn born Seafarer joined the union in the Port of New York in 1951 and sailed in the en­ gine department. Cremation took place at Fairmont Memorial Park in Fairfield, Cal. Lester J. Richard, 41, passed away on November 29 at his home in West Lake, La. He joined the SIU in 1956 in the Port of Lake Charles and sailed in the engine department. He was an Army veteran of the Korean War. Brother Richard was buried at Magnolia Cemetery in Westlake. Among his survivors is his wife, Velma. Victor T. Bonura, 49, passed away on January 16 after a long illness. He was a life-long resident of New Orleans, La. He joined the union there in 1941 and sailed in the stew­ ard department. Brother Bonura was buried at Greenwood Cemetery in New Orleans. He is survived by his wife, Maria, his son, Henry, and his daughter, Martha. SIU Pensioner Albert O. Wahlgren, 74, accidently lost his life on October 16. Bom in Brooklyn, N.Y., he was a resident of Stroudsburg, Pa. when he died. Brother Wahlgren joined the SlU-affiliate.d . Railway Marine Region in 1960 in the Port of New York. He sailed as a bridgeman. Among his survivors is his wife, Adelaide. SIU Pensioner Dolph Sihler, 66, passed away on May 10 after a long illness. A native of Oregon, he was a resident of New Orleans at the time of his death. Seafarer Sihler joined the SIU in the Port of New York in 1943 and sailed in the engine depart­ ment. He was buried at St. Bernard Memorial Gardens in Chalmette, La. SIU Pensioner Donald Moore, 54, died of pneumonia on September 2. Brother Moore was a life-long resi­ dent of Collingwood, N.J. He joined the union in 1946 in the Port of Bal­ timore and sailed in the steward de­ partment. He was buried at Calvary Cemetery in Queens, N.Y. Among his survivors is his mother, Vera. MEMBERSHIP MEETINGS' ^ SCHEDULE Port New York Philadelphia Baltimore Detroit tHouston NewOrleans Mobile San Francisco Date Mar. 5 Mar. 6 Mar. 7 Mar. 9 Mar. 12 Mar. 13 Mar. 14 Mar. 15 Deep Sea 2:30 p.m 2:30 p.m 2:30 p.m '..2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m Great Lakes Tug and Dredge Section tSault Ste. Marie Mar. 15- -7:30 Chicago .Mar. 13- -7:30 Buffalo Mar. 14- -7:30 Duluth Mar. 16—7:30 Cleveland Mar. 16—7:30 Toledo Mar. 16—7:30 Detroit Mar. 12—7:30 Milwaukee Mar. 12—7:30 Page 24 p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. IBU — 5:00 p.m ..5:00 p.m 7:30 p.m 5:00 p.m .5:00 p.m 5:00 p.m — UIW 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. Railway Marine Region Philadelphia Mar. 13—10 a.m. & 8 p.rn. Baltimore Mar. 14—10 a.m. & 8 p.m. ^Norfolk Mar. 15—10 a.m. & 8 p.m. Jersey City Mar. 12—10 a.m. & 8 p.m. t Meeting held at Galveston wharves, t Meeting held in Labor Temple, Sault Ste. Marie, Mich. * Meeting held in Labor Temple, Newport News. SIU Pensioner Yrjo Tailberg, 62, passed away on May 11 at the USPHS hospital in Seattle. A native of Finland, he was a resident of Seattle at the time of his death: Brother Tailberg joined the SIU in 1947 in the Port of New York and sailed in the deck department. Cre­ mation took place at the Booth Ashmore Crematory in Seattle. Among his survivors is his brother, Holger. SIU Pensioner Ralph C. Stansell, 67, died of heart disease on Decem­ ber 28. A native of Georgia, he was a resident of Jacksonville, Fla. at the time of his death. Brother Stansell joined the union in the Port of Balti­ more in 1946 and sailed in the engine department. He was buried at River­ side Memorial Park in Jacksonville. Among his survivors is his mother, Edith, and his brother, William. SIU Pensioner Joseph Wagner, 66, died of natural causes on Decem­ ber 13 at Mount Sinai Hospital in New York City. Bom in St. Louis, he was a resident of Elmhurst, N.Y. at the time of his death. Brother Wagner joined the SIU in 1939 in the Port of New Orleans and sailed in the deck department. Cremation took place at the Fresh Pond Crema­ tory in Middle Village, N.Y. Among his survivors is his wife, Josephine. Robert Ferguson, 53, passed away on May 6 after a short illness at the Veterans Administration Hospital in Little Rock, Arkansas. He was a life-long resident of Clarendon, Ark. Brother Ferguson joined the SIU in the Port of New Orleans in 1951 and sailed in the engine department. He was a World War II veteran of the Army Air Corps. He was buried at Shady Grove Cemetery in Claren­ don. Among his survivors is his mother, Jessie. SIU Pensioner John Zee, 65, died of heart disease on November 15. A native of Yugoslavia, he was a resi­ dent of Chicago at the time of his death. Brother Zee joined the SIU in that port in 1961 and sailed in the deck department. The Great Lakes veteran was buried at St. Mary's CeuKtery in Evergreen Park, 111. He is survived by his wife, Maria, his sons, John Jr., Daniel, and Romano, and his daughter, Theresa. John Chorbi, 63, died on Decem­ ber 9 at the USPHS hospital on Staten Island after an accidental fall at his home in Waldwick, N.J. He was a native of Czechoslovakia. Brother Chorbi joined the SIU-aflBliated Railway Marine Region in 1963 in the Port of New York. He sailed as a deck mate for the Erie-Lacka­ wanna Railroad. He was buried at George Washington Memorial Park in Waldwick. Among his survivors is his wife, Elvira, and his son, Andrew. Seafarers Log �Duluth Pensioner ||:g;i.;:raiii||^^^ fOTAt REGfSTEilEiO ? An Groups A <:aa»B TOTAti^EiS AHCi^ups A • Cla^-B All Groups ClassA C3assB ^ h Seafarer Edmund Buesing proudly displays his first monthly SIU pension check at the union hall in Duluth. Brother Buesing last sailed as a fireman aboard the Kinsman Voyager. Lingo J. RInaldl Please contact Mr. Paul Beckman at 1845 Maryland National Branch Build­ ing, 10 Light Street, Baltimore, Mary­ land 21202. Agustine Diaz Please contact your old shipmate, Manuel Church at P.O. Box 332 Waterproff, Louisiana 11375. Conrad Tylenda Please contact Mrs. B. Tylenda as soon as possible at 426 North Chest­ nut Street, Mount Carmel, Pennsylvania 17851. Chester F. Just Please contact Buckman & Associates at 1533 Franklin Street, San Francisco, California 94109. h: ^ Phil Godwin Please contact Martin Irwin at 333 N. Quinsigamond Avenue, Shrewsbury, Mass. 01545. Leon P. Dnimmond Please contact Rev. Edward H. Duerksenu, as soon as possible, at The Westside Baptist Church, P.O. Box 534, Alameda, California 94501. Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accord­ ance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Earl Shepard, Chairman, Seafarers Appeals Board 275-20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. February 1973 CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should imme­ diately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against be­ cause of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic inter­ ests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment op­ portunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All con­ tributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests. American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitu­ tional right of access to Union records or information, be should immediately notify SIU President Paul Hall at beadquarters by certified mail, return receipt requested. Page 25 �Superstitions and the Sea custom and a far cry from its forerunner. This is the christening of a ship. According to Brasch, christen­ ing goes back to pagan days when mariners tried to get the gods' good will by buying them a drink. He also points out that some researchers believe that the superstition may date back to the days of the Vikings and certain South Sea races. When a new ship was ready to hit the water, Brasch writes, "vic­ tims were bound to rollers over which the ship was launched, and blood from the broken bodies of the sacrificed sprinkled the ship. In civilized times, bloodred wine preceded champagne as the christening beverage." Over the thousands of years and the many changes in the lives of sailors—better knowledge of the sea, safer ships—superstitions far from disappeared. In fact, they probably increased in variety. For instance. Captain Ernie Hall writes in his 1965 book "Flotsam, Jetsam and Lagan" that if a sailor met a minister on his way to a ship, it was good luck. But if the seaman "passed a minister going in the same direction, it was bad luck." Meeting a woman with an empty bucket is not con­ sidered lucky while it is good luck to meet her if her bucket is full. Death aboard ship also has its superstitions and Hall tells us that a man who was to be buried at sea had a penny or other coin put in his mouth "by his shipmates before being sewn up in his burial shroud This coin was for Old Man Charon, skipper of the unless the vessel is in strong need of a good wind. The superstition that whistling brings on the wind dates back to the days of the Norsemen who believed that if they whistled, their thunder god, Thor, would bless them with a strong wind to move their longships. In the old days of sailing it was also believed, ac­ cording to Brasch, that whistling could bring a sailor the girl of his dreams. Somehow, he says, "A man's whistle magically brought the girl to him." Not bad if you can do it. There is a legend that winds can also be bought according to a story about superstitions written to the Seafarers Log by Harold Lockhart of Saint John, New Brunswick, Canada. "The fishermen of both Ireland and Scotland still believe in the power of witches to sell winds," he tells us. The seaman is given a string with three knots and when he undoes the first knot "he is supposed to get a fine breeze" while "the second when untied provides a gale" and "the third is good for a hurricane." A superstition that holds true on land as well as on the sea is the ill luck of the number 13. There are sailors who will not start a voyage on the 13 th of the month. Brasch says the superstition is found in Norse myth­ ology in which there is a legend of 12 gods who are holding a banquet when Loki, "the spirit of strife and evil," crashes in uninvited thus raising the number to 13. "... as a result Balder, the favourite of the gods, was killed." Another source of the superstition may possibly be "And thus spake on that ancient man. The bright-eyed Mariner." When Samuel Taylor Coleridge wrote "The Rime of the Ancient Mariner", he not only knew that sea­ faring men like to spin yarns, he also realized that the sea can be a mysterious, half real, half heavenly world when you've been out on a long voyage. Often, the natural takes on an unnatural quality. But more than the tediousness and sameness that can sometimes play tricks on a man's mind, there is the overriding fact that on that seemingly endless sea and under that vast sky, a man comes closer to knowing the reality of nature than he ever does in land's con­ crete cities. Perhaps then, what the sailor calls super­ natural is only nature showing her true self to the man of the sea. Coleridge's ancient mariner was cursed for killing an albatross, that huge long-winged ocean bird who mariners believe bring good luck and a safe voyage. Some seamen feel that these birds carry the souls of drowned sailors. In his book on superstitions entitled "How Did It Begin?" and published in 1965, R. Brasch tells us: "Imagination runs high on the lonely watches at sea. We do not know who the sailor was who first began to fancy that there was something mysterious about the way the albatross clung to the company of a ship and showed such stupen­ dous power, flying long distances against the wind, apparently without ever using its wings as a means of propulsion. From his musing there sprang tiie haunting legend that the bird erabodied the soul of a drowned sailor, clinging close to his own kind. Once fliat was accepted, it was only a logical step to believe that tiie killing of an albatross was unlucky.'' Though all his fellow seamen eventually die after he kills the albatross, the ancient mariner is allowed to live. He must however suffer many hardships be­ fore he can set foot on soUd earth again. He also witnesses the awesome sight of spirits taking over the sailing jobs of his dead companions. Finally, for the rest of his life he must go about the earth telling his tale. "And till my ^lastly tale is told, This heart wifliin me bums." The superstition of the albatross is only one of many sea superstitions that sailors have believed in since the first sailor put a few logs together and ven­ tured off on the mysterious waters of the world. Uncertain of what lay ahead of them, seamen of the ancient world would try to insure that they were in the gods' good graces when they set off on a sea jour­ ney. In those times figureheads on the bows of ships were put there for a definite purpose and not just as decorative trinuning. Brasch notes that ". . . it was customary in early days to dedicate a new ship to a goddess, under whose protection she sailed. The ship carried the deity's carved image ... as an aid to find­ ing the way." Another ancient superstition is today a very staid Page 26 ferry that would safely carry the deceased across the River Styx—if paid in advance." Coins also play a part in bringing good luck to the ship and its crew. A coin is placed "on the keelson under the mast-step" to insure a safe voyage. Hall writes. "In case of shipwreck," he says, "we may assume that it didn't work." "Whistling up a storm" is a familiar saying among seafarers, and any young man getting his sea legs soon learns that he better not whistle on board ship Coleridge's "Ancient Mariner" suffers under curse after killing the albatross. the Last Supper of Christ where there were also 13 present. Some superstitions are considered lucky by the sea­ men of one country and unlucky by those of another. Harold Lockhart writes that Englishmen consider Friday an unlucky day to sail while Americans feel just the opposite since "Columbus sailed on Friday, sighted America on Friday, the pilgrim fathers landed on Friday, and Friday was the day George Washington was bom." Mr. Lockhart also gives some pointers for sea pas­ sengers "who are inclined to be superstitious." On boarding a ship, he says, it is unlucky to sneeze on the port side. Also, the passenger "should never count the crew nor knock a pail or mop overboard." He also tells us that "to point with the finger to another ship, or to have the hair cut except in a storm are all portents of misfortune." There are many other sea superstitions but it has never been concretely proved—and probably never will be—^that any of them hold water. Of course, some sailing men feel they would rather stick by the super­ stition than test its virtues. They are wary of en^ng up too quickly in Davy Jones' Locker. And well they should be, for in the beginning lines of a poem written by Mr. Lockhart, he descriptively informs us: "In Davy Jones' Locker, down beneatii the heaving wave, There are hones and skulls in plenty For ifs the sailors grave." No matter how up-to-date and safe ships and sail­ ing become, the mighty ocean will always be more powerful, and modern sailors like their ancient Greek, Phoenician and Viking predecessors, v/ill probably always be careful not to do anything that might offend the gods of the sea. Seafarers Log �• - ^• • •- " ",'*• •' ' ' '"•.•/I SEAFARERS ABOARD SHIP Hospitalization Card Seafarer's Name SlU Book No Ship — Reason for Hospitalization Hospital and Location. .Date. .Social Security No. SEAFARERS: In the event you are hospitalized, anywhere at any time, for any reason, fill In and mall this card to receive assistance and benefits through the SlU Welfare and Pension Plan. Keep this card. You may need It some day. A. A. Bernstein, Director Social Security and Welfare Services (Member Keeps This Card) ^:.r: .'V •sr' .'J iix. .--v. A' i'r. - • AA ^-'4:AV::AA •'vW^v.^A • The SIU wants Seafarers and their dependents to get serviced as quickly as possible when they have any benefit claims. In order to insure fast handling of claims, the union's Social Security and Welfare Services department is now distributing two pink cards to members aboard ship. One card, entitled "Information for SIU Dependents", is to be mailed home by all Seafarers so that dependents will have all the necessary data to-get a claim processed as quickly as possible if any problem arises while the member is away. On the card, the Seafarer is asked to put his name; the date; his book number; his current ship, and the ships he sailed aboard during the last year. The card also asks the dependent to keep this information "to insure prompt, eflicient service." Because of the nature of a seaman's work, he cannot always be home to see after the needs of his dependents. The SIU Welfare and Pension Plan helps to lighten this worry a little and the new "Information" card is just an additional aid in caring for the Seafarer's family while he is away. The second card, entitled "Seafarers Aboard Ship", is for the member himself. It is a hospitalization card and is to be sent to headquarters "in the event you are hospitalized, anywhere at any time, for any reason. ..." A Seafarer must fill in his name; the date; his book number; social security number; his ship; reason for hospitalization, and the hospital's name and location. This card will help the Seafarer receive any benefits due him. It comes already addressed and the Seafarer need only mail it. Since these cards can be a big help to both the Seafarer and his dependents when they apply for a benefit, each SIU member is urged to fill out and send the first card to his dependents and to keep the second card handy in case he is hospitalized. .;A. •v: • ":A • • AA-.A vA -•'•A'' INFORMATION FOR SIU DEPENDENTS (Mail this card home to your dependents) Seafarer's Name SIU Book No. , . Current Ship Ships during last year (for 90 day eligibility) AA:srA-:A-.iili .Date.. A'-A-M," Vy Social Security No. DEPENDENTS: The above information Is necessary to facilitate processing of benefits under the SIU Welfare and Pension Plan. Please keep this card for reference when applying for benefits, it has Information we need to Insure prompt, efficient service. Please fill this card in completely. If you need help ask your delegate. A. A. Bernstein, Director Social Security and Wel^re Services .^0 (Member Sends This Card Home) I—— February 1973 . _ Page 27 �SEAFARERS ^rsi OF ur THE int. OFFICIAL ORGAN LOG •^PAFARFRS INTERNATIONAL UNION* ATLANTIC,GULF. LAKES AND INLAND WATERS DISTRICT .AFL-CIO .w SlU Blood Bonk-A Lifesaver The tradition of brotherhood of the sea went into aetion ashore reeently for a Seafarer who was in need of blood for major surgery. AU the forces of the SlU were quick­ ly put into gear to get the six pints of blood to Brother Benjamin Huggins in New Orleans, La. Brought to the USPHS Hospital there on Oct. 30, 1972, Seafarer Huggins was suffering from a stomach disorder. He remained in the hospital for two months during which time surgery was perforthed and Brother Huggins began to regain his health. When he entered the hospital, doc­ tors hoped they could avoid surgery. As it neared Thanksgiving, however, they aw that an operation would definitely necessary. In order to perform that fiperation. six pints of blood had to be .vailable during surgery. In the United States today we are experiencing a blood shortage and New Orleans is no exception. Doctors asked Huggins if there was any way he could possibly get the blood needed-.for the operation. Huggins, who joined the union in 1955, thought of the SlU Blood Bank. Hospital officials then called the Port of New York aqd con­ tacted A1 Bernstein, Director of Wel­ fare. Immediately, Brother Bernstein had the SlU clinic send the blood with­ out delay. F„«v-«aveA-vear-old Huasins is one Forty-seven-year-old^Huggins ts one of ntatiy Seafarers can take laKC auvaniagv. WA the —--can advantage of Bank which has had nearly 9,000 pints of blood donated to it since its inception in January of 1959. However, in light of the shortage of blood all across the country. Seafarers should continue to "' U be as generous as they have been in the past with their blood donations. For example, in the Port of Frank­ fort where there was a recent blood drive for Benzie County, Mich., Sea­ farer and Mrs. Orlin Reed gave their donations to the SlU Blood Bank. For two days the Benzie County Blood Drive Committee was also al­ Bl^d Drive Contn lowed to use the union hall in down­ town Frankfort as the place where donors could contribute their blood. However, the drive fell far short of its goal of 100 pints and only 54 were re­ ceived. In a letter to the SlU, the great need for blood donations was stressed by Dr. C. J. Urner, Medical Director at the USPHS Hospital in New Orleans. He explained some of the instances where blood is required. "When a patient has to undergo an operation, as was the case with Mr. Huggins," Dr. Urner wrote, "blood has to be available before the operation begins. Depending upon the operation, several units have to be spe­ cially processed for the patient in question." . In other instances covering just a hve day period from Dec. 12. 1972 to Jan. 1, 1973, ".. . blood had to be given to a'64-year-old man with a severe nose bleed, four units were given to a 52-year-old seaman with bleeding duo­ denal ulcers, six units were adminis­ tered to a 48-year-old Seafarer with esophageal varices." Reflecting on his own hospitalization, Huggins, who is a Marine veteran of World War II, asks his fellow Seafarers, "Brothers, someday you may be in my same situation, so please donate blood to the SIU Blood Bank as this might save your life.'" f \ \' � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1973 Description An account of the resource Headlines: MTD RENEWS FIGHT FOR OIL IMPORT BILL VIET CEASEFIRE REROUTES CREW MAIL PREFERENCE LAWS ABSOLUTELY NECESSARY DELAY PHS HOSPITALS TRANSFER SEAFARER IS KILLED AS SHIP HITS SPAN PETER J. BRENNAN SEC. OF LABOR REP. SULLIVAN CHAIRS HOUSE COMMITTEE CREWMEMBER AIRLIFTED OFF SIU SHIP AT SEA PRESIDENT CALLS FOR FUNDS TO MAINTAIN SHIPBUILDING W.T. STEELE OFFICERS FELLED BY FUMES ODD ELECTION GREAT LAKES SEAFARERS SAIL LONGEST SHIPPING SEASON IN THEIR HISTORY ITEMIZED MEDICAL BILLS SPEED MEDICARE PAYMENT BURKE-HARTKE BILL ATTRACTS NEW SUPPORT SEAFARER "BOUNCY" CARTER RETIRES; SURVIVED THREE WWII TORPEDO HITS IBU RETIREE SPEARS RECALLS HIS TOWBOAT DAYS ON OHIO TALLYING COMMITTEE REPORT SEAFARER HARRIS SIU'S 2,000TH ACTIVE PENSIONER AROUND THE WORLD AND BACK IN 73 DAYS SIU'S OGDEN WILLAMETTE: THE FIRST U.S. SHIP TO RUSSIA WITH WHEAT AND BACK SINCE '66 ENERGY CRISIS--A TIME TO ACT WORDS TO REMEMBER COPTER RESCUES SIX OFF BARGE ADRIFT IN STORM USS THORN SHIPMATES ARE SOUGHT FOR REUNION IN APRIL LUNDEBERG HIGH SCHOOLPROGRAM AVAILABLE TO ALL SEAFARERS JACK OF ALL TRADES STEWARD SAVES SHIPMATE THE RUSSIANS OF NOVOROSSIYSK SUPERSTITIONS AND THE SEA SIU BLOOD BANK - A LIFESAVER Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1973 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXV, No. 2 1973 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/570acc3a00896649c7dc1c5e3188b30c.PDF 9ca1fd3c272e1b0c478280f664fdde32 PDF Text Text LNGC 'ly US. Flag �Hearings Resume Use of U.S. Ships For Oil Imports Vital To Nation WASHINGTON — Confess was urged to adopt legislation which would require that a percentage of American oil imports he carried on U.S.-flag tankers. The U.S.-flag tanker requirement legislation was urged by Herbert Brand, President of the Transportation Insti­ tute, a maritime research organization, before a House Merchant Marine and Fisheries Subcommittee as hearings re­ sumed Feb. 5 on H.R. 8193 that calls for 20 percent of the nation's oil imports to be carried on American-flag vessels. The percentage would go to 25 in 1975 and to 30 in 1977. In calling for the legislation, the Transportation Institute's spokesman said that passage of the bill would pro­ vide jobs for American seafaring and shipbuilding workers, improve the country's balance of payments posi­ tion, strengthen the national security and enable the U.S. government to initiate a "much-needed" oil transpor­ tation cost monitoring system. Attacks Oil Ccmpanles Brand sharply attacked the big oil companies which, he said, are the major opponents of the legislation and which operate large fleets of foreign-flag tankers. He accused the major oil companies of "shrouding their operations in sec­ recy. Most relevant to this Committee's hearings is that nobody knows what the industry transportation costs are. We are at the oil companies' mercy, forced to pay the price of whatever they wish to charge." "H.R. 8193 would remove this dan­ ger with respect to transportation and may even prove to cost Americans less than what they are now paying," Brand said. He told the Committee that use of American-flag tankers would afford consumer protection because all the information relevant to the cost of shipping on U.S.-flag bottoms is avail­ able to the government. Brand stressed that the U.S. govern­ ment, through the Maritime Adminis­ tration, is able to determine if the rates being charged for the transportation of oil are fair and reasonable. Brand slapped the oil companies for supporting the "fake theory" that American-owned foreign-flag tankers are "effectively" controlled and avail­ able in emergency situations, and re­ buked the oil companies for having withheld oil from U.S. military forces in Europe during the Mideast military alert last October on the orders of King Faisal of Saudi Arabia. Noting that "if we can't depend on the major international oil companies to show more national allegiance . ..", Brand stated, "how can we allow them to maintain complete and absolute control over our tanker transportation agencies?" He said the oil companies' "allegiance- to this country stops at the border." Brand said that the U.S. would also gain from the legislation because it will initiate a "much-needed transpor­ tation cost monitoring system." A Most Critical Time He said that the Merchant Marine Committee hearings came at a most critical time in our nation's history. The "oil embargo and other develop­ ments," Brand said, have put into "clear focus" the extreme importance of enacting legislation such as H.R. 8193. He pointed out that America faces danger in her position of dual depend­ the PRESIDENT'S REPORT: PaulHaU ;• I ency, not only on other nations for oil, but also on foreign ships to trans­ port that oil to her shores. "Under the conditions existing in the world today, it is clear that it is not in our national interest to formulate policies which perpetuate this dual de­ pendency situation," Brand stated. He added that Congress must move ahead in terms of America's national interest and that the "principal obligation of our government is to promote the wellbeing of our nation and its people." Rejects Reprisal Argument The industry spokesman told the Committee that he vigorously rejected the argument of reprisals and retalia­ tion by other nations if the U.S. were to adopt the requirement that her ves­ sels carry 20 percent of her oil imports. He said that "this country finds itself in a position where we must pay more attention to protecting and strengthen­ ing ourselves." Adding that "other nations of the world are not inhibited by feelings of guilt in setting up requirements for the use of their own flag ships," Brand cited the list of nations which have adopted cargo preference requirements for their own vessels. Brand called the Committee's atten­ tion to the "neutral" stand on the legis­ lation taken last year by the American Institute of Merchant Shipping, a manContinued on Page 9 MTD, AFL-CIO Meetings Being Held This Month Tira lEhseciitive of the Maritiine Trades Depariment, and Ibe Executive Colmci] of the AFL-CIO will hold their mid-winter meetings this month at the Americana Hotel in Bal Harbour, Fla. Hie Executive Board of the MTD, which will meet Feb. 14-15, is ex­ pected to consider a wide-range of subjects affecting its 44 unimis and eight million members. The eneigy crisis, the oil imports biO, the construction of deepwater ports, pension legislation and the dissolution of tte House Merchant Marine and Fisheries Committee, both of which are pending in the U.S. Congress are just some of the Issues the Executive Board will take up. The AFL-CIO Executive Council will meet starting Feb. 18, and con­ clude no later than Feb. 26. A variety of issues of great concern to the entire American labor movement will be discussed by the Council. SIU Pn^dent Paul Hall, who is also prendent of the MTD, is an AFL| is CIO vice president and a member of its Executive Council. i i Leadership for Continued Progress rpHE SIU SHIPS' COMMITTEES X are providing leadership aboard our contracted vessels to encourage our membership at sea to participate more directly in the affairs and programs of our Union. We have said many times that if we can understand our problems we can deal effectively to resolve them. The Ships' Committees through their initiative in leading discussions at the weekly meet­ ings aboard ship on the many issues and problems that face our Union and our industry can do much to provide our membership throughout the world with a better understanding of both our prob­ lems and our goals. Our membership—whether ashore or at sea—^has always been encouraged to express their views and ideas on the pro­ grams and issues which affect the strength of our Union, the continued expansion of our industry, and the job security of all our members. The Ships' Committees, besides en­ couraging membership participation at sea in the developing programs of our Union, also play an important role as the link between the SIU at sea and the SIU ashore. All members of the Ships' Committees have important roles and they should take their responsibilities seriously. The bosun, as ship's chairman, has a particu­ larly vital responsibility in asserting leadership. He must assure that the meet­ ings aboard ship give the crew a better understanding of our problems through discussion of our programs to provide more ships, more cargo and better job security. Our Bosuns Recertification Program is giving our ships' chairmen the insight and understanding of our Union and in­ dustry and is equipping them with the background and information to lead meaningful discussions in the meetings at sea. The other members of the Ship's Com­ mittee have an equal responsibility to encourage participation at the meetings by all of the unlicensed crewmembers aboard their ships, and to make them­ selves aware of the problems that con­ front us so that they too can discuss these problems with understanding. We are now developing educational programs for stewards and electricians similar to the Bosuns Recertification Pro­ gram so that these key members who act as ship's secretary-reporter and educa­ tional director will have the opportunity to learn more about our Union and the maritime industry. A better understand­ ing and a broader knowledge of these areas will help them function more effec­ tively as members of the Ship's Commit­ tee. Our Seniority Upgraders, who have had the benefit of participating in an edu­ cational program which has given them a deeper understanding of the many problems we face, are encouraged to seek election as delegates in their departments and to actively participate in shipboard meetings. Again, what we are talking about is education to understand our problems so that we can face them intelligently and work together to solve them. It has been our unity, participation, and understand­ ing which has enabled us to weather the storms of our earlier years and to build the strength and job security we have today. Our Ships' Committees are playing an essential role in encouraging the closer unity, better participation, and deeper understanding which will insure the fu­ ture of our Union and our industry. Change of address cards on Form 3579 should be sent to Seafarers international Union, Atlantic, Gulf, Lakes and inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, New York 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. XXXVI, No. 2. February 1974. ^ Page 2 Seafarers Log �Under Contract to SlU LNG Carrier Kentown- First to Fly the US, Flag This April, Seafarers will crew up the SlU-contracted liquid natural gas car­ rier Kentown in Tulon, France — mak­ ing it the first time that SIU members will be manning one of these high technology vessels. The Kentown is the first of two SIUcontracted LNG's being built in France to be operated by Interstate Bulk, a subsidiary of the Interstate Oil Co. They will also be the first LNG's to operate under the American flag. Due to the rapidly increasing world­ wide need for new liquid natural and petroleum gas carriers, ships like the Kentown will be playing a very im­ portant role in the years ahead. The United States alone, which year­ ly comprises 60 percent of the world's natural gas market — almost all of which are imports — will need an esti­ mated 30 to 90 new LNG/LPG car­ riers by the mid 1980's to meet the nation's increasing demand. Presently, U.S.-flag operators have contracts out for 13 LNG's and accord­ ing to Assistant Secretary of Commerce for Maritime Affairs Robert J. Blackwell, orders for an additional 20 LNG's will be placed within the next five years alone. With continued hard work on the part of the SIU's dedicated organizing apparatus these new ships will trans­ late into hundreds of additional jobs for Seafarers in the near future. To provide the SIU crewmembers who will be manning these ships with the technical knowledge necessary to operate the vessels at maximum safety and efficiency levels, the vocational staff at the Harry Lundeberg School in Piney Point has developed a comprehensive LNG/LPG course of study. The course will be four weeks in length and upon completion graduates will receive a certificate qualifying them to sail on any LNG vessel. The first course begins Feb. 19 with two additional courses scheduled for March 25 and May 6. The course will include an introduc­ tion into the chemical properties of liquified natural gas and liquified petro­ leum gases as well as detailed studies on the new type cargo tanks and pumps, loading and unloading procedures and tank cleaning. The course will also include an im­ portant section on the new LNG ship­ board firefighting equipment and fire emergency procedures. '.r 1J '• .V. — The above is an artist's rendition of one type of liquidlTaturai The 630-foot long Kentown is capa­ propeller, will be powered by a 23,000 ble of transporting 35,500 cubic meters hp steam turbine engine, with steam of liquid natural gas and petroleum supplied by two boilers. gases, such as butane, propane, buta­ Crew accommodations feature pri­ diene, ethylene, propylene and meth­ vate air conditioned foc'sles located in ane. the ship's aft deckhouse. The Kentown will join less than a The liquified gases are carried in five score of LNG/LPG vessels presently leak-proof insulated cargo tanks at a plying worldwide shipping lanes. temperature of minus 265 degrees Studies into the relatively new art of Fahrenheit. liquified natural gas carriage was initi­ The ship can be fully unloaded in 10 ated only 22 years ago by a U.S. oil hours with the use of two submerged company. pumps in'each cargo tank. The firm experimented with the use All loading and discharge operations of LNG barges but prohibitive eco­ will be by remote control from a Cargo nomic costs torpedoed the project. Handling Control Room from which Five years later, studies were reinnecessary pressure levels for pumps and stituted by the United Kingdom but it valves are maintained. was not until 1963 that a practical However, before any loading takes competitive LNG ship was completed place the tanks and cargo piping must and put into service. be purged with inert gases to rid the Today, triggered by the worldwide cargo spaces of oxygen. This is accom­ energy shortage and the ever increasing plished by vaporizing liquid nitrogen demand for clean burning fuel, 11 na­ or by burning fuel injthe ship's inert gas tions are either building or planning generator. This important procedure construction of LNG tankers. eliminates all chances of a potentially These are the U.S., Japan, France, explosive mixture of the gases accumu­ Algeria, Norway, the Soviet Union, lating in the tanks. Spain, West Germany, England, The Kentown, equipped with a single Sweden and Italy. gas earn Natural gas is a by-product of petro­ leum drilling operations, and is used as fuel in homes and in many industrial chemical syntheses. In addition, the heavy petroleum gas, butadiene, is used in synthetic rubber production. In many cases, even today, when no economically feasible means of trans­ portation exists at a petroleum drilling site, the natural gas is . burned imme­ diately as a means of disposal. The U.S. imports natural gas to our East and Gulf Coasts from Algeria, Libya, Trinidad, Nigeria, Venezuela, Iran and the USSR. The U.S. West Coast receives natural gas imports from Australia, Ecuador, Indonesia, Iran, Malaysia and East Africa. The West Coast also gets domestic natural gas from Alaska. The U.S. shipbuilding industry is al­ ready benefiting from the need of LNG tankers, and in the future, American yards may get foreign orders due to the U.S. supremercy in refrigeration tech­ nology. SIU Fights Plan To Abolish Merchant Marine Body WASHINGTON—A plan to aboUsh the vital House Merchant Marine and Fisheries Committee is being strongly opposed by the SIU. A preliminary report by the Select Committee on Committees of the House of Representatives calls for a restruc­ turing of the various Committees of the legislative body. The Select Committees's plan would wipe out the House Merchant Marine and Fisheries Com­ mittee and spread its many functions and areas of jurisdiction among seven other Committees. In the SlU's view, this would have a devastating impact on the maritime in­ dustry and could seriously jeopardize the revitalization of American shipping just as the maritime program is showing Page 3 signs of successful implementation. Under the proposal being consid­ ered, there would be no Merchant Mar­ ine and Fisheries Committee, as such. The Committees which would deal with merchant marine and other maritimerelated matters such as environmental policy, offshore ports, fisheries, and Coast Guard, would be committees on Public Works and Transportation, Ag­ ricultural and Natural Resources, En­ ergy and Environment, Foreign Affairs, and Science and Technology. In informing the Committee of the Union's position, SIU Presi­ dent Paul Hall said that "dissolv­ ing this Committee and spreading its various areas of responsibility over a number of House Commit­ tees will be extremely harmful.. .** Hall told Members of Congress that fragmenting and dispersing the present jurisdiction of the House Merchant Marine and Fisheries Committee would "destroy the effective interrelationship between the various Subcommittees of the House Merchant Marine and Fish­ eries Committee." Hall also said that the plan would "hinder efforts to achieve a national ocean policy for the United States." Through the years. Hall noted, the House Merchant Marine and Fisheries Committee has "taken a leading role in the development of a strong U.S. mer­ chant marine," and has been "deeply concerned with the need to develop a balanced approach to the environ­ ment." In the Union's view, the SIU President noted, scattering the jur­ isdiction of the House Merchant Marine and Fisheries Committee would not only work against, but could also reverse, the strides that have been made to regain U.S. maritime prominence, and to strengthen the nation's security and economy. In the effort to preserve the House Merchant Marine and Fisheries Com­ mittee as it is presently constituted, the SIU is working with all segments of the maritime industry—labor and man­ agement—and the nation's environ­ mental and conservation groups whose areas of interest and concern also come under ihe jurisdiction of the present House Committee. Seafarers Log 'S' I w\ I "1^ �12 Bosuns, 5 Upgraders Graduate at Meeting Seafarer Perry Greenwood said it for the 12 veteran bosuns who had just completed the Bosuns Recertification Program when he spoke during gradu­ ation ceremonies at the headquarters membership meeting Feb. 4. He stated: "I don't know of any union that gives its members the kind of opportunity we have had to learn everything we wanted to know about our Union and our in­ dustry. Everyone, both in Piney Point and at headquarters, went out of their way to show us everything, and make certain that all of our questions were answered." And Seafarer Fred Cooper also summed it up by saying: "I've learned more about our Union through this program than I would ever have been able to learn in any other way. I only wish every member could have this opportunity." The 12 graduating recertified bosuns were Edgar Anderson, New York; El­ mer Barnhill, Houston; Vernon Bryant, Tampa; Fred Cooper, Mobile; Charles D'Amico, Houston; Perry Greenwood, Seattle; Karl Hellman, Seattle; Ray­ mond Lavoine, Baltimore; Donald Pressly, New York; Albert Oromaner, San Francisco; Frank Teti, New York, and George Libby, New Orleans. (Brother Libby passed away Feb. 6 in Norfolk following a heart attack. See page 6.) Also graduating at the Feb. 4 meeting were five more Seafarers who received their full books after completing the "A" Seniority Upgrading Program. They were Timothy Burke, William Davis and Thomas Vain, all in the deck department; David Gower, engine de­ partment, and Joseph Kundrat, steward department. In congratulating both the recertified bosuns and new full book members, SIU Vice President Frank Drozak said that "the strength and future of our Union and the health of our industry depends on these and our other training and upgrading programs." He urged all 11 k Bosuns who were graduating later In the day met with SIU President Paul Hall and Vice President Frank Drozak Feb. 4 to discuss the program and make recommendations for further improvements. Standing from left are Vernon Bryant, Elmer Barnhill, Fred Cooper, Frank Teti, Al Oromaner, George Libby, Karl Hellman, Charles D'Amico and Raymond Lavoine. Seated from left are Perry Greenwood, Vice President Drozak, President Hall, "Tiny" Anderson and Donald Pressly. Brother George Libby passed away only two days after this photo was taken. Seafarers to take advantage of the train­ ing and upgrading programs available to them. SIU President Paul Hall stressed the importance of the Union's training and upgrading programs as being the key Fifteen bosuns elected a three-man committee to select 12 Seafarers for the March class of the Bosuns Recertification Program. The election took place following the membership meeting in New York Feb. 4. to the future of the Union and the mari­ time industry. He said: "We are facing many problems that will have to be tackled in the weeks and months ahead. But if we can understand our problems, together we can solve them. The Bosuns Recertification Pro­ gram, the Seniority Upgrading Program, our training at Piney. Point and our Ships' Committees are meeting this need to understand and face up to our prob­ lems." The Bosuns Selection Committee, elected this month at the general member­ ship meeting at headquarters, examines the qualifications of bosuns who have applied for the Bosuns Recertification Program. From left are Bosuns Donate Giangiordano, who completed the program in December, Jose Gon­ zalez and John Sweeney. Bosuns Committee Selects 72 More for March Class I A three-man bosuns committee, ele­ cted at a special meeting following the general membership meeting at head­ quarters Feb. 4, selected 12 more bo­ suns and 12 alternates for the March class of the Bosuns Recertification Program. Elected to make the selections for the March class were Donato Giangior­ dano, Jose Gonzalez and John Sweeney. Nominated to attend the next class Page 4 are Floyd Sellx, San Francisco; Reldns Lambert, New Orleans; Lester Smith, Norfolk; John Eddins, Baltimore; An­ drew Honey, Norfolk; Allan Whltmer, New York; Lancelot Rodiigues, Puerto Rico; Frederick Goose, San Francisco; Ernest Bryan, Houston; Arthur McGlnnls, New Orleans; William O'Con­ nor, Seattle, and Ramon Ferrera, New Orleans. Selected as alternates if any of the nominees cannot attend the program are Pete Drews, New York; Ray Todd, New Orleans; Barney Swearingen, Jacksonville; Harold Weaver, Houston; Bobby Gillain, Jacksonville; John Cisiecki, San Francisco; Roberto Zaragoza. New York; Ronald Burton, Nor­ folk; Kasimir Puchalski, New York; Manuel Landron, Puerto Rico; Jimmie Gamer, Mobile, Christian Christensen, San Francisco. A bosuns selection committee is elected following each monthly mem­ bership meeting in New York by all bosuns attending that meeting. To date a total of 58 bosuns have completed the Recertification Program, and currently 12 are in the first phase of the program in Piney Point while 12 more are com­ pleting their training at Headquarters. Seafarers Log �I As Two Committees Study Bills SlU Supports Fair Pension Law Two committees of the House of Representatives, the Ways and Means Committee and the Education and Labor*Committee, are preparing "final drafts" of bills to regulate pension plans. The bills are designed to provide min­ imum standards for vesting and funding as well as prescribing standards for re­ porting procedures-and other adminis­ trative details. The SIU has long been in favor of legislation designed to protect workers aaginst inadequately funded and poorly administered pension plans. SIU rep­ resentatives have been working closely with committee Congressmen and staffs to ensure that pension legislation does not result in penalizing plans, siich as the SIU's, which are based on sound ad­ ministration and financing and which provide decent and well protected bene­ fits. If such legislation requires unwork­ able, complicated, unnecessary admin­ istrative procedures and unreasonable cost increases, the result will be weaken­ ing of presently secure pension plans. Every cost increase must result in low­ ering present or future benefits. It has also been necessary to insure that legislated standards are flexible enough to meet the needs of the wide variety of unions and industries whose members and worker^are now covered by pension plans. To accomplish this, SIU representa­ tives have been working closely with AFL-CIO pension experts and with a group of unions whose members, like SIU members, are covered by plans which involve many employers. These multi-employer plans are typical in the building trades, garment industry, re­ tail trades and others, in addition to maritime. Multi-employer plans must be treated differently, in many aspects of pension legislation, from plans such as those in most factories where only one employer is involved. The work of the SIU and these other unions have resulted in making certain that any legislation passed in the House will be superior to last year's hastily passed Senate pension bill. The SIU objected to a number of points which might be damaging to its members. SIU representatives therefore made sure that these problems were solved in order to insure that the SIU 1974 Outlook Is Bright U.S. Shipyards Hit a Peacetime Peak Last Year A boost by the Merchant Marine Act of 1970 and the energy crisis brought U.S. shipbuilding to a record peacetime high in 1973 and the mini-boom is ex­ pected to continue this year. Much of the industry's resurgence last year stemmed from the 1970 Act which for the first time provided finan­ cial assistance to build tankers and bulk carriers. (It was contributions to SPAD that helped the SIU fight for passage of this Act in Congress.) In 1973 American shipbuilders were snowed under by a deluge of orders for new ships. Behind the soaring demand is the need for new-type vessels to carry crude oil and natural gas in the battle to beat the energy crunch. Other key de­ mand factors are the knowhow edge U.S. shipbuilders have in constructing these new ships and the closing of the cost gap between American and foreign yards. As of Aug. 1, 1973, there were 95 merchant ships totaling 5,704,271 dwt worth $2.9 billion on order or under construction in U.S. shipyards. Of these, 52 ships resulted primarily from the stimulus of the 1970 Act. The 1970 maritime Act was respon­ sible in large part for the revival of. shipbuilding in Brooklyn, N.Y. by the Seatrain Shipbuilding Corp. at the former U.S. Navy Yard there. Seatrain's first 225,000 dwt super­ tanker TT Brooklyn, is on her maiden voyage to the Persian Gulf. The largest Reunion Since 1918! The crew of the U.S.S. Mount Ver­ non, a U.S. Army transport which sailed in World War II, have held their reunion in Boston, Mass., every year since 1918! February 1974 ship built in this country, she carries 1.5-million barrels of oil—enough to keep all New York City dwellers warm for a week. Currently being built at the yard are the Brooklyn's sisterships, the TT Williamsburg and the TT Stuyvesant—all at a cost of $171.9 million. This year, the effects of the war in the Mideast and the Arab embargo on oil to the U.S. are being weighed. Many in the shipbuilding industry believe that their future here lies in the building of much-needed, huge tankers to bring in more oil and gas from Alaska and else­ where for America's energy require­ ments. A substantial expansion of tanker building capacity in the United States is anticipated. It is forecasted that Ameri­ can shipyards each year, will eventually be able to produce eight to 10 Liquid Natural Gas (LNG) vessels and six or seven Very Large Crude Carriers (VLCC) in excess of 200,000 dwt. A spur to tanker construction is the strong chance that Congress will soon pass a law requiring that 20 percent of American oil imports be carried on U.S.-flagships. (See story in this issue of the LOG.) As an example, the SIU- contracted Ogden Marine Corp. operates a fleet of 25 merchant vessels exceeding onemillion dwt. By 1977 this fleet will more than double,at which time about 70 percent of its capacity will be en­ gaged in the carriage of energy prod­ ucts. For 1974 the Merchant Marine Act of 1970 authorizes the building of four ordinary tankers, four VLCCs and four LNGs. From this, shipbuilders see the 1973 impetus carrying over into this year with greater accomplishments for the indus­ try. plan—which is so well managed would not be harmed. The soufissess of the SIU pension plan has once again been proven. The SIU plan meets all proposed require­ ments for funding and other financial considerations. It is likely, however, that some changes in the SIU plan will have to be made in order to meet admin­ istrative procedures that will be re­ quired when the Act is finally passed. Raymond J. Herold Raymond Herold,Dead at 55 Raymond J. Herold, a member of the SlU-afl&liated IBU since its inception and an official of the Union since 1961, passed away Jan. 4 of a heart attack at his home in Baltimore, Md. He was 55. Brother Herold had served as Assist­ ant Regional Director of the IBU since 1961. At the IBU's fourth Quadrennial Convention last November, he was imanimously elected by the Convention to the newly formed post of Assistant Gulf Coast Area Director. Brother Herold's death is a great loss to the Union and to the entire maritime towing industry. He first entered the industry in 1942 and sailed as a deckhand for the Curtis Bay Towing Co. for 14 years. He is survived by his wife, Mary; four sons, Raymond, Jr., Robert, Ralph and Russell, all of Baltimore; two daughters, Mrs. Linda Prevas and Connie Herold, and eight grandchildren. 1' 1 ' Biackweil-Conserve Energy Robert J. Blackwell, Assistant Sec­ retary of Commerce for Maritime Affairs, has written a letter to SIU Presdent Paul Hall asking the entire mari­ time industry "to implement and ini­ tiate energy conservation measures" during the current energy crisis. Stating that the "maritime industry has a large stake in the outcome of our energy conservation program," Blackwell stressed the need for cooperation between maritime labor and manage­ ment. "Management in all sectors of the maritime industry have already insti­ tuted fuel conservation programs," Blackwell said. However, "the success of these efforts will in large measure be determined by their workforces." In order to compensate for the en­ ergy shortages during the current crisis Blackwell said the industry must "insti­ tute stringent conservation measures." In asking maritime labor to do its part, Blackwell pointed out that shipping, shipbuilding and port operations re­ quire extensive uses of energy. He stated that "the level of these opera­ tions will be determined by how well and efficiently they utilize available fuel supplies." In his communication, Blackwell stated the need for the same coopera­ tion between labor-management to conserve energy that has brought about the "resurgence of the American mer­ chant marine under the Merchant Ma­ rine Act of 1970." The cooperation of all SIU members in this effort, said Blackwell, will mean that the operations of the maritime in­ dustry will not be disrupted during the current crisis. Seamar Ship's Committee The ship's committee on the Seamar (Calmer) gathered below deck Feb. 11. for a sign-on in the port of Baltimore. They are from left A. Azez, steward dele­ gate; R. Kelly, deck delegate; W. Wells, engine delegate, B. Browning, chair­ man. Page 5 :.i! •4 �'ij; f.;- ^ - .' J- '/! I '' -; :i, ;i M( /I »"»^' « W "' ®f »»»® R«r^^« ««. ^ "W »^8 ftaintog faiS?* ^ '^in?MU„^^"*^« tare ST®^ '» Committee to ' '. . .^""/oref a" ^-..f»n^ ^ '"ta anl li ^1™®" ''«>''8oartere J?W«e« tte /»/• the past 25 yeals t ^ bosun f r- S'ockholm, Swede f "^" """ "h^m /TO«f ,v, i ""'^ ri »„„, "':'e Kara. Heti 'V' ^'"h. • yoi-k in ms j^"^'''he SW '•"Prised at whaft " "-"e. 1 wTs 1^ ^ into tile 1/ ""• """"T. Uli Mttmrni. ^••^. o„ » me to» ft. ^•^'• ?f »^„ Kjure DM»&» of i®®«irrfv A*?la# ss€?iss f" "/ Seanle Se^y^P^ou, *ee« mlhWf as bosulT' "'""" years. for more th f am an old-timf u ^^«^bermanydS^°'""andIca matle our U„,o„ jg;''""8 things • tave seen with ^ "•'to changes in our ch- ^ eves "le overall inj^j'P'" ""r benefits readriOT'rXmem''"' i'™ "<« «• I-1 t-' *" i^ ' * J. " Mderstandine^f me a bettf tndustty. '"« -riy Union andX Seafare^^Tf^-^^fy 'taymontl T r _ . Seafarer/?^ ^-et me tell you nn year oirf * *^3Voine. Tr ^^^York ®' "'e'i there " r ®^ and rf•ypy® ^ ^-rifi mm recetvad an hn„ .'"""Sh 194s f;P"Pndedmes%'"S^'' f'funded ,He s%''Z^'P "iPchlte "iPchltf Terence in /« Pinev n . Educational Cnt' t^rence ''f'du.ytT^.^P^P'nndaleo^^'^ /&'?ta"7SaTi'-",5>'"« •^Pn/nrer U^ '"<> Saf " tje ha JpietedJ the rea K^fir&^/'taJ^ 'Wfiaan «th„^ etermmation and h any Of f]jg J ^ad thr. ne couldn't .3E^£'S~S' «o:m thh V^'^' ' bis last test ye^r bis wife pj *" ''PPnn /J.-T'-""^^ "•"' £ VS T "" ^^"farer Teti goine in ffe«, Or?Mns°f ""•'' hy years but fr/ ^ ^ot- more 1 ports of Norf tnore. ^ Norfolk an and Bt [more. ".sSi?SSS /jUecember'^l^qo? joined the Jand'??"'"atag77*«"<'"'P' Which are ar""" "•"'"tag his iast shfn ''"''Since r one of ;u P '^as the [under charter to Hud^ Navy ta J, ftj an intervif. 0 Water mmm imit® Mfi Programs we hav Pa^e fi n" "•»"« Eoint, up^adhjT^^ Programs at Pin ^^er he fi^- ^®tand loo ps^pm^sri?s?o; -W^eflC^-ean.h/ro'S^^ opportunity to iff ^^°^®^wehadfh types of sh.n about .^^^be ^batwewUl h equin^ percent behind the ^ JPt-ogram andgraduL ?^^ortL oducatin members. •"''' securitj. of our r in the /f "T the to fe"m,Ba°aetatweeitof^^ r*".?'" bad metifi'S'Pmente Pi„£T".'"yweL'7'.mHes '"ot^lyS-'r. f'-on 27''"!''? I havfa h? ""Poriant to me n Pmblentt we°fSe."°''®'®"<'mfi 5'S PBS^'AS about the SIU and to J operation f n« ^^®ty phase h ''^"er unfefr^>' hS ^^onAg-!'.an^^of..,J �P'olldwing are names and u /VV •••»•',' ^' v . ; - ^', C'lariesD'Amico ir Seafarer Chuck •' filing y,ith the sw '' ^ been shipp^^f 1944 and fiye years. ffeatfenLfTl^' P'^'i if n Conference in Pinev^ Seafarer D'Amir^ Point m 1970 Por>otHo:^Z « //« port oi ZHT"" 'he o member o) the um ,""'' heen IS yeare. Pe/i/er ^u,-^ ^ bosun and car- Merchant changes in the U.S. aboard my TsSn inT ^ fat time wrhafL^.^'P'-' ^^44. At fleet afloat, and I «ierchant «;«adiJy de'cline anTdelr" oldest and one of ^ the world. This decline ^ tAc Seme. sZtZf cr:"" 'X" port o, his wife Margaret Z TT"""' ""'h I m ghd As Tl ^fo. Wash. «"= Bosuns Recen,flcafo„^p° '° cause I learned not onrh Jcl to figl,, ,0 getSt but I have a better imH today, Pr^lents that are ahea® f "f ®"" ^^2^^esstodestro;r& been for^thesiu^ f survive. Had it not leadership, which''ts we would never today. 1° ^^^t back, what we have 1970, ^d ca« out into the recover^ wtensive But, we an u room. won by one batfle^ione^ ?nd we will continue to fi' ^ IS in Congress and it; Afibt contributions to in every"day"a" Part standing of our uJon L u "'^^erfSs we talked abZ the n f' iems of the Union 5 Prob''^^"ns, update and J' '^e «^^a chance togettohnot'SS -"ptaSiotro'°1?^'''«tc working with the offlciaTr"T"' ol What the other side™l'l4^rntlrS 1 c , Albert Oromaner — and hL ten Jm ^ SO years. He has h bosun for 'he past "s y^Xeeajofag ^O^nded the SIU Rd Cromaner 'h':'neypZ"f^fmCor,tere,.ee Vnton in New York aL """O'' 'he o<f-port oi sin PrZsT beuig a book member fw 27 ^nd on first-aid fi?eflX'°°'"""'"'®'»a lifeboat instruction^®tte 1™®°®'"'!'' we gmned about SL-7? f'^""ifdse barge eairiers plk and roU-on-rolS 1 'inkers helpful. vessels was very VetaoB W Brym ^'lTranZy-%%Pm L, dishis ^"^i S-"-Scertifiabout the in?^ f- '®"®''t me a lot I bave woS^nlr ^t'garC.Andeisoii ^^ofarerEdgar"Tinv" A been sailing with the7lvl!t^ years and has been shLV bosun for the past six Anderson has participatlT^^' beefs, including the strike, the 194g "Rafn , Isthmian mpporting the vZ l "J '^""Street- tbe patrolmen in New YoA n°' ""b •n'ncc 1968. Seafarer R seen that when » t, ^ bnve 0/ Tampa where hp ^^i Viands the U^ wfi;" "nder^ifeJuanita ^Hh his p'pye^^ sli'kt tle^Afifrx-: ^'"wjthout beefs and have^a'^ "fganizing campaign Ih 'o^ife ^ of my qllestio ' old' ^t^M°^ip '/® » 1937 on an Itmgshoreman strike' / '952-53 and I have a much better un^d tail-end of the old KIT now of how our r Jnio ""Acrstanding SIU came in J 93T, 5"" "l>on the a great deal " ^T" "®®™od with some go«l aid ?®?''«fo""P eveiy morning wheL bad bought I knew abom dte ut' the problems ofour Unton And that I have been ^ni ^ b"t I itime industry and at ?• ctnarlot of new things and ? I? ^y a to solve the proW^tf " bow fit-eamess and wStJ^^ bun to understanding of whai ® better andaredoin?to1e?h ' """c I have gotfen s^e ®cc today. ottacne^shS sSSTh S-bateeS-'-h':--? =s.?Er."i£?iS ?ttd LPG's, SL-7-r m' barge Ships and the new wiU enable^S'bosun?wh received recertification prom-am to 0° °ew vessels efliciently and sSy' February 1974 C. Cooper Seafarer Fred • •y/t/ m the port of SOAT • '^'•^ed with the AirT f received (Charge. Seafarer Conn home in Lynnhaven of Mobile. He ht h ^ '^^^2-^orthe%!::tse:::; lob «cii7h:aS2 aWpa Jd cZ, "'®' mean ttJasr-Sress g^ess to get more^h^onprotecUon for the ^®^go, things that speT fo^ ' other of us. J°b security for aU quite ^®^ncd dedicated and tbeir own future and^-n oause tomorrows. "f® A'ch" own bit'a7a^d'^77®' "tbt btllueae^ ting evety SPAD Cer« ' b^ lamright ^'"^®"'fioateIbuythat �i Headquarters Notes Chief Steward's Position • I PW I by SIU Vice President Frank Drozak |§ i LNG VESSELS All of our various upgrading programs are moving ahead to keep pace with our changing industry and to anticipate the advanced skills that will be needed to man the radically new ships that will be put into service by our contracted companies in the months ahead. The first of two American-flag LNG/LPG carriers—the Kentown—will be crewing in April and this month we will begin our first class to train crews for these highly-specialized ships. The staff at the Harry Lundeberg School in Piney Point has developed a comprehensive four-week program which will provide Seafarers in all departments with the technical knowledge they will need to man these vessels safely and efficiently. The curriculum we have developed will include a complete study of loading and discharging procedures, the new types of tanks and pumps, tank cleaning procedures and safety precautions. QMED TRAINING In line with our training program for the new LNG's, we are also stepping up our QMED training to insure that we will have the sufficient number of qualified men in the engine department to meet our commitment to our con­ tracted companies and to insure the continued job security of our membership. I want to congratulate five of our recent graduates of the QMED program. They are Seafarers Peter Hove, James Brack, Mortimore Morris, Robert Goodrum and Philip Pinter. BOSUNS AND SENIORITY UPGRADERS Our Bosuns Recertification Program and "A" Seniority Upgrading Pro­ gram are integral parts of our overall career advancement programs to con­ tinue our tradition of providing the American merchant fleet with the best seamen in the world as well as providing our Union with a knowledgeable and understanding leadership aboard our contracted vessels. This month, 12 more bosuns completed the Recertification Program and will be better equipped as ships' chairmen to provide leadership and pass on the knowledge they have gained to our membership at sea. I would like to congratulate our newly-recertified bosuns and urge them to accept their responsibilities as ships' chairmen by discussing the issues and problems that face our Union and our industry at the weekly shipboard meet­ ings. I want to congratulate Bosuns Perry Greenwood, "Tiny" Anderson, Chuck D'Amico, Donald Pressly, Frank Teti, A1 Oromaner, Ray Lavoine, "Barney" Bamhill, Karl Hellman, Fred Cooper and Vernon Bryant. I am sorry to report that Brother George Libby passed away only two days after graduation. I also want to congratulate the five Seafarers who completed the "A" Seniority Upgrading Program and received their books as full members of our Union. They are Timothy Burke, William Davis, David Gower, Joseph Kundrat and Thomas Vain. THE BEST SEAMEN I cannot stress the importance of these upgrading programs too strongly. We are in a changing industry. Advances in ship design and technology re­ quire new knowledge and new skills. All of the new ships that are coming off the ways today require QMED's. New developments in the deck and steward departments make it necessary that our members in these departments ad­ vance their seafaring skills also. The SIU has a proud tradition of providing our nation's merchant marine with the best sailors—and this has been one of the keys to the. job security our membership enjoys today. Our upgrading programs at Piney Point and our commitment to a continu­ ing training program in all departments is our guarantee that the job security of this membership will remain intact. J / ' One of the chief steward's many essential duties is the preparation of wellbalanced daily menues for the crew. Here Chief Steward Ed Kelly, aboard the Ogden Williamette, checks over a completed agenda. If there is one man aboard a ship who can probably make the difference be­ tween a satisfied crew and a good trip, and an unsatisfied crew and a bad trip, it is the chief steward. A good chief steward can keep the crew happy because he has a key re­ sponsibility: to see that the meals are properly prepared and properly served. In addition to this, the chief steward has one more important job. He is a member of the Permanent Ship's Com­ mittee, and holds the job of ReporterSecretary. As Reporter-Secretary he handles all paper work involved in doc­ umenting matters brought to the atten­ tion of the superior officers, and he also prepares the minutes of the unlicensed crew meetings. Aside from supervising all the work of the steward department, the chief steward is personally responsible for the receiving and issuance of all stores, the inspection of stores for quality and quantity, preparing requisitions, taking inventory of stock and authorizing, checking and recording overtime. He is also responsible for the issu­ ance of linen "and soaps to the crew and officers. The chief steward must see to it that all the men under him perform their assigned duties. He must check the mess halls, as the meals are being served, to make sure that they are clean, and that the service is good. He should also make sure that there is adequate food for the night lunch. He may also assist when there is a shortage of help in the department, and do any work he thinks is necessary for the efficient operation of the depart­ ment. The chief steward can help make a good feedin' ship, and a good clean ship —and that makes for a happy ship. Protect Valuables Aboard Vessel Loss of money and other valuables aboard ship have been reported to Union headquarters. The problem has been especially serious while the ships are in port. Seafarers are advised that they should not keep any large amounts of cash or other valuables in their foc'sles even though they have locks on thendoors and lockers. Money and other valuables can be stored in the master's safe with a receipt given by the master. If money is not stored in the ship's safe, it should be converted to Traveler's Checks and record of the serial numbers of the checks should be kept. » Seattle Ship's Committee L I I missing or stolen from the wareiioni^ in Brht^n, following delivery by the printer. All members are cautioned not to pay any Union obligations I , to anyone other than a patrolman oi* other Union representative f : carrying the proper credentials. Missing receipts can be identified as being in the following series of numbers: J-21,001 to J-24,000 and J-108,001 to J-110,000, A Seafarer approached by anyone with these receipt numbers ltd • . . Paget 8 The ship's committee on the Seattle (Sea Land) gathered below deck during a payoff at Port Elizabeth, N.J. after an intercoastal run. They are, left to right: 0. Ponce, engine delegate; A. Tselentis, educational director; G. Thplett, deck delegate; W. Hand, secretary-reporter; V. Poulsen, chairman. Seafarers Log �Use of U.S. Ships Vital Continued from Page 2 agement association of American ship­ owners. He said that all of the American-flag shipping companies favored the legisla­ tion under consideration and that the position of the American Institute of Merchant Shipping was "dictated by the major American oil companies who are members of that association by virtue of their ownership of domestic U.S.-flag vessels." These oil companies include some of the "same companies who also hold membership in the Federation of Amer­ ican Controlled Shipping," formerly known as the American Committee for Flags of Necessity, and which is made up of U.S. major oil companies with large fleets of foreign-flag tankers, noted Brand. The industry spokesman said that of the 95-97 percent of U.S. oil im­ ports brought in by foreign-flag tanker^ approximately 40 percent is carried by Liberian-flag ships, most of which are owned by American oil companies. He pointed out that the oil companies con­ tend that these American-owned, Liber­ ian-flag ships are under the "effective control" of the United States. Brand said that the events of the past few months "have certainly put to rest this lie." He showed the members of the Con­ gressional Committee a copy of an Ex­ ecutive Order issued and signed by the President of Liberia barring any "vessel with a Liberian registry ... to carry ... implements of war to countries in the Middle East. . ." . He stressed that the Liberian action "serves as a warning of what could happen to the United States if this coun­ try is involved in a conflict, or pursues a foreign policy which does not meet with the approval of a foreign govern­ ment." He added that "conceivably Liberia could prohibit Liberian-flag ves­ sels," although American-owned, from carrying fuel or other supplies to the United States. Subcommittee Chairman, Represen­ tative Frank Clark (D-Pa.) agreed with Brand and said that it has become "increasingly clear that the U.S. can no longer be dependent on foreign-flag tankers for oil imported by sea." Other Subcommittee members at the hearing expressed sympathy with the purposes of the legislation. Congresswoman Leonor K. Sullivan (D-Mo.), Chairman of the full Mer­ chant Marine Committee, said that she thought "interesting" Brand's tlieory of the preference plan providing the gov­ ernment with its first "yardstick" of oil shipping costs. The Transportation Institute spokes­ man pointed out during his testimony that the Maritime Administration knows the cost of building and operat­ ing U.S. vessels, and under the proposed legislation the Commerce Secretary would be required to determine if a ves­ sel is charging a fair and reasonable rate. It would give the government more precise cost data than it has heretofore had, he added. Brand was the lead-off witness at the resumption of the hearings and other witnesses are scheduled to follow. The SIU will be heard at a later date in the hearings. Passports All Seafarers are advised that they should have United States passport books and should carry them with them at all times. Seafarers have encountered problems in some areas of the world because they did not have passports, and the problem seems to be increasing. In addition, many Seafarers have not been able to make flyout jobs to foreign countries be­ cause they lacked passports. A U.S. passport can be secured in any major city in the country. If you need assistance in getting a passport, contact your SIU port agent. Transidaho Committee mmiMm By B. Rocker Members of Congress had an opportunity during the holiday recess to go back to their districts, meet with their constituents, and find out how the voters stand on issues before the Second Session of the 93rd Congress. Some of the most pressing issues facing Seafarers are possible abolition of the Merchant Marine and Fisheries Committee, pension plan regulation, and oil import quotas. Oil Import H.R. 8193, to guarantee that a minimum of our oil imports be carried in U.S.-flag ships, is still under consideration in the House Merchant Marine and Fisheries Committee. Edwin M. Hood, president of the Shipbuilders Council of America, and Adm. Albert G. Mumma, chairman of the Commission on American Ship­ building, testified in favor of the bill in hearings last year. We are encouraged by the support we have gained in Congress. Two hun­ dred twenty five members have co-sponsored the bill. We know that we face powerful and determined opposition from the oil companies, since they operate ships under foreign flags. But it is interesting and timely that the oil giants are coming under attack in the Senate, where the Investigations Subcommittee is questioning their tax preferences, profits, and the oil companies' role in the energy crisis. Senator Henry M. Jackson (D-Wash), chairman of the subcommittee, has charged that he has evidence that American companies cut off oil to the U.S. military during the Mid-East alert in October, at the request of Saudi Arabia. He has asked the oil executives to respond to the charges. SIU is continuing to support H.R. 8193, and is testifying in support of the bill as hearings resumed in the Merchant Marine and Fisheries Committee. Reorganization of the House of Representatives The first attempt since 1946 to realign the committee structure of the House of Representatives is being considered in the Select Committee on Com­ mittees. Their recommendations were published and released before the Christmas recess. From the SIU point of view, the threat is to the Merchant Marine and Fisheries Committee, which handles most of the bills vital to our members. The Committee would be dissolved and its functions given to other committees. Such a change, particularly at this time when the U.S. merchant marine is beginning to grow, would deprive us of the expertise developed over many years by members who understand the unique problems of the industry, the impact on our economy, and the role of the merchant marine in national security. We believe there is a great need to retain the Merchant Marine and Fisheries Committee intact, and will urge the Select Committee to recommend doing so. Pension Plan Regulation Staff members of the House Ways and Means Committee and the House Labor Committee are continuing to work toward a compromise pension bill. The purpose of pension plan regulation is to establish minimum federal standards for private pension plans. About 35 million people are now covered by such plans in the United States. The SIU plan has been carefully constructed and negotiated to assure that money is available for Seafarers' retirement. The Union wants to be sure that the complicated language of the bills will provide the safeguards needed to protect financially sound plans like that of the SIU. U.S. Public Health Service Hospitals As we reported last month, $18 million was appropriated to be used for repairs to the remaining eight Public Health Service hospitals. A study is now being made in each of the hospitals to determine what repairs need to be made and to set priorities. Saving the hospitals was a great victory; now we would like to see that they are maintained at a level to provide maximum care for seamen. hm'r- Everything seems to be looking up on the Transidaho (Hudson Waterways) as a smiling ship's committee gathered during a payoff after a run from Puerto Rico. From top to bottom are: V. Alvaro, educational director; B. Woturski, chairman; F. Rakas, steward delegate; S. Katehis, deck delegate; A. Derosier, engine delegate. February 1974 Seafarers are urged to contribute to SPAD. It Is die way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. Page 9 k �Senate to Consider Ocean Study Proposal The U.S. Senate will next month con­ sider a proposal for an oce^ study which includes recommendations for a "large, modem merchant marine." The study's sponsor, Sen. Ernest F. HoUings (D-S.C.) says he thinks that despite Congress' efforts in the field during the last 15 years, notably crea­ tion of the National Oceanic and At­ mospheric Administration, "our pos­ ture as a sea power and our economic position in the world do not reflect the concerted effort and the national im­ petus we had hoped for nationally or internationally." Before Congress went home for the holidays last year, 52 U.S. senators sup­ ported Sen. Hollings' resolution to be­ gin a "Senate oceans' study policy." Under the proposal the ^nate Com­ merce Committee would study: • A large, modem merchant marine. • Ocean policy positions which rep­ resent national self-interest in interna­ tional negotiations. • Leadership in ocean technology. • A dynamic ocean research pro­ gram. • Progressive, inteD^nt coastal zone management. • A h^thy, growing fishing Indnstiy. • An ocean business climate whidi encourages indnstry to tap all flie po­ tential resources of the sea. it is expected that progress reports from time to time, with legislative rec­ ommendations, would come from the panel's conferees. The special study panel would con­ sist of members of the Senate Com­ merce Committee, six senators of coastal and Great Lakes' states and two representatives each from the Senate Committees on Armed Services, Appro­ priations, Government Operations, In­ terior, Public Works, Foreign Rela­ tions, Labor and Welfare. Sen. Hollings is of the opinion that the oceans may help to solve some of the U.S.'s pressing problems today, such as the energy crisis, shrinking job market, inflation and raw material shortages. First Pension Check For the Very Last Time SlU Great Lakes members gather for a very special ceremony after winter layup aboard the SS Nicolet (Gartland Steamship) in Bay City, Mich. From the left are: Capt. Werner Buller, Daniel Meyers, Andrew Aspsetter with shovel, Don­ ald Mullins and Duane Witt. Aspsetter got the shovel wrapped in dollar bills from his shipmates as a very special going-away present Dec. 1. After 46 years sailing on the Lakes—29 with the company-—he retired Nov. 30. Andy's home is in Exeland, Wise, where he plans to spend his retirement doing what he loves best—hunting and fishing. Baltimore Ship's Committee Overjoyed at getting his first SlU pension check is Jose Ortiguerra (left) from San Francisco Port Agent Steve Troy at the membership meeting last month. Newark Ship's Committee The Ship's Committee on the Baltimore (Sea Land) assembled on deck wheri the ship docked in Port Elizabeth, N.J. for a payoff after an intercoastal run. From left to right are: E. Conrad, deck delegate; F. DiCarlo, secretary-reporter; J. Datino, engine delegate; L. McGlone, chairman; R. Rivera, Jr., steward delegate. . 5ve been reported warehouse in Brooklyn, N.Y. followAU members are cautionea not to pay any Union obligations ; to anyone other than a patrcbnan or ether Union-r^ecesentative ^ the proper credentials. J sing recelj^ can be identified as being in the following i to ^24,000 and J-108,001 to The ship's committee on the Newark (Sea Land) gathers below deck for a payoff at Port Elizabeth, N.J. From left are: 0. Dammeyer, chairman; N. Reitti. educational director; A. Balkman, deck delegate: A. Silva, steward delegate: P. McAneney, engine delegate. Page 10 lepon Bie Incident to the Seafarers Log �Chief Electrician H. H. Patterson cleans up his work bench after the John Tyler tied up at Port Newark following a long three-month voyage to the Far East. T )i Mifi S.S^ JOHN TYLER (Waternian Steamship Co.) retorned to U.S. after a three-month voyage to the Far East. The 15,000 dwt mariner-type ship crewed op in Mobile for a trip to ports in Manila, Saigon, Taiwan, Pusan, Okinawa, Hong Kong and Japan. The ship, which was buflt in 1952 and originaUy christened the Colony Mariner, was later re-najoied die Og(den Bear when she saded under the flag of the Pacific Far East fleet before by IVatmnan. sf<^ at Phfladdfi^^ While awaiting payoff, Seafarer Marcos Hirr, who sails as fireman-watertender, catches up on devel^ ments affecting his Union and the maritime Indus­ try as reported in the LOG. February 1974 1., die J^>hn Tyler was schednled ici before making a retummn to die Far EastI Part of the reason the John Tyler is known as a "good-feeder" are these members of the steward department. From left are Jimmie Jones, crew pantry; Albert Coala, Jr., crew mess; Rob­ ert Gregory, saloon mess, and Jack Rankin, cook and baker. Seafarer Bobby Brown, a March 1973 graduate of the Lundeberg School, takes another turn on the bitts after the ship tied up. Brown, who comes from Mobile, said: "This was my first long voyage and it was interesting and exciting. I like sailing and feel I fit right in." Page 11 i:. �The following letter is from a member of the National Maritime Union addressed to NMU President Shannon Wall. It appeared in the November, 1973 issue of the NMU Pilot, and describes rather clearly the concern among NMU members about their job security. Also reprinted here are some excerpts from the NMU's Executive Board's actions over the past year, showing the NMU's agreement to a reduction in manning scales on their ships. strongly believe that the short term To President Wall, Sept. 22—Our approach will give the majority a NATIONAL HEADQUARTERS membership at the present time is 346 W. Uth Sf., sense of needed security. gripped by fear. The members on the New York, N.Y. 10011 ships are in fear of losing their jobs We all know that nothing is abso­ Phone; (212) 924-3900 and the ones on the beach are in fear Offices in major port cities lutely perfect, also that nothing is sta­ of not getting one. We all know that , o* AmeiiiCci AFL-CIO tic and all things do change. Change • the NdtiOPc.ll Mcjiitime UncQp , Tne off'Ciai-'cgaf^ o fear is a terrible thing to experience, has to come about within our job especially if you don't know what to structure to match the times. This NOVEMBER, 1973 NUMBER 8 VOLUME XXXVIil do about it. can be accomplished by amending It has reached a point where sides the national shipping rules, thus have begun to form and emotion is eliminating a hate-inciting and costly mounting. Our membership is split referendum. into two factions, the "haves" and disability, death and for other rea­ the "have nots", when it comes to • That when a crew member ac­ I firmly believe that we can meet jobs. Each faction has valid reasons cumulates 90 days of service aboard this challenge and unify our member­ sons. for their passionate and emotional a LASH, container or tanker vessel, ship where it will be fair and amena­ I call this the "share-a-job-plan" outbursts of hate for each other. Tell he shall take his vacation plus a com­ because it would preserve some sem­ ble to all concerned. It will provide a me, how can we survive as a progres­ pulsory 30 days additional to his va­ feeling of security and a feeling of blance of job security and be almost sive organization when there is so cation. personal worth. It will afford a peace like the two-crew proposal, which I much hate within us? • On freighters, after he accumu­ of mind to all—the men on the feel is much better than the sevenIt is a traumatic and a depressing lates 120 days of service, he shall beach, the men on the ships, the month concept because the employ­ experience to sit in the hall sweating take his vacation plus a compulsory harassed port officials and a con­ ment and unemployment gap is too out each job call and knowing that 30 days additional to his vacation. cerned National Office.—Chester E. far apart. It would be a nerve-wrack­ with each tick of the clock one's fam­ (Definitions: Short trip ships— Sliwa, Bk. 37921, SS Gulf deer ing feast and famine structure and I ily finances are going deeper in the less than 3 months duration. Inter­ red and in some cases being humili­ mediate trip ships—more than 3 Excerpts from the NMU's National Office Minutes over the last six months. ated because of forced acceptance of months but less than 6 months. Long welfare or the charity of friends. I trip ships—6 months or more. The know this because I have been in this 3-month basis would be used for cal­ J nredicament. culating vacation and compulsory Now, the man on the ship is sweat­ time off for the intermediate or long the manning scale in the Steward's NATIONAL OFFICE MEETING ing out his pension quarters. He sees Department on the SS Gaines Mill. trip ships.) January 26,1973 The National Office reviewed this re­ all hope of a planned retirement • Initiate a procedure where the 4] MSG to accept the report of Vice quest and unanimously agreed to the dwindle, with the specter of losing his men in the hall must take relief jobs President Barisic regarding the com­ reduction. job security at the same time, and in that port. There is no excuse, when bining of the ratings of Chief Cook and Vice President Bocker reported on sees it perhaps disappear completely Chief Steward on deep-sea vessels. This ratings are available, to have to re­ letter received from U.S. Lines, Inc. is presently being done on certain after years of constant affirmation of quest another port to fill these jobs or requesting reduction in manning scale coastwise vessels. it by our Union's officialdom. You to allow Group 2s to take them. on Challenger I Type Vessels. The Na­ see, I know because I'm here at this A job is a job, whether it is perma­ tional Office reviewed their request and crossroad. nent or relief. It provides the money NATIONAL OFFICE MEETING unanimously agreed to the reduction. I say we can solve this delicate and needed for today's economic exist­ May 10,1973 important problem with an approach ence. When times are tough and the 11] MSG to accept report of Vice NATIONAL OFFICE MEETING which I feel will be fair as is humanly wolf is at the door one cannot be President Strassman on the situation September 11,1973 possible to all concerned. choosy. with Cleveland Tankers Co. pertaining Tn order to speed up shipping and 11] MSG to accept report of Vice to the new chemical tanker 10-man • Group 2s would have to put in President Bocker regarding request manning scale. job opportunities wnere everyone 1,000 days before becoming eligible from Texaco Inc. to reduce the manning will get his fair share of work with­ for Group 1 status. A sliding scale scale in the Steward's Dept. The Na­ out destroying the mental composure would be worked out for eligibility as tional Office reviewed their request and NATIONAL OFFICE MEETING of anyone through fear I propose the the present Group Is are depleted unanimously agreed to the reduction. May 29,1973 following: through attrition such as retirement. 12] MSG to accept report of Vice 15] MSG to approve request for man­ President Bocker on letters received ning scale reduction of the SS Valley from Keystone Shipping Co. to reduce Forge, 6-man Steward Department the manning scale in the Deck & Engine with Steward/Cook combination. Department and Steward's Department. 16] Vice President Bocker reported The National Office reviewed their re­ for the record the manning scale reduc­ quest and unanimously agreed to the tion previously approved for the SS reduction. Barbara Jane and the SS Fort Worth. Pilot •JK Voiie of the membership Nutiouul With plenty of jobs on the board in all departments, Seafarers line up at the shipping counter to throw in for work. Making the hourly call at the NewYork hall is SlU Patrolman Jack Caffey. Shipping remains good in all ports. NATIONAL OFFICE MEETING August 1,1973 10] MSG to accept report of Vice President Bocker regarding two letters received from Keystone Shipping Com­ pany: 1) The Company's intention to purchase the SS Sister Katingo, pro­ vided agreement is reached on reducing the manning scale. The National Office reviewed this request and unanimously agreed to the proposed manning scale. 2) The Company's request to reduce the manning scale in the Steward's Department on the following vessels: SS Mill Spring, SS Monmouth, SS Ft. Fetterman, and SS Chancellorville. The National Office reviewed the request, and unanimously agreed to the pro­ posed manning scales. NATIONAL OFFICE MEETING September 5,1973 4] MSG to accept report of Vice President Bocker regarding request from Keystone Shipping Co. to reduce Page 12 MinutVH r NATIONAL OFFICE MEETING October 1,1973 10] MSG to accept report of Vice President Bocker on Union Oil Com­ pany's plan to automate boilers on the SS David Irwin. The National Office reviewed their request and unanimously agreed to the requested reduction in the Engine Department. Vice President Bocker reported on the request from Lykcs Bros, for reduc­ tion in manning scale on Gulf Andes vessels. The National Office agreed that Vice President Bocker meet with Lykes Bros, to work out necessary details. NATIONAL OFFICE MEETING December 4,1973 7] MSG to accept report of Vice President Bocker on letter received from Marine Transport Lines request­ ing the reduction of the 2nd Pumpman on the Marine Floridian. This brings it 4n line with the two other vessels. Ma­ rine Duval and Marine Texan. The Na­ tional Office agreed to the reduction. Seafarers Log �DISPATCHERS REPORT TOTAL REGISTERED All Groups Class A Class B Class C JANUARY 1-31, 1973 Port Boston . New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Frankfort Chicago Totals .. r .. .. .' 9 26 16 7 26 64 31 73 12 25 12 87 0 4 2 0 5 15 6 1 516 0 14 4 4 6 1 8 10 11 15 2 8 2 16 0 0 0 0 0 0 2 0 103 0 7 0 0 0 0 0 1 0 0 0 0 0 2 0 2 1 0 1 1 0 0 15 3 57 6 34 19 3 23 44 21 55 12 30 9 53 0 1 0 1 7 17 1 1 395 3 33 8 14 4 0 10 13 7 46 7 16 6 21 0 3 0 0 0 3 0 0 194 0 6 0 0 0 0 0 6 4 2 0 0 0 3 0 2 0 0 0 0 1 1 25 1 13 0 1 3 0 6 5 4 8 2 2 0 7 5 0 0 0 0 0 0 0 53 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0 0 3 •. ,. . . ; .. ..; Seattle Puerto Rico .. Houston . . .. Piney Point .. Yokohama . . . Alpena Buffalo Cleveland . . . Detroit Frankfort .... Chicago Totals 1 31 8 17 7 4 25 27 9 34 6 14 10 30 0 0 0 1 0 4 1 0 229 New York . .. . Philadelphia .. Baltimore . ... Norfolk Tampa Mobile New Orleans . . Jacksonville . . San Francisco . Wilmington . . . Seattle Puerto Rico . . . Houston Piney Point . . . Yokohama . . . . Alpena Buffalo Cleveland . . . . Detroit Frankfort Chicago Totals Totals All Depts 2 8 13 1 391 0 4 1 2 180 0 10 0 0 25 1 28 6 6 9 3 13 29 13 30 13 11 4 31 0 2 0 0 0 2 1 0 202 2 4 0 0 1 0 0 2 0 0 1 1 0 5 0 2 2 0 4 1 0 2 30 0 55 7 25 8 1 9 52 17 22 4 14 7 57 0 2 Ml 3 1 0 284 1 53 11 7 3 1 3 15 9 45 7 10 2 42 4 2 — — 1 0 0 216 0 5 0 0 0 0 0 4 2 3 0 0 0 1 0 6 — — — 1 0 1 24 2 104 12 47 22 6 49 99 28 97 12 32 27 89 0 0 2 3 9 19 1 2 665 4 56 7 20 11 1 19 31 13 54 8 19 6 41 0 2 0 0 0 4 1 1 299 2 9 1 0 2 1 0 12 4 2 0 0 0 10 0 0 1 1 3 0 2 1 53 0 36 4 13 3 3 0 33 3 32 4 13 14 35 0 0 1 39 1 3 3 0 2 17 4 34 -t 8 5 19 38 1 0 8 0 0 0 0 0 1 0 3 0 0 0 4 0 3 1 59 11 28 15 3 56 72 23 73 10 12 16 71 0 2 0 1 1 5 1 0 467 2 12 2 2 7 0 2 9 9 24 4 5 1 16 0 1 0 0 0 0 0 0 97 0 1 1 0 0 0 0 2 2 0 0 0 0 1 0 0 0 0 0 0 0 0 7 M. .M — Ml 7 1 201 0 0 176 0 0 19 4 46 12 30 12 3 18 58 10 42 12 17 17 34 0 0 1 2 12 28 11 3 376 2,449 3 111 26 38 28 4 50 89 39 92 18 21 33 74 0 9 2 3 1 9 2 1 658 1,256 11 59 0 20 12 1 1 38 6 8 2 2 4 88 0 2 7 3 15 28 2 6 319 409 2 30 3 13 8 1 8 37 5 30 4 10 3 21 0 0 0 2 3 21 10 , 1 212 1,352 3 88 8 27 10 2 8 43 24 70 15 12 17 60 46 2 1 1 0 11 1 0 449 799 5 36 0 7 3 1 0 10 3 5 1 3 3 29 .0 10 1 1 3 17 0 1 139 182 876 572 M By looking at the above shipping figures, Seafarers can dearly see the true strength of their Job security. These nambers show tbat SIU merabefs can feel confident tbat jobs will be available for tbem to fill. Puring tbe period of Jan. 1-31, 4974, of tbe 1,516 jobs snipped, 876 were filled by Class A" Seniority fuH book members. Therefore, tbere were 648 j^nnanent jobs available to Class "A" Seniority full book members not taken by them. February 1974 The SlU-manned crude carrier Man­ hattan is just one of 51 SlU-contracted vessels presently plying interna­ tional waters on the Russian grain/ oil run. The SIU's Washington staff was instrumental in mustering Con­ gressional support to insure a third of the ships carrying grain to Russia would be American-flag vessels. Continued donations to SPAD make legislation like this possible; thereby insuring long-term job security for entire SIU membership. The Man­ hattan, operated by Hudson Water­ ways, made a bistorie crossing of tbe Northwest Passage to Alaska nearly three years ago. ENTRY DEPARTMENT Port Boston Ml 7 157 14 57 24 10 57 120 61 143 26 44 24 144 0 4 4 3 19 20 4 3 941 STEWARD DEPARTMENT Port Boston New York . . . Philadelphia . Baltimore . . . Norfolk Tampa Mobile New Orleans . Jacksonville . San Francisco Wilmington . . DECK DEPARTMENT 4 3 0 72 28 5 17 5 0 18 0 8 8 4 0 5 2 0 16 4 0 64 12 1 11 6 0 35 0 42 0 10 10 1 14 10 1 3 8 33 3 74 0 9 0 4 4 1 REGISTERED ON BEACH All Groups Class A Class B Class C ENGINE DEPARTMENT Fort Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Frankfort Chicago Totals TOTAL SHIPPED All Groups Class A Class B Class C Manhattan— 1 of 51 Ships On Grain Run Politics Is ^ • '•9!l Page 13 �ASHORE Port Elizabeth, NJ. A new service by Sea-Land's SL-7 containerships and relay vessels is now in operation between the ports of Jacksonville, Fla., and Charleston, S.C., and Ae ports of North Europe. Also Sea-Land Service has reported expansion of its intermodal container cargo fleet to several inland ports in Mexico with con­ tainerships to and from the port of Houston, Tex. Washington, D.C. The National Maritime Council, which operates under the auspices of the Federal Maritime Administration, sponsored a Shipper Forum in Phoenix, Ariz, on Jan. 30. On Feb. 13 a NMC Unity Dinner was given in San Antonio, Tex., and a Shipper Adviser Award Luncheon was given in Chicago, 111. on Feb. 14. San Francisco Deputy Assistant Secretary of Commerce for Maritime Affairs Howard Casey addressed the port's U.S. Propeller Club luncheon Jan. 23 and spoke on "The Maritime Industry and Energy." Detroit Newly launched, SlU-contracted Charles E. Wilson and Roger M. Kyes (both American Steamship) and the William R. Roesch and Paul Thayer (Kinsman Marine) were hit last month by the "critical" fuel shortage on the Great Lakes. On the average a Lakes vessel can carry 495 tons of cargo one mile for each gallon of fuel consumed which is considerably much less fuel than trucks and aircraft use. Superior-Duluth Construction of a $25-million loading facility for low sulphur coal at Super­ ior, Wise, is scheduled for an April or May start. The pier will be built on 225 acres bounded by the waterfront and Winter St. between Corning Ave. and the old East Dock. Baltimore This port handled an all time record of 36 million tons of foreign cargo last year. It's an increase of almost 4.5 million tons over the 31.5 million tons handled here in 1972. The previous high was set in 1957 when 32 million tons were handled. Imports in 1973 amounted to 26 million tons and exports were 10 million tons. New York Ships on the high seas carrying cargo in and out of this port accounted for a record first six months last year with a total of 38,889,079 tons. St. Louis Port Agent Leroy Jones is at home on crutches after leaving the hospital last month. He was injured November when a car crashed through the front window of the Union hall. The wife of an IBU member hurt in the same crash, Mrs. Ronald Hicks, also left the hospital. Completion and ratification of a contract with the Notre Dame Fleeting Service here was reported late last month. Boston Seafarer Walter Schlecht has been released from the Brighton Marine USPHS hospital here following recovery from a heart attack. New Orleans Greater New Orleans' AFL-CIO has unanimously reelected to its Executive Board for another year Lindsey J. Williams, who is an SIU vice president and C. J. "Buck" Stephens, who is SIU port agent in New Orleans. Port Newark-Elizabeth, N.J. Port Authority of New York and New Jersey has budgeted $28 million this year for the completion of container berths, wh^ construction and upland area development at the complex here. Mobile 'This port moved over 2.5 million tons of waterborne cargo during October of 1973, making a 10-month total last year of almost 24.3 million tons. Page 14 Bill Seldenstricker on duty in the galley aboard the frelghtship Penn Mar. Seafarer Bill Seldenstricker: An Expert Baker at SeaA Horseman Ashore Besides being an expert baker, and an ex-steward department instructor at the Harry Lundeberg School, Seafarer Bill Seidenstricker is also a very good horseman. BiU is the proud owner of two im­ pressive thoroughbred show horses, a flaxen maned palomino and a 1,500pound Vermont-bred Morgan. Along with his 13-year old son Jimmy, the Baltimore-born Seafarer competes in local Maryland rodeoes in show-riding events. Bill reluctantly admits, though, that his young teenage son, who has already won several first place rodeo ribbons —Bill is still looking for his first—^is a much better rider than he—but offers the excuse that his son gets in a lot more practice hours. Bill's eight-year old daughter Tammy is also very interested in horseback riding and is presently taking jumping lessons. Oddly enough, his seven-year old daughter Vicki finds little interest in horses—but in the athletic tradition of the Seidenstricker family, young Vicki wants to be a dancer. Not to be denied. Bill's wife Cecelia is also very athletically inclined but prefers to keep her two feet on the ground in such sports as bowling and tennis. During his nearly three years, 197073, as instructor at Piney Point, the 36-year old Seafarer found more than just a job—he found a home. Bill moved his family to Piney Point shortly after taking the steward depart­ ment position at the Lundeberg School, and now makes his permanent home there. His skills as a baker are extensive. Captain C. W. Spear remarked that while Bill was in his employ aboard the Robin Trent in 1967, "he displayed a high degree of professional ability in food planning and preparation, and has been graded excellent in galley man­ agement and sanitation." Captain Dennis Mitchell of the American Victory said that Bill "kept all of us, officers and crew, happy with the variety of his delicious cakes and pastry, the taste and appearance of which were reflecting his pleasure and effort to perform his duties to the satis­ faction of all." Bill is presently sailing as baker aboard the Penn Mar. The 10-year SIU veteran says that he misses the Lundeberg School very much and enjoyed working with his fellow staff members. He found that instructing the HLS trainees was most rewarding. "I learned a lot about the younger generation from my experiences at the School," recalls Bill, "and I'm sure it will be an important aid in my relation­ ship with my own son when he is a little older." Bill stresses the need for education and upgrading for all Seafarers. "The facilities at the Point are outstanding," he said. Bill's plans for the future include purchasing a sizable piece of property in Piney Point and—what else—rais­ ing horses. Texas City Tankers Pay Due Listed below are Seafarers hav­ ing unclaimed wages from Texas City Tankers as of Jan. 1, 1974. Name Fanoli, J. Williams, J. SSNo. 056-18-5415 563-10-8472 For the back pay due, write to Frank Greathouse, chief marine accountant, Texas City Tankers Corp., P.O. Box 1271, Texas City, Tex. 77590 or call 713-9454451. Seafarers Log �Pitched Against the Old 'Satchel' 1 AT SEA Seafarer Prince Baker'Pa(i)ge' One Sfory Literally thousands of people can probably recall that they personally sat in the grandstands and witnessed the. great Satchel Paige put down batter after batter on the way to another of his scores of victories in the old Negro leagues. But only a relative few can say they actually played against him—and even fewer can brag they beat him in a pitch­ ing duel. Prince Baker, an SIU member for nearly 30 years, has done all three. Prince was bom in 1917 in Little Rock, Ark. but as a very young lad his family moved to Chattanooga, Tenn. where he spent his boyhood days—and where he learned to play baseball, "the hard way," There were no organized Little Leagues in those days and the baseball "fields" the kicfe played on were nothing more than empty, sandy lots heavily sprinkled with various sized pebbles and rocks. Baseball gloves, for those who owned one, were the three-fingered kind with no webbing or padding, and if you caught a hard shot "it hurt." Bases were usually either large stones or paper bags held in place by just about any heavy object—and the most feared hit ball was not a screaming line drive up the alley in left or right, but a hard hit ground ball that might skip off a roclc in any number of direc­ tions and go for a home mn. Of course the scores of these games could go "pretty high", and it was not unusual for each team to cross home plate 20 or 30 times. Prince moved to Baltimore, Md. at the age of 17 where he first saw Satchel Paige pitch. He remembers paying 15 cents for a grandstand seat. He won a starting pitcher's berth with the Baltimore Giants, an industrial company-sponsored team. "I got no pay for playing baseball, but I did have a job with the company," recalls Prince. He pitched against Paige on three different occasions, losing the first two times and finally winning the third. When asked how he managed to beat SS Delta Sud With the completion of the SS Delta Sud's (Delta Steamship) maiden voyage to Rio de Janeiro, Brazil last month. Delta has rounded out its LASH fleet. The company's other LASH vessels are the Delta Norte, which has completed her third voyage to South America, and the Delta Mar, which finished her fourth trip in New Orleans. SS Befhtex Seafarer Carl Moore aboard this ship wants to thank his old shipmates on the Arizpa for the "tarpaulin muster" collected for his hospitalized wife in October. Also he extends special thanks to L. N. Lanier of the Arizpa for gathering up his things and to Capt. Robert Harvy and the other officers. Brother Moore wrote further, "It is a wonderful feeling to know your brother members are standing by you in time of need." He wishes good sailing in the future to his brothers of the sea. SS Overseas Valdez On her way from Ceylon to a payoff in Norfolk recently, the ship's crew spent $40 from the ship's fund to buy the captain a going-away gift. The skipper thanked the Seafarers saying he'd like to have the chance to sail with them again. SS Tampa Seafarer Prince Baker. - the great Satchel Paige, Brother Baker jokingly replied, "that day I threw inshoots and outshoots up and down— gliders and sliders all around." Prince played for several years but retired at an early age for a sailing ca­ reer because "there was no future in baseball for me then, and very little pay." Seafarer Baker began sailing with the SIU as a messman in 1945, and since then has worked his way up to chief steward. "Old timers" remember Prince as a Union organizer during the early struggles of the SIU. The 56-year old Seafarer has accum­ ulated over 20 years seatime in his ca­ reer and has sailed through three wars —World War H with the Navy, and the Korean and Vietnam Wars with the merchant marine. Brother Baker's most recent ship is the Bethflor, but for the past few weeks he has been sidelined with minor ail­ ments. When asked if he planned to re­ tire he answered with a definite "No— I'm gonna stay in there pitching." 5 * Change or Address Or New Subscriber your mailing list. (Frint In/ormaltan) • NAME ADDRESS STATE. A4/y Falcon Duchess Bosun Fred Olsen, who recently completed the Bosuns Recertification Pro­ gram, reports that the Falcon tanker was enroute to Subic Bay on New Year's Eve and all was going well. He reported that Seafarer Ed LaRoda, ship's educa­ tional director, led a good discussion on the SlUPension Plan at the last ship's meeting. He compared it with other maritime unions and explained why ours is sound and up-to-date. SS Portland Seafarer Vagn Nielsen, bosun on the Portland (Sea-Land), got off the ship in Baltimore to attend the February Bosuns Recertification Program in Piney Point. Christmas and New Year'-s at sea were made a little merrier thanks to Chief Steward William Underwood and his crew who prepared special menues for the holidays. Helping out was Seafarer Steve Bigelow who graduated from the Harry Lundeberg School in Nov., 1973 and is sailing as crew mess. SS Columbia Sailing through the Panama Canal last month, the freightship Columbia (United States Steel) completed a coastwise run from the company's Pittsburgh, Calif, steel mill dock carrying steel to its plant at Morrisville, Pa. SS Transsuperior The tanker Transsuperior (Hudson Waterways) had a 49-day payoff when it docked at Carteret, N.J. on Jan. 31. The ship encountered very bad weather on the trip back from Rotterdam. During one storm, the crew reported, there were 40-50 foot seas. There were no accidents however, and Acting Bosun Vasco Tobey said that the crew handled the ship very well during the storms. SS Ultramar Editor, SEAFARERS LOG. 675 Fourth Ave,, Brooklyn, N. Y. 11232 I would like to receive the SEAFARERS LOG—please put my name on CITY Two graduates of the Harry Lundeberg School are on the Tampa which paid off Jan. 29 at Port Elizabeth, N.J. after a month-long coastwise run. Oiler Robert M. Diaz and OS Larry Utterback both had high praise for their fellow crewmembers aboard the Tampa. ZIP. SIU-IBU members please give: Bk# Soc. .Sec. # / TO AVOID DUPLICATION: If you are an old subscriber and have a change of ^dress, please give your former address below or send mailtag label from last issue received. The recently latmched oil, ore, bulk carrier, the Ultramar (Aries Marine) left the Gulf late last month carrying 63,500 tons of grain to Europe. SS Delta Uruguay On a recent voyage to South America, the Delta Uruguay departed from her usual run there to dock at Puerto Madryn, Argentina, 800 miles south of Buenos Aires. She discharged the antenna for an Omega Navigation System, a 700-ton structure to be installed 30 kilometres south of the deepwater port along National Highway 3. While the vessel was in port the local Radio Puerto Madym station gave a live broadcast with interviews about the ship and Sea­ farers right on the ship's gangway. SS Brooklyn The Brooklyn (Sea-Land) had a 28 day-payoff when it docked at Port Eliza­ beth, NJ., on Feb. 7 after a coastwise run. The SIU crew reported a very good trip, with beautiful, warm weather along the Gulf which abruptly changed as they approached the Eastern Seaboard. ADDRESS CFTY ................ Februaiy 1974 STATE ZIP. Page 15 �''-i Houston Columbia : •f •• / f—•' . f r::. 'irf t;- The ship's committee aboard the 504-foot long containership Houston (SeaLand) gather for a photo at a recent payoff at the Sea-Land docks In Port Elizabeth, N.J. They are, from the left: Julio FIgueroa, steward delegate; An­ derson Johns, deck delegate; Recertified Bosun Don Hicks, ship's chairman; Robert Scotti ,engine delegate, and Thomas Williams, secretary-reporter. The Houston is capable of carrying 332 containers with additional capacity for 63 temperature controlled containers. Arizpo A ''t •- The freightship Columbia, operated by Ogden Sea Transport, paid off Jan. 16 at Stapleton Anchorage off Staten Island, N.Y. The ship's committee are, from left: Ed Williams, engine dele­ gate; Clyde Lanier, .secretary-reporter; Ski Gribben, ship's chair­ man; Robert Adams, steward delegate, and Clem Barstow, deck delegate. The Columbia had just returned from a grain run to India and Capetown, South Africa. American Victory The 449-foot long containership Arizpa visited the port of Boston on Feb. 4 as part of her usual coastwise run. The ship's committee aboard the Arizpa are, seated front; Ronald Hoffman, (left) engine delegate, and Daniel Gatewood,' ship's chairman. Seated rear, from the left are: Ed Haber, steward delegate; William Seltzer, secretary-reporter, and Walter Gustavson, deck delegate. The Arizpa was converted for container carriage in 1965 at Todd Shipyards in Galveston, Tex. Tempo The SlU-manned C-2 tanker American Victory, after another Far Eastern run, paid off in Wilmington, Calif, on Feb. 4. The ship's committee noted that "it was a good voyage," and that the crew was looking forward to the next. The committee members are from the left: C. L. Owens, engine delegate, L. J. McCuen, stew­ ard delegate; M. West, deck delegate, and H; Lancaster, educa­ tional director. HJ^EMBERSHIP PARTIGIEA? •L'X TION »nil understandkig iin TION and tfw ^ problems we face—^fbese are the reasons for the importance of SHi Sh^ Committees. Throagh the committees and by attendance weekly meetings at sea aboard att « SIU ships, members ^n participate' to the affairs of their Union as meantogfiilly as they can ashore. SIU Ships' Committees were established by membership action to; Jfuly, 1969 to meet the need 6f keepis^ ing our membership fnUy informed. JflMg' were developed to provide our R IneiBibers at sea with ian insight and imderstanding of the jproblems con­ fronting both oor Unl(^ and the mar­ itime industry, and to inform toem of ^ programs being developed to problems. , -^4 i!acli . Cmatohtee aboard every Snj ve^ cons^^sto toeisb^n; secretsiy-repoftcr is the toe edncatioii director who Columbia The committee aboard the U.S. Steel operated bulk carrier Columbia gather topside for a photo at the ship's most recent payoff in l\/lorrisville. Pa. They are, from the left: William Slayton, engine delegate; fyielano Sarsona, secretary-reporter; James Rogers, deck delegate; Joe PuglisI, ship's chairman, and Frank Nestor, educational director. The Columbia is on an intercoastal run. ^m «ichW the thm paitments. It Is the responsihiltty of Ihe^ip's dhainnan to cail meetings every Sun-. ttoy while the ship sea and encourage all unUcen^ crewmmn'^ hers to attend the meeilngs. It Is also his respoitsibility to ie^d discossions concerning Union pro| :rams, policies •.told problems. :• Articles in the Seafe rers Log are a rich source to serve a springboards far these discussions. 1 he Presidents ^ Report, Headquarters Notes, Legis­ lative Report and artk les relating to v ition in Washin:;ton affecting {ifiir Union and our job security can fonnd In the LOG. , The ship's sccretar|'-repoiTter lihe responsibility of keeping in touch| i^j<nhh headquarters by toall and The committee aboard the U.S. Steel operated bulk carrier Co_ on to the crew ara Seatrain Carolma The SlU-manned Seatrain Carolina paid off in the port of Norfolk on Feb. 8. The ship's committee unanimously agreed that the Seatrain Carolina had an "excellent crew." The committee members are, from the left; Orvillia Payne, secretary-reporter; Enos E. Allen, ship's chairman; Harold Unglert, educa­ tional director; Jack Wong, steward delegate; Richard Mason, deck delegate, and Oswald Gallop, engind delegate. Sea-Land Resource Transonelda The education direi^r is chained ydth the res|H>nsifoiii^ matotototog ill library of Union Jil^iinational toct the SIU 'totoe-'-' Thetis lumbia gather topside for a photo at the ship's most recent payoff in Morrisville, Pa. They are, from the left: William Slayton, engine delegate; Melano Sarsona, secretary-reporter; James Rogers, deck delegate; Joe PuglisI, ship's chairman, and Frank Nestor, educational director. The Columbia Is on an Intercoastal run. Transsuperior The ship's committee aboard the containership Sea-Land Resource take a break in the ship's air conditioned messroom at a Jan. 29 payoff in the port of San Francisco. They are from the left: James Lomax, secretary-reporter; Phil­ lip Pron, steward delegate; Ronnie Lanier, engine delegate; Ronald Craine, deck delegate, and Recertified Bosun Richard Christenberry, ship's chairman. The Sea-Land Resource is on the Far East run with several of her sisterships from the SL-7 fleet. Portland , of handSng memben' beeto in toeir departments nnd of woiridng witli the ship's chalinBian to "I ^ settoftnyg ^ pay-ofit ; whenem possible. Ciewmembers Imve biUty of bringtog their beefs to the at­ tention of their department.del^ate and ^ip's chairinan. Boardia^ SIU patrolmen will rmly discuss beeto which have been taken to the dele­ gate or ship's chairman. Dnitog the shipboatel meeting, every member has both the right and fV, ! t r^qp^ntsibtote to partic|p|te to Participants in the January class of the Bosuns Recertification Program and the A-Seniority Program accompanied SlU patrolmen on a trip to the water­ front and joined the ship's committee aboard the Tampa (Sea-Land) for a photo at the Tampa's most recent payoff in Port Elizabeth, N.J. The Recertified Bosuns are Al Oramaner, far left, and Frank Teti, second from right. The Tampa's committee are, from the left: Bill Butts, ship's chairman; Boland Hoff­ man, deck delegate; Armando Ortega, steward delegate, and Esteban Cruz, secretary-reporter. David Gower, A-Seniority upgrader. is standing far right! Page 16 At a Feb. 2 payoff in the West Coast port of Wilmington, Calif., the ship's committee aboard the SlU-contracted tanker Thetis took time out for a photo before embarking on another voyage. Stand­ ing from the left are: W. Trawick, deck delegate;J. Tucker, edu­ cational director, and C. C. Williams, steward delegate. Seated from the left are: G. Durham, ship's chairman; M. Longfellow, secretary-reporter, and E. Cox, engine delegate. Usual run for the Thetis is Russia. discussions and to become better Infoimed about our Union and our in­ dustry. An infotmed membership is the strength of our Union—and tiie Committee members aboard the tanker Transsuperior take care of some union matters at the ship's last payoff at the Gatex Oil docks in Carteret, N.J. They are, from the left: Arthur Witherington, engine delegate; VascoTobey, ship's chairman; William Costa, steward delegate; Henry Durham, secretary-reporter, along with SIU Patrolman Ted Babkowski. The Transsuperior is on the North European run. The ship's committee aboard the 497-foot long containership Portland con­ duct business with SIU Patrolman Ted Babkowski at the ship's most recent payoff at the Sea-Land docks In Port Elizabeth, N.J. The committee members are, clockwise, from the left: George Doest, engine delegate; Juan Ayella, deck delegate; Alan Lewis, ship's chairman; Bernard Shapiro, steward dele­ gate, and William Underwood, secretary-reporter. Page 17 �t! Xh Thanks for Support House Committee Must Stay 'i t \' The House of Representatives Select Committee on Committees, chaired by Congressman Richard Boiling of Kansas City, Mo., recently released a report rec­ ommending tentative changes in the com­ mittee system of the House. Implementation of these proposals would eliminate the Merchant Marine and Fisheries Committee along with two other House committees. The many important duties of the 36man Merchant Marine and Fisheries Committee, which meets once each week to discuss problems facing the maritime industry, would be dispersed among seven other House committees concerned with a variety of matters, such as, truck­ ing, rails, mass transit and highways. ilie SIU is convinced that such a move could have serious effects on the progress presently being made in the U.S. mari­ time industry. Tlie SIU will fight such a House reor­ ganization with all available resources. Joining our fight for preservation of the Committee are many of the nation's environmental and conservation groups I A I % it i A t'" / More and more, the key to job success and'security in our nation's industries is vocational training and education—and the maritime industry is no exception. Since the Merchant Marine Act of 1970, American shipyards have received contracts for upwards of 90 ships— and the majority of these are vessels of the highly technical automated type, equipped with vastly different machinery. To safely and etticiently man these modem vessels, new skills are required on the part of our members—and in view of this—the black gang rating of QMED is becoming more and more essential every day. To insure that we will always have a Page 18 USPHS Meittcal Director ^ Boston, whose interests are also well served by the Committee. Rep. Leonor K. Sullivan, ehairman of the Merchant Marine and Fisheries Com­ mittee, said, after hearing the Select Committee's proposals, "I'll fight it to the death," SIU President Paul Hall, on informing the Select Committee of the Union's po­ sition, stated that dissolution of the Mer­ chant Marine and Fisheries Committee "and spreading its various areas of re­ sponsibility over a number of House Committees will be extremely harm­ ful . . ." Over the years, the veteran members of this Committee have acquired a unique knowledge and insight into the specific problems facing the maritime in­ dustry, and the importance of a strong merchant marine for economic and na­ tional security reasons. To spread the Committee's work among other committees, would force maritime interests into a back seat in vital legislative areas. QMED-An Essential Rating X For several years now, the Department of Health, Educa­ tion and Welfare has been trying to close all USPHS hospitals. During that time our friends and beneficiaries have been sup­ porting us in our efforts to remain open. Your Union has been tireless in the U.S. Congress for our cause. As a direct result of this active support, we will remain open by virtue of Congressional mandate—and in addition, plans are underway to upgrade our facilities. All our specialty clin­ ics are being strengthened and we will shortly be able to provide a Pediatric Clinic. We feel confident ffiat we can again provide our patients with the best in modem medical care. I am delighted with this change in our situation, and may I take this opportunity to thank you for your help and support tiu-ough a difficult lame. Sincerdy, sufficient number of qualified QMED's to meet commitments to our contracted companies, the SIU instituted a QMED upgrading program at the Lundeberg School in Piney Point. Since the inception of the program in June, 1972, 175 Seafarers have received their QMED.ratings—151 of these in 1973 alone. So far this year, 14 Seafarers have re­ ceived the rating and 35 additional Sea­ farers are presently enrolled in the pro­ gram. We must continue to increase our par­ ticipation in this program—and all eli­ gible black gang members are strongly urged to take part in the course. Care of , . ;iU A. 1 am very grateful for being a member of such a Imej j iuhioh with a Welfare Plan that can't be beat for takihig care ^ of its members. 1 want every member to know how great^^^'^ it is to be taken care of when you become disabled ojr retireMy very best r^rds to the union. RespecthiOy yoora, Ueoige K. Marioiiiieaiix < A Backin Touch V About three months ago, I wrote a letter to the Union re- ' questing assistance in locating my brother, Seafarer Roger P. Coleman. Thanks to the ad mn in the Personals section of the LOG, we are back ill touch after six years. It was a wonderful Christmas present. keenly, ]ame.G.Colehiiin Annandaie, Va« . < : Vol«w» XXXVi. N«. 3 Offttiiai Pubtication of th« Stftfarers tntematlonal Union of fiforth Amsrica. Atlantic, QuU, Ukes and Inland Watert District. AJFCrClO % Seard2 ; ^aui Halt, Ares/cten^ • . Cal Tanner, Bxecutlve ^ics-Pmident 2> Earl Shepard, V/cs-Prts/dsnl AIOO OiOforcio, Secrefa/y-treasuce/- tindsey WtlKams. V/co-PrasWonf Frank Drozak, Viee-Pfesident Paul Oroz'ak, Ihibiishrld monthly by Saafareni lnteiWatidn^ Atlantic, 6«lf, takaa and inland Watata Olttrlct, AFL-CIO 6/5 Fourth Avonua^, Brooittyn. N.V, ^2. tlal, 499-6600. Sacond class jKistaf• pakt it?BrodklyiV NV. Seafarers Log < �Brooklyn Ship's Commiffee FINA 'CIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disburse­ ments of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. Committee members of the contalnership Brooklyn gather for a photo In the crew messroom at the ship's last payoff In Port Elizabeth, N.J. They are, from the left; F. Carmlchael, steward delegate; Nicholas Bechllvamis, ship's chairman; Andy PIckur, deck delegate, and Ola Stornes, educational director. The Brooklyn carries 360 containers. Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N. Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. Lack of Vital information Delays Welfare Payments There is nothing mofe discouraging to the members or frustrating to the SIU Welfare and Pension Department when welfare, pension or death benefit pay­ ments are not processed and paid promptly. In many cases this causes hardships not only to the member, but to his family when he is at sea. Last month, there were 291 SIU wel­ fare and pension claims received at Union headquarters which could not be processed because they lacked some in­ formation necessary for trustee ap­ proval. In most cases, either doctor or hospi­ tal bills were not included with the claim forms. Other documents which are fre­ quently missing are: notarized death certificates, birth certificates, marriage licenses. Medicare statements, certified funeral bills, discharges, and income tax returns when proof of support of [.adopted or step-children is required.' Other information which is often not [included and which delays processing of i claims are the doctor's social security I number or the hospital's identification ! number. When a welfare, pension or death I benefit claim is received without all nec[ essary documents and information, the Welfare and Pension Department will write to the member or his dependent three times requesting the document or information. If the information is not supplied after the third letter, the claim SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is; is filed pending further communication from the member. One way that members can help to speed up the processing of dependent claims while they are at sea is to leave a claim form—with the front page filled out with all necessary information—at home together with copies of all dis­ charges for the previous and current year, and the name of the ship they are currently aboard. The member should also instruct his wife or other eligible dependent on the necessary documents, such as bills, and other information they must have when sending the claim into the SIU Welfare Department. The member should also show his dependents how to fill out the claim form completely. The SIU Welfare and Pension De­ partment makes every effort to process all claims promptly and urges Seafarers to cooperate by taking the time to make certain that their claim forms are filled out properly and that all necessary doc­ uments are included. Members or their dependents who require assistance in filling out claim forms should go to the nearest Union hall. Seafarers can also obtain a copy of "SIU Surgical, Pension and Welfare Benefits for Seafarers" from any Union hall or by writing to: Seafarers Welfare & Pension Department, 275 20th St., Brooklyn, N.Y. 11215. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIEIS. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member IS required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should immediately notify SIU President Faui Haii at headquarters by certified maii, return receipt requested. McLean Committee The following activO members and pmiohem ha^b had Ji^lid they failed to supply complete Information when liUng their claims. Please contact Tom Crantord at (212) 499-6600. Name ; Soc, Sec. No. R. Sherman 504-24-7000 R.Biay 229-62-7351 J. Rose t 018-22.0353 274-32-1039 C. WiUiams E.Mann 231-01.3903 W.Autry 416-30-0527 J. Raymond (Pensioner) 065-05-9500 H.Lindsey 567-64-0366 ard .431-50-6368 B. Gardoza 094-12-8394 J.Moran 428-24-8508 437-60-2868 J.Moore 086-50-8629 E.Reid 212-46-1398 E. Ervin 'V February 1974 District \ UIW T;:;. A&G UIW IBU A&G A&G IBU IBU A&G A&G ! - The Sea-Land McLean, following another smooth European run, paid off in Port Elizabeth, N.J. on Feb. 4. Committee members aboard the McLean are, standing from the left; 0. Ayala, steward delegate; Luis Perez, deck delegate,' and R. Sadowski, secretary-reporter. Seated is John Hunter, ship's chairman. Page 19 �\ \ Seafarer ^ngelundKnew The Sea Would Be His Life Looking back, Seafarer Qayton Engelund believes that it was inevitable that he would make the sea his life and career. As he reminisced about his boy­ hood, growing up on a farm in rural Wisconsin and later working as a lum­ berjack in the hardwood forests of Wis­ consin and Minnesota, he said, "I guess I always had it in the back of my mind that one day I would go to sea." Seafarer Engelund, who now sails as bosun and able-seaman, was born in Phelps, Wise, after his parents migrated to this Scandinavian farming commu­ nity from Norway. At the age of 17, shortly after the attack on Pearl Harbor, he enlisted in the Navy and saw action in both the Atlantic and Pacific war areas. During the Normandy invasion. Seafarer En­ gelund was aboard the destroyer USS Manley when she was hit by shore bat­ teries and sunk. He was among only 15 who survived and were picked up by a nearby escort vessel. For 11 years after receiving an hon­ orable discharge from the Navy, he worked as a laborer and truck driver, but in 1956, as he put it, "I finally made up my mind to go to sea." He joined the SIU that year in the port of Wilmington and has been an active Union member even since, serv­ ing many times as ship's chairman and deck delegate. In 1965 he took part in the SIU's support of the New York City welfare workers strike. Seafarer Engelund is a professional seaman who spends eight to ten months at sea and then visits his father, Clar­ ence, who is now living in Reno, Nev. He says he plans to continue sailing as long as he is able, and he has now ap­ plied for the Bosuns Recertification Program. Seafarer Engelund recently com­ pleted a three-month trip aboard the National Defender (Vantage Shipping) sailing as AB. The ship paid off in Paulsboro, N.J. after a voyage to Russia and Libya. Personals Daniel O'Rourke Please contact your father as soon as possible at 29 Firscraig, Cantril Farm, Liverpool 28, England. Kenneth C. Adams Pleast contact your wife, Mary, as soon as possible at 15101 Old Columbia Pike, Burtonville, Md. 20730. William B. Scott, Jr. Contact your father as soon as pos­ sible at 5917 Cable Ave., Camp Springs, Md. 20023. William R. Dawson Please contact Marvin Dawson, Jr. as soon as possible at P.O. Box 322, Mayo, Md. 21106. R. Groben, Jr. Your father wishes that you contact him as soon as possible at 521 Sunset Way, Juno Beach, Fla. 33408. William Sidney Brown Please contact Mrs. Helen Cooper at P.O. Box 323, Abita Springs, La. 70720. Charles Klawitter Contact the Veterans Administration Regional OflSce as soon as possible at Sixth & Lenora Building, Seattle, Wash. 98121. Kenneth Nelson Davis Please contact your brother-in-law, Wilbur M. Shavender as soon as possi­ ble at 5416 Brinkwood Ct., Richmond, Va. 23224. Vincent Vanzenella Please contact Mrs. T. Vanzenella as soon as possible at 156 Somers St., Brooklyn, N.Y. 11233. Arnold Purgvee Please contact your wife at Box 14, Beatty, Nev. 89003. Cecil Osborne Please contact your wife, Constance, as soon as possible at 4371 6th St., Ecoise, Mich. 48229. Lionel Duncan Please contact your mother as soon as possible by calling 366-4484. Mack Bolan Your friend, Dan Gifford, wishes you to contact him whenever possible c/o 2011 Dauphine #3, New Orleans, La. 70116. Howard Crenshaw Please contact Ms. D. Sanchez as soon as possible at 18th St. #1348, Puerto Nuevo, Puerto Rico 00920. Jack Kingsley Please contact W. M. Wallace con­ cerning your tape equipment at 112 Simpson Ave., Daytona Beach, Fla. 32018, or call 904-767-1940. Luis Lopez Cruz It is very important that you contact your sister Rosa immediately. Her phone number is: 492-5724. Tony Escoto Contact your brother, Salvador, as soon as possible at 225 Douglas Dr., Harahan, La. 70123, or call 737-0910. Tallulah Ship's Committee The Ship's Committee of the USNS Tallulah assembled Feb. 8 below deck at Sun Oil Dock, Marcus Hook, Penn. In the back row from left are: 0. Rich, ship's secretary-reporter; K. Gahagan, ship's chairman; R. Carter, deck delegate; T. Jones, educational director. In front is R. Mahlich, engine dele­ gate. The Tallulah is one of 13 tankers under charter from the Navy-to SIUcontracted Hudson Waterways. Page 20 Seafarer Clayton Engelund, right, talks about the Bosun Recertification Pro­ gram with 'Chris' Christenberry, who graduated from the program, during a payoff of the National Defender. Seafarer Engelund sails as bosun and AB and has also applied for the Recertification Program. SL-7s Smash Speed Records The SlU-manned ships of Sea-Land's SL-7 fleet have broken all existing trans­ atlantic and transpacific speed records for cargo ships since they came into serv­ ice a year ago. These ships are now the fastest cargo vessels afloat. Below is a chart outlining dates, times and speeds of these new records. Average Distance (Knots) (Nautical Arrival MUes) Speed Time To From Date Vessel Oct. 6, SEA-LAND 3,210 1972 Bishop Rock Ambrose Light 4 days, 17 hrs, 17 min. 31.07 GALLOWAY Oct. 14, SEA-LAND 2,879 4 days, 13 hrs, 17 min. 26.37 1972 Ambrose Light Bishop Rock GALLOWAY 3 days, 21 hrs, 5 min. 3,045 32.71 May 4. Bishop Rock Ambrose Light (20 hrs, 12 min. off SEA-LAND GALLOWAY'S 1973 McLEAN record) SEA-LAND McLEAN SEA-LAND COMMERCE SEA-LAND COMMERCE SEA-LAND COMMERCE SEA-LAND GALLOWAY SEA-LAND GALLOWAY SEA-LAND EXCHANGE SEA-LAND EXCHANGE SEA-LAND TRADE May 8, 1973 Ambrose Light Seattle May 27, (Race Rock, 1973 B.C.) Yokohama June 10, (Nojima1973 zaki) Yokohama July 6, (Nojima1973 zaki) Oakland July 11, (SanFrancisco 1973 Pilot Station) Yokohama July 20, (Nojima1973 zaki) July 29, 1973 Ambrose Light Aug. 20, 1973 Bishop Rock Aug. 24, 1973 Yokohama 3,053 3 days, 20 hrs, 30 min. 33.005 S days, 23 hrs, 30 min. (36 hrs. off previous 30.82 record) S days, 9 hrs. (2 days, 32.62 1 hr, 54 min. off previous record) 6 days, 1 hr, 30 min. (1 day, 11 hrs, 12 min. 33.26 off previous record) 6 days, 37 min. (1 day, 23 hrs, 23 min. 31.16 Yokohama off previous record) 5 days, 20 hrs, 34 min. Oakland (SanFrancisco (1 day, 18 hrs, 36 min. 32.34 Pilot Station) off previous record) 3 days, 18 hrs, 2 min. 33.21 Bishop Rock 3 days, 14 hrs, Ambrose Light 54 min. 33.54 2,912 Seattle 4,126 Bishop Rock Kobe (Shionomisaki) Seattle (Race Rock, B.C.) Long Beach (Ft. Fermin) 5 days, 6 hrs. 32.75 4,424 4,208 4,840 4,507 4,546 2,952 missing or stolen from the warehouse in Brooklyn, N.Y; foliow* Ing delivery by the printer. AU members are cautioned not to pay any Union obligations |o anyone other than a patrolman or other Union representative jcmrying the pr<^ Missing receipts can be identified as being in the following series of numbers: J-21,001 to J'^4,000 and J.110,000. ( A Seafarer approached by anyone with these receipt numbers should immediately report the incident to the nearest SIU port '' Seafarers Log �Ancient Deep Sea Fishermen Fort Hoskins Committee World's Earliest Seafarers Are Found in a Greek Cave American archeologists digging in a cave near Koilada, Greece, have un­ earthed signs that the world's earliest seafarers sailed the surrounding seas from around 7,500-7,000 B.C., almost 1,000 years before ocean voyages by man were previously believed to have taken place. Clues to the existence of seafaring navigation from the cave, inhabitated by humans continuously from 20,000 B.C. to 3,000 B.C., were dug up by sci­ entists, who regard this unique under­ ground home in southern Greece as the major Stone Age find in the Old World. For the last six years 30 archeologists from Indiana University led by Dr. Thomas W. Jacobsen have dug pits in the floor of the cave revealing layers of human habitation during different ages. Ages are determined by radiocarbon count. The clues to the early seafarers were the discovery of large fish bones and the finding of obsidian, a glassy volcanic stone, under the 7,000 B.C. layer. Obsi­ dian stone was used to make Stone Age tools as it can be chipped into a fine cutting edge. Since thq only local supply of obsi­ dian in the area then came from the uninhabitated Aegean Sea island of Melos, an extinct volcano 75 miles southeast of the cave, the scientists put two and two together coming up with the theory that the cave dwellers had boats. The large fish bones found in the cave clinched the argument. Before 7,5007,000 B.C. the cavemen fished offshore because only small fish bones were found in the older layers of the dig­ gings. Then in the 7,500-7,000 B.C.. layer large fish bones were dug up giv­ ing the archeologists the evidence that the seafarers went deep sea fishing'for tuna in the Aegean Sea. The cave where humans lived 22,000 years ago is at the end of the northern arm of the Gulf of Argolis, southeast of Nauplia. Archeologists have set up their base in the fishing village of Koilada across a shallow bay from the cave. The ship's committee on the Fort Hoskins (Cities Services) below deck for a payoff after an East Coast and Texas run. From left to right, back to front are: T. Gutierree, steward delegate; J. Recile, secretary-reporter; L. Almodovar, engine delegate; N. Kouloumoundras, educational director; S. Krawczynski, deck delegate. Jacksonville Ship's Committee Missouri Ship's Committee The ship's committee on the Jacksonville (Sea Land) assembled below deck during a payoff when the ship docked at Port Elizabeth, N.J. after a run from Puerto Rico. They are from left: A. Seda, secretary-reporter; I. Garcia, steward delegate; P. Konis, chairman, W. R. King, engine delegate. The ship's committee on the Missouri (Meadow) gathers below deck during a payoff. They are, from left; L. Burnett, steward delegate; Hulon Ware, engine delegate; D. Penton, deck delegate; W. J. Miles, secretary-reporter; V. Burnell, educational director, Sylvester Manardo, chairman. Trans Columbia Committee The ship's committee on the Transcolumbia (Hudson-Waterways) gathered below deck after a run to the Far East, Vietnam and Japan. From left to right seated are: W. Holland, educational director; A. Otremba, chairman; E. Anderson, deck delegate; H. Fielder, secretary-reporter. From left to right standing are: 8. Torres, steward delegate; J. Forque, engine delegate. February 1974 "Shipping Out" by Mariam G. Sherar, published by Cornell Mari­ time Press, Inc., Cambridge, Md., 1973, 84 pages. A sociological and psychological study of American merchant seamen, this short book was written by a professor of sociology at Long Island University in Brooklyn, N.Y. Besides being a sociologist—who ever since childhood, has been interested in the sea—Mariam G. Sherar is also the wife of a merchant seaman. Her husband William D. Sherar is an SIU member who sails in the engine department. Brother Sherar joined the union in 1946 in the Port of Baltimore and sails as a fireman-oiler. Bom in Paiil's Valley, Okla., he and his wife make their permanent home in Cherryfield, Me. "Shipping Out" is an interesting and enjoyable book in which Mrs. Sherar discusses such topics as "Why Men Go to Sea", "To Marry or Not", "Woman, Female, Wife." She also deals with the problem of alcoholism among seamen and the role that "The Bar" plays in his life. Some of the other chapters discuss "The Ship" itself while there are separate chapter on tankers and containerships. Mrs. Sherar has researched such areas as "Seamen and Health" and "Social Service and the Seaman." Because of the dangers that seamen face in their line of work, Mrs. Sherar has also included a chapter on "Folkways, Myths, Superstitions" which dis­ cusses the superstitions and other notions in which sailors have come to believe. Often recurring in Mrs. Sherar's study is the theme of loneliness. "A seaman's life is a lonely one," she says in the Preface to "Shipping Out." "In a world where alienation and anomie are becoming commonplace words, the seaman's life has always been one of loneliness and alienation." She also adds, however, that ". . . the very factors that make it lonely also contribute to making it dynamic and eventful." All the factors "that prevent permanency," also "create change, and this is the life-giving force for the seaman. His job carries him over the world, and to all of its ports. Upon his shoulders rests tlie responsibility of ship, cargo, passengers and fellow-shipmates." Seafarers should find "Shipping Out" absorbing reading since it deals directly with them—their lifestyle and their work. Whether or not Seafarers agree with everything in the book, it may help to give them some further insight into their lives. Page 21 �I TTf New A Book Members > "it' -A' Seniortfy Upgrading Program W ing Insures SIU's Future Tihe SnPs Upgiading Program is insuring the future of olir Union by providing our new full-book members with a solidundeistandb^ of tbcs^mantime industry, a better apprec&tjkm of their re^ponribilities aboard ^p and a deeper iiui^t into our Union. Ibis month, five more Seafarers achieved their full books and took the o|pb%Rtion at ifte general membership meeting at Union headquarters, ' 8^ Srafarers Tnnntty BoriEe, WilliamDavis, Joseph Knndrat, Thomas iVahi and 0ai^ 66wer« Tbhi bitags to 72 the numlmr of in(rihbers who have Timothy H.Barke Seafarer Timothy Burke joined the SIU in 1968 after completing training at the Harry Lundeberg School. He served two years in the Navy where he rose to the rank of quartermaster. After his discharge, he returned to Piney Point where he upgraded to able-seaman. Sea­ farer Burke ships out of the port of New York. I have had the opportunity to ride both Great Lakes and deep-sea ships and I have learned through experience that the merchant marine is a vital asset to the United States. The SIU operates the Harry Lunde­ berg School. This school is—through its educational and upgrading programs —the ladder to success, not only for the young trainees, but for all Seafarers who have the desire to better them­ selves. Joseph J. Kondrat Seafarer Joseph Kundrat has been sailing with the SIU since 1966 and ships as chief cook and chief steward. He was certified to ship as chief steward in 1971. Seafarer Kundrat lives in West­ minister, Md. with his wife Ann and sails out of the port of Baltimore. I waited a long time for this oppor­ tunity to upgrade to "A" seniority. I learned a lot at my stay in Piney Point, and I learned still more at headquarters. In both places, all my questions were answered. Before this, the officials of the Union were only names I had heard, but after meeting and talking with them I know the leadership of my Union is in good hands. They never hesitated to answer any questions asked of them. Politics is very important to the mari­ time industry and our friends in Con­ gress need our support. We do that with SPAD. The Maritime Defense League is also important to protect the rights of our members and defend them when they are in trouble because of helping our Union. I would use any educational program offered by the Union, and right now I am waiting for the Stewards Recertification Program. 5? MIPS lliomas J. Vain Seafarer Thomas Vain joined the SIU in Baltimore after graduation from the Andrew Furuseth Training School in 1963. He sails as able-seaman and ships out of the port of Baltimore. He lives in Fayetteville, N.C. with his wife Patsy. Since I arrived at headquarters, I have been continually enlightened about our Union's goals and ambitions. I have been amazed to see how effi­ ciently every operation of our Union is coordinated. We seem to have the highly-trained personnel and the so­ phisticated machinery it takes to make things run smoothly. The more I see and hear, the more I know our Union is on the right course. It is easy to see why we are number one among the maritime unions in the country. Page 22 attained fall>book status since the program was initiated last year, The pn^ram was developed with two objectives in mind: to continue the SHPs tradition of providnig its contracted companies wM the best-trained and most-qualified seamrm in the nation, and to give those who parfkl^te in the program a better understanding of tSie problems we &ce and fiie need lor their involvement in meethig those problems. Cbi thfe page, the new full-book members tel! in their own words what the *A** ficatkizil^ Projpam has meant to them. k David J. Gower Wmiam L. Davis Seafarer William Davis is a graduate of the Harry Lundeberg School and joined the Union after graduation in 1971. Seafarer Davis had more than three years seatime with the Navy be­ fore attending the school, and achieved his able-seaman endorsement while he was in training. Seafarer Davis, whose last ship was the Falcon Duchess (Falcon Carriers), sails out of New York. I have learned a great deal since I had the opportunity to go through this upgrading program. Attaining my full book is a goal I wanted to achieve be­ cause being a member of the SIU is a very important part of my life. I am very proud to be a part of an organiza­ tion that is prepared for a changing and challenging industry. I have acquired some real knowledge of our Union. In Washington, I saw our Union's political power and I under­ stand better the importance of SPAD. In New York, I got a better understand­ ing of the operation of our Union by actually seeing it in operation. I feel now that I can do more on my part to help my Brothers better under= stand the problems that face the Sea­ farers and our industry. i:NCi INT. KTI.WAKU Seafarer David Gower joined the Union in 1967 and sails as chief elec­ trician. He retired from the U.S. Navy after serving a 20-year hitch from 1942 to 1962. He also served in the U.S. Air Force. Seafarer Gower now lives in Oklahoma City, Okla. The past month has really been an experience for me and I just hope all the other Brothers gained as much as I have. I learned a great deal both in Piney Point and at headquarters. In Piney Point I could hardly believe what I saw. I saw training programs there that I never knew we had. When people realize that the future of our Union is coming out of Piney Point they will have a diflferent point of view. In New York, I saw all of our opera­ tions and things I never realized we had, including a data processing center where all of the records of our Union and the members are kept. I can really say that I am proud to have had the chance to go through this program and be upgraded to a full book member. I have not only gained better job security, but I gained a better under­ standing of our Union. AHi.'rA J'lmu.ANii iii OirNllKtA JAN rrw ouTi Trn'tiToN IONTO uiif v'iV ftMNjfoiU (U»N "M'ITMAS 1 YNCtI iWnffiiii ini'ui'H ?AHI •, i iiN , 1" vTi.'NON V!l ( Hi'l iAN TtiAltKlj , nfi/vAii i :.( A;; viV'AN !() ,AWA i i Vi' ( w I r H Five more Seafarers achieved full-book status this month after completing the SIU "A" Seniority Program and graduating at the membership v :-?tlng at headquarters Feb. 4. From left are Seafarers Thomas Vain William Davis David Gower, Joseph Kundrat and Timothy Burke. Seafarers Log �New SIU Pensioners William A. Durapau, Jr., 46, joined the SIU in the port of Hous­ ton in 1959 sailing in the deck de­ partment. Brother Durapau was born in Arabi, La., and is now a resident of New Orleans with his wife, Camille. He's a Navy veteran of World War 11 and pilots a plane as a hobby. Ralph Hernandez, 66, joined the SIU in 1944 in the port of San Juan, Puerto Rico, sailing in the steward department as a chief steward last on the Overseas Carrier (Maritime Overseas). Born in Ponce, Puerto Rieo, he now lives in Queens, N.Y. with his wife, Carmen. Brother Her­ nandez walked the picket line in 1962 in the Robin Line strike. He also won a safety award in 1960 aboard the SS Elizabeth. Harold P. Ducloux, 57, retired to his native Mobile with his wife Estella after a long career with the SIU. Brother Ducloux who was cert­ ified to sail as chief steward joined the SIU in the port of Mobile in 1938. Brother Ducloux took an ac­ tive part in an SIU organizational drive in 1961. John L. Gibbons, 58, joined the Union in 1939 in the port of New York sailing in the steward depart­ ment as a cook last on the Sea-Land Commerce. Brother Gibbons has sailed since 1932. Born in Virginia, he now lives in Brooklyn, N.Y. with his daughter, Julia. He walked the picket line in the N.Y. Harbor strike in 1961. Wesley P. Jackson, 64, joined the Union in the port of Baltimore in 1955 sailing in the deck department. Brother Jackson was born in Louisi­ ana and is a resident of New Orleans. He is a pre-war Navy veteran. George Kalimitridis, 65, joined the SIU in 1955 in the port of New York sailing in the engine depart­ ment. Born in Greece, Brother Kali­ mitridis is a resident there with his wife, Ouraina and sister, Marika. Joseph V. Perry, 63, joined the SIU in the port of Elberta, Mich., in 1954 sailing in the deck department for 38 years. Brother Perry sailed for the Ann Arbor Railroad Co. in 1964-5. Born in May wood, Mich., Brother Perry now resides in Frank­ fort, Mich., with his wife, Evelyn and his son, Fred. Samuel G. White, 61, joined the SIU in the port of New York in 1952 sailing in the steward department. Born in South Carolina, Brother White resides in New York City. He was a Safety Award winner in 1960 for an accident-free six months aboard the Steel Architect (Isthmi­ an). He also walked the picket line in the 1961 strike. Elwood M. Orcutt, 62, joined the IBU in the port of Houston in 1957 sailing in the steward department as a cook for the G H Towing Co. from 1953 to 1973. Born in West Virginia, Brother Orcutt lives in Kingsville, Tex., with his wife, Delphine; five daughters, Shirley, Pam­ ela, Tina, Sheree and Ruth and two sons, Wilber and Donald. He is an Army veteran of World War II. George S. Chance, 65, sailed as carpenter and joined the SIU in the port of Savannah in 1951. Seafarer Chance now resides in Augusta, Ga. Charles N. Bailey, 62, joined the SIU in 1946 in the port of New York sailing in the deck department as an AB. Born in Barbados, the British West Indies, Brother Bailey resides in Mobile with his wife, Olinell; daughter, Linda and son, Ollie. Earl R. Harrison, 61, joined the Union in the port of New York in 1957 sailing in the steward depart­ ment as a chief cook. Brother Harri­ son was bom in Mansfield, Mass., and now resides in Sebring, Fla. with his wife, Dorothy. James C. Flanagan, 63 joined the SIU in 1946 in the port of New York sailing in the deck department. Brother Flanagan is a native of New York City and now lives in Houston with his wife, Gertrude. He's an Army veteran of World War II. ')t < S Retiring Able-seaman Jesse D. Wiggins (seated left) puts his oar into the fight by picking up his new $20 SPAD certificate from SIU Patrolman Teddy Babkowski (right) at payoff time aboard the Columbia (Ogden Marine) Jan. 16 in Stapleton, S.I.. N.Y. Seafarer Wiggins joined the Union in 1944 in the port of New Orleans and now resides in Andalusia, Ala. The trip from India and South Africa was the last one for Brother Wiggins before he retired on SIU pension. February 1974 Pastor Delgado, 65, joined the SIU in 1945 in the port of New York sailing in the engine department. Brother Delgado was born in Puerto Rieo. He lives in Brooklyn, N.Y. with his wife, Aurelia. Gordon Chambers, 52, joined the SIU in 1943 in the port of New York sailing in the engine department. Brother Chambers was born in the Bronx, N.Y. and now lives in San Francisco. Lester C. Clark, 60, joined the Union in 1941 in the port of Norfolk sailing in the deck department. Brother Clark is a native of Penn­ sylvania. He now resides in Morristown, N.J. with his wife, Frances. MEMBERSHIP MEETUGS' SCHEDULE Port V Heinrich Vilk, 63, joined the Union in 1943 in the port of New York sailing in the engine depart­ ment. Born in Estonia, Brother Viik lives in Baltimore with his wife, Lu­ cille. He walked the picket line in the 1961 N.Y. Harbor strike. James W. Williams, 64, joined the SlU-affiliated IBU in the port of Norfolk in 1962 sailing in the deck department as a captain for the Stone Towing Line for 43 years. Brother Williams also worked for the Wilmington, N.C. Shipyard from 1944 to 1946. Born in Georgia, he is now a resident of Wilmington with his wife, Lillian. Lasf Trip Home I Jesus G. Fernandez, 65, joined the Union in 1940 in the port of Tampa sailing in the steward department. Brother Fernandez is a native of Spain. He resides in Tampa with his wife, Isabel. New York ., Philadelphia . Baltimore .., Norfolk ..., Detroit Houston New Orleans . Mobile San Francisco Columbus .,. Chicago .... Port Arthur , Buffalo St. Louis .... Cleveland ... Jersey City J. Date .. March .. March ,. March .. March .March March 11 .March 11 .March 12 . March 13 .March 14 .March 16 • March 12 .March 12 .March 13 .March 14 .March 14 . March 11 Deep Sea . 2:30 p.m. . 2:30 p.m. . 2:30 p.m. IBU .5:00 p.m. .7:00 p.m. .7:00 p.m. .7:00 p.m. . 7:00 p.m. . 7:00 p.m. .7:00 p.m. .7:00 p.m. .5:00 p.m. .5:00 p.m. . 5:00 p.m. .5:00 p.m. .7:00 p.m. . 2:30 p.m. < 2:30 p.m. . 2:30 p.m. . 2:30 p.m. . 2:30 p.m. . UIW .1:00 p.m. .00 p'.m — :00p.m. — .00 p.m — :00p.m......... — :00p.m — 00 p,m. rage 23 �Second of Three New LASH Vessels 55 Stonewall Jackson Is Launched Launching of a new LASH vessel, the SS Stonewall Jackson (Waterman) Dec. 15 into the Mississippi River at Avondale Shipyards in New Orleans, shows the impact of SPAD (Seafarers Political Activities Donation) and the Merchant Marine Act of 1970. Donations to SPAD enabled the SIU to gain support in Washington, D.C., for passage of the 1970 Merchant Ma­ rine Act. It was through this Act that the Waterman Steamship Corp. built the Robert E. Lee in 1973, the first ship the company has had constructed since World War II and the first in a series of three LASH vessels being built. The SlU-contracted Stonewall Jackson is the second in the series. In a telephone interview in New York City last November, Waterman's president, Edward P. Walsh, told the LOG: "The Merchant Marine Act of 1970 was the key to our rebuilding program. We could not have gone ahead without it." Another 893-foot LASH sistership for the company, the Sam Houston, is set to come off the Avondalc ways sometime early this year, perhaps in February, meaning more jobs for Sea­ farers. The Stonewall Jackson was com­ pleted four months ahead of schedule as launching was originally set for April 15, 1974. In approximately one year, these three new ships will replace six World War Il-built conventional freighters now on the run from the Gulf and East Coast to the Indian Ocean, Red Sea, SIU AtbaHic, Gull, UkM tk infamd Wafen InkuMl Boataen's Union United iadwhrial Worken PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak The SS Stonewall Jackson (Waterman) is launched sideways. Persian Gulf, Arabian Sea and Bay of for maritime affairs, Howard F. Casey, Bengal, says the company. who marked the launching as a "mile­ Capable of carrying 89 LASH stone" in the development of the Ameri­ barges, 18,500 miles at 22 knots, the can merchant marine. new ships will have the largest barge He pointed out that U.S.-flag oper­ capacity of any LASH vessel launched ators lead the world in the utilization of so far. this new type of ocean cargo carrier. According to the designer of the Casey said the ability of the steam LASH ships, the Stonewall Jackson is turbine-powered Stonewall Jackson to the 20th such vessel launched to date load and unload 2,000 tons of cargo out of 24 LASH ships ordered by seven an hour as contrasted with conventional U.S. shipping companies. break-bulk freighters of today which handle only 75 tons an hour, would en­ Principal speaker at the Stonewall able U.S.-flag operators of LASH ships Jackson christening ceremony was the "to compete more effectively against U.S. Department of Commerce's Mari­ time Administration deputy assistant their foreign-flag counterparts." Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid Dec. 27,1973-Jan. 23,1974 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily (g $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical ' Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical Special Equipment Number MONTH TO DATE Amount YEAR TO DATE MONTH TO DATE YEAR TO DATE 15 2,316 335 6 2 7,226 1 193 12 15 2,316 335 6 2 7,226 1 193 12 301 47 99 23 6 110 — 301 47 99 23 6 110 — 55,660.06 1,543.20 11,597.30 6,300.00 281.00 2,324.11 — 55,660.06 1,543.20 11,597.30 6,300.00 281.00 2,324.11 — 12 118 115 8 73 2 1 —« 1 12 12 118 115 8 73 2 1 — 1 12 36,000.00 18,192.01 3,807.98 1,130.00 1,110.58 150.00 179.01 — 311.20 418.90 36,000.00 18,192.01 3,807.98 1,130.00 1,110.58 150.00 179.01 _ 311.20 418.90 7 7 2, 610.00 2,610.00 11,041 16 1,540 12,597 11,041 16 1,540 12,597 250,063.15 16,273.90 907,689.56 $1,174,026.61 250,063.15 16,273.90 907,689.56 $1,174,026.61 $ 41,888.20 2,316.00 1,005.00 134.55 232.40 57,808.00 110.00 4,315.55 638.10 $ 41,888.20 2,316.00 1,005.00 134.55 232.40 57,808.00 110.00 4,315.55 638.10 PENSIONERS & DEPENDENTS Hospital & Hospital Extras Doctors' Visits & Other Medical Exp Surgical ............................ ^Iptical ............................. Blood Transfusions Special Equipment ^^eal Books ......................... • Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan . Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Welfare, Pension & Vacation ....... . HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass. 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 SIU (716) TL 3-9259 IBU(716)TL 3-9259 CHICAGO, 111.. .9383 S. Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEYELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287 415 Main St 49635 (616) EL 7-2441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla..2608 Pearl St. 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery St 07302 (201) HE 5-9424 MOBILE, Ala. IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St 19148 (215) DE 6-3818 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1321 Mission St. 94103 (415) 626-6793 SANTURCE, P.R.. 1313 Fernandez, Jnncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla 312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Kn 231-91 201-7935 Ext, 281 Donate ' ', >5- -T -T Page 24 >• Seafarers Log �L... i'A. r,. ........ i>,-,- : '.•/>/•-c-••>••; •/ •••.••••• •'•• • v.-. v •••••. ••-, -• -/ lifliailiiSSf -ffi&pllilip ifiP ";••'• i. ' , < <• ' TJ- • '•0\ 17orever Is a very definite word. It means for a limitless time ... for aD time *.. nev« again! But forever is the length of time a Seafarer loses the r^t to his livelihood and fature career in the maritime industry if he iis busted on a drugs charge either while at sea or ashore. It's a tough rap — but lhafs exactly how it is. Your seaman's papers are gone forever, without appeal, if you are convicted of possession of ^y illegal drug—heroin, barbiturates, speed, ups, downs or marifuana. In 1971 jdone there were 400,606 drug related arrests in the U.S. and even fliat staKering figure was topped in 1972. * The shipboard user of narcotics is not only a menace to hunself, but presents a very grave danger to the safety of hfe sh^ Md sMpmates. Quick minds and reflexes are an absolute necessity aboard sh^ at all times. A tog user becomes a thorn in the side of his shipmates when they are requu^ to assume the shipboard responsibilities the user Is not capable of Imndling. Also, a Seafarer busted at sea leaves a permanent black mark on his ship. The vessel will thereafter be under constant survefflance and the crew will be subjected to unusually long and annoying searches by customs and narcotics agents in port. ^^ T^y, forever is a long, long time — somethmg a tog user does not iia^. ' , Don't let dings destroy you or your livelihood. Steer a clear course! , ,i. S...,. >k" ilki 1 :0kM" .s..,. Page 25 February 1974 �I i , '1 ' < Digest of SlU Ships^ Meetings V ANCHORAGE (Sea-Land), Decem­ ber 9—Chairman M. Sanchez; Secre­ tary O. Smith; Educational Director W. Kaweck. No disputed OT. A special vote of thanks to brothers who operated movie projector. Everything running smoothly. MOBILE (Sea-Land), December 11 —Chairman A. Ahin; Secretary W. Sink; Educational Director B. Reamey; Engine Delegate Arthur Andersen. $34.49 in ship's fund. No disputed OT. Everything running smoothly. Next port Seattle. THETIS (Admanthos Shipping,) December 2—Chairman Garth Dur­ ham; Secretary M. Deloatch; Educa­ tional Director R. Caldwell; Deck Delegate Frederick E. Walker; Engine Delegate Eddie Washington; Steward Delegate Charles Ussin. Some dis­ puted OT in engine department. A vote of thanks to the steward department for an excellent Thanksgiving dinner. Next port New Orleans. MANHATTAN (Hudson Water­ ways), December 16—Chairman R. Johnson; Secretary K. Lynch; Educa­ tional Director Dryden. ^me disputed OT in deck and engine departments. Vote of thanks to the steward depart­ ment for a job well done and to the deck department for keeping the pan­ try clean. DELTA PARAGUAY (Delta Steamship Co.), December 2—Chair­ man Recertified Bosun D. L. Dickin­ son; Secretary W. J. Miles; Educational Director K. P. Calloe. Some disputed OT in engine department. Observed one minute of silence in memory of our departed brothers. Next port New Orleans. OGDEN WILLAMETTE (Ogden Marine), December 9—Chairman R. Schwarz; Secretary E. Kelly; Educa­ tional Director Mereoith; Deck Dele­ gate L. Dueitt; Engine Delegate L. P. Wright; Steward Delegate C. Aaron. $22 in ship's fund. No disputed OT. A vote of thanks to the steward de­ partment for the nice Thanksgiving dinner. TRANSONEIDA (Hudson Water­ ways), December 16—Chairman. J. Boland; Secretary T. Ulisse; Educa­ tion Director D. L. Smith; Deck Dele­ gate K. Puchalski; Engine Delegate F. Conway; Steward Delegate J. Silva. No disputed OT. Everything running smoothly. Next port Oakland. JACKSONVILLE (Sea-Land), De­ cember 16—Chairman B. E. Swearingen; Secretary A. Seda; Educational Director W. Bland; Deck Delegate L. Rodriguez; Engine Delegate Curtis Ducote; Steward Delegate Juan Her­ nandez. No disputed OT. Vote of thanks to the steward depanment for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Jacksonville. IBERVILLE (Waterman Steamship Corp.), December 30—Chairman Donald Chestnut; Secretary Harvey M. Lee; Educational Director Frank H. Post; Engine Delegate Joseph J. Lo­ gan, Jr.; Steward Delegate Eddie Bowers. Some disputed OT in deck department. Vote of thanks to the steward department for a fine Christ­ mas dinner. All three departments were very cooperative in keeping the crew laundry room clean. TRANSOREGON (Hudson Water­ ways), December 30—Chairman Re­ certified Bosun A. Rivera; Secretary J. DeLise; Educational Director D. Able. Told all members they should take the time and go to Piney Point and take advantage of the opportunity to up­ grade themselves. A vote of thanks to the steward department for a job well done in making the Christmas prep­ arations. DELTA URUGUAY (Delta Steam­ ship), December 23—Chairman Rich­ ard J. Blake; Secretary W. P. Kaiser; Educational Director Hugh F. Wells, Jr.; Deck Delegate G. J. Maloney; En­ gine Delegate Lloyd E. Schenk; Stew­ ard Delegate Francis Howard. Biaggio Famiglio hospitalized and given $50 from ship's fund. Also paid $5 for radiogram to inform headquarters about Biaggi Famiglio. Total in ship's fund to date $62.93; in movie fund $424.68. Vote of thanks to the stev/ard department for a wonderful Thanksgiving dinner. Observed one minute of silence in memory of our departed brothers. Next port Houston. VANTAGE DEFENDER (Vantage Steamship Corp.), December 2— Chairman Recertified Bosun Wm. R. Kleimola; Secretary J. D. Pennell. No disputed OT. Chairman stressed the importance of contributions to the Maritime Defense League. Also, he stressed the importance of filling out the welfare forms correctly and in their entirety. A vote of thanks to the stew­ ard department for an excellent job. SEA-LAND COMMERCE (SeaLand), December 1—Chairman M. Woods; Secretary R. B. Barnes. $27 in ship's fund. Posted all communications received. Vote of thanks to the steward department for a job well done. Next port Yokohama. COLUMBIA (United States Steel), December 2—Chairman John Eddins; Secretary M. S. Sospina; Deck Delegate James Rogers; Steward Delegate Jer­ ome Prodey. Some disputed OT in en­ gine department. Everything running smoothly. Observed one minute of sil­ ence in memory of our departed brothers. YELLOWSTONE (Ogden Marine), December 9—Chairman Recertified Bosun James B. Dixon; Secretary C. E. Turner; Educational Director L. Morin. $12 in ship's fund. Some disputed OT in deck, engine and steward depart­ ments. Discussion was held on giving contributions to SPAD and how it helps everyone. A vote of thanks to the stew­ ard department for a job well done. Next port Trinidad. DFX. ORO (Delta Steamship), De­ cember 9—Chairman G. A. Burch; Secretary C. Shirah; Educational Di­ rector P. Thomas; Deck Delegate G. Saddy; Engine Delegate Bryden Dhlke; Steward Delegate Clarence Bewerres. $55 in ship's fund and $397 in movie fund. No disputed OT. Vote of thanks to the steward department for a job well done. Next port Houston, Tex. LA SALLE (Waterman Steamship), December 2—Chairman D. L. Parker; Secretary R. W. Elliott; Educational Director James W. Demouty. Some dis­ puted OT in engine department. Every­ thing running smoothly. TRANSINDIANA (Seatrain), De­ cember 23—Chairman A. Hanstvedt; Secretary Caudill; Deck Delegate Frank Camara; Engine Delegate Jose Guz­ man. No disputed OT. Observed one minute of silence in memory of our departed brothers. The Overseas Joyce (Overseas Oil Carriers) came in to Carteret, N.J. for pay-off after a coastwise run and was scheduled to head for Africa on her next trip. Four membera of the ship's committee were on hand for a picture while the ship's chairman and education director went topside to settle beefs. From left are Robert Outlaw, secretary-reporter; Tony Nerosa, steward delegate; Rudolph Odom, engine delegate, and Richard Scherm, deck delegate. Page 26 GALVESTON (Sea-Land), Decem­ ber 9—Chairman Recertified Bosun Denis Manning; Secretary Gus Skendelas; Educational Director M. Stover; Deck Delegate Walter Rogers; Engine Delegate John Sullivan; Steward Dele­ gate William Davey. $26.65 in ship's fund. No disputed OT. Everything run­ ning smoothly. Next port Seattle. DELTA MAR (Delta Steamship), December 2—Chairman J. Collins; Ed­ ucational Director E. Synan; Deck Del­ egate I. Glass; Steward Delegate Peter Hammel. $6.30 in ship's fund. No dis­ puted OT. Had a discussion on a letter received from Frank Drozak, vice pres­ ident regarding the manning scale. A vote of thanks to the steward depart­ ment for the variety of meals served. Overseas Joyce Committee SEATRAIN MARYLAND (Hud­ son Waterways), December 9—Chair­ man J. M. Ruhburg; Secretary W. J. Fitch; Deck Delegate G. Scott; Stew­ ard Delegate Albert Hendrick. Some disputed OT in deck and engine de­ partments. Everything running smooth­ ly. Observed one minute of silence in memory of our departed brothers. CITIES SERVICE MIAMI (City Service), December 16—Chairman C. J. Frey; Steward Delegate W. G. Trice. $2 in ship's fund. No disputed OT. Discussion was held on the oppor­ tunity members have to upgrade themselces and improve their ratings at Piney Point which would eventually aid them financially. Next port Port Arthur. BROOKLYN (Sea-Land Service), December 30—Chairman N. Bechlivanis; Secretary F. Carmichael; Edu­ cational Director O. Stornes; Deck Delegate George Alexander; Engine Delegate Leonard Bailey; Steward Del­ egate Alfred Allen. No disputed OT. A vote of thanks to the steward depart­ ment for an excellent Christmas dinner. There was a large variety of food and everything was decorated to give a real holiday spirit. OVERSEAS ULLA (Maritime Overseas), December 9—-Chairman John Leskun; Secretary John S. Burke, Sr.; Educational Director Franklin Miller; Deck Delegate M. C. Cooper; Engine Delegate Joseph Collins; Stew­ ard Delegate H. Holling. $9.50 in ship's fund. No disputed OT. All mem­ bers voted to turn heat off and on as needed in view of the energy crisis. Vote of thanks to the steward depart­ ment for a job well done. FALCON DUCHESS (Falcon Tankers), December 31—Chairman Recertified Bosun Fred A. Olson; Sec­ retary S. Sek; Educational Director La Roda; Engine Delegate James L. McBride. Brother LaRoda gave a thor­ ough report and discussion on the pen­ sion plan, comparing it with other maritime unions, and explained why ours is sound and up-to-date. No dis­ puted OT. ROBERT TOOMBS (Waterman Steamship), December 9—Chairman Roy Evans; Secretary J. Prestwood; Educational Director G. Ray; Deck Delegate Joseph D. Blanchard; Stew­ ard Delegate Derrell Reynolds. $45.90 in ship's fund. No disputed OT. A vote of thanks to the steward department for a job well done on the Christmas dinner. Received Seafarers Logs in Djibouti. Observed one minute of silence in memory of our departed brothers. Official ships' minutes were also received from the following ves­ sels: ALEX STEPHENS OGDEN YUKON MONTICELLO VICTORY BOSTON LONG BEACH PANAMA BETHTEX AMERICAN EXPLORER OVERSEAS EVELYN AMERICAN VICTORY OVERSEAS JOYCE Seafarers Log �Ml"! . Falcon Lady Delivers The Goods for the Navy Zfe., B ISft'Slil r=.-:t ACK from a three-month voyage from Port Neches, Tex. to the Far East and to Bahrein in the Persian Gulf, the 37,400 dwt tanker Falcon Lady (Falcon Carriers) arrived for pay-off at Cartaret, N.J. with 300,000 barrels of JP-4 jet aircraft fuel. The 672-foot vessel, which is under charter to the Navy, stopped at Port Everglades and the port of Piney Point before her arrival at Cartaret. The Falcon Lady, which is powered by two diesel engines, is three-years old and was the first of the four new Falcon-class tank­ ers currently in service. She is now on her way hack to Bahrein. Utility Cook Terry Smith, who has been on board the Falcon Lady for six months and who was elected Ship's Chairman when Bosun Eddie "Tiny" Anderson had to get off in Yokosuka, Japan for medical reasons, reported a smooth trip hack from the Middle and Far East. ' Ordinary Seaman Juan Leon catches up on news from home when the mail came aboard after the ship tied up following a long voyage to the Far East. . . - • ^ ^ - X Able-Seaman Vincent Frisinga coils up a heaving line after the ship is safely moored at the GATX Terminal in Carteret, N.J. It was a happy reunion when Seafarer Gene Flowers, right, who was at the pay-off of the Falcon Lady as part of the Bosuns Recertification Program, met Chief Mate Nick Gullo. Seafarer Flowers got a third mate's license after studying at the SlU-MEBA-District 2 school in Brooklyn and Gullo was his "very helpful" instructor. February 1974 Lundeberg School graduate Mike Ingram; making his first trip as ordinary sea­ man since his graduation late last year, gets a demonstration on the art of tying-off a West Coast stopper hitch from veteran Seafarer John Kane who is sailing as AB as Dave Atkinson, who recently completed the Bosuns Recertifi­ cation Program, looks on. Page 27 �Jfinal Heparturesi f! •' ; ;, Hany D. Holdswortb, 63, died of neart disease July 18. Born in Brimley, Mich., he resided there at the time of his death. Brother Holdsworth joined the SIU in the port of Saulte Ste. Marie, Mich, in 1961 sail­ ing as a deck dredgeman on the Great Lakes since 1933 for the Great Lakes Dredge & Dock Co., Peter Kewitt Sons, Dunbar & Sullivan, Marine Construction Co. and Merritt, Chap­ man & Scott until 1963. Surviving are his widow, Genevieve; two sons, Fred and Dennis and three daugh­ ters, Mrs. Bonita Mullin, Carol and Coleen, all of Brimley. ; <; Ik ' ^!} k k- :-i; Leander P. Grankvist, 69, died Feb. 13, 1973. Born in Norway, he became a naturalized U.S. citizen in 1932. He was a resident of Oelwein, Iowa at the time of his death. Brother Grankvist sailed on the Great Lakes for the Great Lakes Dock & Dredge Co. in 1969 and for Peter Kewitt Sons; Merritt, Chapman & Scott and Hannah International. Surviving is his widow, Vivian of Wadena, Iowa. Donald J. French, 47, died Dec. 5. Born in Hackensack, N.J., he re­ sided in Houston, Tex. at his death. Brother French joined the SIU in the port of New York in 1967 sailing in the engine department last on the USNS Pecos (Hudson Waterways) and the SS Yellowstone (Rio Grande Transport). He was an Army veteran of World War II. Surviving are his widow, Christine; a son, Robert, and a daughter, Catherine. SIU Pensioner James A. Johnson, 61, died of pneumonia Nov. 9 in the USPHS hospital in Norfolk. Born in Southmount, N.C., he resided in Lexington, N.C., at his death. Broth­ er Johnson joined the SIU in the port of Baltimore in 1960 sailing in the steward department last on the SS Bethtex. Surviving are his widow, Eula and two daughters, Jana and Rebecca. f James F. Slayton, 23, died Nov. 2. Born in Arborvale, W. Va., Brother Slayton was a resident there when he passed away. He joined the SIU in the port of New York in 1970 sailing in the engine depart­ ment. He was a 1968 graduate of the Harry Lundeberg School of Sea­ manship, a QMED upgrader there and attended the 1971 educational conference at Piney Point, Md. Sea­ farer Slayton also passed the pump­ man course at the MEBA school, Brooklyn, N.Y. Surviving are his parents, Mr. and Mrs. Robert S. Slayton. IBU pensioner Samuel D. Brooks, 52, died of pulmonary complications in the PHS hospital in Norfolk on Sept. 23. Born in Gloucester City, Va., he was a resident of Hayes, Va., at his demise. Brother Brooks joined the former Railroad Marine Region in the port of Norfolk in 1960 sailing in the deck department for the Penn­ sylvania Railroad. He was an Army veteran of World War II. Burial was in Providence Baptist Church Ceme­ tery, Gloucester. Surviving are his widow, Margaret of Hayes; a step­ daughter, Lou Ann White; his par­ ents, Mr. and Mrs. Thomas Brooks and a grandson, Charles. Page 28 SIU pensioner Paul T. Gazic, 50, died Dec. 5. Brother Gazic was born in Youngstown, Ohio, and was a resident of Houston, Tex. when he died. He joined the Union in the port of New York in 1956 after transfer from the Sailors Union of the Pacific that year. He sailed in the engine department. Surviving are a son, James and three daught­ ers, Jeanette, Jacqueline and Suzanna of Houston. Charles Kodanko, 75, succumbed to emphysema Aug. 10 after 72 days in the hospital. Brother Kodanko resided in Sister Bay, Wise, at his death. He joined the SIU in the port of New York in 1960 after sailing on the Great Lakes since 1919 as a watchman for the Reiss Bros. Steam­ ship Co. from 1948 to 1964. He was a U.S. Marine veteran from 1920 to 1922. Surviving are his widow. Ber­ tha and a son, Paul. Marvin J. Lohr, Jr., 45, expired Sept. 21 from a cerebral hemorrhage after he collapsed on the deck of the Transeastern (Hudson Waterways) while at sea. Born in Hickory, N.C., he resided in Lake Charles, La., at the time of his demise. Brother Lohr joined the Union in 1947 in the port of Norfolk sailing in the deck depart' ment. Burial was at sea. Surviving are his widow, Hildegard, and his father, Marvin J. Lohr, Sr., both of Salis­ bury, N.C. SIU pensioner £mU Herek, 67, died of a hemorrhage in Commu­ nity Hospital, Santa Rosa, Calif., Nov. 2. Bom in Omaha, Neb., Brother Herek was a resident of Santa Rosa at the time of his death. He joined the,Union in 1948 in the port of New Orleans sailing in the steward department for the Missis­ sippi Steamship Co. from 1947 to 1963 and on the Delta Sud (Delta Lines). He had been sailing since 1937. Cremation was in Santa Rosa Memorial Park with his ashes being scattered at sea. Surviving are his widow, Louise and a son, Paul of Alhambra, Calif. SIU pensioner Harry J. Cronln, 70, passed away Dec. 11 of cancer in Long Beach (Calif.) Memorial Hos­ pital. A native of New York City, he was a resident of the Wilmington Rest Home in Wilmington, Calif, at the time of his death. Brother Cronin joined the SIU in 1941 in the port of New York sailing in the steward de­ partment. He had been sailing since 1919. He was on picket duty in Bal­ timore in 1961. Interment was in All Souls Cemetery, Wilmington. Surviv­ ing are his brother, Edward; a sister, Mrs. Kathleen F. Konko of New York City; a stepsister, Mrs. Patricia Allen of San Pedro, Calif., and a nephew, William E. Hart of Wilm­ ington. SIU pensioner Clyde F. Culpep­ per, 73, died Nov. 13 of cardiac ar­ rest in the USPHS hospital in New Orleans. Born in Birmingham, Ala., he was a resident of New Orleans'' when he passed away. Brother Cul­ pepper joined the SIU in 1954 in the port of New York and last sailed aboard the Steel Voyager as a chief electrician. He was on the picket line in the Wall Street strike in New York City. Seafarer Culpepper also won a personal safety award aboard ship. Surviving is his widow, Ida. Joseph A. Kozyra, 57, died of a coronary occlusion in Erie, Pa. Sept. 29. Born in Wilkes-Barre, Pa., he resided there at the time of his death. Brother Kozyra joined the Union in the port of Detroit in 1960 sailing in the deck department as a bosun on the Joseph S. Young (American Steamship Co.) on the Great Lakes. Burial was in St. Stanislaus Ceme­ tery, Luzerene, Pa. Surviving is his mother, Anna of Wilkes-Barre. FYancisco Fernandez, 58, suc­ cumbed to heart failure in Tampa, Fla., Nov. 23. Brother Femandez was a native of Tampa and made his home there. He joined the SIU in the port of Tampa in 1955 sail­ ing in the steward department. In­ terment was in Myrtle Hill Memo­ rial Cemetery, Tampa. Surviving are his widow, Herminia; three sons, Joseph, Frederick and Francis; a daughter, Herminia and a grand­ child. Ewald Horst, 20, died of ship­ board injuries Nov. 14. Bom in Roedenbach, Germany, Brother Horst was a resident of Maple, Wise, when he passed away. He joined the SIU in the port of Duluth in 1971 sailing in the engine department for the Kinsman Ma­ rine Co. from 1970 to 1973. Surviv­ ing is his mother, Rosa. Warren Lewis, 68, died Nov. 7. Born in Baltimore. Md., he was a , resident of Baltimore at the time of tfj his death. Brother Lewis joined the SIU in 1947 in the port of Baltimore last sailing in the steward department fM on the W. r. Steele. Surviving are his * widow. Rose and a daughter, Joyce. Rohert M. McDonald, 17, died in the Patuxent (Md.) Naval Air Station Hospital of neck and spine injuries sustained in a Rt. 5 motor­ cycle-car crash Oct. 8. Brother McDonald was a native of Jackson­ ville, Fla., and was a resident of Ridge, Md. when he passed away. He joined the SIU following grad­ uation from the Harry Lundeberg School of Seamanship, Piney Point, Md., in 1972. Brother McDonald sailed in the steward department. Burial was in St. Michael's Ceme­ tery, Ridge. Surviving is his father, Robert L. McDonald of St. Mary's, Md. r 0 • -• , » . J Seafarers Log �SSS8SSS , ^ ' V Whenever You Called AMindering the seas The following poem Is dedicated to all those merchant seamen who have used the facilities' of the United States Public Health Service be­ cause of injuries sustained on board merchant ips during war. ship Whenever you called we were there Through war and peace we did not care We sailed your ships through every sea To make the world strong and free We are not heros nor proclaim to be We had no parades not many cared Our fate was our own with no one we shared Only us the ones who were there •<l:v /^ ' ' When I was nine an* risin ten, I longed to follow the ways o' Uien, To pull an oar an' sail a boat, For I'd never a fear of ought afloat; I knowed a cleat from a hawser hole. An' the mast to me was a monkey's pole. But all my elders said to me: . :A • "There's time to think on't bide a wee!" When I was a lad an' gone fifteen, I thought on all the things I'd seen, ' An' the only life I cared to know Was a sail above and a keel below; For the call o'the sea it turned my brain, An' my blood ran salt in ev'ry vein. But all my elders said to me; "There's time to think on't. Wait an' see!" ^ A i'iii •• kMi As the last boom was lowered And the last line was free We drifted away slowly All alone were we Call O" The Sea • -%• • ; , - '' And as we drifted slowly away from the shore There were no bands there was no roar There were no crowds to say goodbye Hardly was there anyone that cried V Goodbye, my old ci^, Goodbye, city bruteClose your red eyes. T fly along the green From my sixty-seater I wave farewell to granite columns. ' A' If you think that we were happy and wanted to go Many seamen you do not know •For there on the shores we left behind Some who did care some who did mind Spinning over the web of asphalt belts, Amid the circling trees Manure-whipped hay Combed amber fields ": And golden fringed vine Drugged my city memories. But they stayed at home to suffer alone Both wives and children who we loved so They could not be there To see us go :;;';-rvXAp:>;b • Remember this to many that say -'Sililli There go bums on their way The luring silent village, lliiilt--. Yes we are bums as many proclaim The little colonial church We have never asked for fame Antique shops Aliil The world has proclaimed heros untold And the scattered leaves Have honored them with medals made of gold Strewn between glass-walled cottages Have set them on pedestals to see Rouse envy for this hushed haven. : But not people such as we The wheels spin. Yet when wars are over and we're needed no more While the moon showere They ban us again to the shore White magic They take from us the things that we need Upon mountain and land They think that we want nothing but greed Aslsuccumb ' v : To the spell of space. But again someday they will put out the call Come back merchant seaman we need you all Henri Percikow iiiliii Take our ships back to the seas And help us make the world be free David lolm Barry s When 1 was nigh to a man full grown. Hard o' muscle firm o' bone, I'd a-shipped,1 would, as a foc'c'sle hand On the dirtiest tramp that put from land; I'd a-given aught to ha' been away, With the decks awash, in the thick o' the bay' To ha' felt the lash of the salt, wet wind. With the sea befor an' the shore behind! An I watch the ships drop down the stream. Drop slowly down in the sunsets gleam, And the old, old longing, 'tis like a dream For me and my elders we couldnt' agree, With their "Time to think on't. Bide a wee!" An' so they fashioned a tradesman me— They fashioned a tradesman out o' me! ^ Harold Loddiait • Ri!f A: ?:SiySI Av'jrA' aiPsPlliiSS®!'' The End of the Rainbow •A'.'. ^ itSi . i A-A' •!' They're times I've of ten jvondered ., While sailing acrosS the sea. Where is the end of the rainbow. And that pot of gold for me. I've often been told, there's pots of gold. Just waiting for someone to find, I've searched high and low, wherever I go, Expecting the "Gods'' to be kind. " Sonae think their rainbows mean drinking, By drowning their sorrows in gin, IMe Others think betting the races, On horses that never come in. Some find their rainbow with cards aU night long. While others shoot dice for their thrill, Some chase the girls in port after port, All colors and shapes fill the bill. PRir'^' • • • Incredibly against all the odds you're there From a single blade then two then three and more _ A-A-.PAAA; • - . :• AAApliiAv-'i •A'Ap ' • -A • f-' . \ ThiConcrete • -.-A- ; ..^.r .. .. \ . isaei . :, And your loving ever searching roots In this desert of concrete has somehow found food God knows what the accumulated rubbish of man Trapped in the crevice, where the concrete ends and the bricks begin And you somehow have established yourself where previously there Was no vegetation There was life always here The hard working ants, Scurrying across acres of concrete .searching , For food Spiders making and repairing their nets like diligent fishermen ; vSharp eyed sparrows unconcerned at their lack of grace, Chasing the flights of flies ' But you without their skills have done the same Searched for food as industriously as ants Thrown Woven spider like the web of your roots Sharp bladed like sparrows you follow the flight of the wind : . Crack in the concrete one seed of faith of love can destroy . V The forces pitted against it and flourish in this concrete waste. Tony S. D. Fioley illwiiiiili®; I ^.;ASAiBAS Attention Seafarers; Please send your poems to Editor, Seafarers Log, 675 Fourth Ave., February 1974 Page 29 �Adult Education Worksl»» Lundeberg Sponsors National Education Conference More than 200 educators from throughout the United States, Canada and Guam participated in a two-day conference sponsored by the Harry Lundeberg School entitled "Adult Edu­ cation Works!" Sparked by the Lundeberg School's interest in learning more about what other educators are doing in the adult basic education and high school equiva­ lency areas, the conference brouj^t to­ gether educators in these fi< ds to exchange ideas, teaching meth 's and means of appfoaching problc s en­ countered in teaching the uncucated adult. Keynote speaker for this significant educational event was Joseph Mangano, Chief of Adult Continuing Education for the New York State Department of Education. He opened the conference by saying that the "Carnegie Study has indicated that adult education is prob- Where to Write Anyone wishing further informa­ tion about the programs at the Harry Lundeberg School^ of Seamanship, should write to: Director of Admissions Harry Lundeberg School of Sesunanship St. Mary's County Piney Point, Md. 20674. ably the largest facet in the whole uni­ verse of education." Telling the conference that adult basic educators carry a grave responsi­ bility, Mr. Mangano said that educators in this field also "have the opportunity to innovate because they are not bound by the kindergarten to 12th grade system." "We're on the brink of a whole new concept in education," he added. "Many of the things we in adult basic education take as truisms are being taken as innovation in the public school system. Here at the Harry Lundeberg School we see what is possible." Dr. Edgar Boone, past president of the Adult Education Association and now with North Carolina State Uni­ versity, told his workshop that under-, educated Americans are "creating a strain on the economics of our society and these personal tragedies are creat­ ing a loss in human resources." In all there were some 20 speakers at the conference who explored various aspects of adult basic education and how educators in different areas are attempting to reach the under-educated adult. Dr. Boone pointed out that there are some 24 million under-educated adults in America—persons who have not gone beyond the eighth grade in formal education. He emphasized that "until we develop the means to reach these people, it won't matter how much money is put into these programs. < < -'-.V ^st pruning c men wha will be manning the essels Will commenceon February 19^ EaFfr course will be four weeks iri leriitM} ' upon Completion a certificate wiU be issued qmlifying the Holder to sail on of the LNG/LPG vessels. We must break through and provide motivation." Lundeberg School President Hazel Brown told the educators that "what­ ever is motivational to a student is motivational to the teacher." Miss Brown, in explaining the unique academic-vocational training program at the Lundeberg School, said the key to the school's successful program "is the enthusiasm of. both students and teachers, and the school's willingness to innovate and develop new programs to meet changing needs." Seafarer Earns College Credits Seafarer Robert Goodrum partici­ pated in a five-day seminar on "Labor and the Legislative Process" last month at the Harry Lundeberg School in Piney Point and earned three credits toward an associate degree in Trade Union Ad­ ministration. The course is being of­ fered by the Dundaik (Md.) Commu­ nity College. complete the associate degree program later this year after he finishes a course in public speaking at Dundaik College. He is presently attending the SIU- The seminar was attended by some 40 members aflSliated with a number of trade unions. Speakers included Stuart Brock from the AFL-CIO's Depart­ ment of Education and Paul Wagner, Director of the United Auto Workers Education Department. Seafarer Goodrum, who ships out of the port of Baltimore and has been go­ ing to sea for 28 years, said he plans to FOWT Course Beginning April 1,1974 the FOWT course at the Harry Lundeberg School will become a three-week course. IBU Upgrading Center at the Lunde­ berg School preparing for examinations for QMED-—any rating. A native of Efaula, Ala., Seafarer Goodrum spends most Of his time ashore participating in community affairs. Five More QMED Graduates UPGRADING CENTER Ftetow is d complete description of the course. ^ introduction into the chemical ^d physical properties of liquefied and hque6€kl|«tfr>letnn^ be giveh; tanks are of the membrane type and will be discussed in detailf as to their construction, design, expansion, and characteristics. _ -Specially built liquid cargo pumps will be treated individually and all operational and maintenance dealing with the pump will be examined. Ccmyrewwig-^ detailed of off gases to the boilers will be inade. used to feed the boil- Gasifier-—Ifreory and c^rations of the gasifier will be frdly discussed. Reliquefication—^The principles used in liquefying gases with extremely boiling points will be discussed in detail as well as by the use of pictures| and blueprints Of the actual equi^^ as found on board these vessels. Gas Plant—^Tliis system will be analyzed fully so that die new principle of | cleaning tanks will ihake^^ t^^^^^ familiar with the sys-| . tern before boarding the vessel. ogen Plant—The system used for making nitrogen and its function as ap­ plied to serving as an insulation in the cargo tank void spaces mmi protection against cargo mil be discussed hi detaillustroinentation—^A complete up-to-date instruction booklet and manual as well as the principles of electronic instrumentation wlU be carefully studied ;? throughout the course. . * m pedal Fire Fighting Procednies—^A detailed study will be made on the hazards of LNG/LPG and the special procedures to be followed in an emergencyi Loading and Unloading Procedures-—Will be examined carefully so that the student will have a complete knowledge of what is ejpected of him upon f:i)Oardihg these yes^s..v^^ As these ate the first such vessels that will be operating under the American| and the first to be under contract to the SIU, it is extremely important that ch man receive the proper training before being placed on these vessels. Page 30 Five more Seafarers achieved QMED-any rating endorsements at the Harry Lundeberg School in Piney Point recently. The new graduates are, from left, Peter Hove, James Brack, Mortimore Morris, Robert Goodrum and Philip Pinter. At right is Engine Instructor Charlie Nalen. Upgrading Class Schedule February 21 — Lifeboat, QMED, Able Seaman, Welding and all Steward Dept. Ratings March 7 — Lifeboat, QMED, FOWT, and all Steward Dept. Ratings March 21 — Lifeboat, QMED, Quartermaster, Welding and all Steward Dept. Ratings March 25 — LNG April 1 — FOWT April 4 iv Lifeboaf, QMED, and^aU Steward Dept.Ratings Seafarers Log •• § ;N-'; •'I �Deck Department Upgrading 2. 24 months seatime in Steward Department, six months of which must be as Third Cook and Assistant Cook or; 3. Six months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. Quartermaster 1. Must hold an endorsement as Able-Seaman—unlimited—any waters. Chief Cook Able-Seaman 1. 12 months seatime as Cook and Baker or; 2. Three years seatime in Steward Department, six months of which must be as Third Cook or Assistant Cook and six months as Cook and Baker or; 3. Six months seatime as Third Cook or Assistant Cook and six months seatime as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook and Second Cook and Baker's Training Course or; 4. Twelve months seatime as Third Cook or Assistant Cook and six months sea­ time as Cook and Baker and are holders of a "Certificate" of completion from the Cook and Baker Training Program. Able-Seaman—12 months—any wafers 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 12 months seatime as an Ordinary Seaman or 4. Be a graduate of HLS at Piney Point and have 8 months seatime as Ordinary. Seaman. (Those who have less than the 12 months seatime will be required to take the four week course.) Chief Steward 1. Three years seatime in ratings above that of Third Cook and hoid an "A" seniority in the union or; 2. Six months seatime as Third Cook or Assistant Cook, six months as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Cook and Baker and Chief Cook Training Courses at the Lundeberg School-or; 3. Twelve months seatime as Third Cook or Assistant Cook, six months seatime as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief - Cook Training programs. 4. Twelve months seatime as Third Cook or Assistant Cook, twelve months sea­ time as Cook and Baker and six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. Able-Seaman—unlimited—^any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/4()—20/20, and have normal color vision). 3. Have 36 months seatime as Ordinary Seaman or AB—12 months. Lifeboafman 1. Must have 90 days seatime in any department. Engine Upgrading FOWT—(who has only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and have normal color vision). 2. Have six months seatime as wiper or be a graduate of HLS at Piney Point and have three months seatime as wiper. (Those who have less than the six months seatime will be required to take the four week course.) J FOWT—(who holds an engine rating such as Electrician) 1. No requirements. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boflermaker— (who holds only a wiper endorsement) 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30 and have normal color vision). 2. Have six months seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds an engine rating such as FOWT) 1. No requirements. HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING APPLICATION I I I Name. I (Last) (Middle) I AddressI (Street) I -Telephone. { (City) (State) I Book Number. I I Port and Date Issued. j Social Security (Zip) (Area Code) —Seniority. -Ratings Now Held. Lifeboat Endorsement: I HLS Graduate: Yes • No • Yes • No • { Dates Available For Training I Am Interested In: DECK • • • • AB 12 Months AB Unlimited Quartermaster Lifeboatman QMED—any rating 1. Must have rating (or successfully passed examinations for) FOWT, Electri­ cian Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, and Deck Engine Mechanic. 2. Must show evidence of seatime of at least six months in any one or a combina­ tion of the following ratings: FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, or Deck Engine Mechanic. -Age (First) ENGINE • • • • • • STEWARD QMED • Electrician FWT • Dk.Eng. Oiler • Jr. Eng. Dk. Mech. • Pumpman Reefer • Maclunist Boilermaker • Welder • • • • Assistant Cook Cook & Baker Chief Cook Steward i RECORD OF SEATIME — (Show only amount needed to upgrade in ratI ing checked above or attach letter of service, whichever is applicable.) SHIP RATING HELD DATE OF SHIPMENT DATE OF DISCHARGE Welding 1. Must hold endorsement as QMED—any rating. Steward Upgrading PORT- Assistant Cook 1. 12 months seatime in any Stewai d Department Entry Rating. I 2. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimiun of three months seatime. Cook and Baker -DATE. SIGNATURE. RETURN COMPLETE APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 1. 12 months seatime as Third Cook or, ,>s.^ febniaty 1974 ^ Page 31 �Vol. XXXV!, No. 2 SEAFARERS LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION* ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT •AFL-CIO , y � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1974 Description An account of the resource Headlines: USE OF U.S. SHIPS FOR OIL IMPORTS VITAL TO NATION MTD, AFL-CIO MEETINGS BEHIND HELD THIS MONTH LNG CARRIER KENTOWN - FIRST TO FLY THE U.S. FLAG SIU FIGHTS PLAN TO ABOLISH MERCHANT MARINE BODY 12 BOSUNS, 5 UPGRADERS GRADUATE AT MEETING BOSUNS COMMITTEE SELECTS 12 MORE FOR MARCH CLASS SIU SUPPORTS FAIR PENSION LAW RAYMOND HEROLD, DEAD AT 55 BLACKWELL - CONSERVE ENERGY U.S. SHIPYARDS HIT A PEACETIME PEAK LAST YEAR FOR EFFECTIVE LEADERSHIP CHIEF STEWARD'S POSITION PROTECT VALUABLES ABOARD VESSEL SENATE TO CONSIDER OCEAN STUDY PROPOSAL FIRST PENSION CHECK JOHN TYLER COMES HOME VOICE OF THE MEMBERSHIP AN EXPERT BAKER AT SEA - A HORSEMAN ASHORE SEAFARER PRINCE BAKER - 'PAIGE' ONE STORY SHIPS' COMMITTEES FOR MEMBERSHIP PARTICIPATION AT SEA HOUSE COMMITTEEE MUST STAY QMED - AN ESSENTIAL RATING LACK OF VITAL INFORMATION DELAYS WELFARE PAYMENTS SEAFARER ENGELUND KNEW THE SEA WOULD BE HIS LIFE WORLD'S EARLIEST SEAFARERS ARE FOUND IN A GREEK CAVE THE SEAFARER'S BOOKSHELF FULL BOOK UPGRADING INSURES SIU'S FUTURE SS STONEWALL JACKSON IS LAUNCHED FALCON LADY DELIVERS THE GOODS FOR THE NAVY LUNDEBERG SPONSORS NATIONAL EDUCATION CONFERENCE SEAFARER EARNS COLLEGE CREDITS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1974 Format The file format, physical medium, or dimensions of the resource Newsprint Identifier An unambiguous reference to the resource within a given context Vol. XXXVI, no. 2 1974 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/e1ff30c413ec05a0b3d017bfc52677ee.PDF 8b559c818d20e7226d900100a6337fcc PDF Text Text l^fJ . ^\•• . i-- A >•. : 4'''H "' '< nl '' .-h y;' 41 1 •-' ill •V. '. '1^ -f •|:i if -'< " "'•" ' ';3 -1 •:.^- •..'•l i 1 •\ The srupertanker TT Stuyvesant, sistershi|^f the SlU-manned TT Brooklyn arid TT Williamsburgh, is nearly three quarters finished as she lays in Seatrain Shipbuilding Corp.'s Brooklyn N.Y, facility. The-SiU-affiliated United Industrial Workers who were employed in her construction and the building of her sistership, theTT Say fl/dge, were laid off last month for foac^^eelts. (See story on Page three). . ^ " iH! a I. s ' - > ilillliii -L fc '.iiiimi • II , S«# Fage 28 . . sBiviSfts ,. - ^ / .| ' // s on See CenterfQld ,.y- '• > '••••• r-' •" �• /• ;- 9mmmsf.msmmm*mf'~ ->~-ss? Bis-aant—^-1-'—' .. • -k-••'•'•. .': . tf Meany Urges "Put America Back to Work" AFL-CIO: Ford, Congress Act on Jobs, Tax Cuts, Oil The AFL-CIO has placed before President Ford and the Congress a major six-point economic program to pull the country back from the brink of economic disaster and "put America back to work." The detailed and documented pro­ gram was unanimously adopted for im­ mediate action by an emergency session of the AFL-CIO General Board held . ;• , -: .• >•_ M'- "%¥• ^ i late last month in Washington, D.C. Fom hundred and fifty Union leaders representing the AFL-CIO's 110 affili­ ates, as well as its departments, state federations and major local central bodies participated in the program's adoption. Keynoting the urgency of the nation's economic condition, AFL-CIO Presi­ dent George Meany pointedly affirmed Rep. Sullivan Opens Round 3 In Fight for Oil Quota Bill Rep. Leonor K. Sullivan (D-Mo.), Chairwoman of the House Merchant Marine and Fisheries Committee, has begun the third round in the fight to reserve a portion of U.S. oil imports for U.S.-flag ships by introducing into the House of Representatives HR 1071, an oil preference bill almost identical to the measure vetoed by President Ford last December. Similar oil preference bills have also been introduced in the opening session of the 94th Congress by Rep. James J. Delaney (D-N.Y.) and Rep. John Mur­ phy (D-N.Y.). These new bills would require that -20 percent of all American oil imports be carried on U.S.-flag ships immedi­ ately, with the quota rising to 25 per­ cent in 1976 and 30 percent by mid1978. The bills have all been referred to the Merchant Marine and Fisheries Com­ mittee. This legislation is essential if the U.S. is to maintain a merchant marine cap­ able of competing with foreign fleets, whose cost of operations are almost totally subsidized by their governments through cargo preference laws, direct subsidies and grants and special tax concessions. A' recent study conducted for MARAD showed that governments of seven major maritime powers pro­ vide more than $2 billion annually for their merchant marine, whereas the U.S. only provides 25 percent of this amount for building and operation subsidies. The SIU's legislative battle for an oil cargo preference bill began in 1972 when a bill calling for 50 percent car­ riage of oil imports for U.S.-flag ships was introduced in Congress. the ift:. I- PRESIDENT'S PaulHaU REPORT: V '. •• Victory Over Recession '•¥ " ' • < Can Be Won For over a year now, the dangerous currents of inflation and recession have been unchecked, creating an economic whirlpool that is dragging under virtually every segment of American industry. And being pulled down right along with the nation's industries are thousands upon thousands of American workers who have lost their jobs. Among the hardest hit areas of the American work force are: the building and construction trades which reports 15 percent of its workers unemployed nationally and as high as 30 percent in certain geographical regions and specific crafts; the textile industry with an unemployment rate of 10.7 per­ cent; the auto industry with over a quarter of a million people out of work, and the manufacturing and production industries with 766,000 Americans imemployed. And now, the U.S. maritime industry, which had been holding up well against the economic deluge, is also beginning to feel the crunch. Americanflag tankers as well as some liner vessels are being laid up due to a lack of ' ' that "our program must be one of ac­ tion. Actions the President can take immediately. Actions the Congress can take within 60 days. It will be an emer­ gency program." In brief, the comprehensive program calls for: • An immediate tax cut of at least $20 billion, primarily for low and mid­ dle income taxpayers to stimulate the economy through added purchasing power. • Immediate government measures to reduce America's dependence on im­ ported oil and establishment of a fair and equitable system of allocation and rationing of fuel. • Immediate reduction of interest rates and allocation of credit for high priority social and economic activities. • Immediate massive federal efforts to create jobs for the unemployed. • Immediate action to protect exist­ ing jobs from unfair foreign competi­ tion. • Immediate government assistance Continued on Page 25 SlU President Paul Hall addresses the emergency session of the AFL-CIO General Board held in Washington, D.C. late last month. The Board placed before Congress and Presiderit Ford a major six point economic program to "put America back to work". Listening to President Hall, seated from the left, are: Lane Kirkland, secretary-treasurer of the AFL-CIO; Peter Bommarito, president of the Rubber Workers; Joseph Keenan of the International Brother­ hood of Electrical Workers, and Jerry Wurf, president of the American Federa­ tion of State, County and Municipal Employes. cargo—resulting in a slowdown in shipping in most ports—and shipyards throughout the country have announced layoffs and work slowdowns. Most notably in shipyard cutbacks is Seatrain Shipbuilding which, since Decem­ ber, has idled 2,800 skilled craftsmen belonging to the SlU-affiliated United Industrial Workers, and has brought construction on its two supertankers at the former Brooklyn Navy Yard to a standstill. America's economic bulwark has a number of basic deficiencies which has weakened its foundation; yet they are deficiencies which can be corrected through wide-ranging, progressive legislative and social programs. The AFL-CIO General Board, representing over 13 million American workers, has developed such an economic program and has laid it out before President Ford and the Congress for positive action. Among its many impor­ tant features, the program calls for significant income tax reductions for low and middle income families, and a complete revamping of America's energy policies to break the devasting monopoly the oil cartel holds over production, refining and transportation of this country's energy supplies. It is a good plan, and a plan that we in the SIU, as an important part of the AFL-CIO, must support because it will provide both immediate relief for the nation's growing ranks of unemployed, and the basic long-term materials needed to construct a new, more solid economic cornerstone for all segments of American industry. As always, strong opposition to these programs will surface from the multi­ national oil companies, one of the major causes of our present economic situation, whose corporate profits have soared to record highs despite reces­ sion in most American industries, and near bankruptcy in others. The oil cartel, though, is no longer the seemingly invincible foe it once was. In the 93rd Congress, the SIU, with the complete backing of this mem­ bership and American labor throughout the country, dealt the oil cartel their first major legislative defeat ever with passage of the Energy Transporta­ tion Security Act. The.cartel was then temporarily reprieved with a last minute Presidential pocket-veto. Now, less than two month's later, the arena has been set again in the new 94th Congress for another confrontation with 'the oil cartel. A bill almost identical to the vetoed Energy Transportation Security Act has been intro­ duced in'the House of Representatives along with other legislation to curb the oil cartel monopoly. With the same unified support throughout the American labor movement that dumped the oil cartel on its head last year, ultimate victory in these legislative fights, so crucial to the economic health and strategic security of this nation, is imminent. ^ -5 • :--i(r- Change of address cards on Form 3579 should be sent to Seafarers Internat'onal Union, Atlantic Guif, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue. Brooklyn Nev/ York 11232. Published monthly. Second Class postage paid at Brooklyn, N.^ Y. Vol. XXXVII, No. 2, February 1975. Page 2 • 'i;. •' Seafarers Log �filBltiTITiBi Veto of Oil Bill Crushing Tanker Market i i: Seafrain Lays Off 1,800 UIW Members at Yard When President Ford pocket vetoed the Energy Transportation Security Act on Dec. 30, 1974 it resulted in a further, crushing blow to the already depressed U.S. tanker market, and forced the Seatrain Shipbuilding Corp. last month to lay off for four weeks 1,800 SlU-afiiliated United Industrial Workers employed at its facilities in Brooklyn. The SIU had been fearful all along of the very negative effects a veto of the oil cargo preference bill would have on the entire maritime industry and in particular the slumping tanker market. This, combined with the fact that other countries have recently moved to benefit their fleets with pref­ erence requirements, has made the sit­ uation even worse. INDEX Legislative News New oil imports bills mtroduced Page 2 Washington Activities column Page 9 Jones Act under attack ...Page 3 Curb on 3rd-flag carriers ..Page 7 Union News Educational conference on contract Page 5 President's Report Page 2 1,800 UIW brothers furloughed ..Page 3 Headquarters Notes column Pages Tampa Port Agent Bennie Gonzalez passes away . Page 7 Membership meeting in port of Jacksonville ... .Page 4 1974 SPAD honor ' roll . Pages 12-13 Over $200 million paid out in benefits Back page Ecuador holding 7 tuna boats Page 5 Shipping Servicing on East Coast Centerfold Ships' Committees ....... Page 6 Dispatchers' Reports Page 24 Ships' Digests ..Page 20 Pennmar Page 21 Ships in Far East .Page 22 General News AFL-CIO holds general board meeting ........Page 2 Organizations exploiting senior citizens .page 7 20 countries protect merchant fleets Page 8 Supreme court rules against foreign flag picketing .. .Page 5 IMCO Meeting held Page 5 Training and Upgrading Seafarers participate in bosuns recertification and 'A' seniority upgrading .Pages 10-11 Automation in maritime industry : Page 19 Upgrading class schedule, requirements and application Pages 30-31 GED requirements and application Page 30 Membership News Retired seafarer pursues hobby :.. .Page 14 Final Departures ...... .Page 29 New SIU pensioners ....Page 23 Brother Vaccaro tends . bar ....:. ...... .Page 15 Special Feature ' Alcoholism .Pages 26-27 Work has been temporarily halted on the two super tankers currently under construction, the TT Stuyvesant, which is more than half completed, and the TT Bay Ridge, which is ap­ proximately 25 percent completed. Seatrain is re-evaluating its present completion schedule for the two ves­ sels. Two SIU manned supertankers, the TT Brooklyn and the TT Williamsburgh were built at the Yard. A meeting was held in Washington, D.C. on Jan. 23 among representatives from the SIU-UIW, Seatrain personnel and representatives of the government and Congress from the shipyard area to further discuss what could best be done to maintain the work at the yard. Other Shipyards Affected The Seatrain facility in Brooklyn is not the only shipyard in the country which has been affected by the prob­ lems in the industry. Approximately 2,000 men at the Newport News Ship­ building Corp. in Newport News, Va. have been laid off, and a total of over 6,000 shipyard jobs and some 1,900 seafaring jobs have been lost in recent weeks as a result of the tanker industry depression. The federal government has a major interest in the construction of both the Stuyvesant and Bay Ridge because it has already paid out construction sub­ sidies totalling over $31 million. It must now decide what can be done to get production resuming again at the Yard. Assistant Secretary of Com­ merce for Maritime Affairs Robert J. Blackwell late last month dispatched a four-man task force to investigate the situation and make recommenda­ tions. After the Jan. 23 meeting, two Brooklyn members of the House of Representatives from the shipyard area Representatives Shirley Chisholm and Fred Richmond, issued a joint state­ ment saying that "Mr. Blackwell has promised us that the task force will operate with sensitivity to the plight of the workers at the Yard, the impact the shut-down will have on the com­ munity and the government's already sizable investment in the two partially completed ships now at the Yard." The Senate Commerce Committee also began holding hearings Feb. 7 on the "depressed condition of the U.S. tanker industry and the impact of Pres­ ident Ford's energy proposals on that industry." (See story on this page) The SIU will do everything in its power to get its affiliated UIW broth­ ers at the Yard back to work as soon as possible. Senate Probes Crisis In Maritime Industry WASHINGTON—Stating that the U.S. tanker industry is in a "seriously depressed" condition and is faced with "financial disaster," Sen. Warren G. Magnuson (D-Wash.), chairman of the Senate Commerce Committee, asked the Administration what it has in mind "to improve this situation." Senator Magnuson blamed the Pres­ idential veto of the Oil Import Bill (Energy Transportation Security Act of 1974) for the growing crisis in un­ employment in maritime and related industries, and earlier this month called a hearing on the depressed conditions of the U.S. tanker industry and the im­ pact of the President's energy pro­ posals on the maritime industry. In letters to the Secretary of the Treasury, Secretary of Commerce, Secretary of the Interior and the En­ ergy Administrator, Sen. Magnuson asked them to appear at the hearing to answer specific questions concerning the decline in employment in the mari­ time industry and to offer solutions for the crisis. Commerce Secretary Frederick B. Dent and Acting Deputy Administra­ tor of the Federal Energy Administra­ tion Eric Zausner appeared and testi­ fied. Representatives from Treasury and Interior did not testify. Leadoff witness at the hearing— which was chaired by Senator Ernest F. Rollings (D-S.C.)—^was Congresswoman Shirley Chisholm whose dis­ trict includes the financially-crippled Seatrain shipbuilding Yard in Brook­ lyn. Following the Presidential veto, vitrually the entire work force at the yard was laid off. The Seatrain yard—located in a hard-core poverty area—has been hailed as a model project for training and putting people to work. Speaking emotionally about this project. Rep. Chisholm said: "Overnight, the 'dream' of persons who never had a real chance but could now make a productive contribution was shattered. These were people who were on public assistance, people who never really believed that the system cared about them, people who felt that the opportunity to move into the mid­ stream had become a reality . .. 1100 people idled in December and an ad­ ditional 1800 in January. The impact of these layoffs in Brooklyn—an al­ ready economically depressed area of our city—is particularly distressing and holds serious implications for the area's existence." Charging the Administration with a callous lack of interest in the nation's maritime industry, Mrs. Chisholm s^id that "no one seemingly is willing to speculate on the future, if any, for American-flag tankers." •' ^ J f. i.; Continued on Page 25 Jones Act Again Under Attack Oil Interests Petition for a Waiver to Carry LNG Major oii interests have instigated another attack on the Jones Act and petitioned the Treasury Department for a waiver to allow foreign-flag ves­ sels to carry liquified natural gas (LNG) from Alaska to New England. The New England LNG Inc., a con­ sortium of Northern Atlantic U.S. util­ ities, has filed for permission to use the Liberian-fiag Kenai Multina or the Norwegian-flag Ventaro to haul the LNG from the Phillips-Marathon fa­ cility at Kenai, Alaska because there are no LNG carriers operating now under U.S.-flag. In a telegram to Secretary of the Treasury William Simon, SIU Presi­ dent Paul Hall urged immediate rejec­ tion of the waiver request, calling it "an outrageous attempt by tbe major U.S. oil companies to by-pass the Jones Act in order to gain windfall profits through the entry of tax-dodg­ ing foreign vessels into the U.S. do­ mestic trades." President Hall went on to note that Phillips-Marathon has been shipping LNG to Japan for four years and if they "had been genuinely concerned about the well-being of American fuel users, they could have long ago built one or more U.S. vessels to insure that Alaskan natural gas was used in the U.S. market." Now that Japanese demand for Alaskan LNG has decreased, the de­ mand for LNG in the U.S. has in­ creased. And while Phillips-Marathon i: t i Continued on Page 25 MTD To Seek Solutions To Maritime Problenris WASHINGTON—The AFLs€IO Maritime Trades Depart; menfr—-representing 44 natidnal and inbernatio^ unions —- ^1 meet ih A^mi, Fla. this month to plan a coordinated program to d^l Yrith p yvide range of pi^-lems, including the cmis in the maritime industry. Three major arei^ Will he ex­ amined in depth. "They are: flie energy and economic crisis in the United States; the problems and goals of the U.S. maritime indus­ try, and the increasing attacks on the Jones Act. Paul Hall, presidtent of the MTlt, said that other to he disciissed are: the minimum yrage policy, the U.S. Food Stamp Pro­ gram, School Lunch Program, a national food and nutrition policy and trade legislation. Recommendations of the MTD will be submitted to the AFL-CIO Executiye Council when that body meets later this month. A fuD report on the MTD meeting will be publiriied in the March, 1975 issue of the LOQ. Page 3 February, 1975 VW'- ',!' i-v. I- • ' • ' , • -jMr- I'i.-. ^• . • f M �* New Jacksonville Hall Has MembershipMeeting T i At the Jacksonville hall awaiting start of meeting is Paul Halloway, ableseaman. HE new, modem SIU-IBU hiring hall in Jacksonville, Fla. held its second general deep sea membership meeting on Jan. 9 since being christened last November. The meeting was well attended by Jacksonville Seafarers who heard updated reports on the many issues and problems facing the maritime industry today. The comfortably furnished Jacksonville facility, located at 3315 Liberty St., is actually two separate buildings. The main building, which is finished, houses the hiring hall and meeting hall, where a complete range of Union services are available to SIU and affiliated IBU members. The second build° ing, not yet completed, will eventually house a restaurant and recreational focilities for the Jacksonville membership and their families. The Jackson­ ville hall is just the first in a planned series of general upgrading for all the SIU's hiring hall facilities. SIU Jacksonville Representative Jim Davis, left, conducts job call following meeting as Seafarer J. Crowley, right, throws in for AO's job aboard the SIUcontracted Iberville. Attending the new hall's second mem­ bership meeting is Recertified Bosun Ward Wallace. Prior to membership meeting. Seafarers David Goosby, QMED, left; George Costango, able-seaman, center, and Tom Barlow, able-seaman, engage in friendly game of rummy. Awaiting start of membership meeting are Jacksonville Seafarers Kenneth Jefferson, left; Ellis Young, center, and Maurice Murray. All three sail in the engine department. Sign outside new Jacksonville hall. on the present state of the maritime industry at the second membership meeting to be held at the new hall. Page 4 • Vv • • Seafarers Log �S/U Vic^ President Shepard Attends Joint Conference IMCO and ILO Meet to Study Maritime Safety Proposals A joint committee of the Intergov­ ernmental Maritime Consultative Or­ ganization (IMCO), and seafaring and ship owner members of the Interna­ tional Labor Organization (ILO) met in Geneva last month to study labor's sug­ gestions and amendments to IMCO's proposals for international maritime safety regulations. These joint conferences allow IMCO representatives to show their proposals to seafaring labor representatives and Maritime Ad Hoc Committee Members of the Ad Hoc Committee on Maritime Industry Problems met in Miami, Fla. this month to work out a unified program to meet the crisis facing seagoing, shipyard and related unions. The AFL-CIO committee is headed by John Dunlop who has been named by President Ford to become Secre­ tary of Labor. SlU President Paul Hall was a prime mover in setting up the committee. to modify them to partially reflect worldwide labor's needs. Seafarers were represented at this important conference by SIU Vice President Earl Shepard. HLSS Voca­ tional Education Director Bob Kalmus accompanied Vice President Shepard in an advisory capacity. By participating in these interna­ tional organizdtions, the SIU can moni­ tor all proposals for international maritime regulations that could affect unli­ censed seamen, as well as help shape these new proposals. At this joint conference, the SIU was particularly interested in a proposal to draft "mandatory minimum require­ ments for jimior ratings forming a part of a navigational watch." The proposal IMCO brought to the joint conference did not define the exact functions of a "junior rating" and the seafaring ILO representatives sug­ gested that language specifying that the junior rating should not serve as the sole rating on a navigational watch be included in the draft. This would in­ sure that a mate on watch could not serve as both an oflScer in charge of a watch and as a "junior rating", and that unlicensed members of the deck department would be required on board ships under international law. Unfortunately, both IMCO repre­ sentatives and ship owner members of the ILO would not accept a proposal that specified manning requirements. Therefore the changes were not added, though they will be attached to the drafted proposal as labor's comments on the proposed international require­ ments. This paper, with its attached com­ ments, will go to a drafting convention where an international maritime safety treaty will be drawn up, and may even­ tually become international law. For this reason, it is important that the SIU participate in these interna­ tional forums and work to insure that the unlicensed seamen's jurisdiction is not invaded or given away. The next international meeting which the SIU will attend will be an IMCO conference which will be held in Jime to set up proposed requirements for en­ gine room ratings. W-2 Forms W-2 forms for taxes withheld in 1974 from vacation pay were sent out to all Union members in Janu­ ary. These forms have been mailed to your home address, but if you have moved, or did not receive your form, a copy may be obtained at Headquarters, 675 Fourth Ave., Brooklyn, N.Y. 11232. For information on filing your tax return, see pages 16-18 of the January issue of the LOG. Committee Developing Educational Conference Agenda A pre-conference committee which included key members of the Harry Lundeberg &hool staff and SIU repre­ sentatives met this month to begin de­ veloping an agenda for the upcoming Educational Conference to be held in Piney Point this spring. A letter outlin­ ing all pertinent information concern­ ing the Conference has also been sent to all SIU members, to each SlU-contracted ship's chairman, and to all port agents. Also, a questionnaire will be sent out later this month to Seafarers asking for their comments and suggestions on such topics as the Constitution, pen­ sion, welfare and vacation plans, train­ ing and upgrading and a number of other topics important to all SIU mem­ bers. The conference agenda will include discussions on the evolution of the mar­ itime industry, its present state, the direction in which it is moving and how the SIU's political activities have- contributed to its development. Confer­ ence delegates will also make recom­ mendations for the deep sea contract coming up for renewal in June, includ­ ing possible revisions or additions in our shipping rules, the Welfare, Pen­ sion and Vacation Plans, and our train­ ing and upgrading programs at Piney Point. As reported in last month's issue of the LOG, the conference will be held at the Lundeberg School from Apr. 14 to Apr. 26. The delegation representing the membership will consist of 66 Sea­ farers, 22 from each of the three shiphoard departments, to he elected at special membership meetings in each A&G port on Apr. 10 at 2:30 p.m. The membership delegation will he partici­ pating in the Conference along with the Union's contract department and rep­ resentatives of all our beneficial Funds. Based on shipping and registration, and last year's activities in the various A&G ports, membership representation Supreme Court Rules Against Right to Picket Foreign Flags Rejecting all arguments by American maritime unions that the picketing in a U.S. port of foreign-flag vessels is "the lawful exercise of protected rights of free speech," the Supreme Court ruled by a 5-4 vote that the Taft-Hartley Act does not overrule the jurisdiction of in­ dividual state courts to issue injunctions to halt such picketing. This case, formally known as Ameri­ can Radio Associations, AFL-CIO, et al. V. Mobile Steamship Association et at., arose in 1971 when six U.S. mari­ time unions picketed foreign-flag ships at the Port of Mobile's Alabama State February, 1975 Docks to publicize the adverse impact the foreign operations had on both the American seaman and the American merchant marine as a whole. The Mobile Steamship Association immediately obtained an injunction in an Alabama State Court against the picketing, thereby touching off a fouryear court battle. The case reached the Alabama Supreme Court in May 1973 which ruled against the unions and af­ firmed the state court's action. And, a similar decision was handed down three Continued on Page 25 from each port will be; New York, 12; New Orleans, 6; Houston, 6; San Fran­ cisco, 6; Baltimore, 3; Boston, 3; De­ troit, 3; Jacksonville, 3; Mobile, 3; Nor­ folk, 3; Philadelphia, 3; San JUM, 3; Seattle, 3; Tampa, 3; Wilmington, 3; and Piney Point, 3. To qualify for election as a delegate to the conference, a Seafarer must: • be a full book member with "A" Seniority in good standing. • have 24 months seatime with SIUcontracted operators in ratings above entry (seatime will be con- sidered as any time for which con­ tributions have been made toward Pension and Welfare eligibility.) • must have at least 60 days of such employment in the period from Apr. 1, 1974-Apr. 1, 1975. Anyone wishing to be a delegate should be sure to bring along proof of his qualifications to the Apr. 10 Special Meeting. If any port fails to elect its quota, then Headquarters will hold a Special Meeting on Apr. 11 at 2:30 p.m. to elect that port's quota. Ecuador Holding 7 U.S. Tuna Boats and Crews In Salinas Seven American tuna boats and their crews are being held in the port of Salinas, Ecuador after being seized on the high seas, according to the Ecua­ dorian government, for fishing within the 200 mile coastal water jurisdictional limit this South American coimtry main­ tains. Two of the seized vessels are manned by members of the SIUNAaffiliated Fisherman's Union of Amer­ ica, Pacific and Caribbean Area. Ecuadorian officials announced that the boats would be held untU the catches were removed; but because of inadequate storage and cannery facil­ ities in Salinas, the vessels and crews could be detained up to 40 days. Ecua­ dor has also fined the vessels' owners in excess of $1 million. These seven boats are just a few of the numerous American vessels that have been seized by the Ecuadorian government over the past few years. The 1,350-member SlUNA-affiliated fishermen's union has called for im­ mediate Congressional action to "stop iJiese acts of piracy," and to "protect our men and property with whatever measures deemed necessary." Several bills have already been intro­ duced into the 94th Congress which would provide government assistance in many areas to the too-long neglected U.S. fishing industry. Specifically dealing with the problem of seizure. Rep. John Murphy (D-N.Y.) has introduced a resolution that would amend the Fisherman's Protective Act of 1967 to guarantee the safety of American fishing boats, their crews and equipment, against illegal harassment and seizure by foreign governments. In addition. Rep. Bob Wilson (R-Calif.) has advocated that the U.S. cut off all imports from Ecuador until a reason­ able solution to the seizure problem is worked out. The SIU will fight in the 94th Con­ gress to insure that American fishermen receive the same protection and safe­ guards at their jobs as Americans em­ ployed in other vital industries. Page 5 : r' �The Committee Page Seattle Committee Cities Service Baltimore -Awaiting a payoff in the port of New York on Jan. 23 following a coastwise run is the Ship's Committee of the SS Seattle (Sea-Land). From left are: smiling Bosun John Giannotis, ship's chairman;• Chief Steward H. Ridgeway, secre­ tary-reporter; J. Reeves, steward delegate; Robert Mealor, engine delegate, and Henry McCue, deck delegate. The Ship's Committee of the tanker, the SS Cities Service Baltimore are, from left: Isaac L. Alvarez, steward delegate; Henry Parkinson, ship's chair­ man; John J. Kulas, engine delegate, and Marvin Howell, secretary-reporter. The ship was on a coastwise run from Corpus Christi, Tex. to Stapleton Anchorage, S.I., N.Y. for payoff on Jan. 21. Brooklyn Committee Transhawaii Committee y'". •' . <4;" i'SSSft-Sw - :• • 4 '• «" '1 ? Paying off at the Blount Island Containerport in Jacksonville, Fla. after a coastwise run on Jan. 10 was the Ship's Committee of the containership the SS Brooklyn (Puerto Rico Maritime). From left are: crewmember Guy "Frenchy" Salanon, third cook; Chief Steward O. Fayne, secretary-reporter; Raoul Rivera, deck delegate; Chief Electrician G. Ortiz, educational director; Robert Bullock, engine delegate, and E. Odum, steward delegate. Overseas Traveler , ' U i'* • • .. After a coastwise run. Recertified Bosun Victor Carbone of the SS Trans­ hawaii (Puerto Rican Marine) (seated far left) waits for payoff in Baltimore on Jan. 4 with the containership's committee of, seated from left: Robert A. Outlaw, steward delegate, and Chief Steward Oreste Vola, secretary-reporter. Standing are, from left: Bernard Saberon, deck delegate; Herman Bergeron, engine delegate, and Chief Electrician Sadak Wala, educational director. Cities Service Norfork -V. y - •Am,:/ Recertified Bosun Arne Hovde, ship's chairman of the tanker SS Oyaz-seas Traveler (Maritime Overseas) bends over to talk to (seated) SlU Patrolman Teddy Babkowski about his report during a payoff in the port of New York on Jan, 15. Other Ship's Committee members are, from left: C. D. Crowder, educational director; Chief Steward J. C. Anderson, secretary-reporter, and Joseph Stanton, deck delegate. The ship came from the Far East and she is now on a voyage to Europe. Page 6 Seated from left is part of the Ship's Committee of the containership the SS Cities Service Norfolk. They are: Pantryman Malito Maldonado, steward dele­ gate; AB Arthur Fihnell, deck delegate, and Paul C. Guillory, engine delegate. Also, waiting for payoff in the port of New York on Jan. 23 on completion of a coastwise voyage was (in, background) Chief Cook Frank Adkins. Seafarers Log �High Legislative Priority Given Bill to Halt 3rd-Flag Incursion High on the Senate Commerce Com­ mittee's list of legislative priorities for the new 94th Congress is an important bill aimed at halting a growing incursion by third-flag carriers into the transpor­ tation segment of America's foreign trades. The bill would require that all opertrtors must file ahy rate reductions 30 days before the new rate becomes effec­ tive; and if the reduced rates are filed by a third-flag carrier, it must be proven by the operator that the new rate at least covers the full cost of providing the service. This necessary law would put a stop to the common practice employed by third-flag operators of indiscriminately lowering rates to stifle competition and then raising the rates when national-flag competitors have been forced out of business. The Federal Maritime Commission, which has been expressing deepening concern over the third-flag carrier situ­ ation, presently has very little authority to act against rate-cutting and price-fix­ ing practices proven detrimental to U.S. foreign commerce. A spokesman for the Senate Com­ merce Committee affirmed that the bill "is needed to enable the Federal Mari­ time Commission to more effectively prevent anticompetitive rate practices. Without this legislation, the recent emergence of the United States flag liner vessels as a positive contributor to our balance of payments position, as a vi­ able alternative to movement of our commerce on foreign-flag vessels, and as a naval and military auxiliary in time of national emergency, could be placed in jeopardy." The Commerce Committee had or­ dered an identical bill reported to the full Senate for a vote late in the 93rd. Congress — unfortunately too late for floor action. In this report, the Committee deter­ mined that 9.5 percent of the 1972 U.S. Jamaica Union Official Visits SlU X., A • Reg Ennis, right, general secretary of the Port Supervisors Union In Kingston, Jamaica discusses mutual problems of labor unions In the U.S. and In Jamaica—with SlU-Vlce-Presldent Frank Drozak. General Secretary EnnIs was participating In a month-long Labor Department-conducted program In which he viewed many U.S. labor Institutions. Atlantic Coast-North Europe liner trade was handled by third-flag carriers, with an expected jump to 13 percent by this year. The Committee also reported that 26 percent of U.S. Pacific liner trade in 1972 was carried in third-flag bottoms, with an expected 40 percent this year. No percentage figures, however, were released concerning the carriage of U.S. imported oil cargo. As usual in legislation that would foster the growth of a competitive U.S. merchant marine, the bill is receiving stiff opposition from the Departments of State and Justice. The Departments jointly stated that the bill was incon­ sistent with the administration's pur­ pose of improving trade relations. At a meeting held late last month in Washington, D.C., the national com­ mittee of the National Maritime Coun­ cil, which promotes the development of a strong, competitive U.S. merchant marine, took special note of this grow­ ing danger to the health of the American merchant fleet and vowed to get the Commerce Committee-supported bill through Congress. SlU Tampa Port Agent 'Bennie' Gonzalez, 64, Dies SIU Tampa Port Agent Belarmino "Beanie" Gonzalez died of natural causes in Tampa General Hospital on Jan. 28. He was 64. Brother Gonzalez was a charter member of the SIU, joining the Union on Nov. 12, 1938. He sailed as a chief steward on Union-contracted vessels until he became an SIU official in 1946. From 1954 he served the Union as a patrolman in the ports of New York, Seattle and Tampa. He was a patrolman in the port of Miami from 1959 to 1963 and was acting port agent there from 1963 to 1965. Finally, he served as Tampa port agent until his death. A native of Havana, Cuba, Seafarer Gonzalez was a naturalized American citizen..He was the son of the late Mr. and Mrs. Jose Gonzalez of Tampa. Burial was in the Garden of Mem­ ories Cemetery, Tampa. Surviving are his widow, Mrs. Ana Josefa Torres Gonzalez; a son, Jos6 Collazo Gonzalez; three daughters, Mrs. Francis (Carmen Lidia) Perna; Mrs. Ana Josefa Colazzo Quintanilla, and Mrs. Nicholas (Norma Iris) Co­ lazzo Matassini of Houston; a brother. Belarmino 'Jennie'* Gonzalez Manuel Gonzalez; five sisters, Mrs. Luisa Arguelles; Mrs. Margarita Perez; Mercedes Gonzalez of Tampa; Mrs. Maria Paiz, and Mrs. Enedina Ed­ wards; a nephew, Jose A. Gonzalez of Tampa, and a granddaughter, Nicole Matassini, also of Houston. Besides the close family. Union of­ ficers and rank and file members were also in attendance at the funeral services. Flim-Flam Organizations Are Exploiting Senior Citizens Operating under the guise of non­ profit organizations genuinely con­ cerned about the well-being of elderly Americans, the National Retired Teach­ ers Association, the American Associa­ tion of Retired Persons, and similar organizations, are actually exploiting countless thousands of U.S. citizens who are either retired or nearing retirement age, according to information released by the national office of the AFL-CIO. Through multimillion dollar televi­ sion, radio, newspaper and direct mail advertising campaigns, the NRTA and AARP offer 55 year old and older peo­ ple supposedly unbiased advice on the best possible life and health insurance policies. However, these organizations maintain a profitable, cozy relationship with the various insurance companies whose policies they recommend. And for the most part, the policies are in­ ferior protection at extremely high costs. For instance, the honorary president of the jointly administered NRTA and J AARP also holds controlling interest in J an insurance company that specializes in health, automobile, and life insurance for persons over 55 years of age. With the help of NRTA and AARP solicita­ tions, ^is company's excessive profits jumped from $183 million in 1973 to $250 million in 1974. In return, the February, 1^75 NRTA and AARP received $5.8 mil­ lion from this company last year for "administrative allowances." Attempting to write their own life insurance policy, the combined NRTAAARP has been working in Congress to block labor-backed legislation calling for a national health insurance pro­ gram, which, if enacted, would severely curb their exploitation of the elderly. In the past, these organizations also op­ posed Medicare and on the state levels they support "right to work" legislation. The AFL-CIO national oflSce has condemned the profit motivated actions of the NRTA and the AARP, and urges all its Union affiliated brothers to join in the fight to put a halt to their exploi­ tation of the elderly. The AFL-CIO also urges its mem­ bership of 13 million workers to sup­ port the National Council of Senior Citizens, the only organization of older and retired workers that has the com­ plete endorsement of the AFL-CIO. The NCSC has consistently worked side by side with the AFL-CIO in fostering programs that are in the best interests of American workers. The SIU joins in support of this worthwhile organization. For further information on the Na­ tional Council of Senior Citizens and its programs write William Hutton, Ex­ ecutive Director, National Council of Senior Citizens, 1511 K Street, N.W.,, Washington, D.C. 20005. -M Public Health Hospitals Are Being Revitalized A little over a year after the SIU led a successful fight to keep them open, the United States Public Health Service hospitals are undergoing a Govern­ ment-sponsored revitalization. A new director of the system, Dr. Edward J. Hinman, was appointed last July and new funds were pumped into the budget to modernize the hospitals. The struggle to keep the hospitals open began in 1970 when the Depart­ ment of Health, Education and Welfare issued at least three closeout or transfer threats, and stated, as rcently as last April, that it did not know what the fate of the hospitals would be. This, despite the fact that Congress passed legislation providing for continuihg op­ eration of the facilities In November, 1973 Congress tacked an amendment onto a defense appro­ priations bill which guaranteed that the Public Health Service hospitals would remain open for both out-patient and in-patient service. The measure pro­ vided over $100 million to operate, modernize and upgrade the eight exist­ ing hospitals and 32 clinics in port cities across the nation. These hospitals over the years have had the primary mission of providing care .to merchant seamen. Coast Guard personnel and certain other Govern­ ment workers. They have been plagued by many problems, including the end of the "doctor draft," a decline in patient load, a slowdown in research and a very high loss of hospital and clinic staff. The passage of the 1973 legislation was the result of a long, hard fight waged hy the SIU and certain members of Congress who have supported mari­ time causes in the past. The victory was made possible by the help of SIU mem­ bers who support the Union's political activities with their contributions to SPAD. The current revitalization includes new and increased community patient care and research in alcoholism and drug abuse, day care for old and dis­ abled persons to keep them out of nurs­ ing homes, rehabilitation of heart dis­ ease and cancer victims, preventive dental care and health screening of poor^ children. P««7 1 ;•« 1 �•.K-a I -r TT.'i , ^aw^aww^w^^ioWKlSi'*-vj' Merchant Marine Pleets Protected in 20 Countries FIREFIGHTING The U.S. Maritime Administration began conducting its firefighting course at its new facilities in Earle, N.J. on Feb. 17. However, MARAD has announced that because the Earle, N.J. facility is not yet completed, only a limited number erf class openings are available for each class date. This is only a temporary situation. Upcoming class dates at the new firefighting school are Feb. 21, Mar. 7, 17 and 21. Brothers, firefighting is becoming an increasingly important endorsement, and the day will soon be here when this endorsement will be a prerequisite to getting a job aboard an SlU-contracted vessel. So participate in this one-day program as soon as possible and get this important endorsement. BOSUNS RECERTIFICATION PROGRAM Week after week, we have been receiving an increasing amount of mail here at Headquarters from both ships' Masters and SlU-contracted company of­ ficials, praising the fine performance of our recertified bosuns. The letters have noted that the ships are running smoothly and that most contractual questions are answered quickly by the recertified bosun, resulting in fewer overtime and other beefs aboard ship. The SIU is looking toward the future; and in the years to come it is plainly visible that the job security of the American Seafarer depends upon his ability to continually upgrade his professional skills in order to remain on an even keel with the rapidly advancing maritime technology. Those Seafarers who have participated in the Bosuns Recertification Pro­ gram—one of the most successful educational programs ever conducted by the SIU—are now, and will continue over the years, contributing invaluable assistance to the SIU in building a secure future for our membership. I know you join me in congratulating the 12 bosuns who graduated this month, thus bringing to 201 the number of Seafarers who have completed the Recertification Program. They are: Carl Linebery; Basilo Maldonado; Carl Olesen; Enos Allen; Jose Aguiar; Clarence Pryor; Fred Johnson; Joseph Zeloy; Joseph Puglisi; William Reeves; Johannes Sorel, and Eddie Craddock. I Though President Ford has rejected Australian-owned shipping companies, Australian Transport Minister an oil import preference bill that would have greatly helped the American mer­ Charles Jones, announcing the new pro­ chant marine and U.S. shipbuilding, posal, said that six 65-70,000 dwt tank­ other countries throughout the world, ers would be needed to meet the quota. including Australia, Kuwait and Saudi The government suggested that its Aus­ Arabia, have now moved to protect tralian National Line provide three of their national merchant marine by im­ the tankers and Australian shipping posing import and export oil quotas companies the other three. According to Mr. Jones, "These pro­ that require the use of ships sailing posals, when put into effect, will give imder their flags. In addition, Argentina, Brazil, Chile, Australia a greater measui*e of security Colombia, Ecuador, Nicaragua, Peru, in relation to the availability of essen­ Venezuela, France, Spain, Algeria, tial supplies of crude oil." This new policy is also expected to Morocco, the Unit^ Arab Republic, India, Japan, Pakistan and the Philip­ foster a major expansion of Australianpines have for some time now reserved flag shipping operations.overseas. Prior to the Australian announce­ portions of water-borne imports and ment, Saudi Arabia and Kuwait un­ exports for their ships. The latest announcement of an oil veiled oil export quota plans aimed at import quota was by the Australian creating and sustaining national tanker government. This oil import quota pol­ fleets. These announcements bring the total icy will require that 40 percent of all the oil Australia imports be carried on number of countries protecting their Australian-registered ships, manned by merchant marine through cargo prefer­ Australian crews and operated by ence policies to twenty. Gets Quick Action on Claim ORGANIZING ACTIVITIES The SIU is in the process of filing charges against Sabine Tankers for firing an employee who had supported our efforts in the Sabine organizing drive. Sabine Tankers has tried this tactic of intimidation several times in the past; but in each case the SIU has intervened in behalf of the dismissed employees. Our efforts before the NLRB have resulted in the rehiring with back pay for every seaman fired by the company. Also, an SIU organizing drive is continuing aboard the Glomar Explorer. which is a deep-sea mining vessel operated by Global Marine Development, Inc., out of the port of Wilmington. During the past month SIU representatives have been actively engaged in contacting unlicensed employees aboard this vessel, and report success in enlisting support for the SIU. •-I . f '-S- •I r' «A' SENIORITY UPGRADING Since the 'A' Seniority Upgrading Program started in mid-1973, a total of 138 men have achieved their 'A' books, Along with our recertified bosuns, these men are helping to build a stronger Union and a more secure future for the SIU membership. If you are eligible for the program, apply immediately. By earning an 'A' book in the SIU, you will have earned a working lifetime of job security in the U.S. merchant marine. I want to wish the six Seafarers who completed the program this month smooth sailing in the years ahead. They are; Carson Jordan; Ralph Egeland; Mickey Noble; Llwellyn Trott; Frank Cammuso, and Barney Burnette. NEW SHIPS Due to the layoff of approximately 1,800 workers in Seatrain Shipbuilding Corp.'s Brooklyn facilities, a new delivery schedule calls for the TT Stuyvesmt to be completed in December of 1975 and the TT Bay Ridge in December of 1976. (For more details, see story on page three of this LOG.) Aeron Marine Shipping Co. launched the Golden Monarch, a San Cleraente class tanker, on Feb. 1 in San Diego, Calif. Seafarers are already manning the company's Golden Dolphin and Golden Endeavor. .-'m EDUCATIONAL CONFERENCE The SIU will be conducting an Educational Conference at Piney Point from Apr, 14 to Apr. 26 to discuss, among other things, the state of the maritime industry today and our new contract which is coming up for renewal in June. Each member and each ship's chairman has been sent a letter with full informatian on the Conference. (For further details, see article on page Ave of this ifiueoftheLOQi) Nlil In the port of Wilmington, Calif., Seafarer Richard Rodriguez happily displays Sickness and Accident benefit check he received shortly after filing the claim. His claim was quickly processed because Brother Rodriguez carefully filled out his claim and Included all necessary documents In his correspondence with the SIU Welfare Plan office. The veteran Seafarer has been disabled for the past three months due to a heart attack. He hopes to be shipping out again in a short while. Delayed Benefits The following members have hscl their benefit payments held up because they failed to supply complete information when filing their claims, Please contact Tom Cranford at illZ) 499<.6600. Name Social Security Number 076-16-6322 Delgado, S. Rivera, R. 073-24-2942 Alderate, B. 461-18-1347 WeUs. W. 285-34-9772 :- ^ 104-16-3454 Bleeker, IS. Trexier, R. V 217-14-4868. v-r 066-50-8005 Clarke, L. 159-26-7306 Hunt, M. ' 130-10-1426 . Hart, F. •,218-01-9856- • - ^ Taurin, J. ; 584-50-4883 Quinnone?, M„ 570-18-6179 Uzeta, 111 - 583-20-7873 fiantiagoi A. • •1 , . A _ 1 Union A&O UIW UIW UIW RMR " A&G UIW IBU AW " A&G • UIW AAQ UIW SHfirerfLog �-4. .-fM •^ "S 5\ »• .'^ Washington Activities By B. Rocker Since the 94th Congress convened last month, over 1,000 bills have been introduced in the House and Senate, a number of which concern the well-being of Seafarers, our brothers in affiliated unions, arui the maritime industry as a whole. So, this month the Washington Activities column has been expanded to keep the membership informed on these new legislative developments. Oil Import Bills Four new oil import bills have already been introduced in the House of Rep­ resentatives in the first session of the 94th Congress. These bills are similar to the Energy Transportation Security Act (H.R. 8193), passed by both houses in the 93rd Congress, but vetoed by the Presir dent. The new bills would guarantee 20 percent of all oil import cargo for U.S. flag ships, effective inunediately, rising to 25 percent after June 30, 1976, and 30 percent by mid-1978. The four bills have been referred to the Merchant Marine and Fisheries Committee. The SIU was instrumental in rallying support for H.R. 8193 last year among Maritime Port Councils, AFL-CIO State Federations and maritime manage­ ment groups to fight the wealthy and powerful oil lobby. We believe passage of that bill was a major victory, although it was pocket vetoed. We have seen the beginning of tfie economic effect of the veto in ship layups and just recently with the layoff of 1,800 in the Brooklyn Shipyard. We are not giving up in our fight; we will begin again to work for passage of a bill which guarantees U.S.-flag ships a fair share of cargo to promote jobs and job security for our members. Maritime Authoriration Before the second session of the 93rd Congress adjourned in December, both houses passed the authorization bill for fiscal year 1975 for the Maritime Administration. President Ford vetoed the bill, he said, because of a provision to reimburse fishermen who suffer losses as a result of action by a foreign fishing vessel. Congresswoman Leonor Sullivan (D-Mo.), chairman of the Merchant Ma­ rine and Fisheries Committee, has introduced a new bill to authorize $562.9 million for Maritime Administration programs, including $275 million for construction differential subsidies and $242.8 million for operating differential subsidies. It also provides for a regional Great Lakes Maritime Administration office. The Great Lakes is administered through the East Coast office at present. Senate Commerce Committee Hearings on Oil Spill The Commerce Committee, chaired by Senator Warren Magnuson (D-Wash.), has held preliminary hearings on tanker accidents in the Far East, off the coast of South America and off our own coasts. Witnesses in the hearings have stated that passage of H.R. 8193—^the oil import bill—^would have been a step toward safer transport of oil since U.S. ships are belter constructed and U.S. regulations are more stringent than foreign-flag ships. Hearings on the Depressed Condition of U.S. Tanker Industry Hearings are being held in the Senate Commerce Committee to investigate the present state of the industry, and to formulate plans to revive American shipping. (See story on page three of this LOG.) Some of the questions to be discussed are the effect of increased oil import fees on American tankers; the loss of thousands of shipyard and seafaring jobs because of tanker industry depression; government mortgage guarantees for tankers; the effect of shipyard closings on the economy, and what the Admin­ istration plans to do to solve the problems. Alaskan Gas for the Lower Forty Eight The Federal Power Commission has agreed to consider the application of El Paso Alaska to transport LNG by pipeline and U.S.-flag ships. The Interior Department had attempted to require El Paso to apply for a right-of-way permit before making application to FPC. Shipping Violations Rep. Leonor K. Sullivan (D-Mo.) has introduced legislation which would amend Section 27 of the Merchant Marine Act of 1920 (the Jones Act) to pro­ vide for a monetary penalty for the transportation of merchandise in violation of the Jones Act. Ocean Mining Rep. Thomas Downing (D-Va.) has introduced a bill, II.R. 1270, to help promote the development of the hard mineral resources of the ocean floor in the absence of an international ocean mining treaty. Nuclear Ships Authorization to aid in the developing, constructing and operating privatelypwned nuclear-powered merchant ships would be added to the Merchant Marine Act of 1936 under a bill introduced by Rep. Thomas Downing. February, 1975 U.S. Fishing Industry A number of bills designed to help the fishing industry have been introduced in the House and the Senate. H.R. 1492, introduced by Rep. Leonor Sullivan (D-Mo.) and Rep. Thomas Downing (D-Va.), seeks to extend the protection given coastwise trade to the domestic fishing industry. Rep. John Dingell (D-Miss.) has introduced a bill which would amend the Fishermen's Protective Act 'of 1967 by strengthening the import restrictions which may be imposed to deter foreign countries from conducting fishing oper­ ations that adversely affect international fishing conservation programs. Also, Rep. Dingell and Rep. John Murphy (D-N.Y.) have introduced a joint resolution to amend the Fishermen's Protective Act of 1967 to insure the safety of U.S. commercial fishing vessels, crews and equipment against illegaj harassment and seizure. Authorization for the Secretary of Commerce to make loans to U.S. fisher^ men who have had their vessels or gear damaged by foreign vessels would bfc provided by legislation introduced by Rep. William Cohen (R-Me.). A similar bill passed by the House and Senate in the 93rd Congress was vetoed. These bills have all been referred to the Committee on Merchant Marine and Fisheries. In the Senate, Sen. Edward Kennedy (D-Mass.) has introduced five bills designed "to allow the American fishing industry to revitalize itself." The Federal Fisheries Environmental and Natural Disaster Assistance Act, S. 194, would provide product insurance and indemnity against losses that occur as the result of a national disaster. S. 195, the Fisheries Development Act of 1975, is designed to encourage the efficient use of U.S. fishing resources. An amendment to the Fishermen's Protective Act of 1967, S. 196, would reimburse fishermen whose vessels or gear were damaged by foreign vessels. A similar bill, S. 145, was introduced by Sen. Robert Packwood (R-Ore.). S. 197 amends the Small Business Act to provide disaster assistance for individuals who are self-employed in the fishing industry. Under S. 198 the Saltonstall-Kennedy Act of 1954 would be amended to provide a 100 percent return of duties bn fish imports to the domestic fishing industry. S. 194, S. 195 and S. 196 have been referred to the Senate Committee on Commerce. S. 197 has been referred to the Banking, Housing and Urb^ Affairs Committee, and S, 198 to Agriculture and Forestry. Oa Pipelines Two bills to prohibit a pipeline company from transporting its own oil through its pipeline have been introduced in the House by Rep. Silvio Conte (R-Mass.) and Rep. Donald Fraser (D-Minn.). oa Import Fees A number of bills regulating the imposition of import fees on oil have been introduced in response to President Ford's $3 per barrel increase in import oil fees. A bill which would delay President Ford's import fee increase for 90 days was introduced by Rep. William Green (D-Pa.). Designated H.R. 1767, it passed in the House by a vote of 309 to 114. S. 140, introduced by Sen. Claiborne Pell (D-R.L), and S.J. Res. 3, intro­ duced by Sen. Edward Kennedy and 10 co-sponsors, would require Congres­ sional approval of all oil import fees. And legislation that would prohibit the imposition of duties, taxes or fees on the importation of petroleum and petroleum products has been introduced by Rep. Charles Bennett (D-Fla.). This bill has been sent to the Ways and Means Committee. Intermodal Transportation Rep. Leonor K. Sullivan has reintroduced legislation which would amend the Shipping Act of 1916 and facilitate intermodal transportation. A similar bill never went beyond the Merchant Marine and Fisheries Committee in the 93rd Congress. 200 MUe Limit Four bills, introduced by Rep. Norman Lent (R-N.Y.), Gerry Studds (D-Mass,), Thomas Downing (D-Va.), John Murphy (D-N.Y.) and Peter Rodino (D-N.J.), would extend U.S. jurisdiction from 12 miles off U.S. shores to 200 miles. All have been referred to the Merchant Marine and Fisheries Committee. To Protect Your Job Security in the Fight for Fauorable Legislation Seafarers are ui^ to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. •- ! l-/- ! �-psaspB Edwin Craddock Seafarer Eddie Craddock, 46, has been sailing with the SIU for 30 years and has shipped as bosun for the past 20. A native of Mo­ bile, he makes his home there with his wife Doris. Brother Craddock ships from the port of New Orleans.^ Clarence Piyor Seafarer Clar­ ence Pryor, 39, has been sailing with the SIU for 22 years, and has been shipping as bosun for the past 10 years. A native of. Mobile, he ships from that port and makes his home there. Si Fred Johnson. Seafarer Fred Johnson', 53, has been a member of the SIU since 1942 and began sailing as boson the following year. A native of Boston, Brother Johnson now ships from the port of Mobile where he makes his home with his wife Orpha. Joseph Zeloy Seafarer Joseph Zeloy, 48, has been sailing with the SIU since 1950 and has been shipping out as bosun for the past seven years. A na­ tive of Mississippi, Brother Zeloy now makes his home in Gretna, La. He ships from the port of of New Orleans. Wnilam Reeves Seafarer William Reeves, 43, has been a member of the SIU since 1952 and started shipping out as bosun in 1965. A native of Mobile, he ships from that port and makes his home there with his wife Oleeta and their four children. Basilo Maldonado Seafarer Basilo Maldonado, 55, has beerfsailing with the SIU since 1953, and started shipping as bosun in 1972. A native of Ponce, Puerto Rico, Broth­ er Maldonado now ships from the port of Baltimore where he makes his home with his wife Geraldine. Bosuns Recertificatfon Program y^ore Than 200 Graduated When the 19th class of recertified bosuns graduated at the general member­ ship meeting this month the total number of bosuns to complete the program went over the 200 mark. Two hundred and one of our bosuns are now asserting their leadership of SIU crews aboard our contracted vessels. After completing the two month program these men, who are the key unHcensed sramen on their ship, are better able to act as leaders in handling the new equipment of the modern, technically-advanced ships of today. The recertified, bosuns are also gaining a greater knowledge of their Union and a deeper insight into the entire maritime industry. Effective leadership aboard ship is the foundation of the continued growth of the industry, the strength of the SIU and the job security of our membership. The recertified bosuns are providing that leadership. Carl Lineberry Seafarer Carl Lineberry, 37, has been a member of the SIU since 1958 and has been sailing as bosun since 1968. A native of Mobile, he ships from that port and makes his home there. Car! Olesen Seafarer Carl Ol­ esen, 50, has been a member of the SIU since 1959 and has been, shipping out as bosun since 1962. A native of Copenhagen, he now ships from the port of San Fran­ cisco where he makes his home. Following are the names and home ports of the 201 Seafarers who have^ Enps Allen Seafarer Enos Allen, 52, has been a member of the SIU since 1946 and has been shipping out as a bosun for the past 10 years. A native of New­ foundland, he now makes his home in Novado, Calif. Brother Allen ships from the port of San Francisco. Jose Agiiiar Seafarer Jose Aguiar, 49, has been a member of the SIU since 1941 and started sailing as bosun in 1958. Born in Puerto Rico, Brother Agui­ ar now ships from the port of New York where he makes his home with his wife Olga and their three children. Johaimes Sorel Seafarer Johan­ nes Sorel, 51, start­ ed going to sea in 1937, joined the SIU in 1947 and has been shipping out as bosun since 1953. A native of Rotter­ dam, he now makes his home in Pensacola, Fla. with his wife Isabella and their three children. Brother Sorel ships from the port of Jacksonville. Joseph PugUsi Seafarer Joseph Puglisi, 43, has been a member of the SIU since 1951 and has been sailing as bosun for the past 10 years. A native of New York, he ships from that port and makes his home McOfnahf, Arffiur, .NotfoBi as. :phen,NewVArik . Ihdrer, Elmer, Houston BaHtehin, Elmer, Hooston Aaiudoln, James, Houston Beavers, Norman, New Orieans BechKvanfe, Nicholas, New York Beck, Arthur,')^ Francisco Beiger, David, Norfolk , I • Boncy, Andrew, Norfolk Bourgof, Albert, Mobile Brendie, Mack, Houston Bimdcs, Tom, New York Bdilard, Baltiinore Del^o, Julio, New York Dkldnson, David, Mobile DixoB, Jamra, MobHe Drake, Woodrow, Seattle Drewes, Feter, New Ymrk Duct, Maurice, Houston l>nnn. ,i4 jinked, Arne. Seattle EddJns, John, Baltimore Falrcloth, Charles, Mobile ? k Feerera, Raymond,! z Foster, James. Foti, Sebastian, Wlimington unk, William, New York , Kenneth, Houston Garner, James, New Orleans Burke, George, New York Garaa, Peter, Houston I, Ronald, New York Glangiordano, Donato, Fhiia William, Seattle GiUain, Robert, Jacksonville erion, Walter, Norfolk Gillikirt, Leo, San Francisco itts, Bobby. Mobile Gonzalez, Jose, New Yoik Hnnaaon, Honstoa ••-'k Gorbea, Robert. New York ' Tain, Hubert, Mobile Gorman, lames. New York Ciddeira, Anthony, Houdon Greenwood, Periy, Seattle Cnrbone, Victor, San Joan • Gdma, Vincent, New York Casanueva, Michael, New Orleafm Mager, Bertii, New York Castro, Gniltcrmo, Ifcabfleb- giat, X4ew ¥e*k WW; ' vNewYoric Jansson, Sven, New York Johnson, Fred. Mobile Johnson, Ravaoghn, Houston t», Antoine, Kerngood, Morton, Baltimore Kleimola, William, New York f Rnoies, Raymond, i^FranchKo Ja< Lambert, Reidus, New Orleans Landron, Manuel, San Jpian lasso, Robert, San Joan Invoine, Raymond, Baltimore LeCiair, Walter W., New York Lee, Hans, Seattle Levitt; Jacob; Baltimore Libby, George, New Orleans Linebeny, Carl, Mobile ^ckert, Robert Baltimore Maldonado, Basilo, Baltimore Manning, Denis, New Orl' Page 10 Seafarers Log ,, r 'h '• i-.i'' i' • - Ribn, Ewi^ New Oriehns R0ey, Willlant, San Fmncisco Rlngueffe, Albert, San Francisco m Clyde, Seattie Rivera, Alfonso, San Juan , lacksonvOle Meffert, Roy, Eodriquca^ Lancelot San Juan Moen,. Irwin, Baltimore , , . . Rodrign^ Ovitfio, New York . Monardo, Sylvester, New Odeans Rnley, Edward, Baltimore Morris, Edwsrd Jr., Mobiie Schwarz, Robert, Mobile Mon^, William, Baltimore Sejifv l^omn^ Moss, John, New Orieans Moyd, Ervin, Mobile Sernyk, Peter, New York Mullis, James, Mobile , ^Idrak^ Mwrry, E^ph, San Francisco Siimu, Lener, Norfolk Nash, Walter. New York Sokol, Stanley, San Franckuo ''ib'akW Sorei, Johannes, Jacksonviiie . „ ijNewYoik Spuron, John, San Franc^co O'Brien, Witliam, New York Stocfcmarr, Sven, New Yoric O'Connor, William, Seattle Swearlngen, Barney, Jacksonv Olesen, Cari, San Francisco Swidemid, John, New York Fred, San Francisco Teti,Fraok, New York Maurice, Boston Thompson, J. R., Houston Tieer, Dan, San Francisco ay, New York Tillman, WUilam, San Franc Parker, James, Houston Tirelli, Enrico, New York Pederscn, Otto, New Orieans Todd, Raymond, New Orieanr^ Pebler, Frederick, Mobile Tolentino, Ted, San Frandsco Pence, Floyd, Houston Turner, Paul, New Orieans , , Wallace, Jr., San Francisco Wallace^ Edward, New York Pierce, John, Philadelpbia Wallace, Ward, Jacksonville PoUanen, Vickko, New Orieans Wallace, William, Mobile P(>iii.c.>n. Vjirnpr. Seattle Waiuiaw, Richard, Houston Pressiy, Donald, New York Wsnver, Harold, Houston Pryor, Clarence, Mobile Whitmer, Alan, New York Pucbalski, Kasinilr, San Francisco Wingfield, P. G. Jacksonville , Joseph, New York Woods, Malcolm, San Francisco Poiiiam, James, San Francisco Workman, Hosier, New Orieatm ^NeseOs ^^aragoza, Roberto, New York V • • �i- -:x;:'..,;_ ,,^1 [i- h: Barney Bnmette Seafarer Barney Burnette has been [ sailing as a chief cook with the SIU since 1967. A World War II vet­ eran, Brother Bur­ nette upgraded to I chief cook at the ' Lundeberg School in Piney Point before participating in the 'A' Seniority Program. Brother Bur­ nette, a native of Arkansas, lives in Lomito, Calif., and ships out of the port of Wilmington. 'A' Seniority Upgrading Program Six Receive Full 'A' Books The SIU's 'A' Seniority Upgrading Program is a fonvard-looking course aimed at protecting the future of our Union by providing fuU-book members who have a solid understanding of the maritime industry, a better appreciation of their responsibilities aboard sbip and a deeper insight into the SIU. Also, starting with the December class, the 'A' Seniority Upgrading Pro­ Llwellyn Trott Mickey Noble Seafarer Mickey Noble, 22, graduI ated from the Lun­ deberg School in 11971. He returned to Piney Point in 11973 to obtain his I AB ticket before at1 tending the A' Sen­ iority Program. A native of New York, Brother Noble now lives in San Francisco and ships from that port. g I Adams, Francis, Deck i^UIen, Lawrence, Engine I Allison, Murphy, Engine lAhmad, Bin, Deck l^drepont^ P. J., ]^in^ Arnold, Mdtt, Deck IBttrtoi, Thomas, Dedk i Baxter, Alan, Engine |Bean>P;L.,Deck IBeaiiverd, Arthur, Ei^hie iB^inger, WHMam, Ste'rt^ I jBerulls, William, Deck iBlackiok, Richard, Engine IBdlcn, lames. Deck I Bolen, Timothy, Deck |lBiarke, Lee Roy, Engine I Burke, Timothy, Deck I Burnette, Barney, Steward Cammuso, Frank, Deck Castle, Stephen, Deck Clark, Garrett, Deck Coiangeio, Joseph, week Conklin, Kevin, Engine Cunningham, Robert, Deck Daniel, Wadsworth, Engine Davis, William, Deck Day, John, Ei^iine Derke, Michael, Engine Dcsldns, William, Steward Dising, Maximo, Engine Egeland, Ralph, Deck ; Fj^cndero. Tomas, Engine Seafarer Llwellyn Trott, 36, has been shipping with the SIU for five years. Sailing in the engine department, Broth­ er Trott studied for his QMED rating at the Lundeberg School before re­ turning there for the 'A' Seniority Pro­ gram. A native of Bermuda, Brother Trott lives in New York-with his wife, Jonnie Mae, and ships from that port. ; ;Ewlng, Farmer, William, Deck FOa, Marion, Deck Frost, Stephen, Deck Galka, Thomas, Engine CaHiano, Marco,Deck V Gai^, Stephen, Deck Garcia, Robert, Deck gram has been expanded to include the American Heart Association's "Basic Life Support Training" in cardiopul­ monary resuscitation and emergency cardiac care. This month six more Seafarers have earned their full books, bringing the number of members who have achieved full *A' book status through this pro­ gram to 138. Ralph Egeland Seafarer Ralph Egeland, 33, started sailing with the SIU in 1969. Seafarer Egeland sails as an AB, and before at­ tending the 'A' Seniority Upgrading Program, he ob­ tained his Quarter­ master endorsement at Piney Point. A Marine Corps veteran. Seafarer Ege­ land lives in San Francisco and ships from that port. Jordan, Carson, Deck p^n^ Thomas, Ett|^ »ecK pKeitb, Robert, Deck h:k lEcMey, Jphm Drt:k -ir . Kelly, John, Deck Kerney, Paul, Engine Kirks^, CharleSv E Kittlesou, L.Q.,Deck Giliiank Knight, Donald, Engine Sfewa^ Konetes, Johnnie, Deck Gotay, Raol, Steward Knnc, Lawrence, Deck Gower, David, Engine Kundraf, Joseph, Steward Graham, Patrick, Deck L^iBiv;ROnhi^-Ei^ Grimes, M, R., Deck LeCiair, Lester, Steward Hale, Earnest, Deck jillijl Lehmann, Artbar, Deck Kan, Kay, Deck Lentsch, Robert, Deck Hawker, Patrick, Deck Luttdeman, Lonis, Deck Haynes, Blake, Engine Makarewicz, Richard, Engine Heick, Carroll, Deck Manning, Henry, Steward Heller, Douglas, Steward Marcus, M. A., Deck Humason, Jon, Deck Hummerick, James, Jr., Steward McAndrew, Martin, Engine Hntchimon, Richard, Jr., Ejogine McCabe, John, Engine lvey,D.E.,Eni^e Johnson, M,, Deck Jones, Leggette, Frank Cammnso Seafarer Frank Cammuso, 36, has been sailing with the SIU in the deck department since 1967. A six-year Navy veteran, Brother Cammuso earned his quarter­ master endorsement at the Lundeberg School before attend­ ing the Senioriy Upgrading Program. Brother Cammuso is a native of Pitts­ burgh and now lives in Long Beach, Calif. He ships out of the port of Wil­ mington, Calif. Carson Jordan Seafarer Carson Jordan, 24, joined the SIU in 1971 when he graduated from the Harry Lundeberg School. A Navy veteran. Seafarer Jordan re­ turned to Piney Point in 1972 to earn his AB ticket. A native of Jackson­ ville, Fla., he ships out of that port. Miranda, John, Engine Moneymdlk%r, ] Moore, C, M., Deck Moore, George, Deck Moore, William, Deck Moitler, WUIiam, Deck MotttomTeiry, Engine^ Nohle, Mickey, Deck Painter, Philip, Engine Pdoumbi!^ Nikolaos, Einj^ ; Papageoig^ Parker, Jason, Deck Poletti, Pierangelo, Deck Reamey, Bert, Engine ResiainojJonn, Engine Ripiey, Wiiiiam, Deck Rivers, Sam, Engine Roback, James, Deck Rodriguez, Charles, Engine Rodriguez, Robert, Engine Rogers,: ~ • Sabh, Sailey, Robert, Jr., Engine Darry, Engine: ;er, Alfred, Decl _ SimonettI, Joseph, Steward Simpson, Spurgeon, Engine Shk, Keith, Deck Smith,D. B,, Steward. Smith, Robert, Deck Spell, Gary, Engine Spell, Joseph, Deck Spencer, H; D., Engine Stanter, David, EnklnO ^Stevens, Duane, Deck Svohoda, Kvetoslav, Engine Szeibert, Stephen, Steward Tanner, Leroy, iEOgine Thomas, Robert, Engine Thomas, Timothy, Deck Trainor, Robert, Deck Trott, Llewellyn, Engine Utterback, Larry, Deck Vain, Thomas, Deck Vaiton, Sidney, Engine Vanyi, Tuunias, Steward Wambach, Albert, Deck Wayman, Lee, Deck Wolfe, John, Deck i His Is a Knotty Hobby He's the One! OS Sidney "Frenchy" Le Blanc, 45, of the SS Overseas Vivian (Maritime Over­ seas) tells how he knots hemp into (pictured) bellcord, ship's wheel, ship's wheel picture frame, lighthouse lamp holder, rose, ship's wheel made out of a different cord, place mat, cross and a monkey fist. "Frenchy" also makes" hats from various materials, like the one he sports, and does fancy lettering. Pantryman Miguel Robles (center left) points to Chief Steward Marvin Deloatch aboard the SS Columbia (Ogden Marine) in the port of Dammam, Saudi Arabia, and congratulates himrfor the "fine, wonderful Christmas Day dinner" he and 3rd Cook William Meehan (right of Yule tree) prepared together. Far left. Saloon Messman Victor Mondect holds dessert of spiced sweet potato pie with whipped cream to be washed down by chilled, spiked punch or spiked egg nog. February, 1975 'T �'"^4'- a" rs33a/4»f.W,'?r^ 275 Seafarers Donate $100orMoreinjO^ iTft./oHofoi"* lore vital to hoth pur jictivities Bomiton (SPAD) fu M.E.Ahmed #iS«n Francisco, Caltf. year 1974, T. Curtis Indianapolis, PlA E. K. Bryan Pasadena, Texas M.A.Alhoj pearhorn, Mich. G.M.Ally Richmond, Mich. hJ.Alorixo „ : Jeffersonvme,N,Y. P. Pellesa Covina, Calif. A.Campbell Brooklyn, IV.Y. R.Pias V New York, N. Y. A.Campbell Jacksonville, Fla. P.pick^ ColKngwood, T enn. J.W. Campbell IM Center,Wash. J. A.Bid0memc0 Massapequa, N.Y. P.Capito ^ Brooklyn,N.Y. J.Dies Jacksonville, Fla. A. H. Anderson Norfolk,ra. IJM. Anderson Yokohama, Japan J.Carr Mont Jay, Pa. W.J.Carter Puluth, Minn. I. Anderson Colon, Panama A. Aronica Jacksonville, Fla. A. AHefa . PembormMirh. P.B.Atkinson Adberwood,Wash. F.E.Aubusson St. Louis, Mo.f J.Castleberry Weatherford, Tex. Bqlthnore, Md. J. Cisieki Mt. Top, Pa. P. Cole ^ PalyCUy,Calif. F. Prosak Hackensack,N, J. J.L.Badgero Spring Lake, Mtch.MM J. Baun Superior^ Wise. ; H. Bents Pittsburgh, Pa. p. Berger Che8apeake,Va. T. P. Conway Baltimore,Md. Al Chesapeake, Va. y P.Correll MillbraeiCaUf^I* A. Costello Santa Rosa,Calif. DutrnCuinm J. Eddins Norvoon, N.C. R. P. Ellis Pt.Worth, Texas F.Essa Providence, R.'. W.J. Crowle Middla«c,nJ f Greeff Baltimore, Md MM. -vV SssSiil P. R.Green r ^ A.Lomas BronxviUei N.Y. A. F. Johnson Elperta,Mich. ' J. Lombardo Freehold, P. Lopes San Francisco, Calif. M. C. Laurie Mobile, Ala. J.J.Katie Cedarhurst, N. Y, MM- ^ R.N.Leight , a Winchester,Ta. . .. HAJargenson Bronx, N.Y. J. Green Baltimore, Md. ':/k0r H. S. Lee SeaUle,Wash. K. Jones Houston, Texas p.T. Green Tung Ku, Korea M- M. Lavoie Jacksonville, Fla. ^, A. Hooper Mniville,N.J. H. Gooding tacksonvHle,Fla. Jacksotv ' H. Lambert Crawford, N.J. M.R. Hobson Sarasota, Fla. >•,1 •< A. Kurta , Hawthorne, Calif. M.C.Uinton Seattle,Wash. s.Ginsburg Chicago, lU. ^ Wm. Kuhl Norfolk,Va.: T.Hines Pt. Angeles,Wash. K. A. Gill Lake Forest, III. •Sts^. M. M. Kowalski St. Ignace, Miss R.P. Hemming Waldford,Md. D.GiU Jacksonville, Fla. K.W. Conklin In I. Prayden, Md. J. Condon ^ ^ Northville, Mich. J.C. Kowalski St.lgnace,Miss. P.V. Hathaway Seattle,Wash. T.L.HebbJr. ^ Washington, D. C. E.J. Gilder sleeve Br0oklyn,N.Y. K.A.Dudley aftiiMinden,f^evi .« ~ L J' ^ ^Brooklyn,N.Y. J.Kordich San Francisco, Catif. G.D.Hawk Payton,Ohio R. Gibson Kanacjawa, Japan P. Prosak Houston, Texas L. Kool Concord, Tenn. J.Harmon ^ Newton, Miss. D.Geygln San Diego, Lalsj. iV,; F. Colon New York, N.Y. C.M. Aversano Islip,fijJ' E.L. Gardner San Francisco, Catsj. ; W. Koltcnuk Camden, N. J. A.Hanstvedt Jacksonville, Fla. S.Gerstein San Francisco, Lauj. P. Prews Brooklyn,N.Y. D. Knoles Torrance, Calif. R. Honey Anaheim, Calif. R.Garrido Oxonod Hill, Md. E. Colby Needland,Texas A. Klein Seattle, Wash. H.H.Halloieay Tampa, FUt. W.j.Gagne Melrose,Mass. E.Poruth Brooklyn,N.Y. S.C.Klaveno Walla Walla, Wash. R.M.Halley Baltimore, Md. R. Freeman River Rouge, Mtch. m M. Kinney Binghamton,ix. M. PHall Westtvood,N.J' J.Foster Jackson,Fla. J. Pi Giorgio Westwood, N. J. H.A.King, Jr. AchilleSfVa. B. Hall Brooklyn, N'Y" SA.Fallago KawitCavit,RP M.S.Digaugi V Portland, Ore, C.L.King St. Paul, Minn. A. Guillen fFoodside,N.Y. R. Ferehee Seattle,Wash. K. Burton Jacksonville, Fla. ^.O.Ammann Toledo,phio E.Esra Houston, Texas F.DebordeJr. Savannah Beach, Go. T. Burke Ogdensburg, ne *. H. Alexander IJacksonv^fPia' J. Grid vie. Jacksonville, Fla. W. Pagan ^ Pompton Plains, N. J. ReJ.Danos Kenner, La.. B. J.Buffalo Slidell, La. S.Alderson CarlinviUe, IIL '•- • more to the Seaferere Politicel WkM T. J. Lynch Brooklyn, N. •all Camita, P.L M. Mac Fadden Jacksonville,Fla. F. A. Bolton Houston, i ex* R. MakareWics:^ Baltimore, Md^ W-< t. D. Bonser Oakland, Calif. t.L. Bowman Garnet, Mich. p. Broncoccto Brooklyn,N,Y W.D.Makin Robertsdale,Ala. m?m P. Manafe Bronx, N.Y. Date. Contributor's Name _ State .City Address , _Zip Code G.W. Manning ' Baltimore, Md. S.S. No. S.Brooks ^ Baltimore, Md J. Martin Broiix,N''Yi: G. Brown Piney Point, Md M.MasoUx Brooklyn, N.Y. R. Browning Norfolk, Va. R.V.Browning Mobile, Ala. Is. Browning Page 12 "pSTitical and social Interests, wa OT'sKrKU''!."—^ $20' signature of Solicitor 1975 Port , G. McCartney So. Norwalk, Conn. ' ' k' E. Mc Caskey Mobile, Aid. Seafarers Log �\y Support of the SIU's Political Activities /. Mc Cray NorfolkyVa. W.F. Murphy Okinawa, Japan C.Powell Shepard, Texas M. Sacco Piney Point, Md. D. E. Streamer Baltimore, Md. V.Volimer jSricktown, N. J. D.McFarkmd JacksontfUle^Fla, J. i. Murray Seattle, Wash. S. Powell Baltimore, Md. M.Saif Dearborn, Mich. S.J. Tanner Frankfort, Mich. C.J.Volk Maple, Minn, a G, Mc Garity Codetta, Calif. M. Murray Jacksonville, Fla. S. L. Prince OxonHm,Md. A. Sattani Youngstown, Ohio G.T.Taylor JacksonvUle,Fla. V.Volovik Loiter N. J. /. Me Gonagle Jonehmtif Mast. F.NapoU Middletown,N.Y. E.B.Pulver Bayonne,N.J. M.M.Saleh Dearborn, Mich. B. Tede Jacksonville, Fla. Jf. C.Wedsworih Jacksonville, Fla* J.Michaci Bedtimore^ Md. W.l^ash Hackensack, N. J. F. RedsviUa Houston, Texam L. Selix Richmond, Calif. W.Tennam Tampa, Fla. T. €, Wmker Norfolk,Va. ^ C.E.Mitter Seattle^ Wath. R. Norman Salem,Ore, S.T.Rafferty Oakland, Ctdif. K.F. Setting CampHill,Pa. K.Terpe Santurce, P.R. G. F. Wallace NewRocheae,N.Y* I J. F. Miller BrooklyttfN.Y. R.O*Bryan Pittsburgh, Pa. A.Rajab Brooklyn,N.Y. A.Shariff Dearborn, Mich. A.Terxol New Orleans, La. L.Webb Jacksonville, Fla. Di P. Ochala Allen Park, Mich. W.Reheubdcher Bellvue,Wash. S.M. Shepard Baltintore,Md. C.Tesser DuluthfMinn. C.Wencakowski Baltimore, Md. C. Misak, Jr. Perth 'Ambof, N.J. W. O'Connor Seattle, Wash. A. Resendeslil San Antonio,Texas H. A. Shohatee Dearborn, Mich. D.T'MSer Duluth, Mimu A.E. Whitmer Freep0rt,Me, C.MoUard JFestfield,N.J. R. J. Oliver Berkeley, III. D. Riddle Brenerton, Wash. G.Silva Honolulu, Hawaii D.Thomas Naturita, Colo. E.WUisch,Jr. RockviUe,Md. V.l.Mondeci Chicago, III. U. E. Olson Paulsboro, Wash^ H. Riley Jersey City, N* j. R.Sinden Brooklyn, N.Y. T.Thomas Mu^o,La. B.WUUams Jacksonville, Fla. E.C. Moneymaker San Francisco, Calif. J.Olson Brooklyn, N.Y. W.Riley San Francisco, Calif. E.Slaney Jacksonville, Fla. G. Thompson Philadelphia, Pa. L. Williams Baltimore, Md. F.MongeUi Piney Point, Md. P.Pallas. Brpoklyn,N.Y. A. Rivera Jacksonville, Fla. H. Smith Baltimore, Md. j.Torres NewYork, N.Y. ' L. J. Williams New Orleans, La. E.X.Mooney Brooklyn,N.Y. S.J.Papuchis Virginia Beach,Va. R. Rodriguez W ilmington, Calif. C.N.Sopel Baltimore, Md. S. C. Tracy Naples, Fla, R. WiUiams Pasadena, Md. J.Moore Bronx, N.Y. L. Parker Gobb Beach, Ore. F.Rose Oakland Park, Fla* P. Soucy Bristol, Conn. A.L.Trotmdn Virginia Beach,Va. S. M. Williams Houston, Texas R. G. Partch Jr. Seattle,Wash. G.Rosen Vmanova,Pa. C.R.Spencer Norfolk,Va. S.Tummindlo Ferry Road, Md. R.Wilson San Francisco, Calif. ; D.G. Minnier ' Shrewsbury, Mats. • C. Morris '; :'MlChesapeake, Va. , t ^ T.J. Pate Mount Vernon, N.Y. ' C. Rasenhergtr : Venice, Calif. G.Spencer Virginia Beach, Va. E. Tyler Jacksonville, Fla. R. Womble Pascagoula, Miss. , E. W. Morris UBeUevitte, Mich. G.Patterson Seattle, Wash. O. Rosenthal Jl^rooklyn,N.Y. K.Starcher Dumnore,W.Va. M,Vacca Rosindale, Mass. R. Worster Medford, Mass. ^4 J^A. Morrison, 4 Dubuque, Jowa ' '• J. D. Pennington Richmond,Va. C.J.Stephens New Orleans, R.Vaugn San S.K.Yahia Traeyy Ctdif. E.J.Morrissey Brooklyn, Ti.Y, V. E. Perritt • Jacksonville, Fla. J.Stevens NewOrleans, la. O. S- Vmrett Baltimore^ Md. B.Ydland (rUmn,Mich. E. F. Stewart Saratoga,Cfdif* P.F.Visalem San Francisco, Calif BaUogePark,Md. E.Morris, Jr. piobile,AUi. . • . •. •. • jJ.MuciaI ij^ksan J.ts. J.E.Persson _ Cape EUsabeihfMe*,; G.A.Ray New York,N. Y. J-. Russell i Pomona, Calif. T.Russell Se0ner,Fla. mmmm J. Young • 4 ••4^44 IPkMurphy ^ lt0akland,CaUf4 • 1 . • Page 13 February, 1975 1 �ASHORE Bangor, Northern Ireland Two Seafarers are the proud owners of a restaurant-cafe in this little hamlet (20,615 souls) near Belfast on the Irish Sea in County Down. They are QMED Richard Sheridan, 28—no relation to the 19th Century Irish playwright who wrote "School for Scandal"—and AB Daniel P. Toman, 44. Sheridan left his New York City home in 1973 to visit kin from Ireland and Toman is an Irishman who has lived in New York. They met through Sheridan's Irish relatives and later sailed together aboard the 55 Steel Engineer in 1960. Operating the "Classic Cafe" is partner-manageress Ann Caldwell, 25. Jacksonville Late last year three of Delta Line's LASH ships, the 55 Delta Mar, 55 Delta Norte and the 55 Delta SUd had "checkups" in theiloating drydock of the Jackson­ ville Shipyards. All passed the tests following a year of service after their launchings. Boston Port Agent Ed Riley reports that paralyzed Seafarer Tom O'Connor is back in Soldiers Hospital in Chelsea and would like to hear from his old shipmates. I-/ L V . Port Said, Egypt The Suez Canal Authority says commercial shipping operations in the canal are expected to resume during the first half of this year. The World Bank has agreed to lend Egypt $50 million to aid in the reopening costs. & Port Everglades, Fla. Sea-Land Service is now providing a regular containership run between Northern Europe and here. Washington, D.C. Experimental research continues in the possibility of using bacteria to clean oil tankers with subsequent use of the bacteria, which contain valuable protein, in the manufacture of animal and chicken feed. Portsmouth, England Kicking off the U.S. Bicentennial Celebration's "Operation Sail 1976" will be a transatlantic race starting here and finishing in Newport, R.I. Like the first Operation Sail of 24 ships in 1964, 100 training ships from countries all over the globe will sail to N.Y. Harbor for a review by the President of the United States and a parade up the Hudson River. Some vessels will anchor at the South St. Seaport in the East River. v>;. 1: North Pole Information re^rting buoys here used by the U.S. National Oceanic and Atmosphere Administration in an experiment have revealed data which could mean safer navigation in the dangerous waters of the Arctic Ocean and could aid in future meteordlogical forecasting. Stationed in 1972, two of the seven 340-pound buoys sent data for more than a year and a half, weathering damage from the cruel elements and maurading polar bears. U.S., Canadian and Japanese scientists will use the facts in future studies connected with the Arctic Ice Dynamics Program. Washington, D.C. A joint research program undertaken by MARAD and the U.S. Navy focuses on the defense capability of the merchant marine fleet. The effort will concentrate on developing a logistical support system to quickly modify commercial containerships to be naval auxiliaries for underway supply and sedift to ports lacking cargo offloading facilities. Seafarer Takes Up Hobby Seafarer Adrian Ease, on the eve of his retirement, has renewed a childhood interest in painting and sketching that's tempered by the 27 years he has spent sailing in the deck department of SIUcontracted ships. Though he's never had any formal training. Seafarer Ease discovered as a youngster that he had a good eye and a memory for recalling scenes and pic­ tures, and recreating them in oil, watercolor or charcoal from memory. A native of Rotterdam, Brother Ease began his sailing career on the canals of Holland around the same time that he discovered his painting avocation. Eollowing his natural inclination towards both the sea and art. Brother Ease left the canals after a few years to start ship­ ping on Norwegian ships, taking his oil paints and canvases with him. But in 1941, Brother Ease's ship was sunk in the North Atlantic by a German torpedo, and though he escaped safely, all of his paints and canvases were lost. The cost of replacing the expensive oil paints and canvases, especially dur­ ing the war-time material shortages, was too great, and Seafarer Ease was forced to give up his hobby. In 1947 Brother Ease joined the SIU, and within a few years he began sailing as a bosun. And, though cost and short­ ages were no longer a problem. Brother Ease was busy pursuing a full-time career as a Seafarer and never found the time to take up his hobby again. After sailing with the SIU for 27 years. Brother Ease began preparing to retire and his dormant interest in paint­ ing and drawing was reawakened when he began thinking of the idle hours his retirement would bring. So, using charcoals and pastel cray­ ons, he began trying to recreate paint­ ings he had seen in museums, especially seascapes and ships. And once he started. Seafarer Ease found he still en­ joyed working with his natural ability and good memory to skillfully repro­ duce the various scenes he could recall. Now ready to retire. Brother Ease spends much of his time drawing and is planning to return to Rotterdam where he hopes to get some of the formal art training he missed as a young­ ster. Between the picturesque canals of Rotterdam and its booming port. Broth­ er Ease is looking forward to an active retirement spent capturing and record­ ing his home port's nautical life with his paints and charcoals. W: v. . W- - • -;y,V-r ','• Seafarer Fase, who retired on an SIU pension,displays some of his drawings. Page 14 Seafarers Log ''V-."fs •• y , , �y I AT SEA SS Overseas Alice Retired Seafarer Joe Vaccaro takes time out from cooking meals and serving drinks in his restaurant to play the role of entertainer. At Sea or Ashore, Once A Bartender Always A... SIU pensioner Giuseppe (Joe) Vac­ caro probably can't remember the last time he wasn't standing behind a bar serving drinks to customers. For over 50 of his 72 years he has been tending bar, starting in 1919 in Juarez, Mexico, lasting throughout his SIU sailing ca­ reer and now with his own bar and grill in a suburb of New Orleans. While he was still shipping with the SIU he purchased about six acres of land along the Madisonville Highway about 35 miles east of New Orleans. In 1953 he had his restaurant built on the land and since he retired he has been using it regularly as his "hobby." "My father had a restaurant for many years in the French Quarter in New Or­ leans. It was called "Tony's Spaghetti," and it was located on Decatur Street. He also tended bar for mahy years." Joe's restaurant is a very cozy place with two separate rooms. One contains a well-stocked bar and a juke box, and the adjacent room has a piano, a wine rack and about 15-20 tables. Aside from tending bar Joe also cooks the meals and makes sandwiches (aided by his 1 '^-year old stepson) but then adds mischievously, "When I don't feel like cooking I tell the customers that the chef has the day off and we're not serv­ ing food today." Joe Vaccaro shipped with the SIU for over 25 years before he retired eight years ago. Throughout his career he sailed on passenger ships serving as bartender on all of them. In fact, he says if the passenger ships were operat­ ing today he would still be an active seafarer. "I loved those passenger ships; those were the happiest days of my life. I wish I could still ship." Bom and raised in New Orleans, Seafarer Vaccaro was out on his own when he was very young. He was only 16-years old when he tended bar in Fond Memories Juarez. "Those were some days, very Although he says his restaurant is wild and dangerous" he says, the only a "hobby" (it is not his sustaining twinkle in his eyes revealing fond re­ income) the former seafarer lives on membrances of an exciting youth. "You never knew what to expect down there." the premises behind the bar. He recalls vividly his shipping days and his mem­ When Vaccaro spent time at home bership in the SIU all with fond mem­ in New Orleans he used to go down to ories. the docks and "sell clothes to the guys "Going to sea is the greatest life in on the ships. Not only clothes, but dl the world. The Union is realiy great, sorts of junk. I had a lot of contact with especially for the young guys today with seamen when I was still very young. I all the medical benefits, job security and got to be friends with many of them vacation pay. As for me, I've got my even before I started shipping." pension and I'm very satisfied." Anyone entering Joe's place is liable Finally he started making some short trips out of New Orleans, mostly to to find him sitting at the piano playing and singing, or accompanying a song Cuba. Vaccaro had been an active union on the juke box, like Tony Bennett's supporter since he was a young man. T Left My Heart in San Francisco.' He He shipped on the West Coast for many is a very friendly, gregarious person years even before the SIU was estab­ with many, many colorful stories to tell. In short, the perfect bartender. lished. Crewmembers of the SS Overseas Alice (Maritime Overseas) were greeted Christmas Day with a beautifully illustrated, mimeographed luncheon and dinner menu festooned with bells, stars, candles, and holly. For appetizers. Seafarers had deviled eggs, stuffed celery hearts, spiced cocktail weiners, smoked fish and pickled mussels. Beside all kinds of olives and pickles, they could whet their appetites more with spring onions and rose radishes. After that the hearty eaters could have clear consomme or cream of tomato soups or shrimp cocktail with sauce. For entrees there were: roast Tom Turkey, savory dressing, gravy, cranberry sauce; roast prime rib of beef au jus to order; Virginia baked ham with pineapple sauce or baked red snapper with lemon butter sauce. Last but not least, you could order grilled strip loin steaks with garlic saiice, too. Hot dinner rolls, of course, were also served. Vegetables included fluffy snowflake potatoes, asparagus spears with white sauce, Maryland candied yams, French fried onion rings and buttered cauliflower clusters. Desserts were pumpkin and mincemeat pies, English fruitcake, unshelled nuts, fresh fruits and filled (cream) candies. All this could be washed down with hot Swedish Julglogg. The back page featured the Happy New Year Baby 1975 naming Seafarers in all departments especially those in the steward department who cooked and served such a feast, namely Chief Steward Everett R. Perry, Chief Cook William White, Cook-Baker James J. O'Hara, Saloon Messman Barry Leeper, Crew Messman Wilhelm Van Luyn and Steward Utility Masayoshi Omura. SS Overseas Arctic The tanker, SS Overseas Arctic (Maritime Overseas) carried 47,000 tons of oil on Jan. 26 to the United Kingdom from the Persian Gulf. SS Ogden Challenger On a voyage to the East Coast and the Gulf on Jan. 14 was the tanker SS Ogden . Challenger (Ogden Marine) carrying 33,000 tons of oil from the Mediterranean. SS Golden Endeavor The OBO Golden Endeavor (Westchester Marine) offloaded 90,000 tons of oil on Jan. 20 in the United Kingdom and the Continent of Europe from the Red Sea area. SS Ogden Champion m Also on the run from the Med was the SS Ogden Champion (Ogden Marine) to the Gulf and the East Coast with 36,000 tons of oil on Jan. 16. SS Long Beach Recertified Bosun Manuel Landron sent us a Christmas dinner menu from the SS Long Beach (Sea-Land) with Santa Claus and a Christmas tree on the cover page. Chief Steward J. E. Higgins and Deck Delegate Ah Sai Wong and the whole steward department wished the entire crew a Merry Christmas and a Happy New Year. Leading off with cold egg nog or hot Tom and Jerry, followed by fresh shrimp or fruit cocktail with sauce or three kinds of chicken soup or Waldorf or tomato aspic salad, hungry Seafarers aboard the Long Beach could choose Tom Turkey with oyster, corn bread or old-fashioned sage dressing, roast leg of lamb with mint sauce, broiled fillet of fish with lemon butter sauce, rib of beef au jus, Virginia ham in pineapple sauce and Parker House or clover leaf rolls and com or blueberry muffins. Like hot vegetables? The crew savored whipped Idaho and candided sweet potatoes, buttered string beans, fresh lima beans and garden peas, asparagus and broccoli spears. Harvard-style beets, savory black eyed peas, whole kernel com, and steamed cauliflower. Finally, they topped the meal off with pecan, peach or cherry pie or cheesecake with ice cream or sherbet and dates, figs and candy. SS Ma/aguez Seafarer W. F. Bellinger reports Recertified Bosun J. C. Mullis is aboard the SS Mayaguez (Sea-Land) which has been shifted to the Orient shuttle run operat­ ing out of Hong Kong to Saigon and Singapore. Also on board, he says, is Pmey Point grad, Darryl Kastle of Lundeberg School Class 119. "We have on one occasion made Sattahip, Thailand and expect to make Manila and Subic Bay before the present articles mn out. We have an excellent crew with all departments cooperating in the best traditions of the Brotherhood of the Sea," adds Bellinger. SS Erna Elizabeth Politics Is Porkchops Ptii Donate to SPAD Fefiruary, 1975 An SIU brother had to get off the SS Erna Elizabeth (Hudson Waterways) recently in St. Croix, the Virgin Islands, because his wife passed away. Before he shoved off down the ladder, his SIU shipmates and licensed personnel stretched the blanket to collect $409 for him. He asked Recertified Bosun James B. Dixon to thank all of the crew for him. After calling at Norfolk, the ship headed for layup in Mobile. Page 15^ .. in> �• v': ,t- W« iis- 'j'"' ^ ' Servicing SlU Crews on the East Coast: a Time for (^esfions, Settling Beefs and Getting the Latest News w' When the Overseas Aleutian (Maritinie Overseas) paid off at the New Haven Terminal in Conn. last month, an SIU Patrolman was waiting to service the Seafarers aboard. Coming from the Persian Gulf, France and Wales, the sh^ had been out for over four months and the crewmembers were anxious to hear the latest Union news from the patrolman. After emptying its tanks in New Haven, the Aleutian left for Corpus Christi where it was laid up. S.'i lr m\ #7-' ' "• ' yj i rr The SS Brooklyn (Puerto Rico Maritime), a C-4 containership, was on its normal Puerto Rico-East Coast run when it called on the port of Jacksonville. During the ship's stay at the Blount Island Containerport in Jacksonville, an SIU patrolman visited the crew to make sure the Seafarers aboard had no unsettled beefs or outstanding overtime claims. Regular servicing by Union representatives is one of the most important functions of SIU officials. I"^'''7' '-'1^ .1 —i:. • •W • • • -• ^ 111. ., ,'1. V. , •: • 9 .yyyyyyyyy 'yiy "'U r ,j?r I I • -V^.• wrMv'- i f!;. {V^4 1,; V, ^ - '• '9^0^' ' ¥ t • 'v' lk.&. NO . yW''-" '- • J;/ SMOKING!' Ir ' V ,'No"u« I ON OOCK S The Cities Service Baltimore cames 35,000dwt of oil. This view forward showa the tanker's deck covered with a maze of pipes, vaives and winches. [• i •. li; m The Cities Service Baltimore, a 35,000 dwt tanker on a coastiylse rim, was hoarded by an SHJ patrolman when it dropped anchor for a payoff last month in New York City's Stapleton Anchorage. Carrying kerosene and heating fuel, the ship used the lay over to load stores and hunkers, while the crew took advantage of the patrolman's presence to pay dues, get in­ formation on the Union's various legislative battles, offer contract sugges­ tions and donate to SPAD. The crew of the Overseas Aleutian, a 40,000 dwt tanker, spent their Christmas in Waies before ieaving for New Haven, Conn. Pictured here at the New Haven Terminai, \be Aleutian was carrying heating oii for New Engiand customers. If -; vl u Chief Cook C.R. Ramos prepares a hearty meal for the Brooklyn crew's lunch. i " -'.tf- I i,; ••: « » The SS Brooklyn, a C-4 containership, was visited by an SiU patroiman when it called on the Blount Island Containerport in Jacksonville. u ^ t. jl/ • » -- f-'- ¥-'• 'A . y . ;.y^W9 - J ' - ,| 9r \ ,Vrv--rp'i;- L'" f I • J.' .f ' : , " "' I. ' t(A; I f Fireman/Watertender Marcel Romano checks the water level in the Aleutian's boiier. " '7 Cook and Baker Wiiiiam McDonaid prepares chopped steaks for the OS Balti­ more crevi's^mer. 'S M n •> Seafarers Robert Fellciano (left) and Reyes Floras, both sailing in the AB B. Ledo pulls up a chair and gets ready to deck department, take a break in the Brooklyn's crew mess for lunch, dig into his lunch. Oiler Dennis Convey checks vaives in the engine room. a Hi!' Wk ' • " - • -' • ' 'ft;-:.*. • ^ :-<• y ^ J t •-^- ''IT tj'' n- / L '.-k ~ -'-'I - I •P'P.P t •'.'if •'•••" J r '• y 4 :c * ;-':- , '•yjV: ,,, -•(i 3 • i'- • I W I If Mm ftp "»''J .yy\, : 1 ^ • •!=-,•-• Is -'My •-•• ' •*-"'''4 " creW" III"" •'iSv I '1. .1 AN From left to right, Wiper Ernest Waters, OS Robert Fellciano, AB Raul Rivera. OS Reyes Flores and OS Edward Willsch,,, .. • pose together on the deck of the containership Brooklyn during Its visit to the Jacksonville containerport facilities, ^^755 • • • • • '••••'• Biisiisaaaaiapsa^ a-.'A".-.''• • vJ- • ^ ^ ' -ch- • �' v,> ' paoW«*s*'«***^ -7^1 Sio^reESERVATION Thanks SlU Welfare Man ThSnKS ,„ ,he Seafarers Wdfara I K-rC.,™. ^ „„ mv aoprea"""".„.m«con»nen I vrish to ex^ess^»P^^°Se^ms ferray conf^^ : i Ddtona, Fla* •; , Oil Bill Uii o«" Veto ^ ::w:iKe*i » a Disappointment Jones Ad Most Be Protec^d . .tub Major oil tashioned out of * point out to Secrem^; shortconsumers, E'rrx?«s; SS/.'Si'S^ •""" "* IngandDrydock dutmg^^^^^^ SIU There is ,^ered by the comwould like to have ^ windfall profi^® p^y tot «^Jnn LNG^f' from the sale of conglomerate. phfflips-MatatbM natural gas to New Etigiand Desmce 1969, « foreign-flag been shipped » ^ j^ber PhiUips or Depkrtmeat offici^ fense and Treasury F kNG vessels, ^ for the conto believe tnai "i supply of natMarathon ®''®'^/°°rican-buttt LNG catJones Act is gra ' defense facilistruction of an ^ gainings that there ural gas to .-f^gd This possibility, ties will be je^ . grounds for «ould som besenou they ages in the to" ^ .reined to eu t1^^ "«r":'bTsSLn3®-r'; rS5£"""'-S3't.- this LOG) . g^^gupient is only ReaUmg thrt to aa offered m an attempt r loophole, codd no^^^^^ ously by either th g ^ issued ^ubhc. New Ens'^^^fo? natural gas veiled '„^!l,d bring about proshortages d curtailed profits for SISS"—--"'' • '"s'S'rsrTJS"iR- -.: : LNG'S stated waiver that wou a Norwegian or ^ them to charter vessel to company points out that there canier available n , "enwtgoncy ?as ^ ' Secretary of the ^sk New England V « natural gas oarne next winter peak, the »i , r < J- > Sea-Land Economy bea*^ , >: Ai. Cr.; Wong, a veteran of many ' r\»r brother Seafarer, Ah Sai ^ tfe will be retiring thia -.SSSSSU—K^ • 1 r55Strs...vxu«. f SSLdngBeach vvttvfs had sufficient time to 'Sf Act provisions and they VRlum# XXXyUf N9-' s"-'rsr„;s= Exacuav® BO"'^ : •Ppgj Hall, PfSSff®"' SS'StfAwS?'"'* for the •''flf'"'ntoning, or a plot Whether it be to' PMQ and pipehne to open the Alaskan LNG a^ PP^„,^ oil trade to f°tof^\Sfor failing , these eoinpatos j( a,as too late. p j,^ps to act untiltbey thougM i^^_^ 5,, uli Fortunately, 'to n „ ^ ys^jasljan England gas '.""'""bhont the Alaskan be through this winte jgjs will he before the LNG; U.S.-flag LNO gas eonfinished before *® ^ fi. no need to sumption period, to there waive the Jones Act. 'ft Page 18 Presfdeat Paul Hall's te« :i!:?j;nr«flk.V<ce"Pfe®''^®"' ft iiilf i ; I BraoMy"> ^.Y. •;>' 'ftS LLZL------f——. '-7/* , - sSH I -^44"7'- .-ft ^ ^ - SeafafSfs Log �'.' '''•;^' .J • ..," I •', A'""^- y . '•> -.• <• •'v;-v.^,-v:,, "I".''" • " '. v;- J .' 'r^, , ' /J* u.'V. • ' •' Loading and unloading oil aboard the 80,906 dwt Notre Dame Victory (Eco­ logical Shipping Corp.) Is regulated and monitored by remote controls In the ship's modern console room. Four-Week Course Offered at HLS The complex bridge of the Ultramar (Westchester Marine), an 80,500-ton oil, ore bulk carrier. Incorporates some of the most advanced navigational equip­ ment used today to guide modern merchant ships. Automation Is Already Part of Maritime Industry In the past decade, the world maritime industry has technologically advanced far more rapidly than any other segment oif cargo transportation and transfer. Today's merchantman, as compared willh the ship of 10 or 15 years ago, has undergone a radical evolution in terms of vessel size, type and design, speeds, cargo capacity and cargo handling systems. And, today's new vessels—the LNG, the LASH, the ore/bulk/oil, the roU-on/roll-off, the supertanker—^are driven by highly automated, complex diesel, steam, and gas turbine propulsion and engineering systems. Despite the literally scores of technological advancements already in operation aboard modern merchant vessels, the trend toward installation of automated shipboard systems for increased speed and efficiency in cargo carriage is relatively in its infancy. In the next ten years alone, further auto­ mated improvements will, among other things, include satellite navigation and communications equipment, computer-controlled engineering and cargo-handling systems, and advanced electronic detection systems. No matter how complex, though, or technologically advanced automated merchant vessel systems become, the serious responsibilities of safe ship operation and maintenance still fall into the hands of professional seafarers. However, just as marine technology and shipboard systems have become increasingly more complex, so have the professional seafaring skills needed to supervise them. Today's merchant sailor can no longer depend totally on the basic seamanship skills of 20 or even 10 years ago. The old shipboard ratings are rapidly disappearing and are being replaced with new ratings requiring a high degree of technical skill and operating proficiency. And, in the near future, shipboard personnel will have to command a sufficient flexibility to be able to perform important duties outside their ovm specialty in case of emei^ency or breakdown in a vital automated system. The changing skills needed to safely man the new vessels can only be acquired through upgrading of skills and training in new technical areas. To enable our members to keep on an even keel with this demand for well-trained, technically proficient seafarers, the SIU has instituted at the Lundeberg School a new upgrading program dealing specifically with marine automation and related systems. This four week course—^as in all the SIU's training and upgrading pro­ grams—includes both classroom and practical on-the-job instruction. Utilizing a full scale engine simulator and console similar to those found aboard automated ships, the course covers training in automated boiler equipment; systems analysis and operation of remote controls; generators; fire pumps; sanitary systems; bilge pumps and other associated engine room equipment. A Coast Guard endorsement as QMED-any rating is a require­ ment for the course. (See page 30 of this issue of the LOG for dates.) The training and upgrading of seafaring skills can no longer be put off to another day. Automation on merchant vessels has arrived and is here to stay. And, in the not too distant future, specific training in automation will be a prerequisite to obtaining a job aboard American-flag vessels. However, as responsible Seafarers, the need for training goes beyond simply getting a job. The new automated vessels, although technically advanced with hundreds of built in safeguards, pose serious problems to human life both aboard ship and ashore, marine life, and general environmental safety because of the potentially dangerous cargoes—^such as LNG, LPG, hazardous chemicals, and crude oil—they carry. Recent disastrous collisions caused by foreignflag vessels, manned by improperly trained people, attest to this fact. A ship, no matter how automated, remains only as safe as those who man her. Seafarers, by participating in the SIU's training and upgrading programs at Piney Point are insuring personal safety, the safe operation of all SlU-contracted vessels, and the safety of marine and coastal environ­ ments as well. ft i Remote monitoring systems on the 225,000 dwt TT Brooklyn (American Petroflno) enable engine room watchstanders to survey fuel oil, water and draft levels instantly just by checking the engine room's central console. February, 1975 HLSS Vocational Director Robert Kalmus designed and supervised the con­ struction of this full-scale engine room console simulator. This simulator Is used to train Seafarers taking a four-week marine automation systems course at the Lundeberg School. Page 19 . < �TfT" mm t: i: Ships' Meetings Digest of SiU s . .!- y' ''*'r BOSTON (Sea-Land Service), De­ cember 8—Chairman, Recertified Bo­ sun L. E. Joseph; Secretary J. Keno; Deck Delegate Leonard Grom; Engine Delegate Frank Sandy. Chairman dis­ cussed President Hall's report from the latest Seafarers Log and recommended that every crewmember get the Sea­ farers Log, read it thoroughly, discuss the articles with their fellow crewmembers so as to be fully aware of what is going on in the industry. Also, discussed the importance of volimtary donations to SPAD. A vote of thanks to the stew­ ard department for an excellent Thanks­ giving dinner. JACKSONVILLE (Sea-Land Serv­ ice Inc.), December 15—Chairman W. Butts; Secretary H. Galicki; Educa­ tional Director G. Roy; Engine Dele­ gate Curtis Ducote. Chairman discussed the importance of voluntary donations to SPAD and noted that the SPAD pos­ ter was received and will be placed on the bulletin board. A vote of thanks to the steward department for a great Thanksgiving dinner. Next port Eliza­ beth. MISSION SANTA INEZ (Hudson Waterways), December 1—Chairman, Recertified Bosun W. L. Tillman; Sec­ retary L. Crane; Educational Director Jim Dryden; Deck Delegate Jack Aives; Engine Delegate R. Mullen; Steward Delegate Herbert E. Olson. Thanksgiv­ ing dinner was celebrated in Adiak, Alaska. A SPAD poster was received from headquarters and placed on the bulletin board. Chairman will answer questions and keep all crewmembers in­ formed on what the Union is doing for them in Piney Point and New York. No disputed OT. Next port San Pedro. TRENTON (Sea-Land Service Inc.), December 8—Chairman, Recertified Bosun O. Ipsen; Secretary Di Carlo Educational Director Horn; Deck Dele­ gate John J. Carey. Chairman held a discussion on the importance of volun­ tarily donating to SPAD. No disputed OT. Everything running smoothly. ELIZABETHPORT (Sea-Land Service Inc.), December 22—Chair­ man, Recertified Bosun V. T. Nielsen; Secretary George W. Gibbons; Educa­ tional Director P. Koroe. Chairman dis­ cussed the importance of voluntarily donating to SPAD. Letter was posted that was sent to the movie company about the poor grade of pictures that are being sent to the ship. $27.50 in ship's fund. Some disputed OT in deck department. A vote of thanks to the steward department for excellent holi­ day meals. Next port Portsmouth, Va. SEA-LAND McCLEAN (Sea-Land Service Inc.), December 22—Chair­ man, Recertified Bosun David H. Berger; Secretary T. R. Goodman; Educa­ tional Director W. J. Dunnigan. Chair­ man informed membership about SPAD and called attention to the good reading in the Seafarers Log. $30 in ship's fund. No disputed OT. Everything running smoothly. LONG BEACH (Sea-Land Service), December 1—Chairman, Recertified Bosun M. Landron; Secretary J. E. Higgins; Educational Director W. Carroll; Engine Delegate Mason Hall. $26 in ship's fund. No disputed OT. Received SPAD poster and placed same on bul­ letin board. Everything running smooth­ ly. Next port Oakland. Page 20 > SEA-LAND ECONOMY (Sea-Land Service Inc.), December 1—Chairman, Recertified Bosun A. E. Bourgot; Sec­ retary L. Nicholas; Educational Direc­ tor J. C. Speer; Deck Delegate J. H. FuUford; Engine Delegate D. Sanders; Steward Delegate J. W. Watkins. R.eceived SPAD poster and placed same on bulletin board. No disputed OT. Ob­ served one minute of silence in memory of our departed brothers. Next port Rot­ terdam. CARTER BRAXTON (Waterman Steamship Co.), December 29—Chair­ man, Recertified Bosun Raymond Hod­ ges; Secretary V. Pizzitolo. Chairman discussed the importance of vountary contributions to SPAD. No disputed OT. Everything running smoothly. Next port Charleston, S. C. TAMPA (Sea-Land Service Inc.), December 22—Chairman, Recertified Bosun Vincent Grima; Secretary Stan­ ley F. Schuyler; Educational Director J. Keating. Old TV set was taken ashore and replaced with a new one. $4 in ship's fund. No disputed OT. Posted communication from President Paul Hall on oil bill. Vote of thanks to the steward department for a job well done. ANCHORAGE (Sea-Land Service), December 29—Chairman, Recertified Bosun Sven Jansson; Secretary A. Seda; Deck Delegate Richard Mason. It was suggested that all crewmembers donate to SPAD in order to continue the fight to revitalize and strengthen our mer­ chant marine. SPAD poster was re­ ceived and placed on the bulletin board. Also, telegram from Paul Hall on Sen­ ate passage of the oil bill was received and discussed. Some disputed OT. A vote of thanks to the steward depart­ ment for a good Christmas dinner menu. Next port Elizabeth. DELTA URUGUAY (Delta Steam­ ship Lines, Inc.), December 29—Chair­ man Herbert J. Ballard; Secretary W. P. Kaiser; Educational Director Hugh F. Wells, Jr.; Deck Delegate Jack Olsen; Engine Delegate Oscar R. Bird; Steward Delegate Francis B. Howard. Received a telegram from headquarters about the passage of the oil bill in the Senate. $505 in movie fund. $61.76 in ship's fund. Some disputed OT in deck depart­ ment. A vote of thanks to the steward department for a fine Thanksgiving and Christmas dinner. Next port New Or­ leans. Official imip's miniJ^^'Were also received from the loiiuwiugvcf^sels: ^ LUS ANGELES SEA-LAND EXCHANGE " KEVAIDEAL:; :SEA-LANDVENTiptE '-VV 4 NEWARK CITRUS SAN JUAN SCHUYLKILL TRANSINDIAN PITTSBURG IBERV iiN FAIRLA DELTA BRA CAN'TIGNY MERRIMAC V • CHICAGO HirAGO ' . ' , " •• • MAUMIE THETIS 4:1 % OAKLAND ^ ROBERT TOOMBS SEA-LAND GALLOWi' JOSEPH HEWES OVERSEAS Al / SUGAR ISLANDI^ lELTA SUD • BETHELOR ST. LOUIS THOMAS LYNai ARECIBO -4'^ ' ^ SEA-LAND FINANCE: BRADFORD ISLAND / DELTA NORTE CITIES SERVICE MLARH;^ , EAGLE TRAVEUR MOBILE VANTAGE HO SAN PEDRO 2'' NEW YORKER *' GEORGE WALTON SEAMAR (Calmar Steamship), De­ cember 21—Chairman, Recertified Bo­ sun Robert F. Mackert; Secretary Claude Garnett; Educational Director Wm. Sears; Engine Delegate John P. OToole; Steward' Delegate Lorenzo Rinald. No disputed OT. Telegram on the passage in Congress of the Oil bill from President Paul Hall, was read and posted. A vote of thanks to the steward department for a good Thanksgiving and Christmas dinner. Next port New­ ark, N.J. DEITA ARGENTINA (Delta Lines Steamship), December 29—Chairman, Recertified Bosun Arthur McGinnis; Secretary L. Santa Ana; Educational Director U. Sanders, Jr.; Deck Delegate Earl Davis; Engine Delegate James Brack; Steward Delegate Wiiburt Free­ man. Chairman urged all to upgrade themselves at Piney Point because most of the new ships they are building call for certified ratings. Everyone should donate to the blood bank and chairman suggested they donate to SPAD for their own and their family's security. OVERSEAS ROSE (Maritime Over­ seas Corp.), December 8—Chairman, Recertified Bosun Horace Rains;Secre­ tary B. Fletchef; Educational Director Ross Hardy. Chairman held a discus­ sion on Piney Point and what it is doing for the membership. Have two crew­ members from the Piney Point school on board and they are a very good ex­ ample of what the school is doing. Some disputed OT in deck department. Held a safety discussion on the fire hazards aboard ship. Everything running smoothly. SEA-LAND PRODUCER (SeaLand Service), December 22—Chair­ man, Recertified Bosun William Bushong; Secretary W. J. Moore; Edu­ cational Director S. Senteney; Deck Delegate Wilber Schug; Engine Dele^ gate Joseph Forque; Steward Delegate Vincent Chavez. Received telegram from President Paul Hall which was good news on the passage of the oil bill in Congress. No disputed OT. Every­ thing running smoothly. Next port Port Everglades. OGDEN WILLAMETTE (Ogden Marine), December 1—Chairman, Re­ certified Bosun E. K. Bryan; Secretary E. Kelly; Educational Director Wilkerson; Deck Delegate Martia Hammond; Engine Delegate A. J. Vogel; Steward Delegate S. A. Smith. Chairman sug­ gested that all crewmembers donate to SPAD. No disputed OT. All communi­ cations received, read and posted. A vote of thanks to the steward depart­ ment. Everything running smoothly. DEL ORO (Delta Steamship), De­ cember 8—Chairman Francisco Charneco; Secretary Teddy Kross; Educa­ tional Director Lee A. Smith; Deck Delegate Patrick M. Graham; Engine Delegate Charles A. Henley; Steward Delegate Gasper Noto. Talked about Paul Hall beiifg named to the advisory panel by President Ford. $71.15 in ship's fund. Some disputed OT in deck department. A vote of thanks to the steward department. Everything run­ ning smootUy. BROOKLYN (Puerto Rican Marine Operating), December 1—Chairman, Recertified Bosun N. Bechlivanis; Sec­ retary O. Payne; Educational Director G. Ortiz. Chairman held a discussion on the vote for the oil bill in Washington this month. Suggested that all give to SPAD so we can continue to fight in Washington. Full report on the oil bill will be in the Seafarers Log. Some dis­ puted OT in deck department. Every­ thing running smoothly. Observed one minute of silence in memory of our de­ parted brothers. SEA-LAND MARKET (Sea-Land Service), December 29—Chairman, Recertified Bosun Anthony Palino;'S^retary Ange Panagopoulos; Educational Director Angelo Meglio; Engine Dele­ gate Thomas Keaney. No disputed OT. Chairman reported to crewmembers on news of last Union meeting of Decem­ ber 2, 1974. Also, on President Paul Hall's comments and advice for confer­ ences to be held in Piney Point regard­ ing coming negotiations. Telegram from Paul Hall regarding oil bill was read and posted. A vote of thanks to the steward department for a superb Christmas din­ ner. Next port Elizabeth. COLUMBIA (Ogden Marine), De­ cember 1—Chairman, M. Welch; Secre­ tary M. Deloatch; Educational Director D. Norris. $8.65 in ship's fund. No dis­ puted OT. A vote of thanks to the stew­ ard department for a fine Thanksgiving dinner. Next port in Saudi Arabia. PANAMA (Sea-Land Service), De­ cember 29—Chairman, Recertifi^ Bo­ sun Arthur Beck; Secretary Ceasar F. Blanco; Educational Director Ola Storness; Deck Delegate Francisco Rivera; Engine Delegate George S. Byoff;Stew­ ard Delegate Curtis L. Brodnax. No disputed OT. Telegram from headquar­ ters that Senate passed the oil bill 44 to 40 was read and posted. A vote of thanks to the steward department for a fine Christmas dinner. Next port Long Beach. DELTA MAR (Delta Steamship), December 1—Chairman, Recertified Bosun R. Lambert; Secretary D. Col­ lins; Educational Director E. Synan. $29 in ship's fund. No disputed OT. Held a discussion on safety aboard ship. A vote of thanks to the steward depart­ ment for a splendid Thanksgiving din­ ner. Seafarers Log �J'k $Gofarers Sovor q Holiday Foast Aboard th© SS PGnnmar vfl Enjoying a fe^ve holiday merf aboard the SS Pennmar (Calmar) recently (left above 1. to r.) were OS Jack Taylor, AB George Baker and OS OHie Puroy. (Center c* faWecloths and bowls of fruit in place for bis Brothers of the Sea. Meanwhile, back in the galley (ngbt above 1. to r.) Chief Steward Sidney Garner, Chief Cook Paul Gariand and Saloon Messman Kenneth Weaver take a breather after preparing and serving such a sumptuous rej^st to the crew. an U.S.-circling intercoastal run, the C-4's forward and aft deck cranes and caigo booms took on structural steel and pig iron into her four holds in Baltiinore on Dec. 20 for a port of call on Jan. 29 in Portland, Ore. There she onloaded lumber for final delivery in Portsmouth, N.H. Besides tra­ versing the Panama Canal, the Pennmar usually c^lls at Eong Beach and Richmond, Calif, (where she was built). Coos Bay, Ore. and Seattle. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findings. STEER A CLEAR COURSE! ntUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland. Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disburse­ ments of trust funds are made only upon approval by a majority of the trustees.. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the sh^wners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N. Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your Contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against because off race, creed, color, sex and national or geographic origin. If any member feels that he is denjed the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Jts proceeds are used to further its objects and purposes including but not limiteu to furthefing the political, social and economic interests of Seafarer seamen, the preservation .and ifurthering of the American Merchant Marine with improved employment opportunities for'seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received l^cause of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. It at any time a Seafarer feels that any of the above rights have been violated, or that he has been denM his constitutional right of access to Union records or information, he should immediately notify SIU President Paul Hail at headquarters by certified mail, return receipt lequested. February, 1975 If you are convicted of possession of any illegal drug—heroin, barbitu­ rates, speed, LSD, or even marijuana—^tbe U.S. Coast Guard will revoke your seaman papers, without appeal, FOREVER. That means that you lose for the rest of your life the right to make a living by the sea. ifowever, it doesnl quite end there even if you receive a suspended sentence. You may lose your right to vote, your right to hold public office or to own a gun. You also may lose the opportunity of ever becoming a doctor, dentist, certified public accountant, engineer, lawyer, architect, realtor, pharmacist, school teacher, or stockbroker. You may jeopardize your right to hold a job where you must be licensed or bonded and you may never be able to work for the city, the county, or the Federal government. If s a pretty tough rap, but thaf s exactly how it is and you can't do any­ thing about it. The convicted drug user leaves a black mark on his reputation for the rest of his life. However, drugs can not only destroy your right to a good livelihood, it can destroy yoiiir life. Drug abuse presents a serious threat to both your physical and mental health, and the personal safety of those around you. This is especially true aboard ship where clear minds and quick reflexes are essential at aU times for the safe operation of the vessel. Don't let drugs destroy your natural right to a good, happy, productive life. Stay drug free and steer a clear course. > Page 21 �'•^-< • ' • "-U • -•' S'r :v: Mi. Washington, Raphael Semmes, Bienville Sail the Far East In addition to the SlU-contracted ships engaged in the U.S. Pacific Coast-Far East trade, a number of vessels manned by Seafarers remain in the Far East, usually on a one or two year charter, shuttling cargo between ports in Japan, Korea, Taiwan, Hong Kong and South East Asia. Although thousands of mOes from a U.S. port, the vessels are still regularly serviced out of the port of Yokohama by SILldl^resentative Frank Boyne. The six photos on this page show ships and men from three SRJ-contracted vessels in various Far East ports. The SlU-manned Raphael Semmes, operated by Sea-Land, at a berth at the Taikoo dockyard in Hong Kong for minor repairs. Another shot of the Raphael Semmes shows the SiU-manned vessel leaving Kwai Chung harbor with tug escort. 'After their ship was laid up indefinitely for repairs at a shipyard in Kobe, Japan, the crew of the containership Bienville paid off and was later sent to San Francisco. Before leaving for'San Francisco, the Bienville ship's committee headed by Recertified Bosun Dan Ticer stopped for a quick photo. They are, frorn the left: Frank Gonzalez, engine delegate: Gary Hoover, deck delegate; Dan "Senator" Ticer, ships chairman; Al LaMonthe, steward delegate, and Jack Mar, secretary-reporter. The SID deck crew aboard the tanker Mount Wash­ ington swings gangway over the side and into po­ sition while docking vessel in port of Yokosuka, Japan. As the Mount Washington discharges her cargo in Yokosuka, Pumpman Pricilo Silva checks to see if tanks are discharging properly by floating cloth over inspection hole. Suction on the cloth shows that discharge is in progress. Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid Joseph L. Grey Please contact Edith Washington as soon as possible at 1106 President St., Brooklyn, N.Y. 11225, or call (212) 771-1865. Edward James Broader Please contact your sister, Alice, as soon as possible at 353 Endsleigh Ave., Baltimore, Md. 21220. Alexander W. Weir Please contact Mrs. Lillian Weir as soon as possible at 13-A Azalea Ct., Eatontown, N.J. 07724. numinado R. Llenos Please contact your daughter Mary Smith as soon as possible at 594 Harri­ son Ave., Tonawanda Township, N.Y. 14223. / Richard V. Gefiing Please write or call Mary Gelling in San Francisco as soon as possible. Albert Raymond Randall Please contact your wife immediately at (415) 992-2502. Cheynne Morris Please contact M. B. Peterson, attor­ ney, 1220 Americana Building, 811 Dallas St., Houston, Tex. 77002, or call collect (713) 228-4455 as soon as possible. Page 22 Dec. 24,1974" Jan. 22,1975 Number SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical ; MONTH TO DA I E YEAR TO DAI E 14 2,030 140 14 2 6,902 2 159 12 14 2,030 140 14 2 6,902 2 159 121 360 49 103 17 3 .156 360 49 103 17 3 156 67,010.80 2,239.19 14,295,60 5,100.00 199.00 3,461.54 67,010.80 2,239.19 14,295.60 5,100.00 199.00 3,461.54 12 116 ' 107 15 871 2 1 14 36,000.00 17,264.79 3,699.10 2,603.25 1,755.20 72.00 754.55 1,200.00 532.90 36,000.00 17,264.79 3,699.10 2,603.25 1,755.20 72.00 754.55 1,200.00 532.90- 2,117.20 2,117.20 '• PENSIONERS & DEPENDENTS 12 Death ...................... ..... ^ 116 Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses '.. . 107 15 Surgical 87 Optical . 1 ; Blood Transfusions 2 rSpecial Equipment .................... J l^ental ...................«........ . u 14 ; Supplemental Medicare Premiums ........ SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan .,....... . Total Seafarers Pension Plan ........»... Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation Amount 5 ; 10,323 18 1,323 11,664 5 10,323 18 1,323 11,664 MONTH TO DATE $ 37,610.00 2,030.00 420.00 902.27 269.00 55,216.00 245.63 3,819.39 1,245.10 YEAR TO DATE $ 37,610.00 2,030.00 420.00 902.27 269.00 55,216.00 245.63 3,819.39 1,245.10 260,062.51 260,062.51 34,466.80 34,466.80 811,630.04 811,630.04 $1,106,159.35 $ 1,106,159.35 Seafarers Log �New SIU Pensioners Joseph L. Collins, 57, joined the SIU in the port of New York in 1952 sailing as a bosun for 15 years. Brother Collins had sailed for 27 years. He is a Navy veteran of World War II and had applied for the Bo­ suns Recertification Program in 1973. Bom in Roda, Va., he is now a resident of Arabi, La. with his wife, Ruth Mae. Gettys B. EUzey, 66, joined the Union in the port of New York in 1959 sailing as a fireman-watertender. Brother Ellzey is a native of Mis­ sissippi and is now a resident of Galveston with his wife, Olive. Paul O. Lacy, 64, joined the Union in the port of Duluth in 1960 sailing as an AB. Brother Lacy is a native of Cotter, Ark. and is a resi­ dent of Pocahontas, Ark. with his wife, Ina. Robert L. Garriss, 63, joined the Union in 1942 in the port of New Orleans sailing as a bosun. Brother Garriss was bom in Georgia and is now a resident of Dickinson, Tex. with his wife, Viola. Chester A. lannoli, 55, joined the SIU in 1947 in the port of New York sailing as a bosun for 22 years. Brother lannoli had applied for the Bosuns Recertification Program in 1972. He also attended a Piney Point Crews Conference and was active in an organizing drive on the Isthmian Line in 1956. Searfarer lannoli is a veteran of the U.S. Army in World War II. He is a native of Rhode Island and is a resident of Milford, Mass. Joseph George, 65, joined the Union in the port of Detroit in 1960 sailing as a fireman-watertender. Brother George had sailed for 27 years. A native of . Lebanon, he is currently a resident of Wilkes-Barre, Pa. with his wife, Rachel. William J. Clegg, 48, joined the SIU in the port of San Francisco in 1955. He was one of the first bosuns to graduate from the Recertification Program in August 1973. Brother Clegg had sailed since 1951. He last worked from 1969 to 1973 on the Sea-Land shore gang in Port Eliza­ beth, N.J. Seafarer Clegg also walked the picket line in the Greater N.Y. Harbor strike in 1961 and was a post-war veteran of the U.S. Navy. Bom in Queens, N.Y., he is now a resident of Scranton, Pa. with his wife, Claudette. James S. McRae, 65, joined the Union in 1940 in the port of New Orleans sailing as a bosun. Brother McRae is a pre-war veteran of the Navy. A Georgia native, he is a resi­ dent of Houston with his wife, Fan­ nie. John Kallaste, 63, joined the SIU in 1943 in the port of New York sailing as a pumpman. Brother Kal­ laste was on the picket lines in the N.Y. Harbor strike in 1961 and the Robin Line strike in 1962. Born in Estonia, USSR, he is a naturalized U.S. citizen and is now a resident of Brooklyn, N.Y. Paolo Pringi; 61, joined the Union in 1940 in the port of New York sail­ ing as a fireman-watertender. Broth­ er Pringi had sailed for 30 years and walked the picket line in the N.Y. Harbor strike in 1961. Born in New York City, he is a resident of Est-Da Rio, Brazil with his wife, Rosalie. Fernando Munoz, 61, joined the SIU in 1943 in the port of New York sailing as a chief steward. Brother Munoz was born in San Juan, Puerto Rico and is a resident of Rio Piedras, Puerto Rico.with his wife, Irma. Antonlos J. Sakeilis, 53, joined the SIU in the port of Norfolk in 1957 sailing as a bosim. Brother Sakeilis applied for the Bosuns Recertifica­ tion Program in 1973. A native of Ismilios, Egypt, he is now a resident of Brooklyn, N.Y. Potenciano B. Paculba, 65, joined the SIU in the port of New York in 1957 sailing as a chief cook. Brother Paculba won a personal safety award in 1960 on the accident-free ship, the SS Chocataw. Bom in the Philip­ pines, he is currently a resident of Anaheim, Calif, with his wife, Felicidad. Thomas H. Bubar, 80, joined the SIU in 1943 in the port of New York saUing both as a bosun and in the steward department. Brother Bubar had sailed for 52 years. He walked the picket line in the Greater N.Y. Harbor strike in 1961 and attended a crews conference at the Harry Lundeberg School of Seamanship in Piney Point, Md. Bom in Maine, he is now a resident of Bumham, Me. ^ with his wife, Orpha. William H. Underwood, 51, joined the Union in the port of Philadelphia in 1957 sailing as a chief cook. Brother Underwood is a Navy and Army veteran. He was bom in Ports­ mouth, Ohio and is a resident of Phil­ adelphia with his wife, Jean. Carlos E. Vega, 55, joined the SIU in the port of Tampa in 1957 sailing as an oiler. Brother Vega had sailed for 28 years and is a Navy veteran of World War II. Bom in Tampa, he is now a resident there. Julian Wilson Jr., 48, joined the Union in the port of New York in 1960 sailing as a bosun. He is a Navy veteran of World War II. Brother Wilson is a native of Forsyth, Ga. and is now a resident of New Orleans with his wife, Mary. John E. Floyd, 61, joined the SIU in the port of Detroit in 1960 sailing as a fireman-watertender. Brother Floyd was born in St. James, Mich, and is now a resident of Toledo, Ohio with his wife, Mary. Great Laker Gets 1st Pension Check lieiBERSHPIIIIEETlNeS' SCHEDULE Port New York .. Philadelphia Baltimore ... Norfolk Jacksonville .. Detroit 1 • • • • SIU pensioner Fred J. FIdler, 65 (left) accepts his first pension check from Frankfort, Mich., Port Agent Harold Rathbun. Brother Fidler joined the SIUin the port of Detroit in 1960^ailing as an oiler. He resides in,Sturgeon Bay, Wise, with his wife. Ruby. February, 1975 ~ Houston .... New Orleans . Mobile San Francisco Wilmington ., Seattle Columbus ... Chicago ,.8... Port Arthur . Buffalo St. Louis Cleveland .... Jersey City .. >• • UIW IBU Deep Sea Date 5:00 p.m. ...,... 7:00 p.m. 2:30 p.m. .. Mar. 3 ... Mar. 4 ........ 2:30 p.m. ... ... 5:00 p.m. ... ... 7:00 p.m. 7:00 p.m. 5:00 p.m. ... 2:30 p.m. .. Mar. 5 ... ... 7:00 p.m. 9:30 a.m. ... Mar. 6 .... — 2:00 p.m. ... Mar. 6 — 2:30 p.m. ... Mar. 7 .... '" * • • • SlOO palTla • • )> • • • Mar. 10 ..., 7:00 p.m. 5:00 p.m. ... 2:30 p.m. .. Mar. ID .... — Mar. 11 ... 5:00 p.nu ... Mar. 12 ..., Mar. 13 ..., ... 2:30 p.m. ... Mar 17 ,... 2:30 D.m. ... Mar. 21 .r Mar 15 —— ... Mar. 11 .... Mar. 11 .,.. •• • Mar. 12 .... ••• Mar. 13*..., < • • • 5:00 p.m. *«. Mar. 13 .... • • * 5:00 p.m. . •« • • • Mar. 10 .... ' • « « • • 1 • • • • <•• '• VMM • • • —MM Page 23 �i'-; • i DISPATCHERS REPORT JANUARY 1-31, 1975 TOTAL REGISTERED All Groups Class A aassB Class C Port Boston New York Philadelphia ^ Baltimore ... Norfolk Tampa ...... Mobile New Orleans . Jacksonville .. San Francisco Wilmington .. Seattle Puerto Rico .. Houston .... Piney Point .. Yokohama .., Alpena Buffalo Cleveland .... 4 80 15 38 20 6 31 69 30 63 38 26 11 72 0 3 5 1 5 8 0 0 2 517 Detroit Duluth Frankfort .... Chicago Totals •I Port Boston ...... New York Philadelphia . Baltimore ... Norfolk Tampa Mobile New Orleans . Jacksonville .. San Francisco Wilmington . . Seattle Puerto Rico .. Houston .... Piney Point .. Yokohama ... Alpena Buffalo ..... i !*> (.1 1 A \ A r. • •: a• •- \ 1 2 2 0 0 0 0 0 1 0 1 1 0 0 1 0 1 0 0 0 0 0 0 1 10 DECK DEPARTMENT 0 5 4 0 48 24 8 1 0 23 0 2 3 0 1 11 1 2 10 0 1 0 46 5 0 21 4 43 13 0 1 0 0 39 0 5 0 2 2 50 6 0 0 3 0 2 0 2 0 0 0 0 0 0 2 0 . 2 6 2 1 1 0 0 6 0 0 0 0 0 79 336 3 REGISTEREDON BEACH All Groups Class A Class B Class C 15 177 26 - 67 42 8 71 151 56 142 56 72 21 146 0 6 10 1 4 17 4 5 4 1,101 4 32 7 6 9 2 17 28 8 20 14 18 2 35 0 2 1 0 1 2 3 1 0 212 4 6 0 0 1 0 0 3 2 1 1 0 0 9 0 3 1 0 0 1 0 0 2 34 1 135 23 58 38 8 46 116 40 111 • 31 40 21 115 0 0 5 1 4 25 2 1 3 822 3 96 11 18 10 2 19 51 24 50 17 24 6 51 0 3 2 0 2 1 4 0 2 396 1 7 0 3 0 0 0 2 3 1 0 1 0 4 0 0 0 2 2 0 1 0 0 27 3 75 19 31 22 2 53 80 30 73 25 38 25 82 0 4 4 1 1 5 0 0 3 576 0 12 1 4 3 0 2 5 3 17 7 7 1 10 0 1 0 0 0 1 0 0 0 74 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 ENGINE DEPARTMENT 1 81 13 29 20 8 19 51 21 56 14 27 10 57 0 1 5 1 2 17 0 1 2 436 Cleveland Detroit 1 . * 2 8 3 2 5 2 7 5 2 6 9 9 0 6 0 1 0 0 0 0 0 0 0 67 TOTAL SHIPPED All Groups ClasAA Class B Class C Duluth Frankfort .... Chicago ..... Totals ...... 2 39 6 13 5 1 6 12 8 23 7 16 1 23 0 2 2 0 1 1 0 1 169 0 3 0 2 0 0 0 1 1 1 0 1 0 0 0 0 0 1 0 0 0 0 0 10 0 6 0 2 2 0 1 1 1 ~^,5 5 3 0 3 1 2 0 0 0 0 0 0 0 32 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 • 0 0 58 2 14 4 5 7 36 8 32 5 24 4 40 0 2 0 0 0 8 0 2 0 252 3 23 3 4 0 0 1 4 5 18 1 7 0 8 6 3 0 0 0 1 0 0 0 87 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 3 - I •' I.,; • f-% ^ I. ••' K' if Port Boston New York.... Philadelphia Baltimore Norfolk Tampa Mobile New Orleans STEWARD DEPARTMENT • •••••••••a " 38 a San Francisco .... Wilmington Seattle Puerto Rico ...... Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Duluth Frankfort ........ Chicago .. Totals i a H.r ........ 14 4 ........ 26 .... • .. . .... 40 9 22 7 41 0 1 2 0 1 0 0 1 Port Boston .......... New York ........ Philadelphia ..... Baltimore s®/ • • ^i",' '' •r:"' Mobile New Orleans ..... San Francisco .... Wilmington ...... ........ Seattle Puerto Rico • Houston ........ •'•••••••a* ........ Piney Point Yokohama ........ Alpena .'... Buffalo Cleveland Detroit Duluth ........ Frankfort ........ Chicago Totals Totals All Depts.... aaaaaaaaaa aa«aa*aa«* •'aa*a«.aa«» • aa'aaaafaa a . a a a a a a^a a • •aaaaa«a« . - .rc'/vy:-. 10 33 0 1 , 3 12 4 4 3 4 2 2 0 37 14 6 4 31 19 2 2 21 12 2 3 26 15 0 17 0 2 0 0 0 0 0 0 G O 0 0 10 0 0 182 134 0 0 0 0 0 0 1 2 0 0 0 0 0 2 0 0 0 0 0 0 0 5 ENTRY DEPARTMENT aaaaaaaa** hir: f,:,. :- 2 31 7 13 4 33 0 0 2 19 0 4 3 249 1,467 1 97 27 19 22 6 13 54 25 54 10 26 11 56 25 4 10 0 5 11 0 2 0 478 746 7 18 0 2 2 0 0 5 2 7 1 2 0 9 0 4 4 3 3 10 0 0 0 79 101 770 300 11 2 60 15 36 15 4 25 59 13 47 12 30 25 43 0 2 4 7 6 37 2 5 5 454 ,953 1 221 40 56 40 4 39 133 55 134 44 44 28 96 1 5 13 2 4 15 2 4 2 983 1,665 12 63 0 13 9 1 0 21 6 9 2 7 1 42 0 5, 16 9 12 27 5 7 2 269 332 PRESIDEItT PaiilHaU SECRETARY-TREASURER Joe ijiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Fra^ Dfozak Paul Drozak HEADQUARTERS f75 4ATenBUl«.n232 (212) HY ALPENA. Mkh. IN N. 2 Ave. 49767 (S17) EL 4.3416 BALTIMORE. Md. 1214E.BalllsMinSt212t2 (391) EA 7.49M •USTON. Mass. 215 Ewi St 92111 (617) 482.4716 BUPFALO, N.Y.... .299 FraiiUia St 14292 SiU (716) TL 3.9259 IBU (716) IL 3.9259 CHICAGO, OL. .9383 S. Ewisg Ave. 68617 SIU (312)SA 1-9733 mu (312) ES 5*9579 CLEVELAND, OUo 1299 OH RhrerRd. 44113 (21^ MA 1.5459 DETROIT, Mkh. I Ave. 48218 19225 W., (313) ¥13.4741 .2914 W. 3 St 55896 DULUTH, (218) RA 2.4119 . PX). Bos D FRANKFORT, Mich. 415 Mafai St 49635 (616) EL 7-2441 HOUSTON, Tel. ....5894 Caisi St 77911 (713) WA 8-3297 JACKSONVILLE, Fla. 3315 Liberty St 32206 JERSEY CITY. NJ. 353-5011 99 MsMewy at 97392 (291) HE 5-9424 MOBILB. Als.:... .IB. Lamce-St 36692 (295) HE 2-1754 NEW ORLBAM^ La. 639 lachsoa Ave. 79139 (594) 529-7546 NORFOLK. Va. 115 3 St 23519 (894) 622-1892 PADUCAH, Ky.........225 S. 7 St 42M1 (592) 443-2493 PHILADELPHIA, Ph.. .2694 & 4 St 19148 (215) DE 6-3818 PORT ARTHUR. Tn... . .534 9 Ave. 77649 (713) 983-1679 SAN FRANCBCO. CaM. 1321 Mkdoa St 94193 SANTURCE, P. R., 626*6793 1313 Fernandez, Juncos, Stop 20 00908 (809) 724*2848 SEATTLE, Wa*. 2595 1 Ave. 98121 (296) MA 3<4334 ST. LOUBk Ma.. .4581 Gnvok Ave. 63116 (314)752-6599 TAMPA, Fbu 312 HaRfaoB St 33692 (813) 229-2788 TOLEDO, OHO 935 SammH St 43694 (419) 248-3691 WILMINGTON, CaST- 519 N. Broad St 99744 ai3) 549.4999 YOKOHAMA. JOpai PX>.Boa429 YokohauPirtPX). Naka-Ka 231-91 281-7935 IH; 281 For the second month in a row, shipping has dropped off somewhat in most ports. The dropoff is due partially to the general depressed state of the U.S. economy; partially to the sagging worldwide tanker market, resulting in iayups of U.S. tankers, and partially to the veto of the'oil bill which has resulted in widespread layoffs throughout the U.S. maritime industry. Com­ pared to other industries in the country, though, employment in SIU is relatively good, and according to the Maritime Adminis^tion general employment on U.S.-flag ships should remain stable. If' 'I .r:' 'i „> 1. Seafarers Log Page 24 • i i i' « �_ ' AFL-CIO: Ford, Congress Act on Jobs, Tax Cuts, Oil Pave 27 Continued from Page to the unemployed to minimiyi'. their hardships. Pointing out that the country's down­ ward economic spiral is gaining momen­ tum, the General Board warned that "without this emergency action, unem­ ployment will feed on unemployment; production cutbacks will spread further, and the threat of widespread bankrupt­ cies of businesses and banks will be­ come reality." Energy Report Looking more closely at the General Board's economic proposals, the most extensive report was filed on the na­ tion's energy situation. The Board urged _ Congress to immediately enact a quota on oil imports, including a ban on im­ ports originating in countries that em­ bargoed oil to the U.S. and Holland last year; to take the importation of oil out of private hands and place it in the hands of government; to establish a fair rationing system that minimizes re­ gional, industry and individual hard­ ships, and to enact a genuine, effective excess profits tax. The Board also declared that it would fight to block the Administration's pro­ posals to deregulate the price of natural gas, decontrol the -••ice of domestic crude, and impose a , per barrel duty on imported oil. Jones Act Again Under Attack Oil Interests Petition for a Waiver to Carry LNG Continued from Page 3 can now only sell Alaskan LNG to Japan for 510 per Mcf (thousand cubic feet), the company plans on re­ ceiving approximately $2.50 per Mcf on the New England market. To grant the waiver now when PhilHps-Marathon feels they can make a larger profit by selling the Alaskan^as to the U.S., President Hall said "would only reward the intrasigence of the oil companies." Herbert Brand, president of the Transportation Institute, a research organization sponsored -by all seg­ ments: of the-maritime industry, has also urged Secretary Simon to reject New England LNG's application for a Jones Act waiver. He noted in a 13-page letter to the Secretary of the Treasury that it is highly imlikely Alaskan LNG can be shipped to New England in time to have an impact on this heating season and that U.S.-flag LN& carriers will be available by the next heating season. The Liberian-flag LNG carrier Kencd Multina, partially owned by PhilUps, was originally called the Kentown and was slated to sail under U.S. registry. The SIU was negotiating to man the Kentown before its operator. Interstate Bulk, sold the ship. If Phillips-Marathon and New Eng­ land LNG are granted this waiver, a dangerous precedent will be set aUowing oil companies to use foreign-flag ships on the grounds that there are no U.S. flag-ships available after those companies have refused to build ships in U.S. yards to be operated by U.S. seamen. (See editorial on page 18 of this LOG). Rising to support the Board's energy proposals, SIU President and AFL-CIO Vice President Paul Han affirmed that "we must live up to and support these recommenda­ tions if we are to correct the na­ tion's energy problems, an area that needs correction very badly." RecalHng last years' oil price goug­ ing which caused widespread .energy shortages, uncontrolled inflation, and undue personal hardships on millions of Americans, President Hall noted that the price of imported oil "has now gone four and five times over what it was 12 to 16 months ago." However, he stated that by supporting and implementing the AFL-CIO's energy program, "we can force the price of oil back to the $3 barrel limit which we were paying 16 or 18 months ago." . "By working together", said Hall, "we decisively beat the oil cartel in Con­ gress where it counts; and even though Ford did veto it, by working together again, we can dump them head on again." File S&A Claims Within 60 Days In filing for Sickness and Accident benefits. Seafarers are reminded that they must submit their claim for in­ patient or out-patient benefits within 60 days of discharge from the hospital or from the first date of disability. Claims for S«&A benefits filed after the 60-day period must be denied ac­ cording to the regulations of the Sea­ farers Welfare Plan. Seafarers should acquaint themselves Hall further pointed out that the pas­ with the SIU Surgical, Pension and Wel­ sage of the staunchly labor-supported fare Digest so they will not be denied Energy Transportation Security Act last a claim due to an oversight. A copy of December proved that the powerful the digest is available at any SIU hiring multinational oil cartel was no longer haU or by writing the SIU Welfare Plan invincible in Congress. office at Union headquarters. Bosun Renews His Clinic Card Supreme Court Rules Against Right to Picket Foreign Flags Continued from Page 5 months later by the U.S. Circuit Court of Appeals for the Fifth Circuit. More, of course, is at stake in this case than the right of American mari­ time unions to picket foreign-flag opera­ tors. Presently, national foreign-flag ships, and "flag of convenience" vessels domi­ nate carriage of U.S. foreign liner trade and hold a virtual monopoly on the transportation of imported oil to Amer­ ican ports. This unfortunate situation not only infringes on the rights of American sea­ men to secure jobs on U.S.-flag ships, but poses a serious threat to our nation­ al security and the health and well-being of the entire American maritime in­ dustry. In addition, the carriage of oil and other hazardous cargoes on sub-stand­ ard foreign-flag vessels manned by im­ properly licensed crews creates a real threat to the environmental protection of our shorelines and coas(ai waters. Issues of this magnitude involve more than one individual state. They involve Justice William O. Douglas, one of the four Supreme Courf justices dissent­ ing on the picketing decision, discussed the growing problem of pollution of our coastal waters, and stated that no public issue is more important to the life of the oceans of the world than "keeping marine traffic in more responsible hands than those which 'flags of convenience' commonly use," The issue of foreign-flag picketing, of course is not a dead one. The SIU, along with other maritime unions, will continue the fight to make the public aware of the serious economic and en­ vironmental dangers that follow in the wake of foreign flag vessels, and will continue to work legislatively to enact laws that would curtail any harmful operations. A participant in the current Bosuna Recertification class, Seafarer Richard Chiasson (left) accepts his renewed clinic card from Headquarters SIU clinic receptioniat Jean Dreher. While he spent a month in Brooklyn. N.Y. in the class, Brother Chiasson made sure he got a new clinic card when his old one ran out. SIU medical clinics give physical examinations free of charge for ail Union members. Seafarers waiting to ship out should check their clinic card and have it renewed if it is running out. In last month's LOG, Mrs. Dreher was identified as Headquarters SIU clinic secretary Florence Penny in a photo with Recertified Bosun Robert Butts, who was receiving his new clinic card. Senate Probes Crisis In Maritime Industry Continued from Page 3 Following the hearing, which pro­ duced no tangible Administration pro­ posals tp halt the decline in employ­ ment in the maritime industry, Senator the general well-being of the entire Mapuson told Commerce Secretary country, and the federal governntent Pent that he wants to Itnow a lot more of the should maintain control over the car­ ahout the "gloomy riage of this nation's foreign goflitneree! Specifically, Senator Magnuson wants Dent to explain why the Presi­ dent vetoed the Oil Bill last December because it was "inflationary" and then turns around and calls for a $3 a bar­ rel increase in oil import fees. Pent told the hearing that a suheoromittee of the nahinet-level Beonfunie Polipy Board had h«en nwaed to look into the tanker industry crisis. He also said that plans are being made to have the President meet with maritime union leaders, ship operators and the shipyards to "see what we can do." Responding to that announcement, Senator Magnuson said that the "very grave" eondition of the tanher indastry ^nawres a sense of urgeney.'', �^rv.Maiii'i • • -• Alcoholism - a Disease That Slowly -•,r 'i'V .. I ! V Ogden Yukon Committee , •' Ship's chairman Recertified Bosun Harold L. Weaver (second from left) of the SS Ogden Yukon (Ogden Marine) resolved beefs of the crew last year and brought a clean tanker in to payoff recently in Yokosuka, Japan, before sailing for Okinawa. Members of the Ship's Committee are (I. to r.); AB Charles T. Scott, deck delegate; "Buck" Weaver; 3rd Cook Sylvester Zygarowski, steward delegate; Chief Steward F. P. Kustura, secretary-reporter, and Wiper H. R. "Bob" Newell, engine delegate. Not shown in the photo in front of the U.S. Consulate is Chief Pumpman Ramon Digon, educational director, who stayed on board. , {ej-' i' Page 26 by Dr. Joseph B. Logue SIU Medical Director The ship has been out at sea for several months. You're bound for port. The routine life on ship, the confinement to the ship's quarters, the ritualized ex­ istence, it will all cease as the ship docks. After the payoff, you can get another ship, go on the beach, or go on vacation. Everyone's mind is on renewing old acquaintances and meeting new faces. If this is your home port, ypu are anxious to see friends and family. Often the first stop is a seamen's bar. A seamen's bar is unique too, just like your career. It might be likened to a haven or refuge, and is an integral part of many a seamen's life ashore. It is unlike a cocktail lounge or a commuter bar. It is a bridge between ship and shore. At sea, homeward bound, it was tensions and pressures mounting. There is tremendous antici­ pation and drinking is a way of releasing tensions. The seamen's bar is a place to sleep if you have no other, a place to store gear, to borrow money, to lend money. The most important thing, there are friendly people there, and it is a comfortable place. To the lonely seaman, it is symbolic of home. There is always someone there who knows you; or someone you know of. Here, casual acquaintances can blossom into brotherhood. So with a shore leave, the sailor may go no further in his adventures than the focal point of the bar. Alcoholism Affects Anyone A life at sea is unique compared to other careers. Each career has its assets, as well as its problems. Alcoholism affects anyone, no matter what an indi­ vidual chooses to do; go to sea, sit behind a desk, or become a politician. Despite one's chosen occupation, the disease called alcoholism can develop, just like any other disease. An individual can be a diabetic, have cancer, be an alcoholic, or have a heart condi­ tion. All these diseases can be arrested if they are treated properly—or they can cause death. Alcoholism is threefold, in that it affects the body, mind and spirit. The alcoholic suffers from a real illness which he has no control over; it is not caused by a desire to hurt others, a weakness of will or immorality. We live in an age where ignorance and prejudice are being over- Baltimore Comrhittee Recertified Bosun Sven Stockmarr, ship's chairman (seated rear right) of the containership, the SS Baltimore (Sea-Land) gets his dues receipt on Jan. 24 from SIU Patrolman Teddy Babkowski (seated center) during a payoff in the port of New York. The rest of the Ship's Committee are, standing from left: Robert Bridges, steward delegate; Torry Kid, Jr., engine delegate; Chief Steward William L. Nihem, secretary-reporter, and Kenneth L. Hart, educa­ tional director. Seated foreground is H. L. Hansen, deck delegate waiting his turn to pay his dues. a .-I ' ^ i ''i �Leads to Death, Insanity or Recovery drinks to avqid waiting for slow ones; at home always fixes drinks; if out, insists on doing it; carries secret supply any­ way. Prefers pre-meal drinking at bar instead of home; if' lunch or dinner is out, he arrives "high," late, or both, or insists on drinking before meal. Eating is irregular, made up for by eating at odd times, day and night. He is always "dog-tired," "nervous," worried, depressed, and must drink for it. New symptoms: drinking times are added to, 11 A.M. and 4 P.M., for instance; drinking alone; signs of drinking show at embarrassing times; weekend bouts; Monday hang­ overs; morning drink; he starts "going on the wagon"; in­ creased irritability during periods of non-drinking. A LATE SYMPTDMS (advanced alcohol­ ism; until death, insanity or recovery) thrown by knowledge and understanding. Society is rapidly accepting the fact that alcoholism is very much a real disease. The alcoholic cannot have that one drink, or a whole cycle is set up. Alcoholism is when you can't stop after one drink. Alcoholism is affecting a goodly number of seamen, just as it is the rest of the populace. (There are nine million alcoholics in America.) More and more alcoholic clinic doors are opening. Education about matters affecting an individual* is always essential. Alcoholics Anonymous—for the al­ coholic, Alonon—for family and friends of the alco­ holic, Aloteen—for the teenage children or friends of an alcoholic, and other similar groups supply this most needed education. Most groups are as close as a tele­ phone directory even if you are in a foreign country. What Causes Alcoholism What causes the disease called alcoholism? There are many theories as to the causes of different diseases the human being endures. Two of the theories on the cause of alcoholism are the compulsion to drink which may be psychological and that alcoholics may have a different psychomotor-activity level on a biochemical basis. Alcohol, which is a sedative, artifically brings down the psychomotor level of the alcoholic, and makes the alcoholic feel more relaxed. However, the second effect of alcohol is to increase psychomotoractivity. When alcohol is consumed, within 15 to 20 minutes a certain blood level is attained and within one to one and a half hours it reaches a peak. Chemically the blood alcohol level rises, the psychomotor-activity level goes down, the person is relieved, relaxed, less anxious, less frightened, less worried than before. At the end of the second hour the blood level starts down. The second effect of a sedative is that psycho­ motor-activity is increased. And so the tensions and pressures that caused the need for the alcoholic to drink and were somewhat alleviated by the drink, give way to more pressing agitating effects and there is more tension. Thus the alcoholic drinks more to al­ leviate these feelings. And so goes the cycle. All sedative drugs, or soporifics, are qualitatively identical and can replace one another. Cross-tolerance to these drugs develops. So if a tolerance is built up for alcohol, which is a sedative drug, the individual has a tolerance to the other sedatives. If given these seda­ tives, he usually returns to alcohol to relieve the "jittery effect" he has gotten from the same class sedatives. Therefore, the use of sedatives is relatively ineffec­ tive and never cures. They may be used in some Alcoholic Detoxification Units, under strict medical supervision, to prevent severe withdrawal symptoms. However, before the patient is released, there are several diys time lapse since his last dose of sedation was given. These drugs .should be given only under strict medical supervision, or as mentioned, the al- February, 1975 coholic patient will only become more "jittery", and return to alcohol for a more calming effect, which ignites the whole cycle over again. What Is an Alcoholic? Alcoholism is a progressive disease, and when not treated can be fatal. What is an alcoholic? (The following three paragraphs and illustrations are taken from Marty Mann's pamphlet "How to Know an Alcoholic" which contains highlights from her book "New Primer on Alcoholism" published by Holt, Rinehart & Winston in 1958. Both the book, which is $4.95, and the pamphlet, which is $.25, are available prepaid from the Publications Department of the Na­ tional Council on Alcoholism, Inc.,2 Park Ave., N.Y., N.Y. 10016). EARLY SYMPTOMS (incipient alcohol­ ism; averages 10 years in duration) Makes promises, to himself: will do better next time; to others: knows his limit and intends to stick to it. Tells lies: minimizes or conceals number of drinks he had, and whether he was drunk. Gulps drinks ("Other people drink so slowly"). Takes drinks before going to party or appointment where there'll be drinking. Must have drinks at certain times: before lunch, after work, before dinner, before special event such as theater, concert, sports event, meeting, week­ end jaunt, wedding, funeral, christening, etc, Must have drinks for tired feeling, nerves, worries, depression: "nothing else helps," "shattering day at office," "frantic day with children," etc. Eating habits not much affected, although incipient alcoholic may toy with food after too long and too busy pre-meal drinking interval, or may wolf lunch or dinner with a liquor-plus-delay-induced voracious hunger. MIDDLE SYMPTOMS (mostly continua­ tion of early symp­ toms, lasting from two to five years) Promises and lies come thick and fast, are necessary to hide the fact that his drinking is different, to minimize amount he drinks, to build up myth he can stop if he wishes, to de­ flect criticism, to prevent scenes, to save home or job. Gulps Alcoholic drinks to live and lives to drink; rarely wants to eat; when he does he gorges like a wolf. Drunken behavior usually takes place at the wrong time; at office, interview for new job, important dinner or meeting, wedding, at church; however, many alcoholics while sodden with drink can appear at these functions and give impression they are sober. Drinking bouts increase in frequency and intensity, depending on financial and physical condition of the alco­ holic; morning drinks are a necessity; periods of "being on the wagon" occur less often. Irritability and emotional re­ sponses are fairly consunt. Alcoholic will be fired from jobs, will sometimes quit for no apparent reason. He must get money to drink, by any means possible, will often stop at nothing although the alcoholic is not fundamentally dis­ honest. He watches horrible effect of his drinking on family with apparent indifference. Loses sense of time. A true alcoholic cannot stop drinking, and go straight all alone. He needs help. That is what Alco­ holic Anonymous and similar organizations offer. After treatment in a Detoxification Unit, there must be therapy of a sort—re-education is more the correct term than therapy. An alcoholic must learn all he can about his disease, and after a long hard struggle, when he can reach beyond himself and help another alco­ holic, he has come a long way. Using Antabuse In the treatment of alcoholism, the doctor will suggest the use of a drug called Antabuse. This drug does not work on the central nervous system; it does not relieve anxiety; it does not change the psycho­ motor-activity level of the brain. Only if the individual takes alcohol while taking Antabuse will anything happen. When Antabuse is taken every day it gives four to five days protection against drinking. If alco­ hol is consumed when Antabuse has been taken, a certain chemical level builds up in the bloodstream and causes a toxic reaction. Nausea, vomiting, flush­ ing and vasomotor collapse follows. Antabuse is a helpful tool, not the answer. Time is gained to work with the patient and his feelings. It must be taken voluntarily and because the individual wants to stop drinking, Antabuse can be taken for years and has been taken for years with no side effects. Compassion and Understanding In treating the alcoholic, cessation of alcohol intake is the prime concern. Education is essential. Simple compassion and understanding is most important. It acts as a bridge to the alcoholic's isolation. Basically the alcoholic has been saying: "I'm strung up, I'm caught and nobody seems to realize how violently ill, how terribly trapped I am". All people say is, I just won't quit drinking, or I bring it on myself. With understanding, there is a chance for success. Long term treatment is directed toward increasing the abstinent alcoholic's capacity to tolerate anxiety. There can be no recourse to sedation. A helping hand is needed. Understanding and compassion to help the alcoholic through his discomfort is what is needed. . Alcoholism is arrestable if the alcoholic wants it. But the alcoholic must want and work daily for it. It is a disease that requires day to day treatment. TODAY is a key word. "Unborn Tomorrow and Dead Yesterday, Why Fret About Them If TODAY Be Sweet?"—Omar Page 27 �i:/- • •,; • v • -'T^•J^' ^ RECONCILEMENT OF FUND BALANCE AMENDED 17. Fund Balance (Reserve for Future Benefits) at Beginning of Year 18. Total Additions During Year (Item 7) 19. Total Deductions During Year (Item 16) 20. Total Net Increase (Decrease) 21. Fund Balance (Reserve for Future Benefits) at End of Year (Item 14, Statement of Assets and Liabilities) ANNUAL REPORT ^v For the fiscal year ended March 31,1974 SEAFARERS WELFARE FUND (Name of Welfare Fund) 275 20th Street, Brooklyn, New York 11215 (Address of Fund) to the of the NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 has been filed in lieu of pages 7 to 14 of the New York Annual Statement, Part IV—Section A of Form D-2 may be substituted for Page 3 herein. (2) The Annual Report is required to be filed, in duplicate, not later than five months after end of fiscal year. Address replies to New York State Insurance Department, 55 John Street, New York, New York 10038. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment, refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Insurance Department, 55 John Street, New York, New York 10038. STATEMENT OF CHANGES IN FUND BALANCE (RESERVE FOR FUTURE BENEFITS) ADDITIONS TO FUND BALANCE Item ~ Contributions: <• (Exclude amounts entered in Item 2) (a) Employer (Schedule I) $6,362,721.73 (b) Employee (c) Other (Specify) $6,362,721.73 (d) Total Contributions 2. Dividends and Experience Rating Refunds from Insurance Companies 3. Investment Income: (a) Interest 56,508.22 (b) Dividends (c) Rents (d) Other (Specify) 56,508.22 (e) Total Income from Investments 4. Profit on disposal of investments 5. Increase by adjustment in asset values of in­ vestments 6. Other Additions: (Itemize) (a) Adjustment to Reserve for Claims pay. & contrib. receivable 119,935.63 (b) Receipts from other entities, food sales, int on delinq., misc 285,795.74 405,731.37 (c) Total Other Additions $6,824,961.32 7. Total Additions DEDUCTIONS FROM FUND BALANCE 8. Insurance and Annuity Premiums to Insurance Carriers and to Service Organizations (Includ­ ing Prepaid Medical Plans) 9. Benefits Provided Directly by the Trust or Separately Maintained Fund $3,437,034.86 10. Payments to an Organization Maintained by the Plan for the Purpose of Providing Bene­ fits to Participants (Attach latest operating statement of the Organization showing detail of administrative expenses, supplies, fees, etc.) 1,396,475.71 11. Payments or Contract Fees Paid to Independ­ ent Organizations or Individuals Providing Plan Benefits (Clinics, Hospitals, Doctors, etc.) 464,089.86 12. Administrative Expenses; (a) Salaries (Schedule 2) 405,521.70 (b) Allowances, Expenses, etc. (Schedule 2) .. 21,132.24 (c) Taxes . 33,749.99 (d) Fees and Commissions (Schedule 3) 76,167.24 (e) ^lent .............................. 103,710.44 (f) Insurance Premiums 6,683.69 <g) Fidelity Bond Premiums (h) Other Administrative Expenses (Specify) Tabulating, employee benefits, office expenses 632,793.71 (i) Total Administrative Expenses ......... 1,279,759.01 13. Loss on disposal of investments 14. Decrease by adjustment in assets values of in­ vestments ............................ 103,980.55 Other Deductions: (Itemize) 15. (a) Provision for loans deemed doubtful of col­ 6,728.11 lection Cb) , 6,728.11 (c) Total Other Deductions $6,688,068.10 16. Total Deductions ........................ . v...- ' Page 28 6,824,961.32 6.688,068.10 136,893.22 $1,155,784.75 STATEMENT OF ASSETS AND LIABILITIES End of Reporting Year ASSETS SUPERINTENDENT OF INSURANCE STATE OF NEW YORK .SI.018.891.53 Item $ 420.518.93 1. Cash 2. Receivables: (a) Contributions: (1) Employer 1,342.690.78 (2) Other (Specify) (b) Dividends or Experience Rating Refunds (c) Other (Specify) Due from other entities, less applicable re­ serves 278.009.59 3. Investments: (Other than Real Estate) (a) Bank Deposits at Interest and Deposits on Shares in Savings, and Loan Associations 185,343.17 (b) Stocks: (1) Preferred (2) Common (c) Bonds and Debentures: (1) Government Obligations (a) Federal (b) State and Municipal (2) Foreign Government Obligations (3) Non-Government Obligations (d) Common Trusts: (1) (Identify) (2) (Identify) (e) Subsidiary Organizations (Identify and Indicate Percentage of Ownership by this plan in the subsidiary) (1) % (2) % See attachment 2,170,327.56 4. Real Estate Loans and Mortgages 5. Loans and Notes Receivable: (Other than Real Estate) (a) Secured ; 447,855.34 (b) Unsecured 6. Real Estate: (a) Operated (b) Other Real Estate 7. Other Assets: (a) Accrued Income (b) Prepaid Expenses 13,061.67 (c) Other (Specify) Fixed assets—^net; inventories 347,568.83 8. Total Assets $5,205,375.87 LIABILITIES 9. 10. 11. 12. 13. 14. 15. Unpaid claims (not covered by Insurance) Accounts payable Estimated liability for future payment of benefits Contributions due to other Fund Reserve for retired participants benefits Reserve for future benefits (Fund balance)—deficit Total Liabilities and Reserves $ 777,792.00 250,889.99 95,128.00 2,925,781.13 7,547,503.00 (6,391,718.25) $5,205,375.87 STATE OF. SS. COUNTY OF. and Trustees of the Fund and , i affirm, under the penalties of perjury that the contents of this Annual Report are true and hereby subscribe Aereto. SEAFARERS WELFARE PLAN attachment to NEW YORK STATE INSURANCE DEPARTMENT ANNUAL STATEMENT Year Ended March 31,1974 Reconciliation of Fund Balanpe—Page 6—Item 21 Reserve for Retired Participants Benefit—Page 7—^Item 13 $7,547,503.00 Reserve for Future Benefit—^(Fund Balance)—Page 7—Item 14 ... (6,391,718.25) $1,155,784.75 Seafarers Log �1 jRnal Beparture^ John S. Clapp, 48, died on Dec. 20 in Seattle, Wash. Broth­ er Clapp joined the Union in the port of Baltimore in 1956 sailing as a bosun. He had sailed for 30 years. Seafarer Clapp was born in Detroit and was a resident of Seattle when he passed away. Sur­ viving are a brother, John of San Fran­ cisco and a sister, Mrs. Catherine M. Wilson of Grosse Point, Mich. SIU pensioner Pio M. Dario, 73, died of a heart attack in Provincial Hospi­ tal, Samar, the Phil­ ippines on Nov. 29. Brother Dario joined the SIU in 1947 in the port of Baltimore sailirig in the steward department. He walked the picket line in the 1961 N.Y. Harbor strike. A native of Samar, he was a resident there. Interment was in the Roman Catholic Cemetery, Samar. Surviving are two nephews, Abraham B. Dario of Manila and Juan B. Dario of Quezon City, the Philippines and a niece, Mrs. Zosima Dario Campanero of Samar. SIU pensioner Luther Dills, 60, died on Jan. 6. Brother Dills joined the Union in 1944 in the port of Norfolk sail­ ing as a bosun. He . had sailed for 29 years and was a preWorld War II U.S. Army veteran. Born in Georgia, he was a resident of Baxley, Ga. when he passed away. Surviving are his widow, Dorothy and two daugh­ ters, Alana and Alieia, both of Winter Garden, Fla. Romie J. Ewer, 72, passed away on Jan. 1. Brother Ewer joined the SIU-aflBliated IBU in the port of Houston in 1958 sailing as an oiler for the G & H Towing Co. from 1958 to 1974. Born in Minnesota, he was a resi­ dent of Galveston when he died. Sur­ viving are his widow, Frances; his mother, Nellie of Los Angeles and a sister, Mrs. E. C. Gise of Louisiana. John R. Earle, 46, died on Dec. 26. Brother Earle joined the SIU-aflBliated IBU in the port of Philadelphia in 1972 sailing as a cook for American Barge Line. He was born in Huntsville, Tex. and was a resident of Louisville, Ky. at the time of his death. Surviving are his widow, Faye; three sons, John, Dennis and Todd and four daughters, Mrs. Linda Taylor, Mrs. Janice R. Miles, Debra and Teresa of Louisville. SIU pensioner Maxwell W. Hudgins, 64, passed away on Jan. 3. Brother Hudgins joined the SlU-affiliated IBU in the port of Philadelphia in 1959 sailing as a mate for the Graham Trans­ portation Co. (Interstate Oil) from 1950 to 1974. Born in Gwynn, Va., he was a resident there when he died. Surviving are his widow. Ruby; two sons. Max­ well, Jr. and Robert, and a daughter, Katherine. February, 1975 Vasco V. Tohey, Jr., 30, expired on Jan. 8. Brother Tobey joined the SIU in the port of New York in 1971 sailing as an AB. He at­ tended the Andrew Furuseth Training School in New Orleans and attended an educational conference at Piney Point in 1971. Seafarer Tobey was also a sergeant in the U.S. Army. A native of New Orleans, he was a resident there when he passed away. Surviving are his widow, Rosemary; a daughter, Kelly of Kenner, La. and his father, Vasco of New Orleans. SIU pensioner Edward Tonisson, 72, passed away on Jan. 6. Brother Tonissoji joined the SIU in 1943 in the port of New York sailing as a fireman-watertender. He had sailed for 46 years and was on the picket line in the N.Y. Harbor strike in 1961. Sea­ farer Tonisson was bom in Estonia, USSR, and was a resident of Scarsdale, N.Y. when he died. Surviving are his widow, Marie and two nieces, Jia Vaher and Luule Jaani, both.of Vasterrik, Sweden. Jose J. Torres, 51, died of a heart attack in Galveston ySPHS Hospital on Diec. 17. Brother Torres joined the SIU in the port of Houston in 1969 sail­ ing as a firemanwatertender. He was born in Mexico, became a naturalized U.S. citizen and was a resident of Hitch­ cock, Tex. when he passed away. Inter­ ment was in Galveston. Surviving are his widow, Hermina; a daughter Minerva and six other children. Orlo C. France, 64, died in October. Brother France joined the SlU-affiliated IBU in the port of St. Louis in 1965 sailing as a chief en­ gineer for the Inland Tug Co. from 1963 to 1974 and the Commercial Transpor­ tation Co. from 1952 to 1963. A native of Pacland, La., he was a resident of Mandeville, La. when he passed away. Surviving are his widow, Enola Mae and a step-daughter, Barbara Ann. SIU pensioner Hubert S. WUkins, 60, succumbed to cancer in the Pungo District Hospital, Belhaven, N.C., on Dec. 11. Brother Wilkins joined the SlU-affiliated IBU in the port of Norfolk in 1961 sailing as a chief engineer for Lee Hudgins from 1941-3, for the Allied Towing Co. from 1947 to 1954 and for the Gulf Atlantic Towing Co. from 1954 to 1974. He was an Army veteran of World War II. A native of Belhaven, he was a resident there when he died. Interment was in Ryder Hill Cemetery, Belhaven. Sur­ viving are his widow, Rhoda Jean, and two sons, James of Beaufort, N.C. and Nathan. SIU pensioner Lawrence F. McGlone,59, expired on Dec. 23. Brother McGlone joined the SIU in the port of New York in 1957 sailing as a bosun. He was I an Army veteran of World War 11. A native of Philadelphia, he was a resident of Pleasantville, N.J. Surviving is a sister, Mrs. Marion C. Miurphy of Somers Point, N.J. Herman E. Mitcham, 22, was killed in an auto accident on July 23. Brother / Mitcham joined the SIU in the port of A. ^ . New Orleans in 1969 ^ ft? sailing as a wiper. He J J graduate of the HLSS in New Orleans. Seafarer Mitcham was born in Texas and was a resident of Conroe, Tex. when he died. Surviving are his parents, Mr. and Mrs. Lawrence Dupre of Conroe. Bradle S. F. Fin­ der, 53, died in Lu­ theran Hospital, Bal­ timore, on Dec. 23. Brother Pinder joined the SIU in the port of New York in 1966 sailing as a chief electrician. He was a graduate of the Andrew Furuseth Training School and a World War II veteran of the Army infantry. A native of Baltimore, he was a resident of Jack­ sonville, Fla. when he passed away. Burial was in Mt. Auburn Cemetery, Baltimore. Surviving are his father, J. Norman Pinder of New York City; an aunt, Mrs. Carrie Carroll and two cousins, Joseph W. Palmer and Joanne Rucks, all of Baltimore. Alfred Talaske, 38, died of a heart attack in Alpena, Mich, on Aug. 12, 1973. Brother Talas­ ke joined the IBU in the port of Alpena in Peter F. Morgauo,. 1956 sailing in the 48, died on Dec. 9. steward department Brother Morgano for Boland and Cornelius, American joined the SlU-affiliSteamship Co. and the Hurbn Cement ated IBU in the port Co. He was a graduate of the HLSS. of Chicago in 1969 Born in Alpena, he was a resident there. sailing as a porter for Interment was in Holy Cross Cemetery, Alpena. Surviying are his parents, Mr. pi Kinsman Marine. He was a Navy veteran and Mrs. Michael T. Talaske and a of World War II. Born in Gary, Ind., brother, David, all of Alpena. he was a resident of Toledo, Ohio when he passed away. Surviving are a brother, Jack M. McCranie, Bernard of Gary and an aunt, Mrs. 59, died of cancer in Carmella Enzivino Sanzoney. the Baptist Hospital, Miami, on Oct. 8. Brother McCranie SIU pensioner joined the SIU in Joseph J. Quilliu, 76, 1938 in the port of succumbed to a heart Tampa sailing as a attack on Jan. 2 in chief steward. He was Somers Point, N.J. born in Macon, Ga., and was a resident Brother Ouillin joined the Union in of Miami at the time of his death. Inter­ ment was in Presbyterian Cemetery, the port of Philadel­ Jackson, Ga. Surviving are his widow, phia in 1961 sailing Marjorie; two sons, James and Dennis, as an oiler for the P. F. Martin Co. of and a daughter, Rebecca. Philadelphia from 1950 to 1963. He was an Army veteran. A native of Phil­ Robert F. Stewart, adelphia, he was a resident of South 68, passed away on Dennis, N.J. when he died. Interment Aug. 20, 1971. was in South Dennis Cemetery. Surviv­ Brother Stewart ing is his widow, Ruth. joined the SIU in 1948 in the port of New York sailing as Linwood I. Sadler, 43, succumbed to a chief electrician. He rheumatic heart disease on Dec. 28 in had sailed for 26 Dorchester, Md. Brother Sadler joined years and walked the picket line in the the IBU in the port of Baltimore in 1957 sailing as a tugboat captain for Robin Line strike in 1962. Born in the Harbor Towing Corp. from 1971 Brooklyn, N.Y., he was a resident of Rockaway Park, Brooklyn when he to 1974. He was an Army veteran of the Korean War. A native of Mathews, died. Surviving are his widow, Kathleen Va., he was a resident of Pt. Haywood, of New York City, N.Y.; two sons, Va. when he died. Burial was in Pear Robert of Long Island, N.Y. and Jo­ Tree Cemetery, Onemo, Va. Surviving seph; a daughter, Joan and a sister, Mrs. are his widow, Peggy Ann; a step­ Helen Coryat, both of New York City. daughter, Lorrie Ann Jenkins, and his mother, Mabel of Mathews. SIU pensioner Melvin A. Spires, 75, Morris D. Siege!, 56, died in the New succumbed to heart Orleans USPHS Hospital on Dec. 19. disease on Jan. 4. Brother Siegel joined the SIU in the Brother Spires joined port of New York in 1955 sailing in the SIU in 1941 in the steward department. He walked the the port of Tampa picket line in the N.Y. Harbor strike J sailing as a firemanin 1961 and was a veteran of the U.S. I watertender. He was Air Force in World War II. Born in a U.S. Army infantry veteran of World New York City, he was a resident there War I. Born in Georgia, he was a resi­ when he passed away. Surviving are his dent of New Orleans when he died. Sur­ widow, Patricia and a sister-in-law, viving is a brother, Albert of Melrose, Barbara of New Orleans. Fla. - ,Page 29 �m-'L';;'L'-jJ•' Tjr^y .f ll^rading Class Schecluii N ?eb. 20 28 lay 1 •• May 15 ^Iiiy26' i; • - -T Ifiine 2 llboe l2v OMED, Lifeboat, Welduig, and all Dej^rtlo^^ Ratings ^ / •-^EOWT, ^ ^ "• •— OMED, Lifeboat, and all Steward Denartment Ratings — LNG/LPG — QMED, Lifeboat, Welding, Quartennaster, and aUSti^w* ard Departnient Ratings — FOWT — QMED, Lifeboat, « all Stewaid Denartment Ratings — QMED, Lifeboat, Able Seaman, Welding, and jdI S#ei*^^ ard Department RatSngs — AuVaiiccd Ekeirieal FrOCcuefcS — FOWT" .. •— QMED, Lifeboat, and all Steward Department Ratbi; -r- QMED, Lifeboat, Welding, andall Steward Departmcijt ••••^/•Ratfeg^ • — FO#r: • -^ QMED, Lifeboat, Onarteirmaster, and all Steward D^ ^'^j^iji^rtnwsn# Ratings Antomation QMED, 14 4 I *-v June 23 June 26 Jnly Id July 21 July 24 July 28 1.7 Aug. 18 Aug. 21 v~,FOWT' — QMED, Lifeboat, Abie Seaman, and aR Steward De« parbnent Ratiiigs — QMED, Lifeboat, Welding, and all Steward Department • Ratmgs . —.F0WT: , , .|il QMED, Lifeboat, and all Stewai^ Dwartraent Ratings -rr Adynnced Pumpman Procedures — QMED, Lifeboat, Welding, Quartermaster, and aU Stew^; ard Department Rattnp ^FOWT QMED, Lifeboat and aJl Steward De i, 12 Quartermasters Graduate at HLSS A recent class of 12 Seafarers graduating from the quartermaster course at Piney Point studied Rules of the Road, Basic Navigation and Radar Plotting. They are top from left: John T. Kelly: George Atchley; John Walken; Instructor Paul Allman; Jack B. Enochs; Leonard Bugajewski, and Curt Decker. In the bottom row, from left are: Francisco Cortes; Ralph Egeland; Albert 8. Lea;, James Mullally; Michael Nash, and Herbert Green. Fireman-Watertender Class Graduates "'fiS High School Program Is Available to All Seafarers Thirty-one Seafarers have already successfully completed studies at the SIU-IBU Academic Study Center in Piney Point, Md., and have achieved high school diplomas. \ The Lundeberg High School Pro­ gram in Plney Point offers all Seafarers —regardless of age—the opportunity to achieve a full high school diploma. The study period ranges from four to eight weeks. Classes are small, permit­ ting the teachers to concentrate on the individual student's progress. Any Seafarer who is interested in taking advantage of this opportunity to continue his education can apply in two ways ; il •>i • ' Go to an SIU office in any port and you will be given a GEO PreTest. This test will cover five gen­ eral areas: English Grammar, and Literature; Social Studies, Science • and Mathematics. The test will be sent to the Lundeberg School for grading and evaluation. Or write directly to the Harry Lundeberg School. A test booklet and an answer sheet will be mailed to your home or to your ship. Complete the tests and mail both the test booklet and the answer sheet to the Lundeberg School. (See application on this page.) During your stay at the school, you will receive room and board, study materials and laundry. Seafarers will provide their own transportation to and from the school. Following are the requirements for eligibility for the Lundeberg High School Program: New graduates of the fireman-watertender class at the HLSS In Plney Point, Md. stand with their Instructor, Jack Parcel, fourth from right. From left are: Robert Martin; Robert Craig; Samuel Harris; Michael MallanI; Parcel; Carlos Rodrlgulez; Warren Steen, and Melvin Lash. New QMED Grads at Piney Point 1. One year's seatime. 2. Initiation fees paid in fnil. 3. Ail outstanding monetary obliga­ tions, such as dues and loans paid in fnU. i I am interested in furthering my education, and I would like more Information I on the Lundeberg High School Program. I .Book No.. I Name. •••; !F- • . I i Address I 'I Last grade completed. [ (Street) (City or Town) Last year attended— I Complete this form, and mall to: Margaret Nalen I Director of Academic Education I Harry Lundeberg School I . . Plney Point, Maryland 20674 Page 30 '''i • :»i . f'••:?• • -• (Zip) Graduates of the QMED course at the Harry Lundeberg School of Seamanship pose for photo with their Instructor, Charles Nalen, fourth from left. From the left are: Donald Farmer; Juan Patino; George Ratllff; Nalen; Richard Turpin, and Ramon All. Seafarers Log �Deck Department Upgrading Quartennaster 1. Must hold an endorsement as Able-Seaman- -unlimited—any waters. AMC'Seaman Able-Seaman-—12 months—any waters 1. Mustbeatleast 19yearsof age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 12 months seatime as an Ordinary Seaman or 4. Be a graduate of HLS at Piney Point and have eight months seatime as Ordinary Seaman. (Those who have less than the 12 months seatime will be required to take the four week course.) Able-Seaman—nnlimitcd—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 36 months seatime as Ordinary Seaman or AB—12 months. Lifeboatman 1. Must have 90 days seatime in any department. Engine Upgrading FOWT—(who has only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and have normal color vision). 2. Have six months seatime as wiper or be a graduate of HLS at Piney Point and have three months seatime as wiper. (Those who have less than the six months seatime will be required to take the four week course.) FOWT—-(who holds an engine rating such as Electrician) 1. No requirements. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds only a wiper endorsement) 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and have normal color vision). « 2. Have six months seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds an engine rating snch as FOWT) Cook and Baker 1. Twelve months seatime as Third Cook or; 2. Twenty four months seatime in Steward Department, six months of which must be as Third Cook and Assistant Cook or; 3. Six months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. Chief Cook 1. Twelve months seatime as Cook and Baker or; 2. Three years seatime in Steward Department, six months of which must be as Third Cook or Assistant Cook and six months as Cook and Baker or; 3. Six months seatime as Third Cook or Assistant Cook and six months seatime as Cook and Baker and are holders of a "Certificate" of satisfactory comple­ tion from the Assistant Cook and Second Cook and Baker's Training Course or; .4. Twelve months seatime as Third Cook or Assistant Cook and six months seatime as Cook and Baker and are holders of a "Certificate" of completion from the Cook and Baker Training Program. Chief Steward 1. Three years seatime in ratings above that of Third Cook and hold an "A" seniority in the Union or; 2. Six months seatime as Third Cook or Assistant Cook, six months as Cook and Baker, six months seatime as Chief Cook and are holders of a "Cer­ tificate" of satisfactory completion from the Assistant Cook, Second Cook and Baker and Chief Cook Training Courses at the Lundeberg School or; 3. Twblve months seatime as Third Cook or Assistant Cook, six months seatime as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training Programs. 4. Twelve months seatime as Third Cook or Assistant Cook, twelve months seatime as Cook and Baker and six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING APPLICATION (Last) 1. Must have rating (or successfully passed examinations for) FOWT, Electri­ cian, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, and Deck Engine Mechanic. 2. Must show evidence of seatime of at least six months in any one or a combina­ tion of the following ratings: FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist; Boilermaker, or Deck Engine Mechanic. Welding 1. Must hold endorsement as QMED—any rating. LNG/LPG Program (Middle) (First) Address. (Street) . -Telephone. (City) (Zip) (State) Book Number. (Area Code) —Seniority. Port and Date Issued. -Ratings Now Held. Social Security #. HLS Graduate: Yes • No • Lifeboat Endorsement: Yes • No • Dates Available For Training I Am Interested In: 1. No requirements. QMED—any rating -Age- Name. DECK • • • • AB 12 Months AB Unlimited Quartermaster Lifeboatman ENGINE • • • • • • • • QMED • FWT • Oiler • Dk.Mech. • Reefer • Boilermaker • LNG-LPG • Diesel • STEWARD • Assistant Cook Electrician Dk. Eng. • Cook & Baker Jr. Eng. • Chief Cook • Steward Pumpman Machinist Welder Advanced Pumpman Procedures Advanced Electrical Procedures RECORD OF SEATIME — (Show only amount needed to upgrade in rat­ ing checked above or attach letter of service, whichever is applicable.) SHIP RATING HELD DATE OF SHIPMENT DATE OF DISCHARGE 1. Engine personnel must be QMED—^Any Rating. All other (Deck and Stew­ ard) must hold a rating. Advanced Pumpman Procedures 1. Must already hold Coast Guard endorsement as Pumpman or QMED— \ any rating. Advanced Electrical Procedures 1. Must already hold Coast Guard endorsement as electrician or QMED— any rating. Steward Upgrading PORT- -DATE SIGNATURE. RETURN COMPLETE APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 Assistant Cook 1. Twelve months seatime in any Steward Department Entry Rating. 2. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimum / of three months seatime. February, 1975 - .--.v Page 31 �SEAFARERS LOG OFFICIAL PUBLICATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO T' I fry 'ension Plan in 1961, these various plans have QINCE inception of the Seafarers Welhire lers, and flieir dependents. A breakdown of the three ^ paid ent over $205.5 million in cash benefits to efits over the years, inclnding $6.5 million in 1974 programs shows that the Vacation Plan has paid nearl; alone. The SIU's comprehensive Welfare Plan, which wide range of hospital, surgical and otiier medical benefits, has paid out over $52 million to onr active well as to onr pensioners (and tiieir dependents), who continae to receive medical benefits even after rei medi^ benefits, the Welfare Plan, since its inception, has also paid over a half million dollais In college their high school aged dependents. The Union's Pension Plan, tiie most secure in tiie maritime industry, hdUelivered over $43 million to SIU retirees in its 14 years of ezistence. And in 1974, Pension Plan payments nearly doubled Welfare Plan benefitfpnd slightly exceeded Vacation Plan expenditures. For years, the Sill's various welfare plans have been helping our active members, our pensioners, and thdr families to finandally cope with the continuously rising cost of living as well as the skyrocketing cost of all types of medical care. So, don't be Cheated by not taking advantage of all the benefits available to yon as a Seafarer. If you are unfamiliar with the benefits, obtain a copy of the SIU Surgical, Pension and Welfare Digest, whkh completely outlines all welfare benefits payable to you and your dependents. You can get copies at any SIU hiring haU or by writing the Seafarers Welfare Plan Office at 275 20th St., Brooklyn, N.Y. 11215. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1975 Description An account of the resource Headlines: AFL-CIO: FORD, CONGRESS ACT ON JOBS, TAX CUTS, OIL REP. SULLIVAN OPENS ROUND 3 IN FIGHT FOR OIL QUOTA BILL VICTORY OVER RECESSION CAN BE WON SEATRAIN LAYS OFF 1,800 UIW MEMBERS AT YARD SENATE PROBES CRISIS IN MARITIME INDUSTRY OIL INTERESTS PETITION FOR A WAIVER TO CARRY LNG NEW JACKSONVILLE HALL HAS MEMBERSHIP MEETING IMCO AND ILO MEET TO STUDY MARITIME SAFETY PROPOSALS COMMITTEE DEVELOPING EDUCATIONAL CONFERENCE AGENDA ECUADOR HOLIDNG 7 U.S. TUNA BOATS AND CREWS IN SALINAS SUPREME COURT RULES AGAINST RIGHT TO PICKET FOREIGN FLAGS HIGH LESILATIVE PRIORITY GIVEN BILL TO HALT 3RD-FLAG INCURSION SIU TAMPA PORT AGENT 'BENNIE' GONZALES, 64, DIES FLIM FLAM ORGANIZATIONS ARE EXPLOITING SENIOR CITIZENS PUBLIC HEALTH HOSPITALS ARE BEING REVITALIZED MERCHANT MARINE FLEETS PROTECTED IN 20 COUNTRIES MORE THAN 200 GRADUATED SIX RECEIVE FULL 'A' BOOKS SEAFARER TAKES UP HOBBY AT SEA OR ASHORE, ONCE A BARTEND ALWAYS A... SERVICING SIU CREWS ON THE EAST COAST: A TIME FOR QUESTIONS, SETTLING BEEFS AND GETTING THE LATEST NEWS JONES ACT MUST BE PROTECTED AUTOMATION IS ALREADY PART OF MARITIME INDUSTRY MT. WASHINGTON, RAPHAEL SEMMES, BIENVILLE SAIL THE FAR EAST AFL-CIO: FORD, CONGRESS ACT ON JOBS, TAX CUTS, OIL ALCOHOLISM: A DISEASE THAT LEADS TO DEATH, INSANITY OR RECOVERY HIGH SCHOOL PROGRAM IS AVAILABLE TO ALL SEAFARERS OVER $200 MILLION PAID OUT IN BENEFITS TO SIU MEMBERS AND THEIR DEPENDENTS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1975 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVII, No. 2 1975 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/f21a792ce1d514340477167294cb9924.PDF 056ba8265d23c174fc0b09d0813d7617 PDF Text Text J>kt^*' Ju^;u.V1»^' •-. ' I.T^ .-Wi^jii' 6 ••^>^. .. , , • . • -• - ; -'^V- �s-.^ .)*»• tn ar-=»?a Iiil=l'»rit3'1 AFL'CIO Cautions on Reported Unemployment Dip Notwithstanding President Ford's hailing as "good news" the report that the nation's unemployment rate in Jan­ uary dropped 0.5 points to 7.8 percent, the steepest monthly dip in 16 years with 800,000 more persons getting jobs last month, the AFL-CIO cautioned The Board of Trustees of the SIU's Feosion Plan is considering the rules that vrill apply to a jcdnt and OTrvivor ai|tnnity benefit Under fins joint and survivor annuity^ or hiudtond-wife annuity, ai |IIU-^inenftier-;X^^ against making too much of the flawed unemployment report figures. "While the figures do show modest improvement," chief AFL-CIO econo­ mist Nat Goldhnger said, "a careful study of the full report indicates no justification for claims that there is a tors, including the life expectancy of die pensionerig spouse, and must becalculatcd on a case-by-case basi^ Eacb jnarried Seafarer, when be becomes eli^le for a pension, svillbe notified of the exact amount of rodttc^ montbl^pe^ the PRESIDENT'S REPORT: •a4» Paul Han To Pay Back a Debt Each month, more and more of our old line Seafarers—men who joined the Union at or shortly after its inception in 1938—are taking their well deserved and hard-earned pensions. It's sad to see these men retire from the industry and the Union because many of us hold deep personal friendships with them. We sailed with them, worked with them, lived with them, and in many cases grew to know them better than some of our own blood relatives. At the same time, though, we should all be happy and proud to see them go, because back in 1938 when the SIU was formed, not one of these men ever dreamed that some day they would be able to retire on a good, secure pension. But what else could they think back in 1938, a year which marked some of the darkest days in American seafaring? As a matter of fact, when the SIU was formed nearly 38 yearn ago, our Union was held together by little more than a name, a charter and the, sin­ cere spirit and desire of the SIU membership to make a go of it. We had no pension, vacation or welfare benefits. Our wages, if you 6ah call what we made back then wages, handcuffed the American seafarer to the bottom of the nation's economic scale. And shipboard living and working conditions had nearly hit rockbottom. To top it all off, just two years prior to the SIU's inception, the companies had succeeded in breaking the seamen's unions of the 20's and early 30's. So even as the SIU was formed, its future was at best uncertain. As it turned out, though, the same spirit, desire, and need to better ourselves that brought us together, kept us together, and the SIU began to move slowly forward. What happened from then on right up until the present should be common knowledge to all SIU members, both young and old. We negotiated contracts, and the membership made them stick. Step by step we won welfare benefits for ourselves and our dependents. We won dramatic drop in unemployment." He stressed that part of the improved situation was due to an increase in parttime workers who "are officially counted by the Government as fully employed" adding "there was increased unemploy­ ment (19.9 percent) among teenagers." Goldfinger emphasized that "a more realistic measure of unemployment in January would be 10.6 percent." The U.S. Labor Department report said that there were 7,290,000 unem­ ployed last month and 86,194,000 per­ sons employed in the same period. Government economists attributed the unemployment dip to an unmeasurable "fluke" of seasonal adjustment. drop from the present almost eightmillion jobless to three-million. The percentage of the work force now unemployed is about twice that considered economically acceptable just a few years ago. Summing up, because of the statisti­ cal aberrations in the unemployment figures, subsequent months ahead will be sure to be less encouraging than the January jobless rate. Too Discouraged The AFL-CIO contends that there are 1.2-million today who "are too dis­ couraged to look for work" and there were 3.5-million workers compelled to work parttime. They said the average duration of joblessness was about four months. The number of "hardcore" joblesspersons out of work for 27 weeks or longer remained at a record 1.6-million in December. A year ago the number of hardcore unemployed was about a third of that figure or 537,000. The President says that unemploy­ ment will not drop below five percent until 1981. The AFL-CIO says that Congress should adopt policies aimed at bringing unemployment down to three percent within three years—a Ends Work Tallying Committee The Tallying Committee has finished counting ballots cast in the SlU, AGLIWD election of of­ ficers for tiie 1976-79 term. This committee was composed of two men elected from mch constitu­ tional port at special meetings on Dec. 29, 1975. The results of the eleciJon and the Tallying Committee's full re­ port have been posted in each SIU ban. This report will be read at all March membership meetings and will be carried in the Seafarers Log. pension benefits, which marked the first such benefits ever for American sailors. We won vacation benefits—another first. Most importantly though, we won wage increases that not only raised our earnings but freed the American seaman from the bottom of the eco­ nomic ladder. And today, the Seafarer's wages are comparable with that of any skilled laborer. These tremendous gains in wages and benefits are of course great achieve-, ments. But Seafarers did not stop there. As early as the mid 50's, Seafarers were working to develop training and upgrading courses to help younger seamen advance themselves more quickly. These early training programs grew with the help and support of the membership. And as a direct result we now have the Harry Lundeberg School—one of the finest vocational training schools for seamen in the world. What this all comes down to is that everything we have today as seamentop wages, pensions, vacations, welfare benefits, and the Lundeberg School —^is the direct result of the long years of work and determination put in by the Union's earliest members. These men unselfishly worked in the spirit of true brotherhood to build the cornerstone of a solid future that would stand up not only for themselves but for the next generation of Seafarers, and the next and the next. Many of these men worked to build institutions, like the Lundeberg School, that they knew they might never use. Yet they did it just the same to build a better Union, a better industry and a better world for all American seamen of all ages. It was this kind Of unselfish determination, always with an eye on the future, that made the SIU a success—where earlier seamen's unions had failed—in the maritime industry which had traditionally been the most dif­ ficult of all American industries to organize. To these Seafarers—the first SIU members—many of whom have alfeidy retired, we owe a great debt as well as a great deal of thanks because it is they who struggled, fought, and eventually brought the SIU and its member­ ship out of some of the toughest days American seamen have ever endured. However, our debt to these Seafarers does not end with a handshake and a pension check. The younger men of this Union must pick up where others have left off. They must support the same programs—educational, political and otherwise—and in the same enthusiastic manner that made the SIU a suc-i cess in the first place, . The times may have changed but the SIU's goal .muist remain the samerr:^T to provide a strong progressive and responsive Union in a competitive indus­ try for all generations of American Seafarers. The continued success and growth of the SIU—a labor union for sailorsis, I believe, the only possible payment in full for those who first planted the seeds 38 years ago. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave Brooklyn N Y 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. XXXVIII, No. 2, February 1976. , ,. . r Page 2 Seafarers Log �5IU, NMEBA Oppose Move Coast Guard Accepts 15 in Deck Engine Depts. The U.S. Coast Guard has certified a 15-man crew for the deck and engine departments of the 35,000 dwt tanker Chevron Oregon, approving the elimi­ nation of all unlicensed ratings in the black gang. Both the National Marine Engineers Beneficial Association and the SIU are protesting this move by the Coast Guard, pointing out that the approved manning scale will not provide adequate safety for the crew and this country's environment. The ship is to carry oil between Alaska and the U.S. West Coast. The entire unlicensed crew aboard the Chevron Oregon will consist of six ABs who will also presumably serve as tankermen, a steward/cook and two steward utilities. The engine department will be com­ posed of a chief engineer and three as- Legislative News Washington Activities Page 9 Senate Confirms Usery ...Page 3 Union News Alcohoiism seminar. .Pages 13-20 President's Report Page 2 Joint Survivor Benefit Page 2 Headquarters Report Page 7 Pension questions answered Page 7 San Francisco Meeting ... Page 4 SPAD in 1976 Back Page Shipping • Dispatchers' Reports Ships' Committees Ships' Digests Tailulah crevy cited Page 3 Page 5 Page 21 Page 8 Page 6 ..Page 12 Page 11 Training and Upgrading Upgrading class schedule, requirements and application Pages 28-29 Recent upgraders ... Pages 30-31 Seafarers participate in bosuns recertification and 'A' seniority upgrading Pages 26:27 GED requirements and application Page 27 Membership News New SIU pensioners Page 22 Final Departures Pages 24-25 actei. the Coast Guard did not work up an Environmental Impact statement be­ fore taking what should be considered major Federal action effecting the country's environment. In a move to prevent Chevron from crewing the Oregon before their suit is heard, the NMEBA asked a federal court in Washington, D.C. to grant a temporary injunction to stop the Coast Guard from issuing inspection and manning certification for the ship. Temporary Lnjanction Denied This request for a temporary injunc­ tion was denied but the NMEBAis con­ tinuing its suit. The SIU is considering joining in the • I ^ li Senate Confirms Usery As Seerefary of Labor INDEX General A/jSws Manning on Chevron tankers Upcoming ll.O maritime meeting USPHS hospitals slstant engineers. At present it seems that these engineers will perform main­ tenance work and will stand watch be­ low. It had originally been proposed by the ship's designers that the deck officer on watch would have monitored engine alarms in addition to his normal duties, thereby leaving the engine room totally unmanned. In addition to the engineers, the ap­ proved licensed crew will also include a master, a chief mate, a second mate, a third mate and a radio officer. The NMEBA is bringing suit against the Coast Guard under the National Environmental Protection Act in an attempt to have their manning scale certification overturned, charging that NMEBA's suit against the Coast Guard, believing the Coast Guard is abusing its discretionary powers in aproving the 15-man deck and engine departments of the Chevron Oregon. The first of six tankers in a series, the Oregon is powered by a gas turbineelectric propulsion plant which General Electric, the unit's designer and builder, admits is "just about the most expen­ sive and least efficient marine drive system available." Despite the high distillate fuel costs and low efficiency of this system. Chevron chose the turbine-generator combination because the company was looking for a "reliable and proven machinery plant... which can be auto­ mated and controlled in the simplest possible manner" and which would allow them to eliminate some watch standing engineering personnel. Ui!>: i while standing watch This practical experience, in addition to yonr QMEp train­ ing, may help yon to perform I's iob in the fn- WASHINGTON—The Senate con­ firmed by a vote of 79 to 7, after an hour's debate. President Ford's nomina­ tion of William J. (Bill) Usery, Jr. as his third Secretary of Labor on Feb. 4. He succeeds the resigning John T. Dunlop who had succeeded Peter J. Brennan. Commenting on his resignation, Dunlop said that he felt he could "no longer conduct effective policy in the Labor Department." Usery, 52, a Democrat who was di­ rector of the Federal Mediation and Conciliation Service for almost three years and Ford's top labor arbitrator and troubleshooter, received seven no Republican votes on his nomination. The Georgia-bom former welder, served as Local 8 president in 1952-3 for the International Association of Machinists and Aerospace Workers and also served the union as a chief steward and negotiating committee chairman before joining the lAMAW headquar­ ters staff in 1955 as a grand lodge representative. Later he entered Government service in 1969 to become Assistant Secretary of Labor for four years. As head of the Federal Mediation and Conciliation Service, Usery helped to settle strikes in the railroad and air­ line industries. As Assistant Secretary of Labor, he was the Government's chief mediator in negotiations involving the nation's railroads and airlines. if ? Some Questions Answered On New U.S. Pension Bill A number of inquiries have been made about certain specific aspects of the new U.S. Pension legislation (Employee Retirement Income Security Act of 1974)..We hope the following question and answer format will clarify some of these points. Does the new pension law affect only the normal pension, or does it also affect the early normal and disahility pensions? Most provisions of the new law apply only to the normal pension. However, the jomt and survivor annuity benefit will apply to all pensions and those eligible for an early normal pension before they turn 55 will be vested for a reduced pension should they leave the industry. 'This means that a Seafarer who has accrued 7,300 days of actual seatime may leave the industry before he is 55 years old and upon reaching the age of 55 will receive a reduced pension based on his life expectancy and the amount he would have received if he had begun receiving a pension at the age of 65. The rest of the eligibility requirements for the early normal and disability pensions, includmg the 90 days of employment in the previous calendar year requirement, remain unchanged. Have the requirements for the other benefits available under the Seafarers Welfare and Pension Plan changed? The requirements for other benefits, including the 90 days of employment in the previous calendar year requirement, remain unchanged. Some members have been confused by the 125 day requirement for vesting credit under the new law. This 125 day requirement only applies to earning years of vesting credit for a normal pension. To be eligible for any benefits other than a normal pension or a reduced early normal pension, you still must have 90 days of employment in the previous calendar year. How does vesting credit and breaks in service work under the new law? The first thing to remember is that these provisions only apply to the normal pension. To be vested for a pension, that is to have a legal right to receive the portion of the normal pension you have earned when you turn 65, you must have 10 years of service with 125 days or more of seatime in each year. To put it another way, each year you work 125 days or more you will receive vesting credit for that year. When you have credit for 10 years, you are fully vested and will receive the portion of the pension you earned when you turn 65 even if you have left the industry. If before you are fully vested you work less than 125 days in one year but more than 62Vi days, you receive no vesting credit for that year. Although you will not receive credit for the year, that year is not counted as a break in service. You will only incur a break in service before you are fully vested if you work less than 62Vi days in a year. But even a break does not mean you will lose the credit you have already earned. The only way you will lose that credit before you are vested will be if you Continued on Page 7 'A If i{ M U W.J. Usery Jr. Trustees Change SIU Seholarship Requirements The SIU^s Board of Trustees voted recently to change seathne and age requirements for an SIU member for the Annual College Scholarship Program. Formerly, a Seafarer had to be 35 years of age or under and have three years seatime to be eligible for either the four-year $10,000 scholarship or the two-year $5,000 scholarships. With the Trustees' changes, though, fliere is now no age requirement and a Seaforer need only two years seatime to qualify. The scholarship requirements for dependents (less flian 19 years old and unmarried) of members (with three years seatime), how­ ever, remain the same. �r Large Turnout for San Francisco Meeting The future of American-flag shipping on the West Coast dominated discus­ sion last month as 150 Bay Area Sea­ farers turned to for the general mem­ bership meeting in the constitutional port of San Francisco. Steve Troy, SIU San Francisco agent and chairman of the meeting, pointed out that shipping on the West Coast had dropped off in the past few years be­ cause of two major factors—the end of America's involvement in Vietnam and the rapid growth of third-flag operations in the V'S.-Far East trades. However, it was the general feeling among San Franci^o Seafarers that the current slowdown in West Coast ship­ ping is only temporary. It was pointed out that the com­ pletion of the trans-Alaska oil pipeline next year would provide hundreds of long-term job opportunities for West Coast Seafarers in the carriage of Alaskan crude from Valdez to various points south in the lower 48 states as well as overseas. The strong possibility of construc­ tion of a second pipeline—for natural gas—to shadow the Alaska ofl pipeline was also optimistically discussed. This pipeline, if constructed, would mean hundreds of jobs for West Coast Sea- Bosun Don Bartlett (right) will make the 1976 SPAD Honor Roil as he buys five SPAD tickets from SIU Patrolman Joe Sacco. Brother Bartlett is chief bosun on the Sea-Land shore gang in San Francisco. farers on sophisticated American-flag LNG/LPG carriers. Confidence was also expressed in the SIU's efforts to spearhead a bill through Congress that would curb the incursion of third-flag carriers in the U.S. foreign trades. Passage of such a bill would also increase shipping for West Coast Sea­ farers. In addition to reports on prospects for shipping, the San Francisco agent gave a good explanation of how the new pension bill affects the SIU's Pension Plan, focusing on the subjects of vesting and joint survivor annuities. He sug­ gested that Seafarers refer to pages 9-10 in the December 1975 issue of the Log for detailed information on the new pension bill. Troy also led a discussion on the SIU's new rehabilitation program at Piney Point for Seafarers suffering from alcoholism. He urged the membership to read the special supplement on the program carried in the December 1975 issue of the Log and he encouraged those Seafarers with an alcoholism problem to get help through the Lundeherg School's rehab program. In other meeting business, SIU Pa­ trolman Joe Sacco, who served as read­ ing clerk, gave updated reports on all the SIU's recent political activities and a rundown on new construction and additions to the SIU fleet. A detailed rundown of all ships scheduled to come through San Francisco in the month of February was also given. Harvey Mesford, agent in Seattle, and Mike Worley, agent in Wilmington, also attended the San Francisco meet­ ing to give the membership a report on shipping prospects in their ports. SIU San Francisco Representative Pat Marinelli, who served the meeting as recording secretary, answered sev­ eral questions on welfare benefits avail­ able to Seafarers through the Union's Welfare Plan. Seafarer Reg BIythe, a chief electricran, has his Maltese Poodle Pippi show off one of his tricks in the San Francisco Hall. Brother BIythe says that Pippi enjoys coming down with him to the Bay Area Union Hall. ' Vv > San Francisco members throw in for three jobs aboard the Sea Land Trade (Sea Land) after their January membership meeting. San Francisco Port Agent Steve Troy (center) chairs the port's January membership meeting while Patrolman Joe Sacco (left) serves as reading clerk and Patrolman Pat Marinelli acts as recording secretary. r... i • Over 150 Bay Area Seafarers turned to at the new San Francisco Hall for their membership meeting on Jan. 15. * , Page 4 Seafarer Dennis Connelly talks to the San Fran"cisco membership about credit unions during the Good and Welfare section of their meeting. Seafarers Log �Seek Improved Conditions, Sfandards on Ships I V 1 ILO Sets aMaritime Conference in October in Geneva Later this year the SIU, along with other U.S. maritime unions, will partici­ pate in a very important conference in Europe which could have a profound effect on international shipping for many years to come. The meeting, to be held in October in Geneva, Switzerland, will be a full Maritime Conference of the Interna­ tional Labor Organization (ILO),' a United Nation's agency, and a forum where government, employer and worker representatives from around the world gather in order to seek improved labor conditions and living standards. Late last year delegates from the world's maritime countries met in Ge­ neva at an ILO Preparatory Technical Maritime Conference and laid the foun­ dation for a campaign against sub­ standard ships, a subject which will come up for final discussion at the full conference this year. Representa­ tives from 32 nations attended the Ge­ neva meeting. The major concern of the conference was the danger to the safety and health of seamen aboard the vessels operated under flags-of-convenience by countries such as Panama and Liberia. These ships are often sub-standard. Penot Elected ROU President Joseph M. Penot has been elected president of the Radio Officers Union, and has begun serving his first term. Brother Penot has spent most of his career aboard SlU-contracted vessels, including the passenger liner SS Alcoa Clipper and Waterman ships. Sailing as radio officer aboard the SlU-contracted SS Delta Brasil when word of his election came through. Brother Penot was presented with a cake by the rest of the Brasil's crew which read "Congratulations El Presidente." The ROU has 600 members and is an affiliate of the United Telegraph Workers, a member union of the Mari­ time Trades Department and the AFL-CIO. Frankfort Agent Retires On this very crucial issue, the worker delegates noted that 36 percent of all ships lost through shipwrecks and colli­ sions flew flags of convenience although the vessels registered under these flags represented only 25 percent of the total world merchant marine. Shipboard Conditions Most of these losses were due to bad shipboard conditions and the incompe­ tency of the officers, the seamen dele­ gates charged. Consequently, they de­ manded that the standards to be adopted later this year be incorporated into an international pact binding on govern­ ments. However, despite these facts and the strong united position taken by the sea­ men representatives, prospects for any significant action on this issue to aid the plight of many seamen are not very bright, mainly due to the strong oppo­ sition of many shipowners and the re­ luctance of government representatives to force the issue. SIU Vice President Earl Shepard, who represents the SIU at these meet­ ings, and who led the U.S. union dele­ gation at the conference, admitted they were disappointed at the failure of all parties to take a forceful position. "We did not get as much as we had hoped for, particularly on the issue of sub-standard :,hips," Vice President Shepard said. "The shipowners put up strong opposition to many uniori de­ mands and governments were afraid to act. But we live in eternal hope that they will change their minds before the full conference," he stated. Delegates at last year's Preparatory Conference also drew up a proposed text which would commit countries to maintain effective control over vessels registered in their territory in such mat­ ters as safety standards, social security and employment and living conditions. It would also regulate the engagement of seafarers, provide for inspection of ships and for official inquiry into seri­ ous shipping accidents. Control Procedures A draft action program accompany­ ing the proposed guidelines provides, in the case of countries that accept them, for control procedures to be exercised by the International Labor Organization or the Intergovernmental Maritime Con­ sultative Organization. Countries that do not accept the guidelines may be re­ quired by other countries to give evi­ dence that their ships meet minimum standards. Failing this, seafarers may^ be actively discouraged from sailing on such ships. In two other areas, the delegates ap­ proved for consideration by the full Conference a proposal which would encourage member states to make it national policy to promote regular em­ ployment for qualified seafarers; and a recommendation was adopted setting limits on the number of hours and con­ ditions of work for young seafarers, considered to be those under 18 years of age. NLRB Approves SiU For San Juan Pilots WASHINGTON — The National Labor Relations Board here has ap­ proved a negotiated representation set­ tlement for an SIU affiliate, the SIU de Puerto Rico, to be recognized as the bargaining agent for all motorboat opierators, utility employees and mechanies employed by the San Juan Pilots As­ sociation of San Juan Bay. Excluded from the agreement are all other employees, offiee clerical work­ ers, professional and managerial per­ sonnel, guards and supervisors. SIU Official Appointed to Navy League Council SIU port agent in San Francisco, Steve Troy, has been named as a mem­ ber of the port's prestigious 801-mem­ ber council of the Navy League of the United States by the council's president, T. J. Patterson, Jr. The Navy League, made up of many councils located in key ports through­ out the U.S., is a 74-year old, 45,000member organization dedicated to edu­ cating the public about the dependence of America on sea power. Its member­ ship includes active men and women from all segments of the maritime in­ dustry, interested citizens, and retired Navy, Marine Corps and Coast Guard personnel. mittee. The findings of the Committee will be presented at a special Spring 1976 meeting of the Navy League in San Francisco. This meeting will be at­ tended by William Middendorf, secre­ tary of the Navy. Patterson said that one of the Com­ mittee's recommendations would be a sharp Increase In the number of Navymerchant marine seaborne support operations. He said that the fine success of the SlU-mwned Erna Elisabeth In refueling Navy ships at sea Is strong evi­ dence that these kind of Navy-merchant marine support operations can work well. Patterson also noted, in a telephone interview with the Log, that the Navy League of the United States "is not only dedicated to the maintenance of a strong Navy, but of a strong U.S. mer­ chant marine as well." Patterson expressed confidence that the work of the Navy League will "act as a catalyst to bring the services. Navy and merchant marine together." Hdqs. Cafeteria Chief Retires In a letter announcing the appoint­ ment, Patterson, who is also head of the Western Region Action Group of the Maritime Administration, noted: "Sea power is of prime importance to our nation, not only in the military sense but also in the international trade and diplomacy aspects during peacetime. Our well being, our way of life is de­ pendent heavily upon the successful ap­ plication of sea power." The SIU Port Agent pointed out that "the Russians and other third-flag car­ riers have hurt the American fleet, espe­ cially here on the West Coast. Only strong participation by the SIU in all forums, like the Navy League, dealing with maritime will help restore the U.S. fleet to its former leading position as a maritime power." Harold Z. Rathbiin Frankfort (Mich.) Port Agent Har­ old Z. Rathbun, 65, retired last month after serving in the post for eight years. Brother Rathbup joined the SIU in the port of Elberta, Mich, in 1954 sailing as an AB. He sailed 35 years. ~ Bom in Ionia, Mich., he is a resident of Frankfort with his wife, Sylvia. February, 1976 New Maritime Committee The San Francisco council of the Navy League recently established the National Maritime Affairs Committee, which according to T. J. Patterson, will investigate "how we can utilize the U.S. merchant, marine more effectively in peacetime." Thomas B. Crowley, president of Crowley Maritime, will chair the Com­ .. I Retiree William Jenkins (left), for the last 16 years manager of the Head­ quarters cafeteria, delivers his nostalgic retirement speech to Seafarers at the monthly membership meeting in the New York Hall on Feb. 2. At right, is SIU Patrolman George McCartney who had introduced the new pensioner. Brother Jenkins began his sailing career in 1927. Page 5 4-' �The Committee Page !• Anchorage Committee Recertified Bosun Esteban Moraies. (extreme ieft) ship's chairman of the containership SS Anchorage's (Sea-Land) Ship's Committee of (I. to r. front to rear): Engine Deiegate Joseph Zeschitz; Chief Steward Edward Kaznowski, secretary-reporter; Deck Deiegate G. McGuinn, and Steward Delegate Frank Bradley. The ship paid off on Jan. 29 in Port Elizabeth, N.J. She's on the coastwise run. Tampa Committee Borinquen Committee •! I At a payoff on Jan. 15 in the port of Oakland, Calif, is Recertified Bosun Verner Poulsen (left) ship's chairman of the containership SS Sea-Land Trade with the Ship's Committee of (I. to r.): Steward Delegate Andy Reasko; Educational Director Steven Senteney, and Engine Delegate D. L. Coy. The S-L 7 is on the Far East run to the ports of Yokohama, Kobe, Hong Kong, geattle, Long Beach and San Francisco. Nathaniel Green Committee The ship's committee of the Tampa (Sea-Land) gathers in the crew's mess at a payoff earlier this month in Port Elizabeth, N.J. They are, from (I. to r.): Joe Righetti, steward delegate; Recertified Bosun Guillermo Castro, ship's chairman; Marco Galliano, deck delegate; Rod Borlase, engine delegate, and W. Seltzer, secretary-reporter. The" Tampa, on the coastwise run from New York to San Juan, was scheduled to lay-up after the payoff for repairs. I' i-Land Trade Committee Recertified Bosun John Davies (seated rear left) ship's chairman of the C4 SS Nathaniel Green (Waterman) looks on Feb. 9 as third Cook Eddie Coleman (standing front right) signs SIU Patrolman Teddy Babkowski's (seated rear right) report during a payoff On Pier 7 at Brooklyn, N.Y. Other members of the Ship's Committee are (seated I. to r.): Wiper Andrew Selico, engine delegate, and Chief Electrician Prentice Waiker, educationai director. Standing (I. to r.) are: Chief Steward Wiiliam Webster, secretary-reporter, and AB Dewey Ben­ ton, deck delegate. The ship crewed up on Jan. 12 and is on the coastwise run. Pittsburgh Committee 'i k Recertified Bosun Felix Aponte (left), ship's chairman of the SS Borinquen (Puerto Rico Marine), takes a photo with the Ship's Committee recently at a payoff in Port Elizabeth, N.J. The committee consists of (I. to r.): Chief Steward Jose Ross, secretary-reporter; Educational Director Jaime Pantoja; Deck Delegate Francisco Cornier; Steward Delegate Eduardo Lasso, and Engine Delegate W. Gonzalez. The ship is on the coastwise run to San Juan. Ship's Chairman of the SS Pittsburgh (Sea-Land), Recertified Bosun Donald Pressly (extreme left), at a payoff in Port Elizabeth, N.J. on Dec. 21 with the Ship's Committee of (i. to r.) Engine Delegate Stanley' O'Brien, Steward Deie­ gate Patrick Fitzgerald, Deck Delegate L. Bugajewski and Chief Steward I. Buckley, secretary-reporter. The containership is on the run to the Med. Seafarers Log Page 6 V ••'•.VV �I--... . Headquarters Notes by SIU Vice President Frank Drozak I attended the three-day seminar on alcoholism at the Harry Lundeberg School earlier this month and had an opportunity to speak to the assembled Union members, officials, company representatives and guests. This seminar served the important function of focusing our attention on a serious matter—brothers who have a drinking problem. As I told the delegates at the seminar, the SIU has established an alcoholic rehabilitation program to help these men because other programs available are not geared specifically to the needs of the alcoholic seaman, a man whose method of earning a living makes him unique. The SIU Center recognizes seamen's special problems and is staffed by both professional counselors and by Seafarers who are themselves recovered alcoholics. When The Center first was set up, we realized that we have an obligation and responsibility to help our members perform their jobs on board ship. But as the seminar progressed it became evident that SIU members also wanted to help these men overcome their problems because seamen are the kind of people who help each other. I came away from the seminar, as did all the delegates, With the conviction that alcoholism is a disease that can be beat and that the SIU can offer the aid and support needed to help the alcoholics within our industry. * * * I don't have to tell you how many jobs depend on enforcement of the Jones Act or how many ships are being laid up on the West Coast—Far East run because of the third-flag fleets. And you already know how many jobs were created by the 1970 Act and how many jobs an oil cargo preference law would generate. ^ If either an Administration or Co'^gressional majority hostile to a strong U.S. merchant marine is elected, it could be disastrous. Only through SPAD can we participate in these important elections. With the money you give to SPAD we can support those who believe iii the im­ portance of this country's merchant fleet and who will help the SIU to protect its members' jobs. There is too much at stake for us not to give our strongest effort and fullest support to this program. The health of the entire industry and the strength of every Seafarer's job security will hinge on our support of SPAD in the coming months. BOSUNS RECERTIFTCATION PROGRAM This month 12 more Seafarers graduated from the Bosuns Recertification Program. These 12 bosuns bring to 343 the number of SIU brothers who have completed this program since its inception in the summer of 1973. The bosuns, who spend one month down in Piney Point and one month at Headquarters, have upgraded their vocational skills as well as their knowledge of the maritime industry. They have especially learned how essential it is for their Union to be involved in all aspects of maritime, particularly the legislative sphere. *A' SENIORITY UPGRADING PROGRAM The 'A' Seniority Upgrading Program has been very successful in promoting our qualified members to the status of full 'A' book brothers in our Union. I strongly urge each Seafarer who is eligible to apply for this program and I congratulate the six brothers who have successfully completed the one month program at Piney Point and Headquarters this month. f * In another important area, this month marks the beginning of the 1976 presidential race as the first primary opens in New Hampshire. Also, as the entire House of Representatives and one-third of the Senate comes up for election, politicians seeking these seats are starting to plan their 1976 campaigns. The SIU must be ready to take an active role in these national elections, supporting our industry's friends and opposing those who are unfriendly to­ ward maritime. Our industry is almost totally regulated by national and international laws and policies. And it is the Congress and the Administration which will decide which laws and which policies will be put into effect. Congress and the President will decide if this country is to have an oil cargo preference law and if we will move to curb the rate-cutting third-flag fleets on the West Coast. They will be responsible for enforcing the Jones Act and continuing to implement the Merchant Marine Act of 1970. All these issues affect out ability to earn a decent living by going to sea. FIREFIGHTING In the months and years ahead firefighting training will become increasingly important as a pre-requisite for sailing on many of our ships. I urge each member who does not already have a firefighting certificate to take the two-day course which includes classroom training at the Harry Lunde­ berg School and practical training at the jointly sponsored MSC-MARAD firefighting school in Earle, N.J. Upcoming dates for the firefighting course are Mar. 9, 19 and 30. LNG TRAINING In light of the fact that support is rapidly growing for an all-Alaska gas route, I urge all Seafarers who are eligible to take the LNG/LPG training course offered at the Harry Lundeberg School of Seamanship in Pinev Point. Md. The next course is beginning on March 8. .y '1 • Some Questions Answered On New U.S. Pension Bill Continued from Page 3 have a number of consecutive breaks that equal the total number of years you worked 125 days or more. For example, if you have earned three years of vesting credit and work less than 62Vi days in each of the following three years, you will lose all credit for your seatime. Here are a few important things to remember about vesting and breaks in service. • For every year you work 125 days or more, you receive one year of vest­ ing credit. When you have accumulated 10 years of credit you are vested and can no longer have a break in service in regard to your pension. • If you work less than 125 days in any year but more than 62Vi days, you do not get credit for a year's service but you do not have a break in service. • If you work less than 62Vi days in a year, you have a break in service. If you have a number of consecutive breaks that equal the total number of years credit you have earned, you lose all of that credit. • The breaks must be consecutive to lose your accumulated credit. Even working more than 621^ days in a year will prevent you from losing that credit. • The 125 day requirement only applies to earning vesting credit for a normal pension. • Each and every day worked for a company signatory to our plan will count towards the total number of days needed to qualify for a pension, even if they were accumulated in a year for which you did not receive vesting credit. • Although the new law did not take effect until Jan. 1,1976, your previous seatime will be counted towards vesting credit if you do not have a break in service under the old 90 days in three years rule. What does the section on the Joint and Survivor Annuity provision mean when it says, "a Plan need not pay the wife her benefit if the employee dies within two years after he elects a husband-wife benefit, and his death was not the result of an accident occurring a/fer he made the election**? This section just means that the Pension Plan need not pay a survivor's pen­ sion benefit if a pensioner dies within two years after choosing to receive the survivor benefit. It was included in the law to protect pension plans against people who have terminal illnesses. However, if a married Seafarer who is feligible for a pension dies while he is still an active, working member, his wife will receive a survivor's pension. February, 1976 Here's a Patriotic Baker • Piney Point Cook and Baker grad Jerry Parrel! shows off an Old Glory cake he baked. Page 7 �DISPATCHERS REPORT It JAN. 1-31, 1976 I' f:i. p • 1.1, r I Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville ! San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totais Deep Sea Great Lakes Aipena Buffaio Cieveiand Detroit Duiuth Frankfort Chicago Totais Great Lakes Totals Deep Sea & Great Lakes Houston Pipey Point Yokohama Totais Deep Sea Great Lakes Alpena Buffalo Cieveiand Detroit ' Duiuth Frankfort Chicago Totals Great Lakes Totais Deep Sea & Great Lakes . Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico 77.. Houston Piney Point Yokohama Totais Deep Sea ...' Great Lakes — Aipena Buffaio Cieveiand Detroit Duiuth Frankfort Chicago Totals Great Lakes Totais Deep Sea & Great Lakes . "t Port Boston New York Philadelphia Baltimore Norfolk ••••• Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama " Tqtals Deep Sea Great Lakes— Aipena a............................ Buffaio Cieveiand Detroit ............................ Duiuth Frankfort Chicago Totais Great Lakes Totais Deep Sea & Great Lakes Totais Ail Depts. Deep Sea Totals Ail Depts. Great Lakes Totais All Depts. Deep Sea & Great Lakes Pages REGISTERED ON BEACH All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 3 83 4 31 21 7 19 67 39 26 14 49 7 68 0 0 438 1 11 1 8 1 0 2 6 2 1 2 4 1 6 0 0 46 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 66 4 10 14 6 8 60 31 3 2 37 9 50 0 4 309 2 17 1 3 10 5 2 19 7 0 0 7 2 8 7 0 90 0 1 0 0 .0 0 0 0 0 0 0 0 0 0 0 0 1 4 173 19 58 41 17 46 115 52 77 34 88 16 158 0 3 899 5 19 1 11 3 1 11 11 2 4 ,5 9 1 13 0 1 97 0 1 0 0 0 0 0 0 0 0 1 0 0 1 0 0 3 7 0 1 17 2 4 0 31 469 2 0 1 1 0 2 0 6 52 0 1 0 0 0 0 0 1 1 0 0 0 2 1 7 0 10 319 0 0 0 0 1 5 0 6 35 0 0 0 0 0 0 0 0 1 8 2 2 19 3 2 2 38 937 2 0 2 2 0 0 0 6 103 0 1 0 0 0 0 0 1 4 2 58 4 30 15 8 16 50 28 37 11' 38 7 46 0 2 352 3 16 3 5 5 0 3 10 3 5 2 6 1 8 0 0 60 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 54 0 8 7 6 6 47 20 13 1 36 3 49 0 1 253 4 16 3 4 10 4 0 14 7 2 0 6 2 5 8 1 87 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 120 13 57 41 12 48 92 38 76 27 49 18 130 0 2 726 5 44 3 12 5 1 8 27 9 13 12 19 3 25 0 0 181 0 1 0 1 0 0 0 0 0 0 0 0 0 1 0 0 3 6 1 1 19 1 0 1 29 381 5 0 0 0 1 0 0 6 66 0 0 0 0 0 0 0 0 0 1 0 0 10 1 0 0 12 265 2 0 0 0 0 0 0 2 89 0 0 0 0 0 0 0 0 0 7 2 2 17 1 0 1 30 756 7 0 0 3 1 1 0 12 193 0 0 0 1 0 0 0 1 4 3 34 4 20 7 1 7 25 13 24 4 18 8 36 0 0 146 1 3 1 3 2 0 0 1 0 2 1 0 0 1 0 0 15 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4 31 2 13 7 7 9 38 9 11 0 25 3 19 0 2 177 2 23 2 3 9 3 4 31 12 0 0 10 1 12 10 0 122 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 70 11 32 20 5 21 54 17 68 12 31 16 78 0 0 436 0 5 1 4 3 0 0 0 1 5 2 2 0 6 0 0 29 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 2 0 0 0 2 148 0 0 0 0 0 0 0 9 15 0 0 0 0 0 0 0 0 1 0 0 0 1 0 3 2 6 183 0 0 0 0 0 0 0 0 122 0 0 0 0 0 0 0 0 0 1 2 0 1 0 0 0 4 440 0 0 0 0 0 0 0 0 29 0 0 0 0 0 0 0 0 1 1 31 6 25 • 7 5 8 41 10 22 4 22 9 29 0 0 230 2 65 9 28 10 5 6 46 34 16 3 28 13 34 25 2 326 2 1 161 21 51 19 14 25 77 38 61 18 57 20 2 0 3 31 1 8 2 47 277 1,166 109 1,275 10 1 5 7 1 3 0 27 353 447 39 486 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Ir TOTAL REGISTERED Ail Groups Class A Class B Class C ENGINE DEPARTMENT STEWARD DEPARTMENT ENTRY DEPARTMENT m 1 0 1 1 1 394 1 3 658 9 23 0 3 1 0 0 0 0 5 0 0 1 5 0 0 47 1 3 14 4 6 11 0 3 3 41 699 965 59 1,024 3 4 1 11 0 1 1 21 68 54 24 78 1 1 1 i i 59 15 40 17 6 i 26 i 54 i 14 1 49 i 9 1 27 i 19 i 46 1 1 1 5 1 33 1 3 i 5 i 5 17 5 22 739 28 767 299 8 307 1 0 1 i 55 ® 449 2,455 127 2,582 9r PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS ALPENA, Mich 6754ATe.,BkIyn.ll232 (212) HY 9-6600 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mam 215 EMCZ St. 02111 (617)482-4716 BUFFALO, N.Y 290 Fhmklin St. 14202 (716) TL 3-9259 CHICAGO, III.. .9383 S. Ewing Ave. 60617 , (312) SA 1-0733 CLEVELAND, OUo 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. lefferaon Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) £L 7-2441 HOUSTON, Tex 5804 Canal Sfc 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala......IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez, Juncos, Stop 20 00908 (809) 724-2848 SEATTLE, Wash 2505 1 Ave. 9812T (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravols Ave. 63116 (314) 752-6500 TAMPA, Fla..2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213)549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 NIhon Ohdorl ^ Naka-Ku 231-91 201-7935 of January dropped off slightly al compared to the month of December. The slight declme in shipping is due mostly to the near stoppage of all wateihourne traffic on the Great Lakes for the winter. Shipping how­ ever remains fair to good In most ports for our seniority members. Shipping is expected to remain stable pyer the neat few months. Seafarers Log �a vote on a bill: unlimited debate. The non-germane rule allows unrelated amendments to be added to bills, and the strategy is to add them to bills which are certain to pass. * Washiiigton Activities As part of the Washington Activities column, for the next jew months we will be running articles concerning the way in which our form of government works. We hope these articles will prove informative to our members. Representative Government, American Style The Congress of the United States is a fascinating and unique body. It is different from legislative bodies of other Western democratic countries. Most national legislatures work within a parliamentary system with a chief executive (usually called the prime minister) who is elected from the legislature. Cabinet members in many systems are also chosen from the legislature, and remain members of the legislature. Power is usually concentrated in the lower house only. Congress has gone through many changes over the years; it is different now from the way it was during our early history. Both the House of Representatives and the Senate have become much more highly organized than they were originally. The House In the House, the Speaker is the chamber's presiding officer and the majority party's overall leader. In addition, there are majority and minority leaders with assistant floor leaders (whips), their assistants, and a number of supporting organizations to assist with party strategy, legislative scheduling and communi­ cation. At present, the Speaker is Carl Albert. The Majority Leader is Thomas P. (Tip) O'Neill. Today, the Speaker presides over the House, decides points of order, refers bills to appropriate committees, appoints members of select and conference committees. The Constitution does not specify that the Speaker must be a member of the House, but no non-member has ever been selected. The Senate In the Senate, there is no Speaker. The Vice President is the constitutional head of the Senate and in his absence, the President Pro Tempore presides. Neither of them has the power of the Speaker. The Senate is smaller than the House—the Senate has only 100 members; the House has 435. The filibuster and the non-germane rule are characteristics peculiar to the Senate. The filibuster is a time-delaying tactic used by a minority to prevent * * Some developments in Congress since last month's column are: Congress returned from Christmas recess on Jan. 19 for the Second Session of the 94th Congress. Rep. Tom Downing (D-Va.) has announced that he will retire. Rep. Downing is chairman of the House Subcommittee on Merchant Marine and has been a member of Congress since Jan. 3, 1959, representing the First Dis­ trict, which includes Newport News. Three bills vital to our members have been passed or are near final stages as we go to press. • The appropriation bill for the Department of Health, Education and Wel­ fare for fiscal year 1976 (which began last July 1) was vetoed by the President last December. It contained money for the PHS hospitals. Both houses over­ rode the veto—Jan. 27 and 28—and the bill's language clearly states the intent of Congress that the hospitals be kept open. This action makes the legislation public law. • The railroad bill, passed before the recess, was held until Congress re­ turned to prevent the President from pocket vetoing. However, because the President is cutting back on spending, to make the provisions more acceptable to him, the conference committee reduced the amount by $1 billion. Funding includes operation of Penn Central and six other insolvent carriers. The provision opposed by SIU, allowing the railroads to lower rates, is still in the final version, now awaiting the President's signature. • On Jan. 28, the Senate voted 77-19 to establish a 200 mile fishing limit off U.S. coasts to protect American fishermen and their fishing grounds. The Senate bill would go into effect in 1977. The House version, passed in October, has a July 1976 effective date. This and other differences will have to be re­ solved in conference. Hearings are being held in committees on a number of other bills of interest —^water pollution liability, Alaska Gas Pipeline, extension of the Jones Act to the Virgin Islands, outer continental shelf exploration and management, thirdflag rates, merchant marine oversight—but no immediate action is expected. We do continue to monitor them, however, to keep up to date with these bills since all of them iaffect the livelihoods of seamen. Date Job Security in .1. the Fight for J •X' Favorable Legislation Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. 2:30 p.m. Mar. 8 ... New York Philadelphia .... Mar. 9 ... ... 2:30 p.m. Mar. 10 ... ... 2:30 p.m. Baltimore Mar. 11 ... ... 9:30 a.m.. Norfolk Jacksonville .... Mar. 11 ... ... 2:00 p.m. Mar. 12 ... ... 2:30 p.m. Detroit — Mar. 15 ... Mar. 15 ... ... 2:30 p.m. Houston New Orleans .... Mar. 16 ... ... 2:30 p.m. Mobile 1....... Mar. 17 ... ... 2:30 p.m. San Francisco ... Mar. 18 ... ... 2:30 p.m. Wilmington .... Mar. 22 ... ... 2:30 p.m. Mar. 26 ... ... 2:30 p.m. Seattle Mar. 13 ... ... 10:30 a.m. Piney Point Mar. 11 ... ... 2:30 p.m. San Juan Columbus ...... Mar. 20 ... Mar. 16 ... Chicago ^^ar. 16 . •. Port Arthur .... Buffalo ........ Mar. 17 ... Mar. 18 ... St, Louis Mar. 18 ... Cleveland Mar. 15 ... Jersey City ..... UIW IBU Deep Sea .. ... .. ... .. ... .. ... .. • • • .. • • • 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. • • • • • ... • ... • ... • ... • v • 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. ••• .. ... 5:00 p.m. * • ... 7:00 p.m. ••• .. , .. 5:00 p.m. • • — ... 5:00 p.m. .. .. • • • .. • • • .. • » • •• • .. ... 10:30 a.m. .. • • # ... 1:00 p.m. ... 5:00 p.m. ••• t t t • ... ,.. .,. ... 5:00 p.m. 5:00 p.m. 5:00p.m. 5:00 p.m. • • • •• •• • •• • • • •• •• •• • * ••• • Politics Is Porkchpps Donate to SPAD At ttie microphone is the newly appointed chairman of the Federal Maritime Commission, Karl E. Bakke addressing members of the New York Propellor Club and the Maritime Association of New York following a luncheon given in his honor on Jan. 22 in the port city. Page 9 February, 1976 • - V.I.: m To Protect Your New FMC Head Gives Talk Port ' it * ij r| �Bosun's Seatime. Full of Near Misses I AT SEA A Sea-Land McLean Appearing in the 1976 edition of "Guinness' Book of World Records" is Bosun John Hunter of the S-L 7 containership SS Sea-Land McLean. From Oct. 6, 1972 to Oct. 7, 1973 he rode the ship for 45 crossings of the North Atlantic, a record for most crossings in a year. Brother Hunter steamed 328,500 miles in the year. In the same edition, a world record for the fastest Pacific Ocean crossing from Kobe, Japan to the port of Seattle or equal distance is held by the S-L 7 50,315 dwt containership Sea-Land Commerce. She set the record of 4 days, 21 hours, 24 minutes on May 27, 1973. On July 6, 1973, she sailed 4,840 nautical miles to Long Beach, Calif, at a higher average speed of 33.27 knots. ' M/y Paul Thayer The 10,344 dwt Great Lakes bulk carrier M/V Paul Thayer (Pringle) went into winter layup at Lorain, Ohio after being refloated on Lake Erie's Pelee Passage where she was stranded. Part of her cargo had to be removed to lighten the ship. 55 Delta Bras// Brazil's Ambassador to Trinidad H. E. Sergio Luis Portella de Aguiar and Argentine Consul General to Trinidad Enrique Moresco and their families were visitors aboard the C3 SS Delta Brasil (Delta Line) recently when she called at Port of Spain. The vessel is on the New Orleans-South America run. 5/T Mount Navigator Another SlU-contracted tanker the S/T Mount Navigator (Cove) was tapped for the carriage of 26,40()-tons of wheat to Alexandria and Port Said, Egypt recently loading from the ports of Baltimore, Philadelphia or Norfolk. SS Del Sol The master of the C3 SS Del Sol (Delta Line) Capt. R. A. McDonald at the end of the year wrote to Mrs. George Williamson of Hialeah, Fla.: "As per your instructions and the wishes of your late brother, (Seafarer) Frank Ortiz at 15:30 hours on Dec. 21, 1975 at Latitude 10 degrees 20N and Longitude 29 degrees 36W, 1,145 miles west of the coast of Africa, the ship's crew wq^ mustered and his remains committed to the sea. "Mrs. Williamson, in behalf of the crew and myself, I wish to extend my sympathy over your great loss, but I hope you will find abiding comfort in the fact that your brother's wish was carried out and consolation that it was done by brother S?,afarers, many of whom had sailed with him over the years." 5/T Shenandoah The tanker SS Shenandoah (Hudson Waterways) recently sailed with 22,0()0-tons of grain from the Gulf to a port on the west coast of Mexico. 55 Yellowstone Recently the bulk carrier S/T Yellowstone (Rio Grande) went on a voyage to Karachi, India with a 15,000-toh cargo from the port of Mobile. 55 Potomac The bulk carrier SS Potomac (Empire Trans.) from the port of Tampa will carry a 20,000-ton cargo to Karachi, India. \ 55 Columbia In April, the SS Columbia (Ogden Marine) will sail to Karachi, India from the port of Tampa with a 21,000-ton bulk cargo. SS Boston "I guess I'm just lucky." That's what Recertified Bosun Ray "Blackie" Ferrera asserted when he completed the retraining program and, in a visit to the Log office, told of his many close shaves from the scythe of the Grim Reaper. A headline from the May 1972 issue of the Seafarers LOG: "SIU Man's He­ roic Strength Prevents Death" was the last dramatic episode recently reported in the thrill-packed sea life of this 56year-old charter member of our Union. The LOG story told a tale of how a courageous seaman blessed with super­ human strength became a hero in his own right. It happened aboard the SlU-contracted SS De Soto in the Saigon River at Cat Lai as then 19-year-old OS Mor­ ris Montecino tended mooring lines to the anchor buoys. Just as the 10,475-ton freightship neared the anchorage, she lurched un­ expectedly sideways causing a line to slip a turn. In a flash, Ferrera recalled, "the 8inch Manila rope" encircled the stillsailing Montecino, hurling him to the deck where he was swiftly dragged to­ ward the bow chock. The doomed Seafarer battled frantic­ ally and unsuccessfully to free himself of the snake-like hemp which was se­ curely tangled around his ankles, Fer­ rera said. The moving coil was within seconds of pulling the helpless seaman through the chock to a certain and painful death when he felt the tremendous arms of Bosun Ferrera entwined about his waist pulling him away from disaster, "You don't know how strong you are really until an emergency like this hap­ pens," the 30-year bosun emphasized. Tight Bear Hug For an instant, the cool-headed, 190pound Ferrera held back the pull of the line with his 'tight' bear hug which, he remembered, "broke five of Montecino's ribs." Refusing to give up his life-saving hold on his shipmate, Ferrera said the line began to slip off the young seaman. Not until it had ripped off his shoes and locked onto one ankle, breaking it, the bosun added. Finally, they both fell to the deck free of the line which hurtled through the chock over the side. Seafarer Ferrera suffered deck fric­ tion burns and bruises of his arms, back and knees. Montecino, beside theiractures, was badly bruised and battered all over his body, but thankfully, alive, saved by his valiant brother of the sea. The Florida-born bosun, who Joined the International Seamen's Union in Recertified Bosun Leyal E. Joseph of the containership SS Boston (SeaLand) says "Once again the crew of the SS Boston has proven themselves to be very capable seamen. "A gentleman by the name of Solomon Zelonker of North Miami had his boat sunk from under him on Sunday (Nov. 23) evening off the coast of Florida. About 2 p.m. on Monday he was spotted in the ocean hanging on to the seat of his boat by Third Mate Joe Disarno. Capt. Nils Aaadland was called to the bridge and he immediately started a rescub attempt. ' "The port lifeboat was launched and made its way to the man. He was taken into the lifeboat. After talking with him and finding out that he was alone when his boat sank and there was no one else to be picked up, he was brought back to the ship. "Zelonker was then given dry clothing, coffee and cigarettes by the crew. He expressed his gratefulness and very warm thanks to the crew. After resting awhile, he was transferred to a Coast Guard cutter to be taken ashore. "It was indeed as smooth an operation as could be expected by any crew." ' J I ' Morris Montecino Ray "Blackie" Ferrera 1936 in Tampa, said the captain of the De Soto recommended him for the U.S. Merchant Marine Distinguished Service Medal for his feat. But the SIU crew of the SS Platte (Ogden Marine) got the yearly award for rescuing 31 Finnish seamen off the stricken tanker, SS Ragny. ^ Another near miss for the doughty bosun, he declared, was aboard the SS Kyska (Waterman) on the Murmansk convoy run to Russia in 1943. "Ships sunk all around us everyday. And ammo ships blew up before we reached Murmansk where we spent 15 days with air raids every night." On her next or following voyage, the Kyska was sunk, too, he said. Fortunately, he says, "I was never torpedoed." A plaque in the Harry Lundeberg School of Seamanship Museum re­ minded Ferrera of his lost shipmate. Seafarer Jean Domingues who died on the SS William Moultrie (Waterman) which received a unit gallant ship cita­ tion for her work on the Murmansk run in 1942. His seafaring career began, Ferrera pointed out, when his deceased brotherin-law, Manuel Perez, 71, who retired from the SIU in 1950, encouraged him to sail the seven seas for 39 years. "I learned from him. He taught me how to splice rope and wire, and every­ thing else he had picked up as a bosun on Portuguese sailing ships." The Portuguese-Cherokee bosun had to interrupt his recertification training at Union Headquarters to attend the funeral of his brother-in-law inentor who died in Tampa May 24. Ferrera's brother, Joseph is a rethed tug boat captain of Tampa Harbor. NearMiss Next near-fatal miss for the bosun occurred in 1941 just before the war began for America when he missed the freightship SS Helen Margaret (Bull Line). She sailed an hour early without Ferrera from Port Tampa bound for Baltimore in the dead of winter with a cargo of phosphates. She was never seen again. Torpedoed! Ferrera resides in the shipbuilding town of Chickasaw, Ala., outside of Mobile, with his wife, Elsie, who's also part Cherokee, and his mother-in-law Mrs, Irene Lofton, 83, who, he said, has been with them for 20 years. The Ferreras's offspring have long grown up and gone out on their own as their sea­ faring father did. Again in 1941, but this time in the Caribbean, off Trinidad, he said, his ship sighted a sub's periscope and tried to ram her. His ship missed when the sub crash dived. Seafarers"Log Page 10 • .I'-.'sf' . 'vj;''T,'..A,"-'-A �Seafarer, SICf Crew Are Cited tor Rescue at Sea AB Luis A. Malave and the SIU crew of the USNS Tallulah (Hudson Waterways) recently received a citation from the U.S. Navy's Military Sealift Command and the Distinguished Sea Rescue Award for saving 257 crewmembers and entertainers off the burn­ ing British cruise liner, the MV Cunard Ambassador 30 miles southwest of Key West, Fla. on Sept. 12, 1974. Other SIU Tallulah crewmembers honored were: Recertified Bosun Jo­ seph C. Donovan; AB R. W. Rogens; AB Joe Royce Bennett; AB Lacluis Walbert; AB Arthur L. Mallory; AB John Panders; OS Patrick H. Key; OS Marco Tulio Mora Jr.; Educational Di­ rector W. L. Pritchett; Oiler G. Garza; Oiler C. Everett Gerald;.Oiler R. Can­ non; FOWT. D. Terry, Jr.; FOWT. G. Lindsay; FOWT. C. B. Eagleson; Wiper W. M. Semmons; Chief Steward John W. Parker, Jr.; Cook Esquival Olfido; Cook R. D. Bridgers; Messman Walter E. Deverearf; Messman Dewey E. Em­ ory and Utility Grant Marzett. Seafarer Malave, 42, then an OS aboard the MSC tanker partially loaded with a cargo of jet fuel enroute to Charleston, S.C. from Tampa, said he was the first on the 4 a.m. to 12 forward lookout watch to spot smoke coming from the burning cruise ship after the Tallulah was diverted by the U.S. Coast Guard to aid in the rescue. The Ambassador radioed she was on her way to New Orleans to pick up passengers for a cruise to Mexico when a ruptured fuel line ignited a blaze in her engine room. Finally, most of her crew was ordered into their lifeboats. Brother Malave, who joined the SIU in the port of New York in 1970, added he and his shipmates helped many of the survivors, some of them women, out of their lifeboats around 10:30 a.m., giving them blankets, clothes and hot food and coffee. Some had to be cau­ tioned not to smoke on deck. Later, he said, the Tallulah carried them to Miami where they were met by a band and happy relatives and friends. 'Meanwhile, back at the Ambassador, the Coast Guard cutter Cape York put a 96-man crew aboard the English ves­ sel to fight the five-deck fire as the cutter Diligence shot a stream of water into the flames. When the Ambassador's emergency power supply cut out during the night, the Guardsmen left the ship as she was towed to Key West. Malave, no stranger to awards and honors, was cited nine times as a New York City auxiliary police officer for saving people in fires in 1973-4 in Man­ hattan's 23rd Precinct and Kew Gar­ dens, Queens by the police commission- ASHORE Chesapeake & Delaware Canal AB Clarence L. Cousins, last riding on the C4 SS Portmar (Calmar) in 1975 "wishes to commend a Capt. Thompson, now a pilot through the C & D Canal, for his timely assistance at a period when it meant a lot to me ... Even though the incident happened some time ago ... "It was when he was master on the LST Bethcoaster on the run from Spar­ rows Pt., Md. to Bridgeport and New Haven, Conn. . . . Suffice to say that his efforts in my behalf were in the finest traditions of our seagoing brotherhood and will always be remembered with feelings of deep gratitude by me . . . This is a tribute to him for his kindness to a member of his crew at the time." USPHS Hospital, Sfaten Is., N.Y. Luis A. Malave er, the Patrolmen's Benevolent Assn. and the American Federation of Police. He upgraded to AB at Piney Point this year and said he'll soon get his firefighting and lifeboat endorsements. His and the Tallulah Seafarers' cita­ tions from the MSC's commander. Rear Adm. S. H. Moore read in part: "Enclosed is a citation which recog­ nizes your contribution . . . For that rescue, the crew of the USNS Tallulah has been awarded the Distinguished Sea Rescue Award by the American Institute of Merchant Shipping and the Maritime Section of the National Safety Council. . . This marks the third time a MSC ship has won this coveted award. The achievements by you and your ship­ mates illustrate the professionalism of both the MSC Civil Service mariners and the Union seamen who man com­ mand ships operated by private con­ tractors as was the USNS Tallulah. I am certain that this was an experience that you will long remember, one that is in keeping with the highest traditions of the sea and human brotherhood. Congratulations for a job well done." Brother Malave's individual and his shipmates' Distinguished Sea Rescue Award also read in part: **In recognition of an outstanding safety achievement involving highly meritorious service and in appreciation of a feat which reflects credit upon the entire American merchant marine ^ . . this award (goes) to Luis A. Malave of the USNS Tallulah (MSC) for his part in the dramatic rescue . .. This award is emblematic of the highest traditions of safety beyond the call of duty which have characterized American ships and American Seafarers since Colonial times.'* Friends of Seafarer Herbert M. "Frenchy" De Boissiere from coast-to-coast will be glad to know that the USPHS Hospital here reports that on Feb. 6 he was in "satisfactory condition" in Ward AB4 following an operation there on Jan. 16. Toledo Grain shipments moved through this port in 1975 topped the record figure of 91.2-million tons of grain shipped in 1971 here. As of Nov. 1, more than 100-million tons of grain were handled. Mobile With more than 22.6-million bushels of grain passing through this port from Aug. 1 up to Nov. 1, a record high was set for that period. The amount rep­ resented $30 million. Port of Wilmington, Calif. After an hiatus of 38 years, Recertified Bosun Tadeusz Chilinski and his sister who is visiting the U.S. from Poland, were reunited. Iljichevsk, Russia On Christmas Day here aboard the anchored OBO, the SS Ultramar (West­ chester Marine), Seafarers had a lunch of fresh Maryland oysters, steamed Gulf shrimps, fresh white potato salad, cottage cheese fruit salad, cream of tomato soup, roast young turkey with sage dressing and giblet gravy, cranberry jelly, baked glazed sugar-cured ham with a fruit sauce, oven roast rib of beef to order au jus, butter pearl onions, broiled fresh salmon steaks in lemon butter, mashed rutabagas, fresh cauliflower, candied carrots, braised fresh kale, choco­ late cake, lemon cream pie and assorted fresh fruits! If that wasn't enough for a good feeder, here they had a Thanksgiving Day dinner of stuffed celery, rose radishes, spring onions, chilled eggnog, chilled tomato salad with assorted dressings, beef consome, fresh shrimp cocktail, Tom turkey with oyster dressing and gravy, cranberry sauce, rib of beef and ham, steamed yellow rice, cut green beans, turnip greens with roots, candied sweet yams, fresh com on the cob, whipped potatoes with cheese, baked acom squash, hot hard rolls, .mince and pumpkin pie, pound and fruit cake, assorted salted nuts, hard candies, ice cream, cookies, cafe noir and cold beer. Wow! A feast for a king. Baltimore This port's Curtis Bay Coal Pier shipped the largest amount of coal overseas last year since the Marshall Plan year of 1947. And the port's Dundalk Marine Terminal handled a record load of containerized cargo during the first nine months of the year. More than 6.73-million tons of coal—5.1-million tons to Japan—were also shipped to the United Kingdom, France; Germany and Argentina. In 1947, a record 11..4-million tons of coal were shipped. More than 1.7-million tons of containerized cargo amounting to 149,612 containers moved through the terminal. An increase of 22,680 boxes and 70,371-tons over last year for the same period. Hydra, Greece A 4,500-year-old hulk of a sunken ship has been found on an isle near here. This is 1,000 above the previous oldest ship ever discovered. Greek archaeol­ ogists reported pottery found in the wreck shows the vessel sank between 2,700 and 2,200 B.C. l^ven^ cents of every dolter ^nt in shipping on Xmeric«n>flag vessels i^msins in this countiyj making n vei^ sahsianfial contribution to the natiottal February, 1976 Tubarao, Brazil This iron ore port has the world's biggest ore loading berth. Peak loading capacity is 20,000-tons an hour with 40,000-tons an hour expected in the future. The ore terminal can handle ships of 270,000 dwt. When current build­ ing is completed the berth will be able to handle vessels of 400,000 dwt. Page 11 �i• PANAMA (Sea-Land Service), De­ cember 7—Chairman, Recertified Bo­ sun Cyril Mize, Jr.; Secretary J. Mar; Educational Director E. Ford. $17.75 in ship's fund. No disputed OT. A sug­ gestion was made that crewmembers donate to SPAD. Chairman and all crewmembers expressed hope that Steve Troy, San Francisco port agent recovers very soon". A suggestion was made that a movie fimd be made up from the ar­ rival pool. Next port Balboa. NEWARK (Sea-Land Service), De­ cember 13—Chairman, Recertifi^ Bo­ sun E. D. Christiansen; Secretary L. Crane; Educational Director R. P. Cole­ man; Deck Delegate G. C. Somerville; Engine Delegate A. L. Craig; Steward Delegate R. V. Ceiling. Some disputed OT in deck department. Chairman dis­ cussed the firefighting school and life­ boat training at Piney Point and the importance of crewmembers upgrading. It was suggested that crewmembers do­ nate to SPAD. Next port Seattle. TEX (Alton Steamship), December 9—Chairman, Recertified Bosun Tom Walker; Secretary Jimmie Bartlett; Ed­ ucational Director Torry Kidd, Jr.; Steward Delegate C. H. Martin. $8.25 in ship's fund. No disputed OT. Re­ certified Bosun Tom Walker brought the membership up-to-date on the Piney Point school and the importance of donating to SPAD. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Tampa. ALLEGIANCE (International Ocean Transport), December 7—Chairman S. T. Grooms; Secretary C. Hurlburt; Ed­ ucational Director J. Sanchez. No dis­ puted OT. A vote of thanks to the steward department for a fine Thanks­ giving Day dinner. Observed one min­ ute of silence in memory of our de­ parted brothers and for those men who lost their lives at Pearl Harbor on De­ cember 7, 1941. Next port New York. OVERSEAS ALEUTIAN (Mari­ time Overseas), December 14—Chair­ man, Recertified Bosun William Morris; Secretary Higgs; Educational Director Sears; Steward Delegate Guillermo Grojales. No disputed OT. Re­ port to Seafarers Log: "Ships crew and officers collected $200 for chief elec­ trician to help share expenses. He had illness at home and left the ship in Novorossiysk, Russia on November 9, 1975." SEA-LAND COMMERCE, December 14—Chairman, L. G. G. Reck; Secretary Gus Skendelas; Edu­ cational Director William G. Heater; Deck Delegate John Nelson. Some dis­ puted OT in engine department. All communications were posted. Question was brought up on how to open port holes in case of emergency. This ques­ tion will be answered at the next safety meeting to which everyone is invited. A discussion was held on donating to SPAD. Next port Kobe. TAMARA GUILDEN (Transport Commercial), December 28—Chairmaii. Recertified Bosun Peter Sernyk; ^ Secretary N. Hatgimisios; Educational * Director R. Nielson; Deck Delegate Rafael Lugo; Engine Delegate John Nettles; Steward Delegate Frank Okoorian. $9.80 in ship's fund. Some dis­ puted OT in deck department. Tele­ gram received from Headquarters was read and posted. A vote of thanks to the steward and his department for the won­ derful Thanksgiving and Christmas din­ ner and the trouble they all went through to please the crew. Page 12 SEA-LAND ECONOMY (Sea-Land Service), December 28 — Chairman, Recertified Bosun F. H, Johnson; Secre­ tary L. Nicholas; Deck Delegate J. D. Farragut; Engine Delegate I. Galeas; Steward Delegate S. Morris. No Dj^ puted OT. Chairman discussed SPA donations and advised all crewmembers to read iht Seafarers Log. Report from the secretary: "A belated but not for­ gotten Merry Christmas and Happy New Year to all hands at Headquar­ ters." Communications from Paul Hall were read and explained in their en­ tirety at the meeting. A vote of thanks to the steward department for a won­ derful Christmas dinner and continuous good service and food. Next port New Orleans. PONCE DE LEON (Puerto Rico Marine Mgt.), December 13—Chair­ man, Recertified Bosun R. Burton; Sec­ retary C. Rice; Educational Director J. Quintella; Deck Delegate James Corder; Steward Delegate Robert Spencer. No disputed OT. Chairman spoke on articles that appear in the Seafarers Log. Everything running smoothly. COLUMBIA (Ogden Sea Transport), December 28—Chairman, Recertified Bosim Clarence E. Prjfor; Secretary Hutcherson; Deck Delegate Jack D. Brown; Engine Delegate Jay Barnett; Steward Delegate MjApn Dale. $12.25 in ship's fund. No disputed OT. A vote of thanks to the steward department for a very fine Christmas dinner and a holiday atmosphere aboard ship. Happy New Year to all hands. Observed one minute of silence in memory of our de­ parted brothers. Next port. Port Said. ELIZABETHPORT (Sea-Land Serv­ ice), December 14—Chairman, Recer­ tified Bosun V. T. Nielsen; Secretary George W. Gibbons; Educational Di­ rector David Able; Engine Delegate Michael Miller. $122 in ship's fund. $5 in movie fund. No disputed OT. Chairman held a discussion on donat­ ing to SPAD. Secretary reported that there were better movies on board for this trip. Also that food and other sup­ plies were obtained for the'orphanage. A vote of thanks to the deck depart­ ment for keeping the pantry and the messroom clean. Next port Naples, Italy. Digest of SlU Ships' Meetings INGER (Reynolds Metal Co.), De­ cember 28—Chairman, P. R. Price; Secretary Duke Hall; Educational Di-, rector R. D. Holmes; Deck Delegate D. Boone; Steward Delegate John Calhoim. $83.03 in ship's fund. No dis­ puted OT. Radiogram from Paul Hall on the Russian grain deal was read and posted. A vote of thanks for a nice Christmas,dinner through the efforts of the steward department. Report to Sea­ farers Log: "A lifetime wish was ful­ filled for some of the crew while ship was in Haifa, Israel as they went on a tour of some of the Holy Land." Ob­ served one minute of silence in memory of our departed brothers. Next port Philadelphia. scial shj|)'s ininuteis ^SPANAMA MAYAGUEZ DELTA BRASIL DEL SOL C /: YELLOWSTONE JEFF DAVIS ERNA ELIZABETH STONEWi^ JACPSON SHOSHONE ARECBBO SAN JUAN ;DMTA ARGENTINAii /irtLTA URUGUAY MOUNT WASHINGTON WALTER RICE COUNCIL GROVE BEAUREGARD ^SEAT.AND POTOMAC IROBERXE.LEE IDELTA SUD. IPORTLAND ItGALVESTON I BORINQUEN ; '.jSAMUEL CHASE fMAUMEE • : V- SAM HOUSTON (Waterman Steam­ ship), December 28—Chairman, Recer­ tified Bosun Edwin C. Craddock; Sec­ retary Thomas Liles, Jr.; Educational Director Herbert Calloe; Deck Delegate Gordon L. Davis; Engine Delegate Gary J. Bryant; Steward Delegate Derrell G. Reynolds. $29 in ship's fund. Some dis­ puted OT in steward department. $145 in movie fund. Minutes of last meeting and SIU crew list mailed to Head­ quarters from Aqaba, Jordan. Letter on grain deal was read and posted by ship's chairman. A vote of thanks to'the stew­ ard department for a very good Christ­ mas dinner. Observed one minute of silence in ntemory of our departed brothers. Next port New York. following v^sels: CIL^ESTON CAROLINA SHENANDOAH ST. LOUIS SUMMIT CANTIGNY • BALTIMORE ELIZABETHPORL SEA4AND PRODUCER: AMERICAN EXPLORER DEL RIO MOUNT EXPLORER OAKLAND : ::• OVERSEAS ANCE^ JACKSONVILLE lANCHORAGE ^ vE iMERRIMAC SEA-LAND CONSUMER CARTER BRAXTON/ ' :CACTSEAS NATALIE^;:/ TAMPA •• " RESOURCE DELTA MAR (LOS ANGELES :MK>HAWK' : ONTICELLO VICTORY DOLPHIN B. WATERftLiN SEA-LAND MCLEAN (Sea-Land Service), December 30—Chairman, Re­ certified Bosun J. Richburg; Secretary R. Buie; Educational Director H. S. Martin; Deck Delegate B. R. Scott; Engine Delegate R. Machaj; Steward Delegate F. Rogers. Bosun thanked all delegates for a Job well done and the steward department for a fine Thanks­ giving and Christmas dinner. A report was read on the grain deal. Chairman suggested that all members participate in SPAD. A safety meeting was held and all suggestions win be implemented. The fire and boat drill was very good. Next port San Francisco. SEA-LAND FINANCE (Sea-Land Service), December 28—Chairman, Re­ certified Bosun James W. Pulliam; Sec­ retary Ceasar F. Blanco; Educational Director Dale Susbilla; Deck Delegate Jennings J. Long; Engine Delegate Wil­ liam Leeper; Steward Delegate Charles N. Ratcliff. No disputed OT. Any dona­ tion to the movie fund will be appre­ ciated. Telegram from Paul Hall was read and discussed. Crewmembers were urged to stay active and keep up with the latest by reading the Seafarers Log. Next port Yokohama. OGDEN YUKON (Ogden Marine), December 7—Chairman, Recertified Bosun Vernon Bryant; Secretary Mario Canalejo, Sr.; Educational Director Riley Mills. All notices received from Headquarters were read and posted. Chairman gave a vote of thanks to all brothers for the way everybody per­ formed aboard the ship in Odessa, Rus­ sia. Secretary extended a vote of thanks to the steward department and the boys from Piney Point, for a Job well done on this voyage. No disputed OT. Ob­ served one minute of silence in memory of our departed brothers. SEA-LAND MARKET (Sea-Land Service), December 28—Chairman, Re­ certified Bosun Walter Nash; Secretary A. Panagorouies; Education^ Director Nillo Reitti. Chairman read the tele­ gram from President Paul Hall.^Ek-: plained to the members the value of SPAD and the results of the agreement with Russia on the grain deal. A talk was held on safety aboard ship. No dis­ puted OT. A vote of thanks to the stew­ ard department for a terrific Christmas dinner. Report to the Seafarers Log: "Our messhall was decorated with live wreaths, flowers and poinsettias. It was a real Christmas festivity and everjrone felt at home away from home." AGUADILLA (Puerto Rico Marine Operating), December 13—Chairman, Recertified Bosun Victor Carbone, Jr.; Secretary W. W. Reid; Educational Di­ rector S. Wala. Some disputed OT in deck department. Chairman reported on the new courses in diesel engineering that are open to everyone. The new ships being built today will require crewmembers to have lifeboat and firefighting tickets. $8.50 in ship's fund. A vote of thanks to the steward depart­ ment for a Job well done. TRANSCOLORADO (Hudson Wa­ terways), December 9—Chairman, Re­ certified Bosun T. A. Tolentino; Sec­ retary J. Pitetta; Educational Director J. Peterson. $20 in ship's fund. No dis­ puted OT. Chairman reported on dona­ tions to SPAD. Next port Subic Bay. OGDEN WHLAMETTE (Ogden Marine), December 14—Chairman, Re­ certified Bosun E. K. Bryan; Secretary Kelly; Deck Delegate Carlos Spina; Engine Delegate Martin Fox; Steward Delegate R. E. Leonard. No disputed OT. Chairman suggested that all crew­ members should read the President's Report in the Seafarers Log. A vote of thanks to the steward department for a Job well done. Seafarers Log �K SEAFARERS February, 1976 Historic Alcoliolisnci Seminar Held The SlU held an historic, as well as a very successful, three-day sem­ inar on alcoholism at the Harry Lundeberg School on the weekend of Jan. 30. Attended by many Union officials, members, company repre­ sentatives and guest speakers, the seminar, entitled "The Problem Drinker in Industry," was perhaps the first of its kind ever given by a trade union in this country. Two rank-and-file members from each constitutional port were elected at special meetings on Tuesday, Jan, 27 to attend the seminar and repre­ sent the entire SIU membership. They were joined by SIU port agents and other Union officials, and repre­ sentatives from various SIU con­ tracted companies. The participants in the seminar heard welcoming speeches from SIU officials and members of the HLS staff, and throughout the three-day seminar listened to speeches by lead­ ers in the field who discussed the medical, psychological and social problems of alcoholism. Need Full Support A crowd of well over 100 people gathered in the auditorium of the SS Zimmerman on Friday evening to hear HLS Vice President Mike Sacco welcome them to the seminar and explain that in order for the SIU's alcoholic rehabilitation program to succeed, it "must have the full sup­ port from all of us." Following a greeting from HLS President Hazel Brown, the audience saw a film en­ titled "The Other Guy," which helped to dispel the myth of the stereotype alcoholic as only a "skid row bum." On Saturday morning SIU Vice President Frank Drozak and HLS President Hazel Brown spoke' to the delegates and officially launched the seminar's program. Throughout the next two days, speakers from the BlU President Paul Hall delivers "Departing Challenge" to participants at the close of alcoholism seminar. medical profession, representatives on the problems of alcoholism and from labor and management, and made suggestions and recommenda­ experts in the field of alcoholic reha­ tions for implementing the best pos­ bilitation addressed the participants sible alcoholic rehabilitation program on practically every phase of the at Piney Point. problems of alcoholism. Tour of the Center Besides listening to the speeches by the various guests, all the par­ On Saturday, all those who at­ ticipants took an active part in the tended the seminar were given a tour seminar themselves. All the delegates of the SIU Alcoholic Rehabilitation were divided into separate small Center Jocated on the HLS Valley groups—seven in all—where they Lee Farm. The Rehab Center staff, were to discuss the present Alcoholic comprised of both professional and Rehabilitation Program at Piney Seafarer counselors, was on hand to Point, make recommendations for give the participants a guided tour expanding and improving it, and of the entire facility, and at the same seek ways to encourage Seafarers time provide information and answer who have alcoholic problems to get all questions about the rehabilitation help at the SIU Alcoholic Rehabilita­ program. tion Center. On Sunday afternoon, following These small groups of from 12-15 the final guest speaker and last group people held sessions on both Satur­ session, SIU President Paul Hall de­ day and Sunday. With one of the livered a "departing challenge" to guest speakers serving as a leader, those in attendance. President Hall ^ach group held general discussions congratulated everyone for a most Harry Lundeberg School Vice President Mike Sacco welcomes participants to the opening of the seminar, successful seminar and told the audi­ ence that "this is one of the better things we've ever done—to try and help our brothers." Conceding that the maritime in­ dustry had a "bad record on alcohol­ ism," President Hall said "it's time we did something about it." He asked for "cooperation among everyone to make this a successful program", and charged Union officials and brother members alike with the responsibility of "helping our shipmates and im­ proving the quality of ourselves." When the seminar was adjourned, practically everyone, from Union of­ ficials to company representatives to guest speakers and staff members, conceded ihat they had learned a great deal about the problems of al­ coholism that they had not known. And, there seemed to be a determined resolve among all to make , the SIU Alcoholic Rehabilitation Program a great success, now and in the future. Tom Heggarty, who was participating in the Bosuns Recertification Program at Piney Point during the seminar, picks up some reading material on the alcoholism problem before returning to auditorium to hear next speaker. -/L �Droziak Outlines Goals, Purposes of RekaL SIU Vice President Frank Drozak opened the three-day seminar on "The Problem Drinker In Industry" with a strong endorsement of a meaningful program "to help our brothers recover from this disease of alcoholism." Drozak told the assembled partici­ pants—SIU port agents, elected dele­ gates from all constitutional ports, and recognized authorities in the field of alco­ holism—that the SIU recognized alco­ holism as a treatable disease and that "It's up to us to develop a program to help our members recover." He said: "It will do no good to hold this con­ ference, discuss the problem, make recommendations—and then go back to our ports and to our ships and do nothing." Drozak began his opening remarks with a reminder of the tragic conse­ quences of alcoholism. He told of a brother Seafarer who froze to death last December in the doorway of a building only a few blocks from Union Head­ quarters. He told of another Seafarer— a 24-year-old graduate of Piney Point who had just recently been released from a USPHS hospital for alcoholism —who was found floating in the harbor at Rotterdam. "They died needlessly," Drozak said. "They died because they needed help. and none of us was there to help." The SIU Vice President went on to state the goal of the SlU's Alcoholic Rehabilitation Program. "We need to help the other guy—the guy who canT help himself." He told the delegates that "alcoholism is a disease, and it's nothing to be ashamed of." He explained that the SIU is involved in establishing an alcoholic program for its members because hospital programs are inadequate and insufficient when it comes to dealing with Seafarers. "The seaman is unique, he is a shy person," Drozak said. Then, noting that The SIU Rehab Center is staffed not only by professional counselors, but by Seafarer counselors as well, he said "seamen are the kind of people who help each other. A seaman can com­ municate with other seamen. Put him in with strangers and he's lost." Citing the effects of alcoholism on not only the alcoholic himself, but his fam­ ily and friends as well. Vice President Drozak noted that "the biggest per­ centage of broken homes are among seamen." And, he said, "it doesn't have to be this way; I think we can change it." The SIU Vice President also told the assembly that "we have an obligation and responsibility" to see to it that our members are fully able to perform their jobs on board ship. He cil^d the new, technologically-advanced vessels which have been constructed, andifeaid that all Seafarers, must be at top efficiency when working aboard these ships. This means, he said, no alcoholics on the job. . . In order for that to happen, he noted that it would be the responsibility of all the port agents to "encourage any member with an alcoholism problem to get help here at The SIU Center." He said that the port agents should de­ velop programs in their ports, and set up a referral system whereby all the men who need help with an alcoholism problem know about The Rehab Center and are convinced that the program can help them. In closing. Vice President Drozak said that not only should we "get them down here and help our brothers re­ cover, but we have to be there when they leave to give them all the help they need." This means, he said, that "back in the ports and on the ships, both officials and members must help and see to it that a man who is a re­ covering alcoholic, stays that way." He also asked the delegates to do their part and make suggestions and recommendations for instituting the Fiank Drozak "We need to help the other guy—the guy who can't help himself." best possible program the SIU can for­ mulate. He said that "we must answer certain, important questions. How do we get seamen to enter the program? How do we help them after they leave The Rehab Center and return to their home ports?" He said that "we can't let these two days pass us by." He stated that "we have to come up with ideas and views" and then go and develop the best pos­ sible program. If '• • ._ • e|.- ^ ^ HLS President Hazel Brown presents plaque commemorating weekend semi nar to Bill Hibbert, Director of SlU's Alcoholic Rehabilitation Program. HLiS President Cites Many Success Stories i#' / Hazel Brown "We can start today .. .to solve this problem." Page 14 Following Vice President Drozak's speech, HLS-President Hazel Brown described the first big expansion at the Lundeberg School — the educational programs instituted in 1971—and drew a comparison between the "problems we had to solve five years ago, and the problems we have to solve today." Noting that the educational pro-grams which were begun in 1971 were an outgrowth of an educational con­ ference held that year. President Brown said, "we can start today, the way we started with that educational confer­ ence, to solve this problem." Many Success Stories The HLS President told the audience about the many success stories which have taken place at Piney Point since the first big educational expansion. She talked about all the trainees who have graduated and gone on to careers at sea; and all the Seafarers who have upgraded their skills, including QMEDs, Quartermaster, Stewards, and men who have gone through other pro­ grams such as the Bosuns Recertified Program and the 'A' Seniority Upgrad­ ing Program. She also noted the huge success of the General Educational Development (GED) Program at Piney Point, whereby many Seafarers who had very little formal education went to the Lundeberg School and obtained a high ,school diploma. "It made us all feel very good," she said, "to see these men, some of them in their 50's and 60's who had not been to school in over 40 years, come down here, complete our GED Program and obtain that high school diploma." President Brown told the members of the audience that it was up to them to "think how we can best implement this alcoholism program. We should think of ways to do it on the ships, in the halls and in the homes, not just down here at Piney Point." The HLS President concluded by stating that "five years ago I said in launching our educational program, that our gqal was^to develop the *whole man.' We have made great progress to­ ward that goal, and. although we still have some problems, I have no doubt that we can succeed in solving them." Seafarers Log �and W^liy of Alcoliolism" Tlie Following the conclusion of Presi­ dent Brown's remarks, HLS Vice Presi­ dent Mike Sacco introduced the first guest speaker of the seminar: Dr. LeClair Bissell, Chief of the Smithers Alcoholism and Treatment Center, Roosevelt Hospital, New York City. Dr. Bissell spoke to the participants on "The Who, What, and Why of Alco­ holism." Dr. Bissell told the audience that when it comes to the problems of alco­ holism, "you can divide people into two groups—those who see this problem, and those who refuse to see it. And," she continued, "by virtue of this semi­ nar being held this weekend, I can see that your Union and its leaders fall into the category of those who see it." Noting that an old theory of alco­ holism stated that an alcoholic was "an emotlmially disturbed person,'' the doctor said that It was only during the 1950's that It began being diagnosed as a "disease." And, finally only as recently as 1971 did the American College of Physicians officially classify alcoholism as a "disease." One of the problems in treating this disease* she said, is that the medical profession is only slowly beginning to learn about alcoholism. Even today there is a lack of knowledge about the disease, and Dr. Bissell cited the fact that "there are 114 medical schools in the United States and only 15 of them have any educational program dealing with alcoholism." Ms. Bissell then went on to talk about who is likely to be affected by this disease and described some of its characteristics. She told the audience that although "there is no evidence to support the view that it is inherited, we have. found that it tends to run in families." She also said that statistics indicate that "the chances of a man being an alcoholic are four times as great" as those of a woman. Other figures show that half of the wives of alcoholics had an alcoholic parent, and blacks tend to become alcoholics at a younger age. Although she described alcohol as "a very, simple drug which dissolves very easily," she warned the group that it also "does harm to virtually every part of your body except a few. The only areas it doesn't affect eventually are your hair, the enamel of your teeth and the urinary bladder." Dr. LeClair Bissell "An alcoholic does not want to hear that he is one. So, he will do everything to convince you and himself that he is not an alcoholic, that he has his problem under control." No Simple Definition The doctor told the audience that "we know that alcoholics are different, but what we don't know is how they got that way." She went on to say that "we don't have any one simple cause for this disease and there is no simple definition or diagnosis. There is no one symptom that every alcoholic has." Ms. Bissell noted that there were "a few" definitions of an alcoholic. One, by the World Health Organization (WHO), states that an "alcoholic is a person whose chronic use of alcohol causes any trouble in any major area of life—his job, his homelife, or his health." Another definition, she said, is that an "alcoholic is a person who cannot on any given occasion predict how much he will drink." Dr. Bissell discussed a few of the physical symptoms of alcoholism, in­ cluding the frightening experience of "blackouts." She said alcoholics fre­ quently suffer from "blackouts"—^that is they go through "a period of time when the alcoholic may or may not look drunk, and when he doesn't remember anything." She also told the participants that a major problem in dealing with alco­ holics is the "denial factor"—the fact that "an alcoholic does not want to hear that he is one. So," she continued, "he will do everything to convince you and himself that he is not an alco­ holic, that he has his problem 'under control'." In conclusion, Ms. Bissell reminded the audience that alcoholism is an "addiction, like an addiction to any other drug." And, she said, if a person does become "physically addicted" to alcohol, he can "die from withdrawal" just like any other drug addict. i \ Dr. LeClair Bissell, one of the guest speakers at the seminar, answers questions for (I to r.): SlU Representative Ed Morris: UIW Representative Pat Moran, and SlU Representative George McCartney, during recess. Sliulman Answers Question "Wky Treatment?" The first guest speaker on Saturday afternoon was Dr. Gerald Shulman, representing the Chit Chat Foundation, an Alcoholic Rehabilitation Center in Wernersville, Pa. Dr. Shulman, who told the audience that he saw his "role here today as a consultant", addressed the participants on "Why Treatment?" Dr. Shulman began by telling the as­ sembly that alcoholism "has many char­ acteristics, and it's an insidious illness." He went on to say that alcoholism is "progressive, it will either get better or get worse." Other characteristics he said, are that it is "chronic, the symp­ toms will either exacerbate, or they will remiss;" and it is "incurable, an alco­ holic can't be cured, but he can re­ cover." After telling the audience that a major problem in dealing with alco­ holics is that they "deny the presence of addiction, they can't face it and they do not want to give up booze," Shulman cited a few statistics concerning alco­ holics. He said that the average alco­ holic who does not receive treatment has his life span shortened by about 12 years. And, he stated that about 25,000 deaths a year are attributable to alco­ holism, including traffic accidents, both Special Supplement % pedestrian and passenger. Definitely Treatable Dr. Shulman then told the partici­ pants that "alcoholism is definitely treatable," and described the two phases which he said make up the treat­ ment. The first phase is "detoxifica­ tion," which he described as the "process of getting a person from the drinking state ia a point where alcohol is no longer in the body and he is rela­ tively healthy." He stated that this phase "deals with the physical, the body," and can be given in a medical or non-medical environment. The second phase of the treatment, and just as important, is the rehabilita­ tion. This phase. Dr. Shulman said, "deals with the head," and its objective is to get the person to a "point where he won't drink again." The overall goal of treatment, he continued, is to get the alcoholic "not only to stop using it, but to go beyond that point. To get him to lead a positive life style." However, the speaker went on, even though "we know how to treat this disease^" he admitted that there were some obstacles which prevent a successful fight against alcoholism in many cases. He said one was the mistaken belief that all alcoholics are "skid row bums," and Dr. Gerald Shulman The overall goal of treat­ ment is to get the alcoholic "not only to stop using it, but to go beyond that point. To get him to lead a positive life style." that this stereotype hurts treatment be­ cause many alcoholics who are not "skid row bums" think that their drink­ ing problem is "not that bad." He said another obstacle was usage of the term "reformed alcoholic," be­ cause we "have to think of alcoholism as a disease, and sick people do not 're­ form'—sinners reform." He also stated that another attitude which was harmful was the "feeling of masculinity, this attitude of 'be a man and drink a lot'." One other major obstacle to success­ ful treatment, Dr. Shulman said, Is that the alcoholic Is frequently "protected by close friends and relatives under the belief that we are helping them." He stated that this "collusion by people was often unintentional," but just as harmful. Also, he told the audience that be­ cause denial is one of the major symp­ toms of the illness, "you can't wait for the alcoholic to ask for help, or say it's 'none of my business'." He went on to note that "alcoholics don't want to be in treatment, they have to be pushed into it. 'Shotgun' ways to treatment do work." In conclusion, he said that "igno­ rance" is a major problem in dealing with alcoholism. "Some people," he continued, "think the problem is in the bottle. It's not. You cannot separate the alcoholic from the bottle, and his belief in the bottle. It's all part of the prob­ lem." Page 15 �If,-! (-•. • :• ':'is Bill Hibbert (far left), director of the SlU Alcoholism Rehab Center, explains some details about the Center's program for (I. to r.): Ted David, representative. Inter- J •f --•• DM u _j9 ^/i m ^ .-i • x /. ^2X?S^ Seminar Participants Take Guided Tour of l/U Alcoholism Rehabilitation Center k;-, • ' I ;, , Looking over scale model of Rehab Center and Juanlta Kirkwood (2d left) Rehab Ppntpr administrative Piter to brea^teg for limcli on Saturday, all die participants were given a guided tour of the SIU Alcoholic Rehabilitation Center which is located on the rolling greens of the HLS VaUey Lee Farm. The Center*s focilities are housed in a comfortably^ modernized 100 yearold house which Is situated on a 1,000 acre farm across the river from HIEU^ Lundebeig ScliopL r I. All those attending the seminar were taken around the pr«nises by a member of The Center's staff. The facilities actually consist of two buildings, one where the clients who are there for treatment gather for therapy and counseling, and die other which serves as a donnitory where the men reside. Downsfoirs in the main building is a lai^e conference room where die clients eat all their meals together with the counselors and staff. This room is' also utilized for group lec­ tures and weekly Alcoholics Anony­ mous meetings. Adjacent to the con­ ference room is a series of smaller rooms, one of which is used for group therapy, and the others where the clients go for individual counseling with both Seafarer and professional counselors. Upstairs in the main building is an office for The Center's Director, a room for medical examinations, and added living quarters for more clients. Present, The Rehab Center is able to accommodate 14 clients at one time for treatment, but there are plans for esqianding the facilities. Located next to the main farm­ house is die '^bunkhouse," or dor­ mitory, where the clients n^e while ttey are receiving treatment The rooms are qiiudcms and comfortable. There is also a recreation room located in diis biulding. During the six-week period diat the client i^pmids receiving treatment, he has a full schedule each wedcday from 8 a.m. to 5 p.m. In the morning there are physical examinations, fol­ lowed by group educational lectures and thra woric dierapy. The afternoon schedule consists of individual counseling and group ther­ apy. While they are at The Rehab Center, the men are encouraged to keep a **Feelings Book," a diary of dieir activities of die ^y and how diey felt about them. The SIU Alcoholic Rehabilitation Center provides an excellent oppor­ tunity for any Seaforer with an alco)Rsm problem to receive treatment and start on the road to recovery. The Center is manned by a profes­ sional staff, trained and experienced in dealing with the problems of alco­ holism, vriio are there to give guid­ ance and counseling. There are also Seaforer counsel­ ors—recovered alcoholics themselves —who are present to give help and enconragement. And, there are other Seafarers who are trying to recover from this disease, who help each odier and understand each other's problems. The Rehab Center is available to all SIU members. All information is kept strictly confidential. The goal of this program is to help the alcoholic Seaforer resume a normal life without alcohol, rebuild bis mind and his body, and lead a happy, productive life once again. g-f../. ¥ 5?'« .tl V4 „ X. X..« Represent,ng the port of S_an Fra_ng,sco are, from (l,,to r.)i Delegate Bill Bellinger: Port Agent Steve Troy, and Delegate Enos Allen. .;.SI Attending the seminar from the port of Houston are from fl to r V Delegme Ted (Bo) James; Delegate Herman Butts; SIU Repri Representing the port of Philadelphia are from (I. to r.): Delegate sentative Mickey Wilburn, and SIU Vice President Paul Drozak. Philip Muss; Port Agent John Fay, and Delegate Arthur Raio. ' Attending seminar from New Orleans are from (I. to r.): Delegate Ted Kross; Port Agent Buck Stephens, and Delegate Robert Johnson. Pm ! MK««1 f Sir's , ''Mi J'l-L., .;# • '' V Representing the port of Mobile at the seminar are, from (I. to r.): Delegate Ben Huggins; SIU Representative Harold Fisher, and Delegate Bernard Burns. Page 16 _ 'I . /I.- -'Mi 1 I Attending the seminar from the port of New York are, from (I. to r.): Delegates Richard ...x, port of Baltimore at the ...... seminar are, from Representing the Adamson and William Reid; SiU Representative George McCartney, and Port Agent Leon Attending the seminar from the port of Detroit are, from (I. to r.): Port Agent Jack Bluitt; and (I. to r. standing): Delegates Leo Koza and Earl Rogers, and • . Delegates Lec Godley and Edward Lombardi. (seated) Port Agent Ben Wilson. Page 17 �McManus: "Tke union's Role in Alcokolism' John J. McManus "Perhaps what we need to have is a National Confer­ ence on this problem, with representatives from labor, management and govern­ ment present." The final guest speaker on Saturday afternoon was John J. McManus, rep­ resenting -the AFL-CIO Department of Community Services. McManus spoke to the participants on "the Union's Role in Alcoholism." McManus informed the audience about what the AFL-CIO is doing in the area of alcoholism through its De­ partment of Community Services. He said that the Federation has over "200 people representing all workers," in its Community Services Department who make up many "community service committees." He stated that the Federation, through these committees, was working in many cities with local Alcoholics Anonymous groups and other alcoholic rehabilitation programs in an effort to assist any union members who have a problem with alcoholism. McManus called the .various com­ mittees involved in this work "delivery systems" which have been formed in 25 different, communities put of the local central labor councils of the AFL-CIO. He said that these "delivery systems" would also be expanded, and that the Federation is seeking ways to improve its community services. In relation to the SIU and Seafarers, McManus urged '^anyone here or In your union" to take advantage of these community services if "he needs help with an alcoholism problem." He said dmt many of the 25 communities were located in port cities throughout the country and were easily acces^hle for members. McManus concluded his remarks by suggesting that "perh^s what we need to have is a National Q>nference on this problem, with representatives from labor, management and government present." He noted that the purpose of this conference would be to "put forth rec­ ommendations, and to say 'where do we go from here' in regard to this national problem." "An effort should be made," he said, to get national cooperation among the many different alcoholic programs in existence. Ray; "Management's Role in Alcokolism" On Sunday morning the seminar resumed as all the participants recon­ vened in the auditorium of the Zimmer­ man. The first speaker of the day was SIU Vice President Frank Drozak (left) confers with Riley Regan, guest speaker and a consultant for the National Institute on Alcohol Abuse and Alcoholism. James Ray, Task Administrator of the National Council on Alcoholism in Washington, D.C., who addressed the audience on "Management's Role in Alcoholism." Ray told the delegates that although both he and the other speakers at the seminar had been working in the field of alcoholism for a number of years, "there are no real experts in this field— we're all still learning." He then went on to describe what he. felt were the key objectives and goals of a succesful alcoholic rehabilitation program. He said that any alcoholism program in industry should "focus on job performance" in determining the extent of a worker's alcoholic problem, and he stressed the importance of co­ operation between labor and manage­ ment in setting up a successful program. "A program jointly-entered into be­ tween labor and management," Ray stated, "will succeed four times as much as only a unilateral program, either labor only, or management only." Ray told the assembly that the key to a successful rehabilitation program is to "reach people early." He cited, as did a previous speaker, the statistics noting that on the average, alcoholics die 12-15 years earlier than other peo­ ple. He said in order to prevent the long term addiction that could result, it was important to rehabilitate an alcoholic "as early as possible." Reach One Percent Pointing out that statistics show that in any one group, be it the employees of a company or the members of a union, anywhere from five to eight per­ cent are alcoholics, Ray said that the "goal of your program should be to reach about one percent of your mem­ bership a year. That would be con­ sidered a successful program. The bot­ tom line," he concluded, "is how many people are you helping?" James Ray "A program jointlyentered into between labor and management will suc­ ceed four times as much as only a unilateral program." Re^an Speaks on "Occupational Programs" for tke Alcokolic Riley Regan "You have special needs for your organization. You must develop a program which will suit these needs." Page 18 The second speaker on Sunday was develop a program which will suit Riley Regan, a Consultant for the Na­ these needs." tional Institute on Alcohol Abuse and He then went on to discuss what Alcoholism, who addressed the group . he called the "Components of a Pol­ on "Occupational Programs." icy," which he said must be a "writ­ Regan described for the participants ten program, specifically spelled out, some of the other alcoholic rehabilita­ so there will be no questions concern­ tion programs for which he had served ing the rules and regulations of any as a consultant, notably at companies program you set up." such as Bethlehem Steel and General Echoing the theme of a previous Electric. But, even though these pro­ qieaker, Regan said that such a pro­ grams are successful, he said, they gram should be "negotiated together would probably not be suited for the between labor and mam^ement," in needs of the SIU and its membership. order to insure its success. He also stated that it should be "specific to Sea­ "1 don't think these types of pro­ farers, set up by Seafarers, because you grams would work for your Union," know your population better than any­ he said. "As should be obvious by the one." discussions here since this seminar be­ gan," he continued, "you have special After relating some personal experi­ needs for your organization. You must ences and problems he himself had in the area of alcoholism, Regan briefly touched upon the importance of edu­ cating people when it comes to dealing with this problem. He said that the "whole field of alcoholism is dependent upon education." Encourage Referrals Regan concluded his remarks by making one suggestion which he said "might make it easier for the program you're trying to set up down here." He said that "you should encourage voluntary referrals," and that the bMt way to do this was to set up "drop-in centers in your port cities where people can come in and ask where they can get help with a drinking problem." He said that these centers could work in conjunction with The Rehab Center in Piney Point. Seafarers Log �s Weisman Summariizjes and Piraises peminar The final guest speaker of the semi­ nar was Dr. Maxwell Weisman, the Director of the Division of Alcoholism Control for the State of Maryland. Dr. Weisman delivered a "Summarization" of the entire seminar for the partici­ pants. Dr. Weisman began his remarks by congratulating the SIU, as many of the previous speakers had done, for holding the seminar and, in effect, rec­ ognizing that a problem exists and then making an attempt to solve it. "It is the first time to my knowl­ edge," he said, "that a union has undertaken this type of program." Although he stated that there has been some progress made in this field in recent years. Dr. Weisman also said that he was disappointed about the lack of progress in other ways. "I have to admit to you," he told the audience, "that psychiatry especially has had a poor 'track record' in dealing with the problem of alcoholism." One of the chief problems in trying to fight alcoholism, he stated, is "at­ titude." He went on to say that this "attitude," particularly among Ameri­ cans, has done much harm in dealing with alcoholics. Dispel Myths "We are victims of the attitude which society has inculcated into us," he asserted. "One of the chief 'myths' that we must dispel is that the alco­ holic is a 'hopeless case.' This is un­ true. When a person quits drinking, much of his body bounces back. We have tremendous resiliency." After noting that "you don't really have to be a doctor to recognize the alcoholic syndrome," Weisman listed the "three factors which are possible causes of alcoholic addiction." He warned the delegates however, that "we really don't know the capses of alcoholism, there are a number of theories." The first factor Weisman said "might be a biological or physiologi­ cal basis. In other words, some people, just by their biological make-up, are more susceptible to alcoholism," The second possible cause is a "psycohlogical basis, the upbringing of the in­ dividual." And, the third is a "socio­ logical or cultural basis." Although he noted that these three factors could combine to cause an al­ coholism problem, they also could be decisive alone. And, he stated "in any individual the causes might be weightier in one area rather than an­ other." In conclusion, Dr. Weisman said that he "agreed with much of what has been said here In the past two days. One of the most effective areas of helping alcoholics Is In his job, espe­ cially with joint labor-management programs. With cooperation Fm sure that we can he more successful here than In any other single area." Dr. Maxwell N. Weisman "One of the chief myths that we must dispel is that the alcoholic is a 'hopeless case.' This is untrue." Participants Break Up Into Gronps Throughout the weekend seminar, interspersed between speeches by the invited guests, all the participants divided up into seven different groups to discuss not only the problems in dealing with alcoholism, but to par­ ticipate in "give-and-take sessions" and make suggestions and recommen­ dations in regard to the Alcoholic Re­ habilitation Program the SIU is run­ ning. Each group, consisting of from 1215 people, had a group "leader" whose job it was to spearhead the discussions and answer any questions. Six of the groups were led by the guest speakers for the weekend: Dr. LeClair Bissell; Dr. Gerald Shulman; John McManus; James Ray; Riley Regan, and Dr. Maxwell Weisman. The seventh group was led by Ken­ neth McCusker, Program Director of the Division of Alcoholism Con­ trol for the State of Maryland. Riley Regan (left, center), leader of Group II explains a point to the. other members of his. group, Although no formal recommenda­ tions by any of the groups were sub­ were present in each group to par- some of the discussions held in a few group was told by Dr. Shulman, its leader, that alcoholics "have a high mitted to the seminar as a whole, ticip'ate in the discussions and take of the groups, Group II spent time in its Saturday degree of tolerance to begin with, and members of the HLS and The Rehab note of any suggestions made by the delegates. afternoon sessions discussing the high then it goes way up, then after a Center staff, and others who will have What follows is just a sampling of degree of tolerance of alcoholics. The period of time drops way below that a hand in developing the program. of normal people." The group was also informed of the dangers of "cross tolerance," where an alcoholic can become ad­ dicted to other drugs without ever having taken them. This occurs be­ cause the alcoholic has such a high degree of tolerance for alcohol that his system x:an easily accept drugs similar to alcohol. There was also a discussion of the necessity of establishing definite rules and regulations for any alcoholic rehab program wliich the SIU devel­ ops. Some of the areas involved are setting iip a good, practical system for referrals, that is, getting men into the program; deciding how many times a man can be readmitted into the program if his drinking continues after being initially released, and de­ termining if a ipan is an alcoholic even if his job performance does not so indicate. Continued on Page 20 Members of-Group IV discuss suggestions for implementing best possible rehab program at Piney Point. Special Supplement ' Page 19 �I i nSEAFARERS LOG February, 1976 Oinelal ynbUcatlMi 9§ th« SBAFARBIIS UinilNATlONAL UNION • AUaatic, OaU, LafcM and laUnd Watara Dlatrtet* ArL-CIO Participants Break Up Into Gronps .mContinued from Page 19 vince them that they can be helped as he was." pr: Rl" Group III discussed the problems in dealing with a "very strong denial Change Life Style factor." It was suggested that a "pro­ file with warning signals" might be The possibility of trying to "change established to determine if a person the seamen's life style toward drink­ has the symptoms of an alcoholic ing" was also discussed. Many of the even if he continues to deny it. members in this group agreed that The group discussed the best ways the seaman's life "revolves around to get members into the program, and gin mills" and it was perhaps time one of the members in the group who to get him interested in other things is currently a client at The Center, when he goes ashore. In relation to said he thought the "best advertise­ this, one member said that a major ment for the program is the man who problem • was that "alcoholism has goes through it. He can approach been glamorized by films, and com­ others with a problem and try to con­ mercials, and the public, including SlU Alcohol Rehabilitation Center I Members of Group I listen as Dr. LeClair Bisseli, Chief of the Smithers Alco­ holism and Treatment Center at Roosevelt Hospital in New York, and group leader, explains the factors of the "Alcoholic Syndrome." I am interested in attending a six-week program at the SIU Alco­ holic Rehabilitation Center. I understand that this will be kept strictly confidential, and that no records or information about me will be kept ^ywhere except at The Center. Name Book No. Address (Street or RFD) (City) Mail to: THE CENTER Star Rente Box 153-A Valley Lee, Maryland 20692 (State) (Zip) wn j seaman, have been 'sitting ducks' for this for years." Group V discussed the necessity for expanding the present facilities at The Rehab Center to accommo­ date more clients. They reached the conclusion that the port agent could be of great help when it came to get­ ting men into the program. Two or three SIU port agents were members of this group and they agreed that they knew just about all the members who ship out of their ports and which ones might have a driiiking problem, so they thought this was an excellent suggestion. The problem of keeping a man oiff the bottle when he returns to the ship was also discussed. Almost everyone agreed that it would take the coopera­ tion of the rest of the crew to "monir, tor" a recovered alcoholic and help him in any way possible to stay away from alcohol. The remaining four groups held discussions very similar to the ones described here. The participants in, all the groups were virtually unani­ mous in agreeing that they had learned much and even had con^ tributed a lot by taking part in the various sessions. Seminar Ends Witk Departing Ckallende From Hall SIU President Paul Hall closed the historic weekend seminar by issuing a strong call for action and cooperation from "everyone in the SIU," in estab- PaulHaU "It is up to us to reach the guy who is an alcoholic and get him to upgrade himself as a human being." fishing a successful alcoholic rehab pro­ others." President Hall said that "we are start­ gram, and telling the audience that "it The SIU President said that he felt ing out in a new area, and it's a rough is time we all did something about this alcoholism is "really one more prob­ one. For the first time in the history of problem of alcoholism." lem—one more beef. Nothing more, sailors we're doing something about Hall, in delivering a final "Departing nothing less." Then, after briefly touch­ this. In 200 years we've never written Challenge" to a crowd of about 125 ing on the resistance in some quarters or done anything about the problem of people gathered in the Zimmerman's to the expanded educational program alcoholism. We're treading on water auditorium, said that "we have to try which was started five years ago at where we've never treaded before." to take the sailor and turn him around Piney Point he said, "you know prob­ The SIU President called the pro­ on his thinking about it [alcoholism]. lems take all forms, sometimes whiskey, gram a "great challenge, a great op­ To do this," he continued, will take sometimes learning." portunity for us. It is a challenge for "cooperation among everyone, and we the non-drinkers, a chance to be a Up to Us must discuss this issue everywhere—on friend. And, it is a tremendous oppor- ^ board ships, in the union halls, at meet­ Hall told the delegates that it "is up tunity for everyone in our Union who ' ings and wherever we gather." to us to reach the guy who is an alco­ is an alcoholic. I'd say it is an absolute After beginning his remarks by con­ holic and get him to upgrade himself must for the drinkers." President Hall drew a parallel be­ gratulating HLS President Brown and as a human being." He conceded that the "seaman has never had much re­ tween the present attempt to develop a her staff for the "fine progress of this spect" from others, but he asserted "we successful alcoholic -rehabilitation proschool," President Hall told the audi­ have to improve the quality of our­ gram and the emphasis put on the ques- " ence that "this seminar is one of the selves, if we expect to get that respect. tion of safety a few years ago. He stated better things we've ever done, this ef­ How can you expect others to respect that although it took time, the Union, fort to try and help our brothers. We us as people—as a profession," he and the maritime industry in general, are one of the very first unions to at­ asked, "if we don't respect ourselves?" had vastly improved in the area of tempt this type of thing, and I'm glad He said he believed that if "we solve safety aboard ship. we are." the problem of alcoholism, we open the "We must put alcoholism on the Hall told the participants that "we door to solving our other problems." agenda the way safety was put on a few have a bad record on alcoholism, and One of these other problems, he said, is years ago," he stated. "We have to dis­ it is the weakest spot in the history of the high number of broken homes cuss it on the ships and in the Union sailors." He went on to state that "al­ among sailors. "Do you know," he halls." Then he concluded by saying, though there has been some criticism asked the audience, "that the highest "We should all remember that nobody in the past when we have attempted percentage of orphans in any area where is going to help us unless we help our-new programs, I anticipate less criticism seamen live in the country come from selves. I am confident that we'll take on this program then with any of the the broken homes of seamen." this liability and turn it into an asset." �USPHS Hospitals to Stay Open—For Now After a decade of battling to keep U.S. Public Health Service hospitals open, the SIl J inust again prepare to meet another attack — perhaps the strongest ever — against this vital health care system. In 1975 President Ford had vetoed a bill which contained 1976 appro­ priations for Department of Health, Education and Welfare program funds, including the PHS hospital program. It also inclQded a section requiring HEW to certify that it is in compliance with a previous law man­ dating full maintenance and staffing of the hospitals. With the strong support of the SIU and other AFL-CIO unions, both Houses of Congress overrode the President's veto by the required twothird's majority, enacting a bill that reflects Congress' intent to keep the nation's Public Health Service hos­ pitals open. This override, one of the few Con­ gress has been able to carry, was a major setback for foes of the PHS hospitals in both the Administration and in HEW. Thwarted by opposition mounted with our SPAD dollars, HEW of­ ficials and the Administration, just as they have in the past, still continue to refuse to accept the will of Congress and of organized labor that these eight hospitals be maintained. President Ford's latest attack on the PHS hospitals is quite straight­ forward. In presenting his budget request for the fiscal year 1977, he announced that 'legislation will be submitted to transfer to community use or to close the eight Public Health Service hospitals." , This is just what HEW has been trying to do for over 10 years despite the fact that the entire USPHS system (including clinics and hospitals) pro­ vides essential health care for nearly 200,000 Americans at a cost sub­ stantially below that of similar pri­ vate care. So following the Administration's lead with enthusiasm, HEW has been writing to some local and state agenFebruary# 1976 Don't Let This Happen cies in communities that have PHS hospitals asking for their approval to close the hospitals. HEW has tried this before and the SIU has responded by mobilizing allies on both the local level and in Washington to keep the hospitals open. There are many strong supporters of this system in the Senate and House of Representatives who will not be fooled by HEW's argument that closing the hospitals will save the Government money. They realize that the Federal Government would pay more for care of beneficiaries of the PHS system at private or commu­ nity hospitals, that already danger­ ously overcrowded local hospitals would have their patient load in­ creased even further, and that local communities would lose the import­ Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and inland Waters District, AFL-CIO Vol. 38, No. 2 Executive Board Paul Hall • President Cal Tanner Joe Digiorgio Executive Vice President Secretary-Treasurer Earl Shepard Vice-President Lindsey Williams Vice-President Frank Drozak Vice-President PaulDrozak Vice-President gKAFABK«geW>G 389 Marietta Homayonpour Editor-in-Chief James Gannon Managing Editor Ray Bourdius Jim Mele Tony Napoli Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Bill Luddy Associate Photographer Chief Photographer Marie Kosciusko Administrative Assistant George J. Vana Production/Art Director PiihfichAd monthiv bv Seafarers International Union, Atlantic, Gulf. Lakes and Inland Waters Met, AFL-CTO W Ave., Brooklyn, N.Y. 11232. Tel 499-6600. Second class postage paid at Brooklyn, N.Y. SECURITY IN UNITY, February, 1976 ant professional services of the PHS hospitals. In addition, the SIU has always pointed out that Seafarers and the rest of the nearly 200,000 benefici­ aries of the entire PHS system would not receive the priority care at com­ I munity-oriented hospitals they now get at PHS facilities. Although HEW may not realize it, quick medical treatment is vitally important for a merchant seaman who often has only a few hours be­ fore his ship leaves port. If he must wait on a long line in a community hospital, this professional sailor will be left with only two choices—he can miss his ship or he can gamble on waiting to get proper care until his ship, which will take him far from any professional medical care, puts into another port. With President Ford's announce­ ment that he will seek to close down the PHS hospitals, HEW has gained a strong ally in their fight to end the 200-year tradition of U.S. Govern­ ment hospitals for merchant seamen. But the SIU, supported by a uni­ fied membership that understands the need for political action and by many good friends in Congress, local gov­ ernment and the trade union move­ ment, is also strong. The preservation of the PHS hos­ pitals has always been given top pri­ ority by the SIU and so far, we have been able to force HEW to continue operating and maintaining this im­ portant health care system. The override of the Presidential veto is proof of the support we can rally to protect these eight hospitals. We will continue to rally this support in order to fend off this latest in a long line of attacks against these vital maritime institutions. Letters to the Editor CHARLCSW MORGAN i HISTORIC PRESERVA Credits Log For Saving a Lite Today while reading my November issue of the Log, I came upon an article on the Heimlich Maneuver to save a choking victim. It made me realize that 1 owe you a letter of profound thanks. Several months ago I read the story in the Log as to this method to save a choking victim. My wife and I were with a church group visiting the United Nations Building in New York on Nov. 11. Our group was having lunch, sitting at tables along the windows in the delegates' dining room. My wife was on my left and another of our group was opposite us. We were eating our dessert when my wife hit my left side hard. When I looked at her, I saw her eyes were full of fright and staring. Luckily I ralized she was choking and recalling the story I read in the Log I jumped up, pushed the chairs of the two other diners behind us out of the way, got behind my wife and performed the maneuver as written in the article. Thank God it worked, as a piece of the pastry she had been eating popped out of her mouth. This happened so quickly that the lady opposite us was astonished. The people behind us, though, realized why I had pushed their chairs away and another lady at a table ahead of us also saw what had occurred. So you see, if it hadn't been for the Log and that article, my wife probably would have choked to death. Thank you for both of us. You can truthfully say, the Log did save my wife's life. FratemaUy, Capt. William J. Hart, Ret. Wilmington, Del. Page 21 �New SIU Pensioners }• Nils H. Richardson, 75, joined the SIU in 1938 in the port of Baltimore sailing as an AB and bosim. Brother Richardson sailed 60 years and dur­ ing four wars. He was on the picket line in the 1946 General strike, 1947 Isthmian strike and the Eastern and Gulf Sailors Assn. strike in Balti­ more. Seafarer Richardson was also a member ci the ISU in 1928 mid the National Sailors and Firemens Union of Great Britain and Ireland from 1917 to 1920. Bom in Fredrikstad, Norway, he became a U.S. nat­ uralized citizen after he came here in 1920. He writes poetry and col­ lects photos and newspaper clippings for his scrapbook. He's a resident of Riviera Beach, Md. with his wife, Ida. Sylvester S. "Zygie" Zygarowsld, 70, joined the SIU in 1945 in the port of New York sailing as a chief steward. Brother Zygarowski re­ ceived a 1960 SIU Personal Safety Award for sailing aboard an acci­ dent-free ship, the SS Maiden Creek. He is a pre-World War II veteran of the U.S. Navy. Seafarer Zygarowski was bom in Chicopee, Mass. and is a resident of Yokohama. Glen H. Whitehead, 69, joined the SIU in the port of Toledo sailing as a fireman-watertender. Brother Whitehead sailed 19 years. He was born in Roberton, Ohio and is a resident of Toledo. Personals John J. Eavanagh Please call the editor of the Seafarers Log at (212) 499-6600, ex. 242. Wllllam Brack Your wife requests that you contact her at 118 MacDougal St., Apt. 17, New York, N.Y. 10012. Julius Markham Mrs. Jerome Kiefer requests that you contact her at 218 St. Louis Way, Van­ couver, Wash. 98664. Paul Frankmanm John McClure asks that you contact him at 5520 Trotwood Dr., Orlando, Fla. 32809. Salvator Joseph Alpedo Leonora G. Luongo requests that you call her as soon as possible at (603) 887-3925 or contact her at RFD #1 Box 241AA, Chester, N.H. 03036. Fredrick Fomlch Mrs. Fredrick Fomich requests that you contact her as soon as possible at Ancora Hospital, Ancora, N.J. John E. Kniess Robert S. Kniess requests that you contact him as soon as possible at 3122 W. Monte Vista, Phoenix, Ariz. 85009. Politics Is Porkchops •O'S • \ .• • { t. Donate to SPAD Page 22 William H. Rhone, 61, joined the SIU in 1939 in the port of Mobile sailing as a chief steward for 34 years. Brother Rhone sailed 43 years, was in the first graduating class of the Union's Steward Upgrading School in 1962 and served picket duty in the Robin Line strike the same year. He attended Alabama State Teachers Junior College in Mo­ bile in 1939 and also ran two success­ ful businesses. Born in Pensacola, Fla., he is a resident of Baltimore. William L. Rackley, 59, joined the SIU in 1949 in the port of New York sailing as a chief steward. Brother Rackley sailed 40 years and during the Vietnam War. He was on the picket line in the 1961 Greater N.Y. Harbor strike. Bom in North Caro­ lina, he is a resident of Bayonne, N.J. Edward V. Webb, 49, joined the SIU in 1943 in the port of Mobile sailing as a chief cook. Brother Webb sailed 33 years. He was born in Mobile and is a resident of San Francisco. Edward F. Lessor, 65, joined the SIU in 1945 in the port of Boston sailing as a bosim. Brother Lessor sailed 31 years. Bom in Vermont, he is a resident of West Hartford, Conn. Carl H. West, 63, joined the SIU in the port of Duluth in 1964 sailing as a fireman-watertender. Brother Webb sailed 43 years. He was born in Jackson, Ohio and is a resident of Ripon, Calif. Joseph Suarez, Jr., 62, joined the SIU in 1949 in the port of New York sailing as a bosun. Brother Suarez sailed 28 years. He was bora in Louisiana and is a resident of New Orleans. Wong M. Sing, 63, joined the SIU in the port of New York in 1962 sailing in the steward department. Brother Sing sailed 21 years and during the Korean War. He received a Union Personal Safety Award in 1960 for sailing aboard an accidentfree ship, the SS Fairport. Bom in Ningpo, China, lie has been in the U.S. since 1948. Seafarer Wong is a resident of San Francisco. Ernest C. "Andy** Anderson, 66, joined the SIU in the port of New Orleans sailing as a bosun. Brother Anderson sailed 45 years and is a pre-World War II veteran of the U.S. Navy. He was bom in Jacksonville and is a resident there. Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid Dec. 25,1975-Jaii. 21,1976 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras > Surgical Sickness & Accident @ $8.00 ........ Special Equipment Optical Supplemental Medicare Premiums .... DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits Im Hospital Surgical Maternity Blood Transfusions Optical Number MONTH TO DATE Amount YEAR TO DATE MONTH TO DATE 5 1,530 533 3 1 4,873 1 119 19 5 1,530 533 3 1 4,873 1 119 19 $ 21,164.55 1,530.00 1,599.00 104.99 250.00 38,984.00 392.20 3,541.39 1,706.00 $ 21,164.55 1,530.00 1,599.00 104.99 250.00 38;984.00 392.20 3,541.39 1,706.00 268 58 62 15 1 95 268 58 62 15 1 95 62,589.13 2,452.90 9,620.00 5,000.00 25.50 2,556.06 62,589.13 2,452.9P 9,620.00. 5,000.00 25.50 2,556.06 YEAR TO DATE •» /- PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses .. Surgical Optical Blood Transfusions Special Equipment Dental '. Supplemental Medicare Premiums 6 138 82 11 50 6 138 82 11 50 21,000.00 28,290.93 2,983.06 767.00 981.53 21,000.00 28,290.93 2,983.06 767.00 981.53 38 38 1,498.60 1,498.60 8 8 2,679.12 2,679.12 7,916 28 1,518 9,462 7,916 28 1,518 9,462 209,715.96 24,000.00 667,987.93 $901,703.89 209,715.96 24,000.00 667,987.93 $901,703.89 • SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan ............ Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Wejfare, Pension & Vacation Seafarers Log �SS Carolina Pays Off, Holds Meeting in Port of Baltimore Photo left, Recertified Bosun Julio Delgado (seated center) ship's chairman of the containership SS Carolina (Puerto Rico.Operators) with the Ship's Commit­ tee of (seated I. to r.): Engine Delegate Luis F, Rivera and Deck Delegate Walter Kohut. In the back row (I. to r.) are: Educational Director Robert La Gasse; Chief Steward Sid Berger, secretary-reporter, and Steward Delegate Franklin Hively. The ship paid off in the port of Baltimore's Dundalk Marine Terminal on Jan 23. At right, Atlantic Coast Vice President Earl (Bull) Shepard (seated rear center) holds a meeting in the ship's messhall. Bosun Delgado is (standing) at his left. The Carolina is on the run to the port of San Juan. 2 Get Their 1st Pension Checks Alcoholism: A Major Problem Today 2^ SID Representative Joe Sacco (left) gives retiring Seafarer King Sea Koo a handshake and his first pension check as Seafarer Ah S. Wong (right) flashes hris benefit check at the monthly membership meeting in the port of San Francisco. Alcoholism is a major problem. One out of every 10 Americans who drink has a serious drinking problem. Alcoholism is a disease. It can be treated. Drugs Mean Loss of Seaman's Papers H yea are convicted of poiwarioa of my iUcgel drag licroia, ImbitBlates, qpeed, LSD, or even HMnQmnwi iiic U.S. Coast Gnard wfll revoke yonr seaBMBi papers, wtdMHrt appml, FOREVER. That ateans that yon lose for the rest of yonr Hie the rfiht to uuke a Hvh^ by the sea. However, it doesnt qnite end there even if yon receive a siuptndid You nwy ioee your right to vote, your r^t to hold public dBce or to own a gun. You also may lose the opportunity of ever beconriag a doctor, dentist, certiSed public accountant, engtoeer, lawyer, architect, realtor, pharmacht, school teacher, or stockbroker. You may jeppardiae your right to hold a job where you must be licensed or bonded and you may never be able to work for the chy, the county, or the Federal government. IPs a pretty tough rap, but thaPs exactly bow it is and yon caaT do any­ thing about it. The convicted drug user leaves a black mark on his repntathm for the jest of hk life. However, dmgi can not only destroy your right to a good livdflHiod, it can destroy your life. Drug abuse presents a serious threat to both yonr physical and mental heal^ and the personal safety of those around yon. Thb Is especially true aboard ship where clear minds and quick reflexes are essential at aH times for the safe operation of die vessel. DohT let drugs destroy your natural right to a good, happy, productive life. Stay drug free and steer a clear course. February, 1976 Page 23 �r-- jTmal Be|)artumi SIU pensioner Walter S. Whitten, 74, succumbed to cancer in the Mo­ bile Infirmary on Oct. 31. Brother Whitten joined the SIU in 1941 in the port of Mobile sail­ ing as a wiper. He sailed 19 years. Sea­ farer Whitten was bom in Alabama and was a resident of Mobile, Burial was in Pine Crest Cemetery, Mobile. Surviving are his widow. Alma and a brother, W. N. Whitten. IBU pensioner Paul T. Reed Sr., 53, succumbed to lung cancer in the Mobile Infirmary on Nov. 10. Broth­ er Reed joined the Union in 1946 in the port of Mobile sailing as an AB for the Mobile Towing Co. from 1947 to 1975. Bom in Florida, he was a resident of Mobile. Burial was in Pine Crest Cemetery, Mobile. Surviving are his widow, Grace; two sons, Paul and John; a step­ daughter, Ann Capps and his parents, Mr. and Mrs. Thomas Reed. SIU pensioner Placido Aldevera, 63, passed away from natural causes in Metropolitan Hospital, Philadel­ phia on Nov. 16. Brother Aldevera i'l joined the Union in 1938 in the port of Galveston sailing as a chief cook. He sailed 40 years. Seafarer Aldevera was born in the Philippines and was a resident of Phila. delphia. He was a U.S. naturalized citi­ zen. Interment was in Mt. Mariah Cemetery, Philadelphia. Surviving are a brother, Basilio of Guadalupe Cebu City, P.I. and a sister, Canuta of Cercer, Cebu City, P.I. Harold E. White, 55, died of a heart attack in Houston on Oct. 2. Brother White joined the SIU in the port of New York in 1953 sailing as an AB. He sailed 33 years. Seafarer White was a veteran of the pre-war and World War II U.S. Army. A native of Crosby, Tex., he was a resident of Houston. Interment was in Laurel Land Cemetery, Fort Worth, Tex. Surviving are his parents, Mr. and Mrs. Jesse E. White; a brother, Thomas of Fort Worth and a brother-in-law, Edward Williams. Donald B. An­ drews, 48, died on Nov. 9. Brother Andrews joined the SIU in the port of Duluth in 1971 sail­ ing as an oiler for Kinsman Marine Steamship Co. He was a U.S. Army veteran of World War II. Bom in South Dakota, he was a resi­ dent of Duluth. Surviving are his widow, Jane; three daughters, Cynthia of Duluth, Sandra and Laken and a sister, Mrs. Willard Voit of Sauk Rapids, Minn. Robert J. Stew­ art, 49, expired on July 14. Brother Stewart joined the SIU in the port of Duluth in 1965 sail­ ing as an AB for the Gartland Steamship Co. and for the ^ Reiss Brothers Co. from 1964 to 1967. He sailed 33 years. Bom in Buffalo, he was a resident there. Surviving are his widow, June; two sons, James and Rus­ sell; two daughters, Mrs. William J. Lee and Deborah and a brother, David, of Buffalo. Juan Feliciano, 51, died on Nov. 5. Brother Feliciano joined the SIU in the port of New York in 1965 sail­ ing as engine main­ tenance. He sailed 29 years and was on the picket line in the N.Y. Harbor strike in 1961 and the 1963 beef. A native of Puerto Rico, he was a resident of New York City. Surviving are his widow, Emelia; two sons, Wilfredo and Miluono and three daughters, Mrs. Juanita Agrant of New York City, Sonia and Judy. Pedro "Pete" Guzman, 68, died on Oct. 26. Brother Guzman joined the SIU in 1943 in the port of Boston sail­ ing as a cook. He sailed 32 years and walked on the picket lines in the 1961 N.Y. Harbor strike and the 1962 Robin Line strike. Born in Puerto Rico, he was a resident of Brooklyn, N.Y. Surviving are his widow, Belen of San Juan; three sons, Pedro, Joseph and William and six daughters, Maria, Annabelen, Katherine, Gloria, Margaret and Luzelenia. John T. Mills, 69, died of a heart at­ tack in the USPHS Hospital, Norfolk on Oct. 22, Brother Mills joined the SlU-affiliated IBU in the pprt of Nor­ folk in 1968 sailing as a deckhand for Gulf Atlantic Tow­ ing Corp. from 1965 to 1968 and for Curtis Bay Towing Co. from 1969 to 1975. He was bom in Fairmount City, Pa. and was a resident of Chesapeake, Va, Interment was in Chesapeake (Va.) Memorial Gardens Cemetery. Surviv­ ing is his widow, Dorothy. SIU pensioner Joseph W. Hender­ son, 79, expired of arteriosclerosis in . . the Pasadena I : . (Calif.) Rehabilita­ tion and Convales­ cent Hospital on June 4. Brother Henderson joined the Union in 19'38 in the port of Mobile sailing as a chief steward. He sailed 30 years. A native of Virginia, he was a resident of Pasa­ dena. Cremation took place at the Mt. View Crematory, Altadena, Calif. Sur­ viving are his widow, Johnnie Mae and a daughter, Kay. • Page 24 James T. Smart, 45, died on Nov. 18. Brother Smart joined the SIUaffiliated IBU in Port Arthur in 1970 sailing as a deck­ hand and captain for the Higgman Towing Co. of Orange, Tex. from 1957 to 1967, Sabine Towing Co. from 1967 to 1969, for Slade Towing Co. in 1972, and for Marine Fueling Service Co. from 1969 to 1975. He was a veteran of the post-World War II U.S. Navy. Bom in Leander, Tex., he was a resi­ dent of Port Neches, Tex. Surviving are his mother, Mrs. Effie Whilley of Georgetown, Tex. and his father, O. H. Smart of Austin, Tex. IBU pensioner Harry Oliver, 65, died of a lung hemorrhage in the USPHS Hospital, New Orleans on Oct. 16. Brother Oliver joined the Union in the port of Detroit in 1961 sailing as a lineman for Dunbar & Sullivan from 1956 to 1958 and for the Great Lakes Dredge & Dock Co. from 1958 to 1974. He sailed 34 years. Born in Alpena, Mich., he was a resident of Rockledge, Fla. Burial was in Brevard (Fla.) Memorial Park Cem­ etery. Surviving are his widow, Alice; two sons, Frank and Gary; three grand­ sons, Tim, Frank and Gary and a granddaughter, Alice. IBU pensioner Vaino E. Fonsell, 71, passed away in Aland, Finland on Nov. 2. Brother Fonsell joined the Union in the port of New York in 1960 sailing as a mate and deckhand for the New York, Hart­ ford and New Haven Railroad from 1944 to 1947 and for the N.Y. Dock Railroad front 1947 to 1961. Seafarer Fonsell was born in Finland and was a resident of Aland. Surviving are two brothers, Arron of Brewer, Me. and Felix of Aland. SIU pensioner Joseph V. Perry, 65, succumbed to heart failure in the Paul Oliver Memorial Hospital, Frankfort, Mich, on Nov. 15. Brother Perry joined the Union in the port of Elberta, Mich, in 1954 sailing as an AB for the Ann Arbor Railroad Ferrys from 1965 to 1967. He sailed 46 years. A native of Maywood, Mich., he was a resident of Frankfort. Interment was in Benzonia Township Cemetery, Benzie County, Mich. Surviving are his widow, Evelyn and a son, Fred. IBU pensioner Guy B. Wills, 70, succumbed to pneu­ monia in the New Port Convalescent Center, New Port Richey, Fla. on Oct. 30. Brother Wills joined the Union in the port of Philadelphia in 1961 sailing as a mate and captain for the S.C. Loveland Co. from 1948 to 1960 and for the Interstate Oil Transportation Co. from 1960 to 1972. He was bom in Florida and was a resident of New Port Richey. Burial was in Meadowland Memorial Gardens Cemetery, New Port Richey. Surviving i^ his widow, Gertmde. Fnrman P. Hipp, 60, died on Nov. 27. Brother Hipp joined the SIU in 1943 in the port of New York sailing as a bosun. He sailed 32 years. Seafarer Hipp was born in Greenwood, S.C. and was a resident of Glen Burnie, Md. Surviving are his widow, Betty; a son, Lewis and a daughter Joan. SIU pensioner Harold F. Taylor, 81, passed away on Sept. 9. Brother Taylor joined the Union in 1938 in the port of New York sailing as a fireman - watertender and deck engineer. He sailed 43 years and was a veteran of th^ World War I U.S. Navy. Born in East Boston, he was a resident of Boston. Surviving are his widow, Kikue; his mother, Eleanor of Roxbury, Mass. and a sister, Mrs. Peter La Croix of Boston. Daniel H. Bishop, 56, died on Nov. 30. Brother Bishop joined the SlU-affiliated IBU in the port of New Or­ leans in 1961 sail­ ing as a tankerman and deckhand for National Marine Service from 1969 to 1975. He sailed 28 years starting in 1941 and was a veteran of the preWorld War II U.S. Army. Born in Freeport, Fla., he was a resident there. Surviving are his widow, Ocie; a daugh­ ter, Judy and a stepdaughter, Georgiana Bailes. R. Ralph C. Rafferty, 62, drowned with 30 shipmates when the SS Ed­ mund Fitzgerald sank in Lake Supe­ rior on Nov. 10. Brother Rafferty joined the SIU in 1963 in the port of Cleveland sailing as a chief steward. He sailed 37 years. Born in Toledo, he was a resident of Perrysburt, Ohio. Surviving are his widow, Brooksie; a son, Randall Wil­ liamson and a daughter, Pamela. John D. Chelton, 77, passed away on Nov. 3. Brother Chelton joined the SlU-affiliated IBU in the port of Balti­ more in 1957 sailing as a mate and captain for the Harbor Towing Co. from 1954 to 1969, Transit Oil Co. from 1971 to 1972 and the Norfolk Towing and Lighterage Co. from 1972 to 1973. He was born in Marion, Md. and was a resident of Painter, Va. Sur­ viving are his widow. Novella and a daughter, Mrs, Martha Northom. Seafarers Log • ••'•J �1 Jftnal Bepartumi SIU pensioner Walter S. Whitten, 74, succumbed to cancer in the Mo­ bile Infirmary on Oct. 31. Brother Whitten joined the SIU in 1941 in the port of Mobile sail­ ing as a wiper. He sailed 19 years. Sea­ farer Whitten was bom in Alabama and was a resident of Mobile, Burial was in Pine Crest Cemetery, Mobile. Surviving are his widow. Alma and a brother, W. N. Whitten. I'^I ' I' s . }f L? I - ? r' • I •'' I'' IBU pensioner Paul T. Reed Sr., 53, succumbed to lung cancer in the Mobile Infirmary on Nov. 10. Broth­ er Reed joined the Union in 1946 in the port of Mobile sailing as an AB for the Mobile Towing Co. from 1947 to 1975. Bom in Florida, he was a resident of Mobile. Burial was in Pine Crest Cemetery, Mobile. Surviving are his widow, Grace; two sons, Paul and John; a step­ daughter, Ann Capps and his parents, Mr. and Mrs. Thomas Reed. SIU pensioner Placldo Aldevera, 63, passed away from natural causes in Metropolitan Hospital, Philadel­ phia on Nov. 16. iM. Brother Aldevera I'i joined the Union in 1938 in the port of Galveston sailing as a chief cook. He sailed 40 years. Seafarer Aldevera was born in the Philippines and was a resident of Phila. delphia. He was a U.S. naturalized citi­ zen. Interment was in Mt. Mariah Cemetery, Philadelphia. Surviving are a brother, Basilio of Guadalupe Cebu City, P.I. and a sister, Canuta of Cercer, Cebu City, P.I. Harold E. White, 55, died of a heart attack in Houston on Oct. 2. Brother White joined the SIU in the port of New York in 1953 sailing as an AB. He sailed 33 years. Seafarer White was a veteran of the pre-war and World War II U.S. Army. A native of Crosby, Tex., he was a resident of Houston. Interment was in Laurel Land Cemetery, Fort Worth, Tex. Surviving are his parents, Mr. and Mrs. Jesse E. White; a brother, Thomas of Fort Worth and a brother-in-law, Edward Williams. Donald B. An­ drews, 48, died on Nov. 9. Brother Andrews joined the SIU in the port of Duluth in 1971 sail­ ing as an oiler for Kinsman Marine Steamship Co. He was a U.S. Army veteran of World War II. Bom in South Dakota, he was a resi­ dent of Duluth. Surviving are his widow, Jane; three daughters, Cynthia of Duluth, Sandra and Laken and a sister, Mrs. Willard Voit of Sauk Rapids, Minn. Robert J. Stew­ art, 49, expired on July 14. Brother Stewart joined the SIU in the port of Duluth in 1965 sail­ ing as an AB for the Gartland Steamship Co. and for the ^ Reiss Brothers Co. from 1964 to 1967. He sailed 33 years. Bom in Buffalo, he was a resident there. Surviving are his widow, June; two sons, James and Rus­ sell; two daughters, Mrs. William J. Lee and Deborah and a brother, David, of Buffalo. Juan Feliciano, 51, died on Nov. 5. Brother Feliciano joined the SIU in the port of New York in 1965 sail­ ing as engine main­ tenance. He sailed 29 years and was on the picket line in the N.Y. Harbor strike in 1961 and the 1963 beef. A native of Puerto Rico, he was a resident of New York City. Surviving are his widow, Emelia; two sons, Wilfredo and Miluono and three daughters, Mrs. Juanita Agrant of New York City, Sonia and Judy. Pedro "Pete" Guzman, 68, died on Oct. 26. Brother Guzman joined the SIU in 1943 in the port of Boston sail­ ing as a cook. He sailed 32 years and walked on the picket lines in the 1961 N.Y. Harbor strike and the 1962 Robin Line strike. Bom in Puerto Rico, he was a resident of Brooklyn, N.Y. Surviving are his widow, Belen of San Juan; three sons, Pedro, Joseph and William and six daughters, Maria, Annabelen, Katha­ rine, Gloria, Margaret and Luzelenia. JohnT.MUls,69, died of a heart at­ tack in the USPHS Hospital, Norfolk on Oct. 22, Brother Mills joined the SlU-affiliated IBU in the pprt of Nor­ folk in 1968 sailing as a deckhand for Gulf Atlantic Tow­ ing Corp. from 1965 to 1968 and for Curtis Bay Towing Co. from 1969 to 1975. He was bom in Fairmount City, Pa. and was a resident of Chesapeake, Va. Interment was in Chesapeake (Va.) Memorial Gardens Cemetery. Surviv­ ing is his widow, Dorothy. SIU pensioner Joseph W. Hender­ son, 79, expired of arteriosclerosis in the Pasadena (Calif.) Rehabilita­ tion and Convales­ cent Hospital on June 4. Brother Henderson joined the Union in 19'38 in the port of Mobile sailing as a chief steward. He sailed 30 years. A native of Virginia, he was a resident of Pasa­ dena. Cremation took place at the Mt. View Crematory, Altadena, Calif. Sur­ viving are his widow, Johnnie Mae and a daughter, Kay. « James T. Smart, 45, died on Nov. 18. Brother Smart joined the SIUaffiliated IBU in Port Arthur in 1970 sailing as a deck­ hand and captain for the Higgman Towing Co. of Orange, Tex. from 1957 to 1967, Sabine Towing Co. from 1967 to 1969, for Slade Towing Co. in 1972, and for Marine Fueling Service Co. from 1969 to 1975. He was a veteran of the post-World War II U.S. Navy. Bom in Leander, Tex., he was a resi­ dent of Port Neches, Tex. Surviving are his mother, Mrs. Effie Whilley of Georgetown, Tex. and his father, O. H. Smart of Austin, Tex. IBU pensioner Harry Oliver, 65, died of a lung hemorrhage in the USPHS Hospital, New Orleans on Oct. 16. Brother Oliver joined the Union in the port of Detroit in 1961 sailing as a lineman for Dunbar & Sullivan from 1956 to 1958 and for the Great Lakes Dredge & Dock Co. from 1958 to 1974. He sailed 34 years. Born in Alpena, Mich., he was a resident of Rockledge, Fla. Burial was in Brevard (Fla.) Memorial Park Cem­ etery. Surviving are his widow, Alice; two sons, Frank and Gary; three grand­ sons, Tim, Frank and Gary and a granddaughter, Alice. IBU pensioner Vaino E. Fonsell, 71, passed away in Aland, Finland on Nov. 2. Brother Fonsell joined the Union in the port of New York in 1960 sailing as a mate and deckhand for the New York, Hart­ ford and New Haven Railroad from 1944 to 1947 and for the N.Y. Dock Railroad froin 1947 to 1961. Seafarer Fonsell was born in Finland and was a resident of Aland. Surviving are two brothers, Arron of Brewer, Me. and Felix of Aland. SIU pensioner Joseph V. Perry, 65, succumbed to heart failure in the Paul Oliver Memo­ rial Hospital, Frankfort, Mich, on Nov. 15. Brother Perry joined the Union in the port of Elberta, Mich, in 1954 sailing as an AB for the Ann Arbor Railroad Ferrys from 1965 to 1967. He sailed 46 years. A native of Maywood, Mich., he was a resident of Frankfort. Interment was in Benzonia Township Cemetery, Benzie County, Mich. Surviving are his widow, Evelyn and a son, Fred. IBU pensioner Guy B. Wills, 70, succumbed to pneu­ monia in the New Port Convalescent Center, New Port Richey,Fla.on Oct. 30. Brother Wills joined the Union in the port of Philadelphia in 1961 sailing as a mate and captain for the S.C. Loveland Co. from 1948 to 1960 and for the Interstate Oil Transportation Co. from 1960 to 1972. He was born in Florida and was a resident of New Port Richey. Burial was in Meadowland Memorial Gardens Cemetery, New Port Richey. Surviving is' his widow, Gertmde. Furman P. Hipp, 60, died on Nov. 27. Brother Hipp joined the SIU in 1943 in the port of New York sailing as a bosun. He sailed 32 years. Seafarer Hipp was born in Greenwood, S.C. and was a resident of Glen Burnle, Md. Surviving are his widow, Betty; a son, Lewis and a daughter Joan. SIU pensioner Harold F. Taylor, 81, passed away on Sept. 9. Brother Taylor joined the Union in 1938 in the port of New York sailing as a fireman - watertender and deck engineer. He sailed 43 years and was a veteran of th^ World War I U.S. Navy. Born in East Boston, he was a resident of Boston. Surviving are his widow, Kikue; his mother, Eleanor of Roxbury, Mass. and a sister, Mrs. Peter La Croix of Boston. Daniel H. Bishop, 56, died on Nov. 30. Brother Bishop joined the SlU-affiliated IBU in the port of New Or­ leans in 1961 sail­ ing as a tankerman and deckhand for National Marine Service from 1969 to 1975. He sailed 28 years starting in 1941 and was a veteran of the preWorld War II U.S. Army. Born in Freeport, Fla., he was a resident there. Surviving are his widow, Ocie; a daugh­ ter, Judy and a stepdaughter, Georgiana Bailes. R. Ralph C. Rafferty, 62, drowned with 30 shipmates when the SS Ed­ mund Fitzgerald sank in Lake Supe­ rior on Nov. 10. Brother Rafferty joined the SIU in 1963 in the port of Cleveland sailing as a chief steward. He sailed 37 years. Born in Toledo, he was a resident of Perrysburt, Ohio. Surviving are his widow, Brooksie; a son, Randall Wil­ liamson and a daughter, Pamela. John D. Chelton, 77, passed away on Nov. 3. Brother Chelton joined the SlU-affiliated IBU in the port of Balti­ more in 1957 sailing as a mate and captain for the Harbor Towing Co. from 1954 to 1969, Transit Oil Co. from 1971 to 1972 and the Norfolk Towing and Lighterage Co. from 1972 to 1973. He was born in Marion, Md. and was a resident of Painter, Va. Sur­ viving are his widow. Novella and a daughter, Mrs. Martha Northom. Page 24 Seafarers Log • \ , Jfinal Beparturei Oliver T. Tollef- son, 61, passed away on Nov. 27. Brother Tollefson joined the SIU in the port of Duluth in 1967 sailing as an OS for the Kins­ man Marine Steam­ ship Co. in 1966, Buckeye Steamship Co. and for Reiss Brothers Co. from 1968 to 1969. He was a U.S. Navy veteran of World War II. A native of Eagle Lake, Mihn., he was a resident of Lengby, Minn. Surviving are his widow, Verla; a son, William and two daughters. Hazel and Linda. SIU pensioner Edmund F. Zareckl, 67, died of pneu­ monia in the Lake Park Hospital, Sylvania, Ohio on June 12. Brother Zarecki joined the Union in the port of New York in 1960 sailing as a cook since 1942 on Great Lakes freighters. He was born in Ohio and was a resident of Holland, Ohio. Interment was in Cal­ vary Cemetery, Toledo. Surviving are three brothers, Victor, Isadore and Am­ brose of Toledo and two sisters. Sister Mary Leona and Mrs. Eva V. Futrel of HoUand. SIU pensioner Charles F. Jeflers, 79, died on St. Simon's Is., Ga. on Nov. 15. Brother Jeffers joined the Union in 1941 in • port of Baltimore sailing as an AB. He sailed 35 years and was a veteran of the U.S. Army in World War I. Sea­ farer Jeffers was born in Georgia and was a resident of St. Simon's Is. Burial was in the family plot in Waycross (Ga.) Cemetery. Surviving are his widow, Luthia; a sister, Mrs. Gladys J. Murphy of St. Simon's Is. and a neph­ ew, E. Jefferson Murphy of Amherst, Mass. I SIU pensioner Willie C. Sanders, 69, expired on Dec. 1. Brother Sanders joined the Union in the port of Savan­ nah in 1958 sailing ' as a fireman-watertender. He sailed 29 years. Born in Savannah, he was a resi­ dent of Orlando, Fla. Surviving is his widow, Ellen. Thomas Gllbrlde died in Bergen Pines Hospital, Paramus, N.J. on July 28. Brother Gilbride joined the SIU in 1967. He was a resident of New York City. Surviving is a brother of Brook­ lyn, N.Y. < JH-.Ui Seafarers of the SlU-contract^d tanker, the SS Henry Steinbrenner {Kinsman Marine) prepare to conduct a memorial service for the ill-fated crew of the SS Edmund Fitzgerald which sank in a storm in the east end of Lake Superior on Nov. 10. The flowers and a floral wreath were strewn upon the waters where the entire crew of the vessel supposedly went down. EDITORIAL POLICY-SEAFARERS LOG. The Log.has uaditionally refrained FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes aiid Waters District makes specific provision fof CenTfied ^LblirA^Sams mendattons and separate findings. TRUST FUNDS All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters financial records are available at the headquarters of th? various trust funds. SiilPPING RIGHTS. Your shipping rights and seniority are protected cnntracts between the Union and the shipowners. Get to know your shipping rights. Copies of tKontS are%«cd^^ in all Union halls. If you feel there has teen any violation of vour shining or seniority rights as contained in the contracts tetwecn the Union Td Appeals Board by crlilied mad. relurn r«:e,pt requested. Tne proper address for this is: Frank Droiak, ChidnnM, Serfarers Aptealf Bo"^ 275 - 20lh Street, Brooklyn, N. Y. 11215 Full copies of contracts as referred to are avaHable to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. mMTHACTS Conies of all SIU contracts are available in all SIU halls. Thew contracts S/act'hghu^'ai wen TytrobligMion^'lu'chT finrg^o^" OT^o^^h^propeTsheeTa^^^^ February, 1976 Dublishine any article serving the political purposes of any individual in the Union, officer or £ter uTas aho from publishing articles deemed harmful to collective membership. This established policy has teen reaffirmed hv mcm^rsfip actIOT the Sentemter, 1960, meetings in all constitutional ports. The responsibility for L^^p^^^^ vested in an editorial board which consists of the Executive Board ot the Uniotv The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to aiiyone iii any official "P^eity in the SIU unless an official Union receipt is given for same. Under no circumstances should any riemter pay Iny Sy f reason unless he is given such receipt. I"/he event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, tet feels that h® should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this "T familiarize themselves with its contents. Any time you feel any member or officer " to deprive you of any constitutional right or obligaUon by any "ic'hods such as dealing charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights iii employment as membm of the SIU These rights are clearly set forth in the SIU constitution and in the contracts which ffie Union has nSSed^w^^ the employers. Consequently, no Seafarer may against because of race, creed, color, sex and national or geographic origiri. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION-SPAD. SPAD is a separate seg'rcgated'fute* I^s"pVocccdl"are"uscd'to"furtheTits'objects and purpoMS including but not limitiTH In ctonomu. imcitsia yi — seamen, the to furthering the Dolitical, political, social ana and econ^.c^ nreservation and furthering of the American Merchant Marine with improved employment oDDortunities for seamen and the advancement of trade union concepts. In connectmn with such objects, SPAD supports and contributes to political candidates for elective office. All coiitributions are voluntary. No contribution may be solicited or received tecause job discrimination, financial reprisal, or threat of s"ch conduct, or as a Ihin in the Union or of empbyment. If a contribution is made by reason of the atx)ve iSoter conduc,%otify the Seafarers Union, or SPAD by certified mail wjthm 30 days o the contribution for investigation and appropriate action and ^^ SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he hM been denied his constitutional right of access to Union records or information, he should Immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. Page 25 �! 1 Lloyd Thomas Seafarer Lloyd \Thomas, 33, has ibeen a member of \the SIU since 1963, \and began shipping lout as bosun in \l971. A native-nf \New Orleans, iBrother Thomas •now makes his home in Oakland, Calif, with his wife Shantelle. He ships from the port of San Francisco. Perry Bumette Seafarer Perry I Burnette, 54, has been sailing with the SIV since 1959, and \he began shipping out as bosun in 7969, A native of [Florida, Brother Burnette ships from the port of Tampa where he makes his home with his wife Gladys. , ® • J' 12 More Bosuns Graduate Another group of Seafarers gradu­ ated from the SIU's Bosuns Recertlfication Program have rejoined their shi^ with a greater knowledge, of their Union and its his­ tory, and the state of the entire mari­ time industry. In die more than two years time since it was in^tuted, the Bosuns Recertification Program has made great strides in educating the many Seafarers who have participated in it. These men, the leaders of the unlicensed crews on SlU-cmitracted ships, have spent two months learning about the SIU, its past, where it stands today and where h wOl go in the future, and the present state and future of die U.S. maritime industry. The first four weeks of the program are spent at the Harry Lundeberg School of Seamanship. Here the men partake in classes on Union education and Union history, and also study the SIU contract, constitution, and benefit Juan Burgos Seafarer Juan \Burgos, 60, has \been a member of the SIU since 1942, \and he began ship\ping out as bosun 10. years ago. A na­ tive of Puerto Rico, [Brother Burgos ' now ships from the port of New York where he makes his home. William Byrne Seafarer William "Scotty" Byrne, 48, has been an SIU member since 1957, and has been ship­ ping out as a bosun for over a year. A native gf Liverpool, England, Brother Byrne now makes his home in Theodore, Ala. He ships from the port of New York. Luis Folanco Seafarer Luis Polanco, 55, has been an SIU member I since 1946, and has been shipping out as bosun for the past nine years. A native of Puerto Rico, Brother Polanco now ships from the port of New York where he makes his home. Tom Holt Seafarer Tom Holt, 54, has been shipping with the SIU since 1962, and started sailing as a bosun in 1967. A native of Tennessee, he now makes his home in Geneva, Ohio with his wife Almeda. Brother Holt ships from the port of New York. George Brooke Seafarer George [Brooke began sailling with the SIU [after he graduated [from the Harry [Lundeberg School j/n 1972. Shipping in [the engine depart[ment. Brother Brooke also earned his FOWT endorsement at the Piney Point school before beginning the 'A' Seniority Program. Brother Brooke ships from the port of Baltimore and lives in Washington, D.C. Michael Freebnm Seafarer Michael Freeburn, an Air Force veteran, has been sailing with the SIU since his gradu­ ation from the Harry Lundeberg School in 1972. Brother Freeburn, a member of the deck depart­ ment, also received his AB's ticket at Piney Point. A native of Detroit, Brother Freeburn now lives in Chino, Calif, and ships from the port of Wilmington. plans. They learn about the maritime industry and the new ships being constmcted; they take firefighting and first aid courses, and also get a taste politics with visits to Washington. The second month of the program is speiit at Union Headquarters in New York. It is here that the bosuns see the operation of their Union in action. They visit all the departments, includ­ ing records, claims, data center, the control room and the LOG. The men also assist in paying off vessels coming into New York; in registering men for shipping, and paying visits to the USPHS hospital fai the area. After completing both phases of this program the Recertified Bosun is much better qualified in all the aspects of his Job. The main goal and objective of this program has been better communi­ cation. Though programs such as this one and the 'A' Seniority Upgrading Program, that goal is being accom­ plished. Jnllus Thrasher Seafarer Julius 'Whitey" Thrasher; j 54, has been art \SW member since 1944, and he started [shipping out as bo1 sun in 1947. A na­ tive of South Caro/inn. Brother Thrasher now makes his home in Alexandria, La. He ships from the port of New Orleans. A. G. Alexander Seafarer A. G. 'Tex" Alexander, 151, has been an SIU rnember since 1946, and began shipping I out as bosun during the 1950's. A na' tive of Arkansas, Brother Alexander now makes his home in Milam, Tex. with his wife Mary. He ships from the port of Hous ton. Clifton Jordan Dimas Mendoza Seafarer Clifton Seafarer Dimas Jordan, 51, has Mendoza, 56, has been an SIU mem­ been shipping with ber since 1945, and the SIU since 1944, has been shipping and started sailing out as bosun since as bosun in 1972. the 1950's. A na­ A native of Fajardo, tive of Mississippi, P.R., Brother Men­ he now makes his doza ships from the home in Brookhavport of San Juan where he makes his home with his wife en. Miss, with his wife Louise. Brother Felicita. Jordan ships from the port of New Orleans. John Hunter Stefan Kadziola Seafarer John Seafarer Stefan Hunter, 54, has Kadziola, 56, has been an SIU mem­ been shipping with ber since 1943, and the SIU since 1943, started shipping om and he began sailing as bosun the follow­ as a bosun in 1945. ing year. A native A native of Den­ of the British West' mark, Brother Kad­ Indies, Brother ziola ships from the Hunter ships from port of New York the port of Mobile where he makes his where he makes his home. home. Seniority Upgrading Program Six New 'A' Book Members This month six more Seafarers Joined the ranks of the SIU fuD 'A* book mem­ bers by participating in and graduating from the 'A* Seniority Upgrading Pro­ gram. This brings the number of Sea­ farers who have earned their *A' books through this program to 209. Before graduating from the program, these new 'A' book members were given the opportunity to sharpen their sea­ faring skills by learning about the latest innovations in the maritime industry. The 'A' Seniority Program also pro­ vided these Seafarers. wHb a thorou^ working knowledge of the SIU's history, functions, operations and goals. This two-pronged approach used to upgrade these Seafarers into full 'A' book status insures that the SIU will always have a solid membership that can participate in Union activities with an understanding of the modem mari­ time industry and their Union's role in that industry. James FonvlDe • Seafarer^ James Fonville has been 1 sailing in the engine I department since his graduation from the [ Harry Lundeberg School three years ago. A QMED, Brother Fonville I earned that endorse­ ment at Piney Point before attending the 'A' Seniority Upgrading Program. Ship­ ping from the port of New York, Brother Fonville is a native end resi­ dent of Charleston, W. Va. James Bison Seafarer James Illson has been sail­ ing in the engine de­ partment since his graduation from the Harry Lundeberg School in 1973. Brother Illson re­ turned to Piney Point to study for his FOWT endorsement before attend­ ing the 'A' Seniority Upgrading Pro­ gram. A native of Manhattan, he now lives in New Rochelle, N.Y. and ships from the port of New York. John Curran Seafarer John Curran, sailing in the deck depart­ ment, graduated from the Harry Lundeberg School in 1972 and re­ turned there to earn his AB ticket before attending the 'A' Seniority Program. Shipping from the port of Philadelphia, Brother Curran resides in that city with his wife Joyce and their son. Guy Vmins Seafarer Guy Ve­ nus began sailing withtheSIUinl970 when he graduated from the Harry Lundeberg School in New Orleans. Sailing in the engine department. Brother Venus studied for his FOWT endorsement at the Harry Lundeberg School before attending the 'A' Seniority Upgrading Program. Born in New York City, Brother Venus now lives in Sumrall, Miss, and ships out of the port of New Orleans. Seafarers Log Page 26 i - .• �Following are the names and home ports of the 343 Seafarers who have successfully completed the SlU Bosuns Recertification Program. These men have gone aboard our contracted ships to lead the SIU unlicensed crews, and they have held informative meetings, settled beefs, answered questions and con­ tributed toward smoother voyages. Abulay.EdniindPhlladtipliia Adams, John, New York AKUi9r,Jose, New York Alexander, A. G., Houston Allen, Enes, San Francisco Allen, J. W., Seattle Altstatt, John, Houston Amat, Kasmoln, New /ork Anderson, Alfred, Norfolk Anderson, Chester New York Anderson, Edgar, New York Annis, George, New Orleans Antonlou, Angelo, New York Aponte, Felix, New York Arena, Louis, New Orleans Armada, Alfonso, Baltimore Atkinson, Oavid, Seattle Backrak, Daniel, Wilmington Baker, Elmer, Houston Baker, William, Houston Bankston, Claude, New Orleans Barnhlll, Elmer, Houston Barrlal, Pablo, New Orleans Baudoln, James, Houston Beavers, Norman, New Orleans Bechllvanis, Nicholas, New York Beck, Arthur, San Francisco Beeching, Marlon, Houston Berger, David, Norfolk Beregria, John/Philadelphia Bergerla, Steve, Philadelphia Beye, Jan, New York Bojko, Stanley, San Francisco Bonofont, Eduardo, San Juan Boney, Andrew, Norfolk Bourgot, Albert, Mobile Bowman, Jack, Seattle Boyle, Charles, New Orleans Braunstein, Herbert, Wilmington Brendle, Mack, Houston Broadus, Ray, Mobile Broadus, Robert, Mobile Brooks, Tom, New York Browning, Ballard, Baltimore Bryan, Ernest, Houston Bryant, Vernon, Tampa Burch, George, New Orleans Burgos, Juan, New York purke, George, New York Burnette, Perry, Tampa Burton, Ronald, New York Busalacki, Joseph, Jacksonville Bushong, William, Seattle Butterton, Walter, Norfolk Butts, Bobby, Mobile Butts, Hurmon, Houston Byrne, William, New York Cain, Hubert, Mobile Caldeira, Anthony, Houston Bosun s Honor Roll at 343 Calogeros, Oemetrlos, Seattle Campbell, Arthur, New Orleans Carbone, Victor, San Juan Carey, John, New York Casanueva, Michael, New Orleans Castro, Guillermo, San Juan Chestnut, Donald, Mobile Chiasson, Richard, New Orleans Chilinski, Tadeusz, Wilmington Christenberry, Richard, San Francisco Christensen, Christian, San Francisco Christiansen, Egon, San Francisco CIsleckl, John, San Francisco Clegg, William, New York Cofone, William, Wilmington Cole, Lonnle, Norfolk Colson, James, Seattle Compton, Walter, Norfolk Cooper, Fred, Mobile Cousins, Walter, Wilmington Craddock, Edwin, New Orleans Crawford, William, Jacksonville Cross, Malcolm, Wilmington Curlew, Jack, Yokohama Curry, Leon, Jacksonville Daklh, Eugene, Boston D'AmIco, Charles, Houston Dammeyer, Ban, New York Oarvllle, Richard, Houston Davles, John, New York Oavis, James, Seattle Oelgado, Julio, New York Dickinson, David, Mobile Dixon, James, Mobile Donovan, Joseph, Boston Doty, Albert, New Orleans Drake, Woodrow, Seattle Drewes, Peter, New York Duet, Maurice, Houston Dunn, Beverly, Mobile Eckert, Arne, Seattle Eddlns, John, Baltimore Edelmon, Bill, Houston Engelund, Clayton, New York Falrcloth, Charles, Mobile Farhi, Israel, Houston Fell, William, New York Ferrera, Raymond, New Orleans Finklea, George, Jacksonville Flowers, Eugene, New York Foster, Floron, New Orleans Foster, James, Mobile FotI, Sebastian, Wilmington Frey, Charles, Jacksonville Funk, William, New York Furr, John, Houston Gahagan, Kenneth, Houston Gallagher, John, Philadelphia Garner, James, New Orleans Garza, Peter, Houston Gavin, Joseph, Houston Gianglordano, Donato, Philadelphia Gianniotis, John, New York Glllain, Robert, Jacksonville Gilllkin, Leo, San Francisco Gomez, Jose, New York Gonzalez, Callxto, San Juan Gonzalez, Jose, New York Gorbea, Robert, New York Gorman, James, New York Gosse, Fred, San Francisco Green, John, Baltimore Greenwood, Perry, Seattle Grima, Vincent, New York Guadamud, Luis, New Orleans Gustavson, Walter, New York Hager, Bertil, New York Hale, William, New Orleans Hanback, Burt, New York Hanstvedt, Alfred, New York Harvey, Lee J., New Orleans Hawkins, Tom, Seattle Hazel, John, New Orleans Hellman, Karl, Seattle Hicks, Donald, New York Hllburn, Thomas, Mobile Hill, Charles, Houston HIrsh, Burton, Baltimore Hodges, Raymond, Mobile Hodges, Raymond W., Baltimore Hogge, Elbert, Baltimore Holt, Tom, New York Homka, Stephen, New York Hovde, Arne, Philadelphia Hunt, H. C., Houston Hunter, John, Mobile Ipsen, Oria, New York James, Calvain, New York Jandora, Stanley, New York Jansson, Sven, New York Japper, John, New York Johnson, Fred, Mobile Johnson, Ravaughn, Houston Jordan, Clifton, New Orieans Joseph, Leyal, Philadelphia Joyner, William, Houston Justus, Joe, Jacksonville Kadzioia, Stefan, New York Karatzas, Tom, Baltimore Karlsson, Bo, New York Kelsey, Tom, San Francisco Kerageorgiou, Antoine, New Orleans Kerngood, Morton, Baltimore KIngsley, Jack, San Francisco Klelmola, William, New York Knight, Bruce, Norfolk Knoles, Raymond, San Francisco Keen, John, Mobile Konis, Perry, New York Koza, Leo, Baltimore KrawczynskI, Stanley, Jacksonville La France, Oave, New York Lambert, Reldus, New Orleans Landron, Manuel, San Juan Lasnansky, Andrew, San Francisco La Soya, Ellgio, Houston Lasso, Robert, San Juan Lataple, Jean, New Orleans Lavoine, Raymond, Baltimore Lawton, Woodrow, Baltimore Leake, Herbert, Baltimore LeClaIr, Walter W., New York Lee, Hans, Seattle Levin, Jacob, Baltimore Lewis, Jesse, Seattle LIbby, George, New Orleans Libby, Herbert, New York LIneberry, Carl, Mobile Logan, John, Mobile Lolk, Peter, Baltimore Mackert, Robert, Baltimore Maldonado, Basllo, Baltimore Manning, Denis, Seattle Martlneau, Tom, Seattle Mattloll, Gaetano, New York McCaskey, Earl, New Orleans McCollom, John, Boston McCorvey, Durell, Jacksonville McDonald, John, New Orleans McGarry, Frank, Philadelphia McGlnnIs, Arthur, New Orleans McHale, J. J., New York McKlnney, Melville, Philadelphia Mears, Ferlton, New York Meehan, William, Norfolk Meffert, Roy, Jacksonville Mendoza, Dimas, San Juan Merrill, Charles, Mobile Michael, Joseph, Baltimore Miller, Clyde, Seattle Mitchell, William, Jacksonville Mize, Cyril, San Francisco Mladonlch, Ernest, New Orleans Moen, Irwin, Baltimore Monardo, Sylvester, New Orleans Moore, John, Houston Morales, Esteban, New York Morris, Edward Jr., Mobile Morris, William, Baltimore Morris, William, Jacksonville Moss, John, New Orleans Moyd, Ervin, Mobile Mullls, James, Mobile Murry, Ralph, San Francisco Myrex, Luther, Mobile Nash, Walter, New York Nelson, Jack, Jacksonville Nicholson, Eugene, Baltimore Nielsen, Vagn, New York Northcutt, James, San Francisco Nuckols, Billy, New York O'Brien, William, New York O'Connor, William, Seattle Ohannasian, John, Jacksonville Olbrantz, Leonard, Jacksonville Olesen, Carl, San Francisco Olson, Fred, San Francisco Olson, Maurice, Boston Oromaner, Albert, San Francisco O'Rourke, Robert, Houston Owen, Burton, Houston Owens, Clarence, New Orleans Palino, Anthony, New York Palmer, Nick, San Francisco Paradise, Leo, New York Parker, Jameb, Houston Parker, William, New Orleans Pate, Luther, New York Peavoy, Floyd, New Orleans Pedersen, Otto, New Orleans Pehler, Frederick, Mobile Pence, Floyd, Houston Perry, Wallace, Jr., San Francisco Pierce, John, Philadelphia Polanco, Luis, New York Pollanen, VIekko, New Orleans Poulsen, Verner, Seattle Pressly, Donald, New York Price, Billie, Norfolk Pryor, Clarence, Mobile PuchalskI, Kasimir, San Francisco Puglisi, Joseph, New York Pulliam, James, San Francisco Radich, Anthony, New Orleans Rains, Horace, Houston Rallo, Salvador, New Orleans Reeves, William, Mobile Richburg, Joseph, Mobile Rihn, Ewing, New Orleans fiiiey, William, San Francisco Ringuette, Albert, San Francisco Rivera, Alfonso, San Juan Robinson, William, Seattle Rodrigues, Lancelot, San Juan Rodriguez, Frank, New York Rodriguez, Ovidio, New York Ruley, Edward, Baltimore Sanchez, Manuel, New York Sanford, Tommie, Houston Sawyer, Alfred, Norfolk Schwarz, Robert, Mobile Self, Thomas, Baltimore Sellx, Floyd, San Francisco Sernyk, Peter, New York Sheets, James, Baltimore Sheldrake, Peter, Houston Shorten, James, San Francisco Showers, William, San Francisco Sipsey, Robert, San Francisco Smith, Lester, Norfolk Smith, Vertis, Tampa Sokol, Stanley, San Francisco Sorel, Johannes, Jacksonville Spuron, John, San Francisco Stanford, Glen, New Orleans Stockmarr, Sven, New York Suchocki, Leonard, San Francisco Swearingen, Barney, Jacksonville SwiderskI, John, New York Tetl, Frank, New York Theiss, Roy, Mobile Thomas, Lloyd, San Francisco Thompson, Carl, Houston Thompson, Clayton, New Orleans Thompson, J. R., Houston Thrasher, Julius, New Orleans TIcer, Dan, San Francisco Tillman, William, San Francisco TIrelll, Enrico, New York Todd, Raymond, New Orleans Tolentino, Ted, San Francisco Troche, Gregory, Mobile Turner, Paul, New Orleans UccI, Peter, San Francisco Velazquez, William, New York Walker, Fred, Baltimore Walker, Tom, Houston Wallace, Edward, New York Wallace, Ward, Jacksonville Wallace, William, Mobile Walters, Herwood, New York Wardlaw, Richard, Houston Ware, Dick, Houston Waters, Aubrey, Seattle Weaver, Harold, Houston Welch, Macon, Houston Whitmer, Alan, New York Wingfieid, P. G., Jacksonville Woods, Malcolm, San Francisco Workman, Homer, New Orleans Woriey, John, San Francisco Wymbs, Luke, New York Zaragoza, Roberto, New York Zeloy, Joseph, New Orleans 'A' Seniority Honor Roll Now Numbers 209 Seafarers who have completed the 'A' Seniority Upgrading Program have had the opportunity to learn about their Union and its activities, mak­ ing them good, informed Union members. These men are encouraged to take the delegate's job aboard ship and put this new knowledge to work. Following are the names and departments of the 209 Seafarers who have completed the *A' Seniority Upgrading Program. Adams, Francis, Deck Allan, Lawrence, Engine Allison, Murphy, En^ne Ahmad, Bin, Deck Ames, Allan, Deck Andrepont, P. J., Engine Armltstead, Daniel, Engine Arnold, Mott, Deck Barnett, Jay, Engine Bartol, Thomas, Deck Baxter, Alan, Engine Bean, P. L., Deck Beauverd, Arthur, Engine Bellinger, William, Steward Berulls, William, Deck Blletz, John, Engine Blacklok, Richard, Engine Blasquez, Gregory, Engine Bohannon, Christopher, Engine Bolen, James, Deck Bolen, Timothy, Deck Boles, John, Engine Brackblll, Russell, Deck Bdooke, George, Engine BruschinI, Mario, Steward Burke, Lee Roy, Engine Burke, Timothy, Deck Burnette, Barney, Steward. But^, Richard, Engine Cflinmiisfi. Frank Deck February, 1976 Carhart, David, Deck Carruthers, Francis, Engine Castle, Stephen, Deck Cavanaugh, Jackson, Deck Clark, Garrett, Deck Colangelo, Joseph, Deck Conklin, Kevin, Engine Correll, Paul, Engine Cosentino, Dominic, Deck Coyle, Michael, Engine Cunningham, Robert, Deck Curran, John, Deck Daniel, Wadsworth, Engine Davis, William, Deck Day, John, Engine Derke, Michael, Engine Deskins, William, Steward DIsIng, Maximo, Engine Dobloug, James, Engine Dukehart, David, Engine Edgell, Pat, Engine Egeland, Ralph, Deck Elliott, Byron, Engine EscdUero, Tomas, Engine Esposlto, Gennaro, Engine EwIng, Urry, Steward Farmer, William, Deck Farragut, John, Deck Fila, Marion, Deck FonvlHe. James, Engine Frak, Stan, Deck Freebum, Michael, Deck Fried, Peter, Engine Frost, Stephen, Deck Galka, Thomas, Engine Gallagher, Patrick, Deck Galliano, Marco, Deck Garay, Stephen, Deck Garcia, Robert, Deck Gilliam, Robert, Steward Gotay, Raul, Steward Gower, David, Engine Graham, Patrick, Deck Grimes, M. R,, Deck Grlsham,.Steve, Deck Hagar, Ken, Deck Hale, Earnest, Deck Haller, John, Engine Harris, Nathaniel, Engine Hanks, Fletcher, Engine Hart, Ray, Deck Hawker, Patrick, Deck Haynes, Blake, Engine Heick, Carroll, Deck Heller, Douglas, Steward Humason, .Jon, Deck Hummerick, James, Jr., Steward Hutchinson, Richard, Jr., Engine lilson, James, Engine ivey, D. E., Engine Joe, William, Engine Johnson, M., Deck Jones, LoKotte, Deck Jones, Nelson Coty, Steward Jordan, Carson, Deck Kanavos, Panaglrtis, Engine Kegney, Thomas, Engine Keith, Robert, Deck •Kelley, John, Deck Kelly, John, Deck Kemey, Paul, Engine KIrksey, Charles, Engine KIttleson, L. Q., Deck Knight, Donald, Engine Konetes, Johnnie, Deck Kunc, Lawrence, Deck Kundrat, Joseph, Steward Lamphere, Thomas, Engine Laner, Ronnie, Engine Lang, Gary, Deck Laughlin, Douglas, Engine LeClaIr, Lester, Steward Lehmann, Arthur, Deck. Lentsch, Robert, Deck Lesko, Samuel, Deck Long, Alton, Engine Lundeman, Louis, Deck Makarewicz, Richard, Engine Mallory, Arthur, Deck Manning, Henry, Steward Maurstad, Mitchell, Steward Marcus, M. A., Deck McAndrew, Martip, Engine McCabe, John, Engine McCabe, T. J., Engine McMullin, Clarence, Steward McParland, James, Engine Mlllcl, Robert, Deck MInIx, R. G., Jr., Engine Miranda, John, Engine Moneymaker, Ernest, Engine Moore, C. M., Deck Moore, George, Deck Moore, James;,Engine Moore, Peter, Engine Moore, William, Deck Mortler, William, Deck Meuton, Terry, Engine Noble, Mickey, Deck Nuotio, Ken, Deck Ostrander, Ouane, Deck Painter, Philip, Engine. Paloumbis, Nikolaos, Engine Papageorgiou, Oimltrlos, Engine Parker, Jason, Deck Perkins, Cy, Deck Petrick, L., Engine Poletti, Plerangelo, Deck Praslnos, George, Deck Reamey, Bert, Engine Restaino, John, Engine Ripley, William, Deck Rivers, Sam, Engine Reback, James, Deck Rodriguez, Charles, Engine Rodriguez, Hector, Engine Rodriguez, Robert, Engine Rogers, George,Engine Ruiz, Steve, Engine Sabb, Caldwelf, Jr., Engine Salley, Robert, Jr., Engine Sanders, Darry, Engine Sanger, Alfred, Deck Shaw, Lex, Deck Shaw, Luclen, Deck Shaw, Ronald, Engine Silfast, George, Deck SImonettI, Joseph, Steward Simpson, Spurgeon, Engine SIsk, Keith, Deck Smith, D. B., Steward Smith, Robert, Deck Snyder, John, Engine Spell, Gary, Engine Spell, Joseph, Deck Spencer, Craig, Engine Spencer, H. 0., Engine Stanfield, Pete, Deck Stauter, David, Engine Stevens, Duane, Deck Strauss, Gregory, Engine Svoboda, Kvetoslav, Engine Szelbert, Stephen, Reward Tanner, Leroy, Engine Tell, George, Engine Thomas, Robert, Engine Thomas, Timothy, Deck Trainer, Robert, Deck Trott, Llewellyn, Engine Utterback, Larry, Deck Vain, Thomas, Deck Valton, Sidney, Engine Vanyl, Thomas, Stfward Vaz^ez, Jose, Engine Venus, Guy, Engine Venus, Steve, Steward Vukmir, George, Deck Walker, Marvin, Engine Wambach, Albert, Deck Waugaman, Jerry, Engine Wayman, Lee, Deck Wllhelm, Mark, Engine Wilson, Richard, Steward Wilson, Robert, Engine Wolfe, John, Deck Woodcock, Wayne, Steward Woodhouse, Ashton, Engjno Wright, Charlie, Engine. Zukler, Hans, Engine Page 27 �f I For a Better Job Today Deck Department ABLE SEAMAN The course of instruction is four weeks in length and leads to the Coast Guard en­ dorsement of Able Seaman—12 Months —Any Waters or Able Seaman—Unlim­ ited—^Any Waters. Course Requirements: Able Seaman 12 Months—Any Waters. You must: • Be 19 years of age • Have 12 months seatime as Ordi­ nary Seaman, OR Be a graduate of HLS at Piney Point and have eight months seatime as Ordinary Seaman • Be able to pass the prescribed physi­ cal, including eyesight requirements. Able Seaman Unlimited—Any Waters. You must: • Be 19 years of age • Have 36 months seatime as Ordinary Seaman or Able Seaman 12 Months • Be able to pass the prescribed physi­ cal, including eyesight requirements. Starting Dates: April 1, May 27, July 22. QUARTERMASTER The course of instruction leading to certification as Quartermaster consists of Basic Navigation instruction to include Radar; Loran; Fathometer; RDF; and Tlxe also includes a review of Basic Seaman­ ship; use of the Magnetic and Gyro Compass; Rules of the Road; Knots and Splices; Firefighting and Emergency Pro­ cedures. Course Requirements: Must hold en­ dorsement as Able Seaman (Unlimited— Any Waters). Starting Dates: March 4, April 29, June 24. LIFEBOATMAN The course of instruction is two weeks in length and leads to the Coast Guard en­ dorsement of Lifeboatman. Course Requirements: Must have 90 days seatime in any department. Starting Dates: March 4,18; April 1,15, 29; May 13, 27; June 10, 24; July 8, 22; August 5. Engine Department QMED-Any Rating The course of instruction leading to cer­ tification as QMED—^Any Rating is eight weeks in length and includes instruction leading to the Coast Guard endorsements which comprise this rating. Course Requirements: You must show Graduate Advanced Electronics Head of the Engine Department, Charlie Nalen (extreme right) has his photo taken on Nov. 12 v\/ith his latest class of graduates of the Advanced Electrical Procedures Course of (I. to r.): Joseph Diosco; Randolph Ferebee; George Stropich; John Gammon, and Amos Jarmillo. Did You Know... Last month 91 Seafarers up­ graded their skills, earning power and job security through the vocational courses at HLSS. The Lundeberg School has an upgrading course to meet your career needs, too! evidence of six months seatime in at least one engine department rating. Starting Dates: February 5; March 4; April 1, 29; May 27; June 24; July 22. FOWT The course is four weeks in length and leads to endorsement as Fireman, Watertender, and/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: • Be able to pass the prescribed physi­ cal, including eyesight requirements • Have six months seatime as Wiper, OR Be a graduate of HLS at Piney Point and have three months seatime as Wiper QMED Awarded Certificate QMED Gustavo Vides (right) accepts his graduation diploma in December from Instructor Jack Parcel of the HLSS Engine Department. •'"ii I • •t • U; • •i • i Starting Dates: February 23, April 19, June 14, August 9 The course of instruction in basic welding consists of classroom and onthe-job training including practical train­ ing in electric arc welding and cutting; and oxy-acetylene brazing, welding and cutting. On completion of the course, an HLS Certificate of Graduation will be awarded. Course Requirements: • Engine department personnel must hold endorsement as QMED—Any Rating • Deck and steward department per­ sonnel must hold a rating in their department. Starting Dates: February 5, March 18, May 27, July 22. LNG/LPG The course of instruction leading to certification as LNG/LPG crew consists of Basic Chemistry, Tank and Ship Con­ struction, Gasifipation, Reliquefication Procedures, Inert Gas and Nitrogen Sys­ tems, Instrumentation, Safety and Firefighting, Loading, Unloading and Trans­ porting LNG/LPG. Course Requirements: • Engine room personnel must hold QMED—Any Rating • Deck and steward department per­ sonnel must hold a rating in their departments. Starting Date: March 8. A College Career Is Available to You , 1 • r- • If you have an engine department rat­ ing there are no requirements. WELDING One college and two post secondary trade/vocational school scholarships are awarded to Seafarers each year. These scholarships have been specially de­ signed to meet the educational needs of Seafarers. Application requirements are geared for the man who has been out of school several years, so you will only be com­ peting with other seamen with similar educational backgrounds. The awards are granted in April, but you should begin your application process now. These are the scholarships offered: 1. Four-year college' degree scholar­ ship. This award is in the amount of $10,000. 2. Two-year community or junior col­ lege or post secondary trade/voca­ tional schools scholarships. These awards are in the amount of $5000. The trade/vocational awards offer var­ ious options if you wish to continue shipping. In such a program you may develop a trade or skill which would im­ prove your performance aboard ship as well as help you obtain a better paying job when you are ashore. Eligibility requirements are as follows: 1. Have not less than two years of actual employment on vessels of companies signatory to Seafarers Welfare Plan. 2. Have one day of employment on a vessel in the sixth-month period immediately preceding date of ap­ plication. 3. Have 90 days of employment on a vessel in the previous calendar year. Pick Up a scholarship application now. They are available in the ports or you may write to the following address and request a copy of the Seafarers Applica­ tion: Seafarers Welfare Plan College Scholarships 275 20th Street Brooklyn, New York 11215 A College Education For Your Cliildren Four scholarships are awarded to de­ pendents of Seafarers. These four-year scholarships are for $10,000 each at any accredited college or university. If you have three years sea time, encourage your children to apply. They should request the Dependents Application from the above address. Seafarers Log Page 28 ' i'*'—iVi"'•' •MMMAHIMMWI I • — �For Job Security Tomorrow School Of Seamarisliip Steward Department Steward Department All Steward Department Courses Lead To Certification By HLSS. CHIEF STEWARD The course of instruction is six weeks long and covers all phases of Steward De­ partment management and operation. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • Three years seatime in a rating above 3rd cook or assistant cook OR• Six months seatime as, 3rd cook or assistant cook, six months seatime as cook and baker, six months seatime as chief cook and hold HLS certifi­ cates of completion for each program OR • 12 months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months sea­ time as chief cook and hold HLS cer­ tificates of completion for the cook and baker and chief cook programs OR • 12 months seatime as 3rd cook or . assistant cook, 12 months seatime as cook and baker, and six months sea­ time as chief cook and hold an HLS certificate of completion for the chief cook program. Starling Dates: February 5, March 18, April 29, June 10, CHIEF COOK The course of instruction is sue weeks in length and students specialize in the prep­ aration of soups, sauces, meats, seafoods, and gravies. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • 12 months seatime as cook and baker OR • Three years seatime in the steward department, with six months as 3rd cook or assistant cook and six months as cook and baker OR • Six months seatime as 3rd cook or assistant cook and six months as cook and baker OR • 12 months seatime as 3rd cook or assistant cook and six months sea­ time as cook and baker and hold a certificate of completion for the HLS cook and baker training program. Starting Dates: February 19, April 1, May 13, June 24, August 5. COOK AND BAKER ASSISTANT COOK The course of instruction is six weeks in length and students specialize in the selection and preparation of breakfast foods, breads, desserts, and pastries. The course of instruction is six weeks in length and students specialize in the selection and preparation of vegetables and salads. Course Requirements: All candidates must have twelve months seatime in the steward department, OR three months sea­ time in the steward department and be a graduate of the HLS entry rating program. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the followitig: • 12 months seatime as a 3rd .cook or assistant cook OR • 24 months in the steward department with six months as a 3rd cook or as­ sistant cook OR • Six months seatime as 3rd cook or assistant cook and hold a certificate of completion from the HLS assist­ ant cook training program. Starting Dates: March 4, April 15, May 27, July 8. These Course- Will Be Start­ ing Soon: • Diesels • Operation of Reefers Watch the Seafarers Log for Starting Dates Starting Dates: January 22; February 5,19; March 4,18; April 1,15, 29; May 13, 27; June 10, 24; July 8,22; August 5. UPGRADING APPLICATION Name. . Date of Birth. (Last) (First) (Middle) Mo./Day/Year Address (Street) . Telephone Note: Courses and starting dates are subject 1& change at any time. Any change will he noted In the LOG. High School Program Is Available to All Seafarers Do What Over 50 Of Your Fellow Seafarers Have Done... (State) (City) (Zip Code) Book Number (Area Code) Seniority. Date Book Was Issued Port Presently .Registered In_ .Port Issued. Social Security #. . Endorsement(s) Now Held. Piney Point Graduate: • Yes No • (if so, fill in below) Entry Program: From .to. . Endorsement(s) Received. (Dates Attended) Upgrading Program: From. "In most cases, a solid vocational and academic education will mean the difference between just any job and a good job." . Endorsement(s) Received. .to. (Dates Attended) Do you hold a letter of completion for Lifeboat: • Yes • No; Fire Fighting: • Yes • No Dates Available for Training I Am Interested In: Wayne Champine • • • • "I wanted to better myself as a person and one sure way to do that, was to better my education." DECK AB-12 Months AB Unlimited Quartermaster Lifeboatman • LNG/LPG • Diesel • Welder Exeqnid Liwag Get the reading, writing and math skills you need for job security and upgrading through the high school equivalency (GED) program at the Harry Lundeberg School. It only takes four to eight weeks, and your Brothers can tell you that it's really worth it! Interested? Pick up a copy of the pre­ test kit in your port or write to this address: Margaret Nalen, Director Academic Education Department Harry Lundeherg School Piney Point, Maryland 20674 When you complete the test, return it to the Lundeberg School. HLS will tell you the results and give you an estimate of the length of time you'll need to com­ plete the GED program. REMEMBER! This test is not to see February, 1976 who scores high or low. It helps HLS de­ sign a sttidy program just for you—a pro­ gram that our teachers will help you, as an individual, to follow. So apply today. It's easy to qualify. Just make sure that you have: 1. One year of seatime. 2. Your initiation fees paid in full. 3. All outstanding monetary obliga­ tions, such as dues or loans, paid in fuU. Your classes will be small (usually just six to eight students). You'll get lots of individual help. And completing the GED program opens the door to the other edu­ cational opportunities that the SIU has for you. A high school diploma is the first step towards qualifying for one of the three scholarships for Seafarers that are offered each year. STEWARD • Asst. Cook • Cook & Baker • Chief Cook • Steward ENGINE • QMED • FOWT • Dk.Mech. ADVANCED COURSES • Advanced Pumpman Procedures • Advanced Electrical Procedures • Refrigeration Container Mechanic RECORD OF SEATIME — (Show only amount needed to upgrade in rating checked above or attach letter of service, whichever is applicable.) SHIP SIGNATURE RATING HELD DATE OF SHIPMENT DATE OF DISCHARGE DATE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 Page 29 "IJ?-; �Four Cet Lifeboat Tickets Jiii ^ • QMEDs Receive Diplomas ; rui •v} •) 'i ' ' ^ ^ ' I ( ; i -. i iH 'M 'i '9 •J! i • M' :M I • > i: - • J ^ I. Head of the HLSS Deck Department, Paul Allman (extreme right) poses with his October class of lifeboat course graduates of (I. to r.): Pedro Rodriguez; Antonio Mercado; Ovidio Crespo, and Salvador Cordero. QMED Instructor Bill Eglinton (4th from right) with his Oct. 16 graduating class of (I. to r.): Joe Bailey; L. C. McBride; James Fair; Claude Woodard; John Courtney; Charles Duncan; Mitchell Hill, and Nathaniel R. Garcia. FOWTs Complete Course Lifeboaters End Course FOWT Instructor Pete Schuffels (extreme left) proudly presents his October class of graduates of (I. to r.): James McGinty; Brad Lipets; Doug Campbell; Craig Trautman; Mark Ruhl (kneeling); Kirk Lourim; Robert Lynch; Rick Stewart; Kenneth Lynch, and Calvin Codey. ^ Tom Doyle (3rd left) one of the Piney Point instructors of the Lifeboat Course, on Nov. 26 with graduates of (I. to r.); Francis Driscoll; Adam Ouevedo; Thomas Russell; James Hughes, and James Colwell. / i i i" ]\ fVn 3 Lifeboaters Finish Class Three QMEDs Graduate "- IT" ^i ; i : i: ' . -I .' 'M- , il ^ III « Three more Seafarers who finished the Lifeboat Course in October are (I. to r.); William Lopez; Earl Shepard, Jr.. and Joseph Montoya. QMED Instructor Jack Parcel (2nd right) with three more November graduates of his course of (I. to r.): George Stroplch; Randolph Ferebee, and Tommy McKeehan. Quartermaster Instructor Chuck Dwyer (center front) on the deck of the SS Zimmerman having his photo taken Oct. 16 with 10 graduating quartermasters They are (I to r. front): H. B. Francis; Recertified Bosun Scotty Byrne; Facundo Lacsamana, and Recertified Bosun Luth^er Myrex. In the rear (I. to r.) are: Vincent Rat^ff; Recertified Bosun Roy Theiss; Richard Bradford; Recertified Bosun John Curlew; William Arlund, and Alan Barnett. ^ ;• i; V; i- . •! -I -\i i.'"' ' i • "• -/ U )U .' if U;l I •{ : • I [^r • i ' Page 30 Seafarers Log �Six Mo • . ' . /. t.V Deck Department Instructor Paul Allman (left) on Nov. 13 and a.graduating class of (I. to r.): Lasater; Joe Montoya, and William Lopez III. Earl Shepard, Jr.; Ferdinand Gongora; Bill Lough; Tom ^ FOWTs Graduate at the Point .;•v--. jr.;.' At.tf^e extreme left is FOWT Instructor Pete Schuffels and his November graduating group of (I. to r.): Michael Mefferd; Chris Fraser;, Mark Stewart; Denver Myers; Jimmy Briordy; Kevin Bertel; Paul Onufer; Robert Haller, and Thomas Hebb, Jr. With his November graduating class of seven quartermasters is HLSS Instruc­ tor Chuck Dwyer and (I. to r.); DImitrios Despotidis; Richard Trexler; Larry Long; Joe Montoya; Eddie Sekella; Rafael Spiteri and Harold Spillane. Cook and Baker Graduates Steward Department Instructor Charlie Andrews (left) with a November grad­ uate of the Cook and Baker Course, Ismael Garcia. A Dozen 0MEDs End Class QMED Instructor Jack Parcel (center last row) Nov. 13 with a large graduation class of 12 (kneeling I. to r.); Otis Eddings, Jr.; Archie Bliger, and Richard Hannon. In second row, I. to r. are: Kenneth Steinmetz; Rafael Matos, Jr.; George Miller; Arnold Hamblet; Robert Sanchez; Edmund Pacheco, and Sam Black. In back row, I. to r. are: Torry Kidd, Jr., and Darry Sanders. February, 1976 Steward Department Instructor Don Nolan (left) congratulates with a hand­ shake on Dec. 11 Assistant Cook Feliciano Resto for completing the Assistant Cook Course. 9 Get Lifeboat Certificates Lifeboat Instructor Tom Doyle (extreme left) after giving his November class their Certificates of Achievement. They are (I. to r.): Juan Ponce; Warren Shoun; Jose Ortiz; Eric Sager; Joseph Werselowich; Javinal Fernandes; Wiibur Adams; Oscar Bird, and Walter Moore. Page 31 �•• .V T' ^ ••.-•• ,. • y - -- .... J ^ SEAFAREKS LOG Fsbruory, 1976 OFFICIAL PUBLICATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF. LAKES AND INLAND WATERS DISTRICT • AFL-CIO '76 ElcctiMis Will 8lm|ic Alaiiflnic Fnlvrc&1 I ; r 1 V i ( I The outcome of the political events of 1976, a year in which a new President, the entire House of Representatives and one third of the Senate is up for election, will have a profound and lasting effect on the livelihoods of Sea­ farers and the future of the U.S. maritime industry. The 1976 national elections are of such great importance to us as Seafarers because our industry, more than any other industry in this country, is affected by national and international laws and poli­ cies. And it is up to the Congress and the President to decide which laws are or aren't passed or re­ pealed. Among the more vital issues af­ fecting the maritime industry and the job security of every Seafarer that will ultimately be decided by Congress and the Administration are: • A fair oil cargo preference law which would require that at least 30 percent of all oil imported to the U.S. be carried on Americanmanned, American-flag ships. • A bill to curb the growing in­ cursion of tiiird-flag fleets into the U.S. foreign trades (already the Russians and other third-flag op­ ment to foster the growth of a globally competitive U.S. mer­ chant marine, second to none. The success of the SIU's politi­ cal programs, though, depends on one very important factor — the support of the SIU membership through voluntary donations to the Seafarers Political Activity Do­ nation fund. With the money donated to • Continued and complete en­ SPAD, the SIU can actively sup­ forcement of the Jones Act, which port the election or reelection, reserves the waterborne shipment campaigns of legislators who will of all goods between U.S. ports work for a strong maritime indusfor American-manned ships. ,try. At the same time, the SIU • Continued operation and the can u.se the SPAD donations to upgrading of USPHS hospitals block the election of those who and clinics, which are the focal have consistently opposed meas­ point of medical care for Ameri­ ures that would benefit the in­ dustry. can seamen. These are only a few of the Over the years, SPAD has paid pending issues, but with their off for Seafarers in a big way. outcome and the outcome of other Because of our members' con­ continuously arising maritime is­ tributions to SPAD, the SIU has sues lies the fate of our industry spearheaded vital legislation and the ability of Seafarers to through Congress such as the Mer­ make a living as merchant seamen. chant Marine Act of 1970, which The SIU, then, is faced in 1976 has meant scores 5f jobs for Sea­ with a tremendous political chal­ farers on new ships built under the lenge—and that is to work in all law. SPAD also enabled the SIU sectors of the nation for the elect- to lead the fight for Congressional tion or reelection of Congressmen, passage of the Energy Transporta­ Senators and a President that share tion Security Act of 1974, which with the SIU the same commit­ was ultimately killed through erators have captured more than one half of all cargoes moving from the U.S. West Coast to the Far East) • Continued and even steppedup implementation of the Mer­ chant Marine Act of 1970, which for five years has spurred a revitalization and modernization of the U.S. merchant marine. pocket veto. SPAD has also enabled the SIU to block repeated attempts from many quarters to circumvent the Jones Act, as well as continuous attempts by the Department of Health, Education and Welfare to shut down the USPHS system. For Seafarers, SPAD is much more than a political fund. It is an indispensable insurance policy on job security. And in 1976, be­ cause of the tremendous political Stakes involved, contributions to SPAD are more important than ever. With the support of SPAD^ the SIU's political goal in 19^76 is to help elect an Administration, as well as a majority in both Houses of Congress, that believes/ in a strong merchant marine for the U.S. and will work for its better­ ment. We can't afford to settle for anything less. SPAD is a vital fund for Sea­ farers, the SlU and the entire mer­ chant marine. With SPAD we can shape our own future. Without it, our future is in the unsure hands of others. Shape your own future. Sup­ port SPAD as often, and with as much as you can, in 1976. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1976 Description An account of the resource Headlines: AFL-CIO CAUTIONS ON REPORTED UNEMPLOYMENT DIP COAST GUARD ACCEPTS 15 IN DECK, ENGINE DEPTS. SENATE CONFIRMS USERY AS SECRETARY OF LABOR SOME QUESTIONED ANSWERED ON NEW U.S. PENSION BILL LARGE TURNOUT FOR SAN FRANCISCO MEETING ILO SETS A MARITIME CONFERENCE IN OCTOBER IN GENEVA SIU OFFICIAL APPOINTED TO NAVY LEAGUE COUNCIL PENOT ELECTED ROU PRESIDENT FRANKFORT AGENT RETIRES BOSUN'S SEATIME FULL OF NEAR MISSES SEAFARER, SIU CREW ARE CITED FOR RESCUE AT SEA HISTORIC ALCOHOLISM SEMINAR HELD DROZAK OUTLINES GOALS, PURPOSES OF REHAB HLS PRESIDENT CITES MANY SUCCESS STORIES THE WHO, WHAT, AND WHY OF ALCOHOLISM SHULMAN ANSWERES QUESTION "WHY TREATMENT?" SEMINAR PARTICIPANTS TAKE GUIDED TOUR OF SIU ALCOHOLISM REHABILITATION CENTER MCMANUS: "THE UNION'S ROLE IN ALCOHOLISM" RAY "MANAGEMENT'S ROLE IN ALCOHOLISM" REGAN SPEAKS ON OCCUPATIONAL PROGRAMS FOR THE ALCOHOLIC WEISMAN SUMMARIZES AND PRAISES SEMINAR PARTICIPANTS BREAK UP INTO GROUPS SEMINAR ENDS WITH DEPARTING CHALLENGE FROM HALL USPHS HOSPITALS TO STAY OPEN - FOR NOW DON'T LET THIS HAPPEN A COLLEGE CAREER IS AVAILABLE TO YOU '76 ELECTIONS WILL SHAPE MARITIME FUTURE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1976 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVIII, No. 2 1976 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/f710fc75e47dec40a5762d114a4c9512.PDF 2417b0896e04d33b86fd805c8abdbabc PDF Text Text 7f ..J ./ 1 I i „,. At the mid-winter meeting of-the.I^rlttrrra Trades Department, SlU President.., |v Paul Hall (far right), who Is also president of the MID, met with Carlos'Romefp:;; • Barcelo (far left) governor of Puerto Rtco, and F. Ray Marshall (oenler), C/.S, kSecre^tary of Labor. Both'men addressed the Board. . , ...... - �• V ii '• •i Lakes Coast Guard to Study Training, Manning Drozak Asks for Crew Wellbeing at Safety Seminar The SIU will present its position on vessel manning, crew qualifications and occupational safety on the Great Lakes GREAT LAKES at a seminar in Cleveland, Ohio, Mar. 2. At first, these issues were not going to be discussed at the Marine Industry Seminar which is sponsored by the 9th U.S. Coast Guard District (Great Lakes). But when the SIU was invited to attend. Executive Vice President Frank Drozak pointed out that it is impossible to talk about marine safety while ignoring the wellbeing of the crew. In a letter to Rear Adm. J. S. Gracey, commander of the 9th Coast Guard District, Drozak said, "The Seafarers Union believes that in view of recent tragic accidents on the Lakes, the sub­ ject of marine safety is a vital one. 1977 Marks 20lh Year of Lundeberg Death This year marks the 20th anniversary of the untimely death of the SIUNA's first president and founder, Harry Lundeberg, who died of a heart attack at the age of 56 on Jan. 28, 1957 in Peninsula Hospital, San Francisco, Calif. A leading figure in the revival of maritime unions dating back to the early 1930's, he led a seamen's strike on the West Coast in 1934. Lundeberg suc­ ceeded pioneer Andrew Furuseth as secretary of the Sailors Union of the Pacific in 1936. Furuseth passed away in 1938. Like Furuseth, who authored the 1915 Seamen's Act, Lundeberg was born near Oslo, Norway. His father and three of his brothers had been seafarers and he went to sea at 10. During World War I, he rode English nitro ships which were torpedoed from under him a few times. He sailed on nine different for­ eign-flag ships until he settled in the port of Seattle in 1919 transferring from the Australian Seamen's Union to the SUP. Safety not only encompasses the hard­ ware aboard the ship but the training and qualifications of the crew as well." He recommended that a special workshop cover "Crew qualifications, including the training of AB's on the Lakes and the use of QMED's in the engine room; the safety of Great Lakes operations and the need to provide greater protection for Lakes' crews dur­ ing an accident, and the need for estab­ lishing occupational safety and health criteria for the Lakes fleet in such areas as sanitation and food service arrange­ ments." The additional workshop was then added to the agenda. At the session, there will be speeches on topics chosen by the Coast Guard, including commercial vessel safety and loading, tank venting and sewage, ports and waterways safety, pollution pre­ vention and LORAN-C. Aside from the workshop suggested by the SIU, other scheduled workshops will include the handling of hazardous materials, vessel construction and modi­ fication, and handling pollution inci­ dents. Jack Bluitt, SIU Detroit port agent will attend the seminar, along with George Telegadas, SIU representative in Cleveland, and Byron Kelley, Great Lakes area director for the inland wa­ ters. Representatives from other mari­ time unions on the Lakes will be there as well. Union Wins Arbitration Case to Haye Tug Captain Reinstated A Philadelphia arbitrator has ordered the Interocean Transport Co. (Mariner Towing) to reinstate SIU Boatman Leslie Collier as senior captain of the tug Voyager II with full back pay and Harry Lundeberg A great organizer, Lundeberg be­ came SUP Seattle port agent in 1934 a year after he became a U.S. citizen. In 1938 he founded the SIUNA and in 1941 the A & G was born. Lundeberg never forgot he was a sailor. Visiting his family in Norway in 1947 after a 30-year hiatus, he shipped out as an A B on the SS Marine Jumper working for his passage roundtrip. full seniority, while at the same time rejecting the company's contention that it could freely demote licensed person­ nel without sufficient cause. Brother Collier was originally pro­ moted to captain under provisions of the SIU contract in 1974, and to senior captain the following year. However, on Sept. lOj 1976 the company notified him he was being demoted to mate and transferred from the company's Gulf fleet to its Atlantic fleet. Collier contacted the SIU which immediately filed a grievance. The arbitration hearing was held on Nov. 30, 1976 and the ruling was handed down last month. In his ruling, the arbitrator con­ cluded that Collier was demoted with­ out just cause, stating that "the over­ whelming weight of the evidence dis­ closed that Captain Collier maintained his concern for the safe operation of the vessel, his loyalty to the company, and his sense of professionalism despite the lack of cooperation afforded to him by his superior. The inevitable conclu­ sion is that Collier was wrongfully de­ moted " The arbitrator also ordered the com­ pany to reimburse Collier for the .ex­ penses he incurred in processing his grievance. AFL—CIO Statement on Alaska Gas Pipeline Route As this issue of the Log went to press, SIU President Paul Hall was attending the mid-winter meeting of the AFL-CIO Executive Council at which a number of vital labor issues were taken up. Instead of President Hall's usual column, this month "we are reprinting action taken by the AFL-CIO Executive Council on the Alaskan gas pipeline route. A related article, concerning President Hall'sf news conference early this month on the gas pipeline, can be found on page 3. Statement by the AFL-CIO Executive Conucil on Alaska P^line Route Febniary 25,1977 Bal Harbour, Fla. The nation's need for new energy supplies has been compounded by the effects of the harsh weather con­ ditions which have raised the demand for fuel supplies to unprecedented levels. The dual effects of the cold winter in the U.S. east and midwest, AFL-CIO Acts On Maritime issues At the time the Log was going to press, a number of maritime is­ sues were acted upon by the AFL- . CIO Executive Council which was meeting in Bal Ilail>our, Fla. A full report on all these actions will be printed in the next issue of the Seafarers Log, coupled with the drought on the West Coast, have produced economic chaos that has affected the nation's vital industries and many homes. In the early months of this year hundreds of thousands of American workers have been temporarily and in many cases permanently thrown out of work because of the lack of adequate energy supplies, particu­ larly natural gas. In the West the con­ tinuing drought has not only caused economic problems but threatens the supply of cheap hydroelectric power which is the basis for the operation of many industries in the West. These problems have heightened and dramatized the immediate need for additional energy sources, of which natural gas is in the shortest supply. One of the most immediately available new sources of energy for the U.S. are the huge reserves of natural gas available on the North. Slope of Alaska. The production of this gas would make a major contri­ bution towards the nation's efforts to become more self-reliant in its energy supplies. There are three proposals now being considered by the Administra­ tion for moving Alaska gas to con­ sumers in the lower 48 states. Of the three only one would be entirely un­ der U.S. control. This is the TransAlaska gas route. The line would largely parallel the Alaska oil line across Aaska and would involve the construction of a complex of gasifi­ cation and liquefication facilities as well as a fleet of liquid natural gas vessels to carry the gas to the U.S. West Coast. The other two lines both involve gas pipelines across Canada. The decision on which of these three lines the Administration will support will be made by the President later this year. The President's de­ cision will then be forwarded to Con­ gress for it to approve or disapprove. Of the three proposed routes, the Trans-Alaska line will provide the maximum job benefits in Alaska as well as in the lower 48 states, par­ ticularly during the construction in U.S. yards of the fleet of LNG ves­ sels needed to carry the gas. The line would employ over 44,000 construc­ tion, trade and shipyard workers dur­ ing the peak construction phase. In addition the Alaska gas line, because it would use many of the facilities built for the Alaska, oil pipeline, could be constructed sooner than the two competing routes across Canada. As important as the employment benefits are, however, the need to obtain secure supplies of gas for the lower 48 states as soon as possible to meet the present shortage clearly transcends all other considerations. On this basis also the Trans-Alaska line is clearly superior. Therefore, the AFL-CIO urges the Administration to approve the Trans-Alaska gas route in order to assure the expedited availability of the secure new gas supplies that will increase U.S^ energy self-reliance. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District. AFL-CIO, 675 Fourth Ave 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39, No. 2, February, 1977. Brooklyn N.Y. Page 2 Seafarers Log �At Mid-Winter Meeting AfTD Calls for Cargo Policy for U.S. Fleet At their mid-winter meeting, the Ex­ ecutive Board of the Maritime Trades Department of the AFL-CIO called for the development of a national cargo policy that would assure the American fleet a substantial share of U.S. cargoes in all the trade routes of the world. In their list of maritime legislative goals, the 43-union group called a cargo policy "the foremost priority for the maritime industry". The meeting, chaired by SIU President Paul Hall who is also president of the MTD, was held Feb. 17-18 in Bal Harbour, Fla. For full details of the MTD Executive Board meeting see the special supple­ ment in this Log. A fair share of cargo could be guar­ anteed, the Board said, through a law requiring that 30 percent of U.S. oil imports be carried on U.S. ships. Simi­ lar legislation was pocket vetoed by President Gerald Ford in 1974. The Board also recommended bilateral agreements with U.S. trading partners granting American bottoms a substan­ tial share of U.S. dry bulk cargo and the use of American vessels in Federal programs. Two of the guest speakers. Congress­ man John Murphy (D-NY) and Con­ gressman Leo Zeferetti (D-NY) called for cargo preference legislation as the way to revitalize the American Mer­ chant Marine. The Executive Board also condemned tax breaks for runaway-flag vessels which are owned by U.S. companies but registered in countries where taxes and safety regulations are "virtually non­ existent". The idea that these vessels would be available to the U.S. in a time of emergency is a myth, it said. Support for Jones Act Support for the Jones Act was re­ affirmed during the meeting when the labor leaders urged that cargo between the Virgin Islands and the U.S. main­ land be carried on American-flag ships. They also reaffirmed their support for operating and construction differential subsidies to keep the U.S. fleet com­ petitive in the world market. SIU President Paul Hall, left, who is President of the MTD, chaired the MTD Executive Board Meeting on Feb. 17-18. Sitting next to him is O. William Moody, Jr., administrator of the MTD. An active U.S. Merchant Marine would maintain jobs for present workers and create jobs for those who are now without work, according to a booklet issued at the meeting entitled "Martime Incentives: Job Stimulus for the U.S. Economy." On related issues, the MTD Execu­ tive Board took a firm stand in favor of an all-American route for transport­ ing natural gas from Alaska's north slope to the lower 48 states. This would involve an all-Alaska pipeline route and a fleet of U.S.-flag liquid natural gas tankers. The Board condemned the Coast Guard for failing to enforce the Occu­ pational Safety and Health Act on board ships and spoke out against tolls on the St. Lawrence Seaway. At the meeting, the MTD presented an outline for a rational and coordinated energy policy for the United States. Board members also repeated their support for the continued operation of the eight remaining U.S. Public Health Service Hospitals. Labor issues and international trade were also discussed and many promi­ nent leaders spoke including Carlos Romero Barcelo, the governor of Puerto Rico, and F. Ray Marshall, Secretary of Labor. Hall Urges Approval for All-Alaska Cas Pipeline WASHINGTON, D.C.—At a press conference held here Feb. 2, SIU Presi­ dent Paul Hall strongly urged the Fed­ eral Power Commission, the President and Congress to approve an all-American delivery system to bring natural gas from Alaska's North Slope to the lower 48 states. He criticized the Feb. 1 deci­ sion of Federal Power Commission Ad­ ministrative Law Judge Nahum Litt who ruled in favor of the trans-Canada pipe­ line route proposed by the Alaskan Arctic Gas Pipeline Co. (Arctic). A third proposal sponsored by the Apply Now For Steward Program All steward department members are reminded that the first class of the Steward Department Recertlficatlon Prt^am will begin on Apr. 11, 1977 at the Lundebei^ School. This new vocational education program has something for just about everyone in the steward department. For our younger members, the pro­ gram offers a unique opportunity to upgrade to higher ratings and higher pay while at the same time building a solid career and a lifetime of job security in this important shipboard department. For our older members who have already been sailing as chief steward, the program offers the opportunity to INDEX Legislative News Washington Activities Page 9 Union News San Francisco meeting ....Page 4 Page 7 Headquarters Notes .. Brotherhood in Action .. .Page29 Lakes Picture Page 14 Inland Lines Page 13 At Sea-Ashore Trustee meeting General News Page 13 Law of the Sea Page 3 Gas pipeline learn the latest methods of food prep­ aration and the newest theories of balanced meal planning. The pro­ gram will also provide some tips on accounting and bookkeeping as well as some fresh ideas dn the manage­ ment of a modem shipboard galley. Applications for the new program have been sent to all sbips. Union halls and members' homes. The ap­ plication was also printed in the Jan­ uary 1977 issue of the Log which may be cut out and sent to the Lundeberg School. Steward department members are urged to fill out an application for the program as soon as possible to insure a seat in one of tbe earliest classes. Good cooking! Commercial tugs Page 5 National unemployment .. .Page 6 Tuna fishing Page 15 Grain deal Page 6 Great Lakes meeting Page 2 IMCO meeting Page 8 USPHS hospitals Page 9 Case won for captain Page 2 Hearings on Coast Guard .. Page 7 Shipping Around Jacksonville harbor Back page Lenward Stephens Page 5 Ships' Committees Page 12 Ships' Digests Page 26 Dispatchers' reports: Great Lakes Page 7 Alcan Pipeline Co. was ruled too un­ certain and poorly prepared to be con­ sidered in the running. In deciding among the three projects, Judge Litt called the all-American route proposed by the El Paso Alaska Co. "viable". This delivery system would parallel the Alaska Oil Pipeline from Prudhoe Bay to the south where the gas would be liquified and carried in LNG tankers to the American market. A final deci­ sion rests with the President and Con­ gress and should be made by the end of the year. President Hall asserted that the El Paso proposal would deliver the muchneeded Alaskan gas at an earlier date than could the rival proposals to bring the gas across Canada. He cited unset­ tled Canadian native claims, opposition to crossing the Arctic Wildlife Range and financing difficulties as delaying factors. But from his point of view, the major obstacle was the unsettled Cana­ dian political situation. Criticizes Dependence Hall criticized continued heavy U.S. dependence on foreign fuels and for­ eign-flagships and noted that placing U.S. natural gas supplies in Canadian hands would only increase the problem. It's basically "a political decision", he said. "But most important," Hall stressed, "are the overwhelming economic bene­ fits of the all-American proposal." El Paso's project would invest $8-billion directly into American goods and serv­ ices, instead of spending billions in Canada, Japan and Western Europe as the trans-Canadian projects are com­ mitted to do. "The all-American line would pro­ vide 750,000 man-years of American jobs without spending a cent of the taxpayers' money. If there is anything our economy needs more than these jobs, I don't know what it is," said Hall. "Since the American gas consumer is paying the bill, it would be foolish not to invest that money in American jobs and goods," he added. Safe Carriers Hall then addressed the issue of the safety of the liquified natural gas (LNG) carriers. He said they would be the most Continued on Page 29 Page 35 Page 15 New Pensioners Page 31 Final Departures .Pages 32, 33, 34 Training and Upgrading Seafarers participate in 'A' seniority upgrading Page 39 Diesel course Page 37 Courses and application Pages 36-37 GED graduate Page 38 Scholarship information .. Page 38 Special Features The SIU pension Page 25 MTD meeting Pages 17-24 Social Security and you .. Page 28 Brooklyn shipyard .. .Pages 10-11 Articles of particular interest to members in each area can be found on the following pages: Deep Sea: 3, 5,12,13, 26, 35,39 Deep Sea Inland Waters Membership News Young Boatman Former scholarship winner Page 14 Inland Waters: 2, 5, 6, 14,15, Back Page Page 15 Great Lakes: 2, 7, 8 Page 3 February, 1977 m '$ i. J - �S. F. Meeting: No Alaska Oil for Japan '•* sr- . -'Al •it Citing a possible trade off by the United States with Japan for North Slope oil from the Alaska Pipeline, San Francisco Seafarers of the SIU's opposition to sending such oil to that country or other countries this year when the line IS scheduled to open. Speaking at the port's monthly membership meeting on Jan. 13, Brother Troy declared that the Union favors the transshipment ^ tankers from the Alaskan port of Valdez to Panama where it would he transferred to smaller tankers for passage through the canal to Gulf ports. ^ He had testified before the U.S. Senate Joint Interior-Commerce hearing on Dec. 7 in Los Angeles saying that the employ^ of Seafarers depends upon «fhe shipping demand generated by Alaskan oil supplies moving to the U.S. West and Gulf Coasts ports. ^ IT K had tX'thrhearin^ contrary to the nation's security interests, hut would also exchange foreign jobs and would increase the already rapid decline in U.S. shipping employment," he Some oil coinpanies knowing that the West Coast states wouldn't need all (he oil coming from Prudhoe Bay had suggested that the excess fuel he shipped to Japan with the U.S. East Coast and the Mideast getting theirs from the Middle East countries. I he Jones Act stipulates that American vessels he used to carry all commerce heLween U.S. ports. i"-: • "• Port Agent Steve Troy is at the speak­ er's podium.' Recertified Bosun Wallace Perry, Jr. (left) eyes his shipmates ABs Tony Brooks and Elmer Annis. Having their registration cards stamped prior to the meeting by Seafarer Lou Ciamboli (left) are Brothers Frank White in the cap and Joe Springer. San Francisco Seafarers (left) seem to be in a pensive mood at the monthly meeting on Jan.13.The steward department' Andrew Green (right) speculates on what is being said. Baby bottle in hand, Chief Cook Ron­ ald Fluker a '67 HLSS grad, wheels in his 13-month old son, Jason. Page 4 Seafarers Log jimw-m «-T(r s.»w RSI �SlU ACLIWD Proposes Merger to SUP, MCS and MFOW Following is the text of the merger proposal adopted by the Executive Board of the SIU Atlantic, Gulf, Lakes and Inland Waters District. SUBJECT; SIU A&G'S PROPOSAL FOR MERGING SEAMEN UNIONS The AGLIWD has found merger of maritime unions to be in the interest of the membership of the merging unions. In fact, the AGLIWD as presently known was the result of a merger be­ tween the International's old Atlantic District and Gulf District. Again in 1972, the International's Great Lakes District by overwhelming membership vote approved merger with AGLIWD. Only last year, the IBU of the AGLIWD by almost unanimous vote approved merger of its organization of its or­ ganization with the AGLIWD. The AGLIWD further recognizes that under the structure and laws of our International as demonstrated by Con­ vention action at our International's Seventeenth Biennial Convention held September 1975 at Washington, D.C. "Our International is a federation of autonomous unions. As such, any question involving a merger or other comparable action which is fundamental to an affiliate's auton­ omy must be determined and con­ sented to solely by each affiliate. The International has demon­ strated that it will continue to as­ sist affiliates in bringing about mergers and establish appropriate guidelines for mergers, but only where the affiliates themselves have consented to and agreed to the merger." The record makes clear that for quite some time and continuing to date, employment opportunities in the U.S. maritime off-shore industry have been decreasing. This has had a substantial adverse impact upon the membership of some of the maritime unions. For­ tunately and notwithstanding this trend the AGLIWD has been able to maintain a substantial segment of employment opportunities with increased economic benefits for its members. This is in sharp contrast to some of the other unions. Furthermore, as distinguished from some other unions, the AGLIWD's fi­ nancial posture has continued to in­ crease over this period. Most important however, is reliable indications are that employment oppor­ tunities for AGLIWD members, and their collective assets as a union will continue and improve. Unfortunately such prospects are not probable for some other maritime unions. Based upon its experience with merg­ ers over many years resulting in bene­ ficial gains for the merged membership and recognizing the shrinking employ­ ment opportunities in the off-shore maritime industry with disturbing effect upon the membership of some of the maritime unions and consistent with SIU International Union action, the AGLIWD proposes that the SUP, MFU and MCS comprising the SIU Pacific District, separately or collectively merge with the AGLIWD. Such merger shall be upon the following terms and conditions, subject to legal require­ ments, restrictions and authority. (a) Consolidation of all facilities such as hiring halls, office and administrative buildings, etc. and disposition of un­ necessary or duplicate facilities, build­ ings, including reduction of duplicate and unnecessary administrative per­ sonnel. (b) Elected officers and named job holders of the organizations merging with the AGLIWD to continue in their employ at not less than their present wages and benefits, for the balance of the term of the offices presently held by the AGLIWD officials, to wit, Decem­ ber 1979 subject to assignment as to duties and/or locations depending upon needs. (c) The AGLIWD constitution to be amended, to accommodate to the changes necessitated by the merger, shall be applicable and controlling. An appropriate amendment shall provide for a constitutional Vice President, plus such assistants as may be agreed upon for each of the vessel's Department, Deck, Engine and Steward, and for of­ ficials and offices at Ports, where the same are not pre.sently provided for by the AGLIWD constitution, i.e., Port­ land, Honolulu, etc. (d) All deep sea contracted jobs, present and future of the merging unions, shall be the employment oppor­ tunities of the merged membership who as of this proposal's date, have shipped regularly in accordance with the merg­ ing unions shipping rules. (e) AGLIWD as the merged organi­ zation to succeed to all or part of the SIU Pacific District rights and rights of individual unions depending upon number of affiliates merged, including the merged union being a party to bene­ ficial funds. Rights and benefits of exist­ ing members in all beneficial funds to be preserved. (f) Financial certifications to deter­ mine assets and liabilities and transfer of assets to the merged AGLIWD or­ ganization and its assurs(Siii(^jj|^appropriate liabilities. - (g) The appointment by each union of an appropriate committee in com­ pliance with constitutional requirements if any, for the purpose of forthwith holding sessions to discuss and imple­ ment the'contents of this merger pro­ posal with authority to discuss any re­ lated subjects and conditions as may be appropriate. (h) Any and all agreements of merger The Seafarers International Union, Atlantic, Gulf, Lakes and Inland Wa­ ters District has presented a proposal for merger to the SIU Pacific District affiliate unions—The Sailors Union of the Pacific, The Marine Cooks and Stewards Union and the Marine Fire­ men's Union. The executive officers of the SUP, MFOW and MCS have the merger pro­ posal under advisement. In keeping with the autonomous character of the SIUNA district unions, the AGLIWD offered the proposal to each union individually for its consid­ eration. Acceptance or rejection of the proposal would be made individually. The AGLIWD executive board pro­ posal recalled that "Under the structure and laws of our International as dem­ onstrated by convention action at our International's 17th Biennial conven­ tion held September 1975 in" Washing­ ton, D.C.: 'Our International is a feder­ ation of autonomous unions. As such, any question involving the merger or other comparable action which is fun­ damental to an affiliate's autonomy must be determined and consented to solely by each affiliate'." The merger proposal was predicated on a desire to more effectively preserve and expand the job opportunities of the membership to the respective organiza­ tions and to bring about economies in face of constantly escalating costs of operations and administration. arrived at, including a governing con­ stitution, shall be subject to approval by membership referendum of each organ­ ization as required by their respective constitution. (v) In accord with 1975 International Convention action, notification be given to t^e International by^lhe affiliates vol­ untarily participating in the merger dis­ cussions with request for authorized assistance in bringing about such merger. SIU Asks That Navy Use Commereial Tugs and Oilers WASHINGTON, D.C. — The SIU has again urged Congress to trim the Navy's shipbuilding program budget by transferring funds the Navy has re­ quested for building new fleet oilers and tugs to the construction of combat ves­ sels. Included in the Navy's 1978 Pro­ posed Shipbuilding Program are four AO 177-class oilers and five T-AFT ocean tugs. The tentative budget for 1979 calls for building four more oilers and two additional ocean tugs. In a letter to Rep. Charles E. Ben­ nett, chairman of the Seapower Sub­ committee, SIU President Paul Hall congratulated the chairman for spon­ soring a bill which would cut the Navy's request from four oilers to two and from five ocean tugs to three. But Hall also said that "in view of the capability of the merchant marine to supply both commercial tugs and oilers to the Navy ... the Congress should consider elim­ inating all Navy construction of these two types of support vessels." Hall said that eliminating the new oilers and tugs from the Navy's ship­ building budget would produce a sav­ ings to the Navy of more than $700 million that could be used to build February, 1977 needed U.S. warships. He noted: "The Navy could contract from the merchant marine for the services of equivalent numbers, of privately manned and op­ erated merchant vessels to fill its needs. This would ensure that the Navy's read­ iness was not impaired." Review Navy's Program SIU President Hall also sent letters to other members of the House Armed Services Committee requesting that they review the Navy's shipbuilding pro­ gram, and to Rep. John Murphy, chair­ man of the House Merchant Marine and Fisheries Committee, requesting a meeting to "discuss the way the nation's economy and security could benefit from greater employment of the U.S. merchant marine as a Navy auxiliary." Over the years, the SIU has been in­ volved in an effort to convince the Navy of the security and economic advant­ ages of maximizing the use of private vessels for the Navy's sealift support and underway replenishment missions. In the few experiments the Navy has tried—including the highly successful use of the privately-contracted Erna Elizabeth—the U.S. merchant marine has demonstrated that it can completely fulfill the Navy's underway replenish­ ments needs. Hall also reminded Congress that "only by using American-Hag vessels and crews in peacetime can they obtain the experience they will need to serve the military in war." Hearings on the Navy's proposed budget—including its shipbuilding pro­ gram—are now underway in Congress. Lenward Stephens Launched One of the SIU's fastest-growing com­ panies, American Commercial Barge Line Co. of Jeffersonville, Ind., recently launched a new 1800 hp. towhoat, the Lenward Stephens. The Stephens is a relatively small boat for ACBL, measuring only 80 x Great Lakes, Atlantic and Gulf Coasts. 3 The boat was built at Grafton Boat Works in Grafton, 111. * iJ H d 30 X 8 feet. The company plans to oper­ ate the new boat primarily on the Gulf Intracoastal Waterway, where smaller boats are needed to navigate in the nar­ row channel. The Lenward Stephens is the sev­ enth new boat which American Com­ mercial has launched in the past year and a half, and an eighth—the Delmar Jaeger—is due out next month. All of these new vessels mean more jobs and better job opportunities for SIU members sailing on the inland waters. Many other SlU-contracted inland companies are also involved in the mod­ ernization and expansion of their fleets in many areas including the rivers. Pages �'Make-Up Plan' for U.S. Ships To Be Pait of '77 Grain Pact After months of nation-hopping negotiations, U.S. and Soviet shipping officials have reached accord on the key issues of a new grain shipping pact for 1977, which will include a program to make up an estimated one million tons of grain due U.S.-flag ships but not al­ located them under the old agreement. The basics of the new grain agree­ ment are essentially the same as the old. U.S. ships will be guaranteed at least one third of all grain cargoes going to Russia, and U.S. operators will be paid $ 16 a ton—a rate set in December 1975 —for the grain movement. However, the Russians have also agreed to pay an additional $.47 per ton on the cargo due U.S. ships from past years but not booked. In addition, the Russians have assured American of­ ficials that U.S. ships will get their full one third share, unlike the first five years of the pact during which time U.S. ships got only about 23 percent of the cargoes. An estimated 6.4 million tons of grain will be exported to the Soviet Union this year. For Seafarers, the new pact will mean continued good shipping, especially in the Gulf where most of the cargo is loaded. Robert J. Blackwell, assistant secre­ tary of commerce for maritime affairs and head negotiator for the U.S. on this issue, said that the pact hasn't as yet been signed because the two nations are still dickering over a few technicalities. The negotiations, which have been held in Washington, D.C., Moscow and London, have been going on at intervals for the past eight months. U.S. Safety Board Faults Skipper for Loss of Transhuron WASHINGTON, D.C. —The Na­ tional Transportation Safety Board found recently that a crippled SIUmanned tanker, afire, and adrift in the Arabian Sea in 1974 for more than 63 hours, which finally ran aground on a reef, was lost as the result of the ship's master failing tg anchor or to accept aid from other ships standing by. Earlier, a Coast Guard probe of the SS Transhuron (Hudson Waterways) also had come to the same conclusion and faulted the ship's three out of four engineers for negligence in fighting the smoky daylight fire which knocked out the main propulsion plant. Later the en­ gineers put out the blaze. The Coast Guard added ". . . There is evidence that the action on the part of the master, in permitting his vessel to drift without propulsion for 63 hours into a vicinity of small islands, amounted to gross negligence and a complete disregard for the safety of his vessel and crew. No action was taken to January's Jobless Rate 7.3%; Cold Lays Off Nearly 2-M Although January's U.S. jobless rate fell to 7.3 percent from December's 7.9 percent, a freezing cold snap over parts of the country triggered a natural gas shortage in factories and farms which closed them resulting in the layoff of nearly 2-million workers early this month. While 561,000 workers lost their jobs in January, 444,000 stopped looicmg for work. The total number of unem­ ployed in the nation came to an official 6,958,000. A harsh winter helped to lay off 900,000 in Ohio; 750,000 in New York State; 164,000 in Pennsylvania; in Ken- N of ice on Series The ninth part of the Log series showing how various organizations affect the job security of Seafarers will not he run this month due to prodiuction difficulties. However, the series will be continued in the March issue of tiie Log. tucky 60,000; in Indiana 45,000; in New Jersey 46,000; in West Virginia 35,000; in Georgia 26,000, and in Flor­ ida 25,000. insure the safety of the vessel and crew by requesting assistance from the nu­ merous vessels offering support which were in the area, even though the master had no positive assurance that the tug he requested from the operating company was enroute until after the grounding occurred. Assistance was sought by the master only after there was insufficient time to allow for a safe and timely rescue." The MSC-chartered SS Transhuron, underway from Bahrein Is. in the Per­ sian Gulf to Subic Bay, P.I., hit a reef off Kiltan Is. in the Laccadice Island chain off the southwest coast of India on Dec. 26, 1974 two days after the blaze erupted. Her 33-man crew left the T-2, 117,251 barrel tanker without in­ cident. However, the coral ripped a gash in the 547-foot ship's hull. The safety board reported that an Clearing ice on the Rivers Thus Government labor officials forsee a 1 percent rise in the unemploy­ ment rate figures for February. Another sidelight of the winter weather and fuel-related crisis was that tiie"iayoffs pushed new state unemploy­ ment insurance benefits claims in the first week of this month to the highest point since mid-1975. The Government reported that initial claims for that week totaled 537,000, up from 417,000 claims filed the week before. Also 2,893,000 persons col­ lected jobless benefits in the last week of January, a hike of 136,000 over the previous week's level. Overall 5,442,600 persons collected state and Federal job­ less benefits in fhat period, up from 5,378,000 a week earlier. A high volume of new claims in February's first week were found in Tennessee, Illinois, Wisconsin, Mary­ land, Indiana and Georgia. electrical fire in her main engine con­ trol switchboard was triggered by in­ coming splashing salt water which shorted out the system. This, they say, forced the egineers to shut down her engines, leaving the ship at the mercy of bad weather, wind and tide. Beside a faulty radar and fathometer, the board cited slow communications and equipment failure for the ground­ ing. A burst iron pipe nipple in the air conditioner caused the salt water to spray onto high voltage propulsion wires. Due to a delay in communications, the National Transportation Safety Board urged the Maritime Administra­ tion to ask shipowners to install the new, longrange voice MARISAT com­ munications satellite system in their vessels. It could have helped to save the Transhuron, they said. —" r~ • ^ • /"i ^ ' . .• - •- '' "***' ' ,i % ^ " if ''-'MA • * ^ H'- Financial Committee Meets fv r - •^4 yv In the middle of this month the Union's Quarterly Financial Committee went over the SlU's record of expenditures at Headquarters. Shown (clockwise from left) are the seven members of the elected committee of: James R. McPhaul; Warren Cassidy; Chairman Jim Colder;-Tom Maley; Donate Giangiordano; Horace D. Jones, and Anthony Gregiore. Page 6 i As ice accumulated on America's inland waterways during one of the coldest winters on record, many SlU-contracted boats tried to clear channels on the rivers. In this photo, two SlU-manned towboats, the Charles Lehman and Jack Buliard (the boats farthest to the front) helped to ram a 10-foot thick wall of ice on the lower Ohio River until they cleared a channel 300 feet wide. Both boats are owned by American Commercial Barge Lines. Seafarers Log �I I room and tankerman courses and a special course for towboat cooks who work in the one-person galley. All the members should look over the list of 1977 courses at the Lundeberg School, no matter what area they sail in, because the more you know about the industry as a whole, the better off you will be. (See pages 36-37of this Log for Directory of Courses.) Dieselization of steamships is another major change in the maritime industry. On the Great Lakes, several steamships have been converted to diesel engines, while on deep sea vessels, diesel engines are the trend of the future. The new SlU-contracted ships of the Zapata tanker fleet are diesel powered. The Sugar Islander and the four SIU manned MSG tankers Columbia, Neches, Hudson and Susquehanna are diesel powered as well. Although most of the present SlU-contracted deep sea vessels have steam engines, this will not be the case in the future, since a diesel engine is often more economic to operate than a steam engine. But again, the Lundeberg School is prepared for the future with a new course in the operation and main­ tenance of diesel engines. The course begins on May 16 and lasts for six weeks. It is open to all interested students. Members of the black gang should look into this so that they will be prepared to sail on any of our contracted ships. (See page 39 of this Log.) On Apr. 11, the Steward Department Recertificatiou Program begins at the Lundeberg School covering all galley ratings. Once again, 1 would urge all members of the steward department to sign up as soon as possible so you can guarantee your job security in a rapidly changing field. (An application for the Program can be obtained aboard ship or at an SIU Hall. Also, an applica­ tion appeared in the January issue of the Log.) The LNG course is another essential for Seafarers who want to keep up with the times. Anyone who has been ashore during this severe winter is certainly aware that natural gas has been in the headlines every day. One thing is certain —LNG ships are the wave of the future and SIU members are going to be aboard those ships. Finally, it would be a mistake to talk about upgrading without mentioning the importance of reading, writing and basic science skills in keeping up with rapidly changing technology. Many of our members had to go to sea at a young age and did not have a chance to finish high school. If you have trouble reading or writing, there is nothing to be ashamed of. At the Lundeberg School you can get personal instruction in reading and writing skills and can study for a high school equivalency diploma. All members should think seriously about the General Educational Development program and encourage the brothers who have trouble with reading or lack of academic education to enroll in it right away. Headquarter^^ ^^otes by SIU Executive Vice President Frank Drozak Your future as SIU members is only as secure as you make it. At the Lundeberg School, both Seafarers and Boatmen can take courses, absolutely free, which will help you keep up with the latest developments in the maritime industry. All you have to pay is transportation to and from the school. If we take inland water transportation, for example, we can see that it is a rapidly expanding field. Tugs and barges are cheaper and cleaner to operate than railroads or trucks. For the same amount of fuel, a tug can haul far more cargo than a freight train or a fleet of trucks. Because of fuel shortages and pressure from the ecology movement, the nation will be turning more toward inland water transportation in the future. But as water traffic increases, certification requirements for boatmen on tugs, towboats and barges are bound to become stricter. The Harry Lundeberg School in Piney Point, Md. has prepared for this possibility with an expanded schedule in 1977 for inland and harbor workers. A member on an SlUcontracted boat can now upgrade from deckhand through to captain. The job opportunities as you upgrade are limitless. Our own manpower study shows there will be a growing need for captains and mates on the tugs right in SlU-contracted companies. There is no reason why our own members cannot upgrade into these positions. Beginning with the trainee program, a Boatman can then proceed to get his AB endorsement, his original towboat operator license, his license for master/mate, pilot, or radar observer. Members who have not been through the trainee program can upgrade at the HLSS the same way. The courses are designed to fit the needs of individual students. For example, when you study navigation, you will be studying the particular waters of the area where you work. There is also a complete line of tug and towboat engine J I SIU, MarMime Unions Prepare to Do Battle With the Coast Guard The SIU has requested the help of other maritime unions in its effort to prepare for Congressional hearings on the U.S. Coast Guard's inefficient and haphazard method of dealing with ves­ sel manning, personal and environ­ mental safety, and other shipboard con­ ditions. The subcommittee on Coast Guard of the House Committee on Fisheries is expected to hold the hear­ ings in the near future. Last July 1, SIU President Paul Hall wrote to Rep. Mario Biaggi (D-N.Y.), chairman of the subcommittee, asking for an investigation into Coast Guard practices on vessel manning, manning of offshore drilling rigs and platforms, watchstanding, tankermen, training and certification of able seamen and appren­ tice mates, riding crews, and occupa­ tional safety and health. The Union's accusations against the Coast Guard were backed up by a folder of docu­ ments dealing with dangerous incidents on board ships that were a direct result of Coast Guard policies. In a followup letter sent Dec. 20, 1976, President Hall informed Con­ gressman Biaggi that "we have con­ tinued to monitor the activities of the Coast Guard in these areas and we are presently updating and expanding the material sent to you last July. This data will further illustrate the failure of the Coast Guard to act consistently with Congressional mandates." Copies of this letter were sent to all other Ameri­ can maritime unions. Brother Charlie Maynard requested that the Log run a special notice asking Robert (last name not remembered) of Erie, Pa. to get in touch with him. Seafarer Maynard's address is: Tower Trailer Ct., B-11, Carteret, NJ, 07008. Inland Boatman of the Pacific news­ paper and IBU of the Pacific President Merle Adlum is preparitig to testify be­ fore the subcommittee. Thomas Glea- Many of the unions have agreed to help in the effort to prepare evidence against the Coast Guard. President Hall's letter was reprinted in full in the son, international president of the Inter­ national Longshoremen's Association also is planning to testily as are other union leaders. . s •« ior Great •TOTAL REQisretteo 1-31, i977 Ml Groups Class A Class B Class C 1 0 , , -. Alpena Buffalo Cli^land Detroit Duluth Frankfort 1 . d 0 0 " ••REGISTERED ON BEACH All Groups Class A Class B Class C : TOTAL SHIPPED All Groups Class A Clase B DECK DEPARTMENT 3 4 0 0 0 d Q •T'-; 0 5 0 0 0 0 0 0 d 1 3 0 0 0 5 0 0 0 2 0 0 0 2 •?3 0 3 17 d 1 3 27 0 -V 4 0 d 0 7 0 d 2 0 4 0 0 0 0 0 . d X 1 0 2 0 6 14 2 1 2 27 0 1 ENGINE DEPARTMENT 0 Alpena Buffalo d 0 Cleveland'-,,, iDUlUtn ...» « 0 Y K d 0 0 0 1 i9 „ Alpena Buffalo ., Cleveland Detroit .., Duluth ... Frankfort , Chicago .. Totals ... d X-: 0 d 1 0 i 2 0 0 0 d STEWARD DEPARTMENT te:-' I' Alpena liRUffalo land! Cleveland it..-', ; iwDetroit Duluth Frankfort Chicago Totals T • •'""•'••rZ-:'-'.-;. 0 0 0 1 v.: w. • -1.- ^ •W'* v.'-C "'-.'v. . •. mm:-:. ^ 1 1 19 0 2 1 25 66 0 0 0 0 0 0 0 0 5 5 • 0 1 12 1 3 0 22 31 d •-•'C • • 0 d 0 0 0 :-d 0 0 0 1 0 1 ^0 0 0 0 0 0 d • 0 0 0 • 0 0 2 0 2 1I d 1 5 0 5 0 12 12 7 Id 4 Totals All Departments •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. o '•:''^'d«!8 0 0 d rl d d 6 1 3 1 27 1 4 2 39 99 5 1 3 15 1 4 0 29 1 4 7 13 3 3 3 34 43 38 i I �The Lakes Picture •f. Detroit Although the SlU-contracted tug-barge combination Presque Isle (Litton Great Lakes) was slated to run through the extended winter shipping season, it was forced to lay up in early January after getting stuck several times in the ice clogged turns of the St. Mary's River. The vessel was the last SlU-contracted freighter left running this winter. The Presque Isle is spending the winter in Milwaukee, Wise. Domestic shipments on the Lakes of iron ore, coal and grain increased during 1976, up 4.6 million tons over 1975. The new total of 158,082,849 net tons was the highest figure for cargo movement in the past three years, accord­ ing to the Lakes Carriers' Association. Due to the larger ships coming out each year, the increase in tonnage does not result in an increase in jobs. * * * With all the ships laying up this cold winter, for a switch, notice went out Feb. 4 to the crew of the M/V Richard Reiss (American Steamship) asking them to report in mid-February to fit-out the vessel. The Reiss will begin run­ ning Mar. 1 carrying much-needed coal from Toledo, Ohio to Detroit. Buffalo Blizzards and driving winds created a state of emergency in Buffalo, N.Y. by Feb. 1, leaving motorists stranded in their cars and people trapped in their homes without supplies. As a result of the severe winter, one of the worst in Buffalo's history, the SIU Hall has been periodically closed along with other places of business and schools. Frankfort Paul Allers, the captain of the ferry responsible for stocking Lake Huron's Mackinac Island with beer and food for the winter was featured in a recent article in the Detroit Free Press. Brother Allers, a full book SIU member, had to steer the M/V Huron (Arnold Transit) around huge chunks of ice in December while bringing in the last supplies before the freeze. "This is the earliest I've seen the ice in all the 20 years I've been sailing to the island," he said. Sure enough, the boat laid up in January. Four to six weeks after the ferry stops running, the islanders can travel over the ice by snowmobile, horseback or foot to St. Ignace on the Upper Michigan Peninsula. The carferry M/V Viking got stuck on the ice inside the breakwall in Frank­ fort, Mich, on Jan. 29 when it was leaving that port with a load of rail cars and passengers headed for Kewaunee, Wise. Four days later on Feb. 1 it was freed by Coast Guard ice-breakers and returned to Frankfort to take on more freight cars and let the passengers off. After the Viking took off again that same day, it got stuck on the ice outside the breakwall and didn't get free until the next morning. Nevertheless, the carferry will continue to run through the winter. Fve decided to spend my vacations right here on board. Pages IMCO Committee Stresses Need for Suryiyal Techniques Seafarers of all nations should be trained in personal survival techniques before going to sea, according to the Sub-Committee on the Standards of Training and Watchkeeping of the In­ tergovernmental Maritime Consultative Organization (IMCO). At the SubCommittee's 9th session held in Lon­ don, Dec. 13-17, it also recommended strict international requirements for certifying seafarers in the use of survival craft. The Sub-Committee of IMCO, an agency of the UN, has been meeting over a four year period to draft interna­ tional standards for the training of mar­ itime personnel. Two more sessions remain before the Sub-Committee pre­ sents its recommendations to IMCO in 1978. At that time, the proposals covering the whole range of training for maritime personnel will be worked into a treaty that will become international law if enough countries sign. The recommended training in per­ sonal survival techniques would require that all first-trip seafarers be given prac­ tical instruction in putting on a life jacket, entering the water and swimming with a life jacket on, boarding liferafts and lifeboats from the water, and oper­ ating and maintaining survival craft. Recommendations for instruction in all aspects of emergency situations and how to survive during an accident at sea were also outlined. Earl ''Bull" Shepard, SIU Atlantic Coast vice president attended the Lon­ don meeting as a State Departmentdesignated advisor representing labor. Robert Kalmus, director of vocational education at the Lundeberg School in Finey Point, Md. was also present. Kalmus noted that in many instances, the requirements for training in survival techniques were more stringent than present U.S. regulations. "This means the American maritime community will have much work to do to come up to future world standards," he said. He pointed out that the Lundeberg School already gives future SIU Seafarers safety training, as well as basic training in entry skills in the deck, engine and galley departments. During the same session, the SubCommittee on Standards of Training and Watchkeeping recommended that a seaman have a minumum age of llVz with 12 months of sea service in order to qualify for certification in survival craft, or nine months sea service follow­ ing completion of an approved training course. The Sub-Committee also discussed where the new safety and training regu­ lations would apply. Such treaties at sea usually do not hold for "designated near coastal waters" because sailors in domestic trade may not need as much training as those on deep sea vessels. However, there has been a lot of debate as to how far out "designated near coastal waters" extend. After a long dis­ cussion, the Sub-Committee tightened up the definition to mean waters just off the flag state's shore or near neighbor­ ing states' shores. This would prevent unqualified seafarers from bringing their vessels into international waters, or for that matter into American terri­ torial waters as well. Notke to Mmters On Pnadme When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers In addition, when assigning a Job the dispatcher will comply with the fellcwing Section 5, Sabsection 7 of the SIU Shipping Rules: "Within each class of seniorityrating in every Department, prior­ ity for entry rating Jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole Judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." ice Lays Up Presque Isle In early January, even the SlU-contracted tug-barge combination Presque Isle (Litton Great Lakes) v\/as forced to lay up earlier than scheduled after getting stuck several times in the ice-clogged turns of the St. Mary's River. The 1000-foot bulk carrier arrived covered with ice at its winter home, the frozen port of Milwaukee, Wise. Seafarprs Log ijwirgil 2 �ADAMS ORDERS STUDY OF TANKER REGULATIONS Closely following the recent Senate investigation into foreign-flag tanker accidents, Transportation Secretary Brock Adams has appointed a Marine Safety Task Force to review all regulations dealing with tankers operating in U.S. waters in order to insure the highest possible standards of safety. At the same time, Secretary Adams announced the issuance of safety regulations which set a minimum level of proper navigation practice and equipment for all vessels of 1,600 or more gross tons operating in U.S. navigable waters. In issuing regulations to increase marine safety, the secretary called the current frequency of tanker accidents in U.S. waters "intolerable." Policy for the maritime industry is determined by the laws passed by Congress and signed by the President, regulations front the Coast Guard, and funding through the Maritime Administration. The maritime industry must be alert at all times to hearings and planning meetings and must maintain ciose contact with members of Congress, their staffs, and the agencies to present their views and make information available about their needs. Listed below are some of the new appointments and activities which affect the industry. I I NEW CHAIRMAN OF MERCHANT MARINE COMMITTEE The Merchant Marine and Fisheries Committee of the House of Repre­ sentatives, which has a key role in all bills relating to the maritime industry, has anew chairman. Rep. John Murphy (D-N.Y.) is replacing Leonor Sullivan, who retired at the end of the 94th Congress. Chairman Murphy, from the 16th District, has served on the Merchant Marine Committee for 14 years and has been chairman of the subcommittees on Coast Guard, Oceanography, Panama Canal and the Select Committee on Outer Continental Shelf. Rep. Murphy has lent his support over the years to the fight to keep the Public Health Service Hospitals open, against repeated attempts by the Admin­ istration to close them. The Staten Island facility, in his district, is one of the eight remaining hospitals. Murphy was the chief sponsor of the 1976 House bill on the outer continental shelf, a bill to revise procedures for development of Federal offshore oil and gas resources. The bill, and its "buy-American" Murphy amendment, died in September in the adjournment rush. BLACKWELL ASKED TO STAY ON AT MARAD Robert Blackwell, assistant secretary of commerce for maritime affairs since 1972, has been asked to stay on as head of the Maritime Administration, the agency which administers operating and construction differential subsidies and Title XI loans. • When a new President takes office, appointed officials from the previous Administration usually resign, allowing the President to make his own appoint­ ments. ••T . i f'J WRITING TO YOUR REPRESENTATIVE If you wish to express your views to elected representatives on matters of concern to you, the correct form for addressing letters is: The Honorable (Senator's Name) or (Representative's Name) Senate Office Building House Office Building Washington, D.C. 20510 Washington, D.C. 20515 Senate Committees 20510 House Committees 20515 Increase your influence by describing yourself as: 1) A constituent 2) a voter (also campaign contributor, precinct worker, etc.) 3) a taxpayer (union member, homeowner, etc.) 4) an active citizen (member of civic group, veterans' or religious organization). When writing to congressmen not your own, mention family, friends or business interests you have in the districts or states served by them. 11 CARGO PREFERENCE Three bills have been introduced to require that up to 30 percent of our oil imports be carried in U.S.-flag ships. Chairman Murphy, who has stated that cargo preference is one of the priorities for the Merchant Marine Committee, is the author of one of two House bills. Rep. William Whitehurst (R-Va.) has introduced an identical bill. The third was introduced in the Senate by Sen. Ernest Hollings (D-S.C.). The House bills have been referred to the Merchant Marine and Fisheries Committee and Senator Hollings' bill will be sent to the Senate Commerce Committee. No hearings have been scheduled. SIU President Paul Hall, testifying last month before' the Senate Commerce Committee on recent oil spills, urged Congress to require that more oil be shipped on American tankers with their better trained American seamen. fl SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and niakes con­ tributions to candidates. A member may voluntarily contribute as be sees fit or make no contribution without fear of reprisal. Seafarers are urged to contribute to SPAD. It is the way to have your voice beard and to keep your union effective in the fight for legislation to protect the ^ security of every Seafarer and bis family. ^ A copy of our report is filed with the Federal Election Commission and is % available for purchase from the Federal Election Commission, Washington, ^ D.C. S PHS System Heeds More Funds for Full Service The USPHS system may have to begin cutting back on personnel and services the end of this month unless it gets some kind of commitment from Congress for supplemental appropria­ tions of $10 million to cover increased medical and operational costs this year. The hospitals' budget for fiscal year 1977 had been set by Congress at $128 million last year. The request for the additional funds now sits with the House and Senate Appropriations Com­ mittees. The hospitals do not need the extra funds immediately, but they must have at least a promise that the money will be forthcoming later this year. If they do not get that promise soon, the hospitals \vill be forced to cut back in preparation for the projected fiscal shortcomings months from now. How­ ever, USPHS has not announced where the manpower and service cuts would be made. In other news involving the USPHS system, the Department of Health, Education and Welfare has finally sub­ mitted, four months late, a study it conducted to determine the cost of modernization for the eight USPHS Hospitals. Congress has been holding back on allocating appropriations for modernization of the facilities while waiting for HEW's belated cost pro­ jections. The modernization costs, which are expected to be about $120, million, would include funds to move the Gal­ veston USPHS Hospital from its present site to the abandoned Space Memorial Hospital also in Galveston. However, bids on the abandoned hospital are expected to be called early next month, which leaves Congress little time to evaluate HEW's cost study and then act on it. In the meantime, the SIU will be working in Congress to cut some red tape so the opportunity of acquiring the modern Space Memorial facility does not elude the USPHS system. Despite the latest problems facing programs and the. care they provide their beneficiaries, despite constant attempts by the Department of Health, Education and Welfare to undermine the system, is a tremendous tribute to USPHS Contributions the hospitals, staffs and the officers of the USPHS system." Although HEW will probably con­ The Committee c^.-idemned HEW's tinue its fight to close the eight remain­ attempts "to thwart the will of Congress ing hospitals. Congress is aware of the by seeking termination of the system," hospitals' contributions to local health and affirmed that "the weight of evi­ needs and has publicly stated it intends dence in these hearings makes it abun­ to keep the hospitals open. dantly clear that to close any single one This staunch Congressional support of the eight hospitals would be irrespon­ for the system emerged out of hearings conducted several months back by the , sible and unconscionable." The Committee strongly suggested House Committee on Appropriations that instead of trying to close the investigating the need for keeping the USPHS Hospitals, HEW should use its hospitals operating. energy "to develop an adequate wellAt that time, the Committee con­ expresssed continuation policy which cluded that "the eight general care hos­ includes expansion of needed services pitals of the USPHS system are an and the retention of competent staff invaluable resource for the use in deal­ with assurances to beneficiaries that ing with the health needs of this they will not be shoved from pillar to nation." And the Committee noted post under an uncertain process of con^emphatically that "the high quality of tract care." their operation, training and research the USPHS Hospitals, the serious threats to the system's survival posed by HEW's continuous attempts to shut it down seem to have passed. IV ; ^ �.yiSSSp^FlpcrsTIB:;— - The Old Brooklyn, New York Navy Yard: A Study in Especially on one of those dark grey cloudy days, when an early winter wind would whip up thousands of tell-tale whitecaps in New York harbor, you could stand alone in eerie silence in the abandoned Brooklyn Navy Yard and hear the faint, forgotten echoes of work­ men's hammers as they built the most famous ships in America's history. You might have heard clanging on the bulkheads of the legendary battle­ ship Maine, blown up in ISavana harbor in 1898; or the U.S.S. Arizona, sunk in the Japanese attack on Pearl Har­ bor in 1941; or the U.S.S. Missouri, aboard which the Japanese formally surrendered, closing one of the darkest chapters in the history of mankind. World War II. But that was all in the past and pre­ tend the year is now 1966, the Brooklyn Navy Yard's 165th, and what many believe is its last birthday. It is in that year that the U.S. Navy Department pulls up stakes leaving the Yard to New York's sizeable pigeon population. The Navy left the Yard a sad shell of its great historic past. It was like a vast steel and cement ghost town with wind­ swept leaves feigning tumblewced and (PHOTO PILOT: JAY BECK) Here's a bird's eye aerial view of the Yard this month. Note the TT Stuyvesant (left) and the TT Manhattan (center). -•V its huge empty graving docks serving as a Boot Hill for the nation's naval past. With the Yard's closing, there were various plans for its use including turn­ ing it into a vast industrial park. One city planner even wanted to build a new house of detention there. Nothing came of these plans, though, whether it was due to a lack of funds or lack of ini­ tiative—or maybe it was fate. Fortunately, in late 1969 the Brook­ lyn Navy Yard was resurrected for the work it had been meant to do. Seatrain Shipbuilding, a subsidiary of the SIUcontracted Seatrain Lines, leased a large part of the Yard from New York City to build ships unlike any ever built there before—giant ships called super­ tankers. All the ships would be built under the auspices of the SlU-backed Merchant Marine Act of 1970. Before long, the Navy Yard was alive with activity again as nearly 2,500 SIUaffiliated United Industrial Workers, hired mostly from the surrounding hardpressed areas of Brooklyn, worked on the first of four 225,000-ton supertank­ ers slated to be built at the Yard. The first ship, appropriately named the Brooklyn, was launched in July 1973 and became the largest merchant vessel ever built in the United States. Her sistership, the Williamshnrgh, was launched and put into service the following year, and it appeared that the Brooklyn Navy Yard was well on its way to a new career as a merchant ship­ yard. However, in late 1974, a serious dip .. "• /• ' >0''^ • 7-''V" The barge Antoine under construction Is nearly In the completion stage. Entrance to the main administration building of the Seatrain Shipbuilding Corp. in the Y^rd. Page 10 Looking at a front view of the supertanker TT Manhattan undergoing modifica­ tions to her Icebreaking bow. Toolroom Supervisor Stenio Augustin in the window takes orders from Welders Joseph Poole III, (left) and Michael Hodelin on Feb. 17. Seafarers Log �9 Progress From An Exriting Past to a Brigitt Future in the world tanker market, coupled with President Ford's pocket veto pf the Energy Transportation Security Act, which would have reserved 30 percent of all U.S. oil imports for U.S.flag tankers, brought operations at the Yard to a halt. Left unfinished were flie Brooklyn's sisterships, Stuyvesant and Bay Ridge, During this idle period for the Yard, the SIU negotiated for several months with government officials and eventu­ ally was instrumental in securing a $40 million loan for Seatrain to complete the ships. Most of the laid-off men re­ turned to woH(, but the future of the Yard was still in doubt Soon after, though, the Yard won a $20 million contract to build eight 370foot seabarges for Bulk Food Carriers of San Francisco, and the Yard again was on the road to recovery. That was Welder Edgar Hoper (above photo on left) welds on the inside of a bulkhead of the TT Bay Ridge in one of the about a year-and-a-half ago. fabrication sheds at the Yard. While (above right) Insulator Darryl White unloads pipe insulation off a truck to be used Today, business is booming at the Yard and UIW members are busier in the TT Stuyvesant. Below (left) Painter Errol Mayers takes a break while painting TT Stuyvesant. And below (right), next tfian ever. Work is nearly completed on to a snowdrift, is the administration bidg. of the SlU-affiliated United Industrial Workers (UIW) of North America. the supertanker Stuyvesant, and the Bay Ridge is more than half done. In addition, the Yard has won recent contracts to build six various types of oceangoing barges at a cost of nearly $53 million. Among tbese baizes will be two triple-decked roll on/roll off barges, built as part of a unique tug-barge sys­ tem. The huge vessels, capable of carry­ ing all kinds of wheeled commercial and mUitary equipment, will be 568 feet in length, 85 feet wide and will draw 13 feet The contracts also include one 440foot self propelled roll on/roll off con­ tainer barge for Cove Carriers; two 438-foot oceangoing barges for Union Carbide, and one 300-foot ocean barge for McAllister Brothers of New York. In addition to this work, UIW mem­ close your eyes and listen to the noisy, bers are removing the ice-breaker bow modify an oceangoing deck bai^e for ity in World War II employed 72,000 metallic work, you can also experience men and women in the war effort, is of the SlU-contracted tanker Manhat­ use in carrying coal. the historian's pen as a new chapter The Brooklyn Navy Yard, which for now a major contributor to the U.S. tan, once the largest ship in the U.S. Is written in the incredible life of the merchant marine. 165 years built 26 different kinds of merchant fleet. Brooklyn Navy Yard. If you go there today, and simply The Yard also has a contract to warships, and at the height of its activ­ Installina a pipe on the TT Stuyvesant (photo on left) is Pipefitter Bob Horstmann. In center photo Carpenters (I. to r.) Rene Jeantine, Osmond Kalaba and John Knott strip No"3 tank on the TT Stuyvesant. At right, is the TT Stuyvesant which is nearing completion. February, 1977 Page 11 #1 • li if �Oyerseas Natalie Committee Manhattan Committee Having her bow modified at the Seatrain shipbuilding facility at the old Brook­ lyn (N.Y.) Navy Yard, was the TT Wan/7affan(Hudson Waterways) in the middle of last month. Part of her crew and the Ship's Committee are (I. to r.): Engine Delegate S. Plaisance; Recertified Bosun David Dickinson, ship's chairman; Chief Steward M. J. Mundine, secretary-reporter; Saloon Messmap Charles Hall; Deck Delegate Teddy McDuffie, and Steward Delegate Rainey Tate. Paying • off last month at Stapleton Anchorage, S.I., N.Y. was the crew and the Ship's Committee of the SS Overseas Natalie (Maritime Overseas) of (I. to r.): Chief Steward Frank Paylor, secretary-reporter; Educational Director Clofus Sullivan; Steward Delegate Don Richards, and Engine Delegate G. Garza. San Juan Committee American Heritage Committee On Jan. 18 on her maiden voyage out of the West Coast, the new tanker ST American Heritage (Westchester Marine) paid off her SlU crew at Stapleton Anchorage, S.I., N.Y. Her Ship's Committee are (I. to r.): Steward Delegate Don Knoles; Engine Delegate George R. Rogers; Deck Delegate Bob Ray; Re­ certified Bosun Billy Mitchell, ship's chairman, and Chief Steward John Shields, secretary-reporter. Ready to get off the SS San Juan (Puerto Rico Marine) after a payoff in Port Elizabeth, N.J. recently is the Ship's Committee of (I. to r.): Steward Delegate Julio Rivera; Deck Delegate D. Manzanet; Recertified Bosun Robert Gorbea, sjnip's chairman, and Engine Delegate C. Garcia. Sea-Land Calloway Committee John B. Waterman Committee Seated around a mess table of the SS John B. Waterman (Waterman^ at a payoff recently in the port of Baltimore is the Ship's Committee of, clockwise from foreground left: Bosun C. C. Smith, ship's chairman; Engine Delegate Louis Juneau; Chief Steward L. W. Franlin, secretary-reporter; Steward Dele­ gate Tom Buckley, and Deck Delegate Robert Favalora. Page 12 SlU Patrolmen Teddy Babkowski (seated left) and George Ripoll (seated right) do their paperwork aboard the SS Sea-Land Galloway at Port Elizabeth, N.J. In the background is the Ship's Committee (I. to r.) of: Steward Delegate Aristedes Karis; Engine Delegate Alan Gardner; Recertified Bosun George Burke, ship's chairman, and Deck Delegate Ken Nuotio. Seafarers Log �SS St. Louis The Merry Christmas Day menu to end all holiday menus at sea was had on the 555/. Louis (Sea-Land) on Dec. 25 starting with a breakfast of honeydew melon, stewed peaches, baked apple, Wheatena, Cream of Wheat, fried oysters, smoked herring. Southern fried chicken giblets, chicken livers, shirred eggs Bayonnaise, minced salmon omelet and griddle cakes with maple syrup. For dinner, consomme supreme, broiled halibut steak with maitre d'hotel sauce, Vermont turkey stuffed with pecans and oysters, smoked Virginia ham with champagne sauce, beef ribs, candied yams, cauliflower, broccoli, lemon meringue pie and fruit cake were featured. If you were still hungry, filet mignon in mushroom sauce, salmon salad, cheeses, dates and figs could be eaten for supper. Afterwards, Recertified Bosun Alan E. Whitman, Engine Delegate Ken H. Bowman and the entire crew gave a vote of thanks to the steward department for the three superb, beautiful Christmas Day meals and for a well-run de­ partment. Chief Steward Theodore R. Goodman thanked his department and the crew for a beautiful six months of sailing without a beef. Chief Cook Frank Adkins, getting off to start his own business, will be missed by all since "the man's food is great." Departing Steward Delegate Fritzbert A. Stephen also will be missed, an "all around good man." The ship was expected to pay off on Feb. 26 in Rotterdam. New York Author and AB John T. "Jack" Kelly, 54, of Ozone Park, Queens, N.Y. will have his first autobiographical book "Escape to the Sea" published in the late spring by Exposition Press of Hicksville, L.I., N.Y. The Brooklyn-born Seafarer, who joined the SIU in the port of New York in 1970, brings everything topside in his book which tells what attracts a man to go to sea. Excursions in ports near and far are described and the essence of the sea's healing powers on the mind and the psyche are captured by the author. SS Delta Brasil, Norte, Paraguay, Uruguay, Mar The U.S. Coast Guard has awarded AMVER pennants to the SlU-contracted 55 Del/a Brasil, 55 Delta Norte and the 55 Delta Paraguay (all Delta Line) for their lifesaving roles in the Automated Mutual Assistance Vessel Rescue System (AMVER). These were the second such awards for the Delta Brasil and the Delta Norte. The AMVER voluntary communications program develops and perfects rapid search and rescue operations for stricken ships and crews in the oceans of the world. It has resulted in reducing the number of MAYDAY calls for help from vessels in out-of-the-way positions and in cutting time lost for ships answering the calls. Juneau, Alaska A recently completed Coast Guard marine radio communications antenna on Tuklung Mountain, Cape Constantine, near the Kodiak Rescue Center, will aid Seafarers sailing in Bristol Bay north of the Aleutians. The improved remote control communications link is part of a U.S. project to cover all coastlines in the country. Another antenna will be put up on Cape Gull near Kodiak by spring. New Orleans On Maritime Sunday here on Mar. 13, the SIU will place a memorial wreath in the Mississippi across from St. Louis Cathedral in honor of those seafarers who lost their lives at sea. At 10 a.m. a Mass for the departed seafarers will be offered up by Arch­ bishop Philip M. Hannan in the cathedral. Port Chaplain the Rev. Donald F. Grady, S.J., who attends and gives the invocation at MTD meetings here, said "The purpose of this Maritime Sunday observance is to honor those men and women who spend their lives sailing the seas of the world and bring cargo of all kinds to this port. It is also to ask God's blessings and protection on all seamen, whose work is often hazardous." The LASH container ship, the 55 Delta Mar (Delta Line) inaugurated a new run late last month from the Gulf to the Venezuelan ports of Guanta and Puerto La Cruz. Helping to create for the Seafarers the warm spirit of Christmas at home far from family and friends on that day aboard the 55 Delta Uru};itay enroute to the port of Dakar, Senegal was the International Seamen's Center of the port of Houston. Playing Santa during the holiday season, the center l\ad a gift for each crew- member waiting for him under the Yuletide tree in the ship's recreation room. Some of those Seafarers who got gifts were Brothers OS Brian D. HubbelJ and Daniel H. Gemeiner, Cook and Baker Thomas Fields, Chief Cook Willie Patterson, Third Cook Neville Johnson Jr., Messmen James Henderson and Jimmie Jones, and Wiper Michael S. Pell. Atlanta, Go. SS Overseas Alice The doctors who finally diagnosed the cause of the American Legionnaires disease which took the lives of many of those attending a convention in Phila­ delphia last year were USPHS doctors presently operating out of the U.S. Communicable Disease Control Center in Atlanta, Ga. The head of those physicians is Dr. A. Merriweather. Going aground in an ice-clogged channel off the port of Baltimore late last month was the tanker 55 Overseas Alice (Maritime Overseas) carrying almost 6-million gallons of gasoline. The Coast Guard reported that no gasoline was spilled into the waters and that the ship's hull apparently had not been damaged. Deep Sea Mining Issue at UN Law of the Sea Confab in May When the next general session of the United Nations' Law of the Sea Con­ ference — which former Secretary of State Henry Kissinger once called "one of the most comprehensive and critical negotiations in history" — convenes in New York City this May, tops on the list of things to be settled will undoubt­ edly be the controversial deep sea min­ ing issue. On one side of the mining issue sits the industrialized nations with deep sea mining capabilities, such as, the U.S., Japan, Russia and others who are anxi­ ous to begin retrieving some of the esti­ mated $3 trillion worth of manganese nodules just waiting to be scooped up off the ocean s floor. These nodules contain nickel, copper, cobalt and other important minerals. On the other side of the issue is a solid political block of mostly under­ developed nations, known as the Group of 77, which want a monopolistic inter­ national authority to exert effective February, 1977 controls over marketing and production of the seabed minerals. The Group of 77, which is now composed of about 100 nations, feels that if such an allpowerful authority is not formulated, the economies of developing nations, largely dependent on the land-based production of the same minerals con­ tained in the sunken nodules, would be in serious jeopardy. At the last general session of the con­ ference six months ago, a group of nations including the United States in­ troduced a compromise which would give industrialized nations access to only one half of the manganese nodule fields, while leaving the balance of the fields to be develoiped by the Inter­ national Seabed Authority. The com­ promise also included a tempcrary pro­ duction limit to protect land-based nickel producers. At the start of the session, the Group of 77 flatly refused to accept the com­ promise, and instead tried to introduce proposals to place all seabed mining under the auspices of the Seabed Au­ thority. However, by the end of the ses­ sion, the Group of 77 seemed to be taking a more moderate position on the proposal. Still nothing final was worked out. In the May 1977 session of the Law of the Sea Conference, the half-andhalf compromise may again be intro­ duced and this time it may be ratified. If the mining issue, which has been the major stumbling block throughout the four-year history of the conference, is finally decided, other outstanding disputes would probably fall into line quickly thereafter. In fact, a number of major issues, including proposals for a 12-mile territorial sea limit, a 200-mile economic zone in which coastal nations would have sovereign rights to fish and oil, the principle of unimpeded passage, and provisions on ocean pollution and scientific research, have in general been agreed upon. If all the chips finally fall into order in the May session—a very tall order— 150 countries could be sign­ ing a treaty covering 400 international laws of the sea. Whether the upcoming session ends in success or failure the U.S. will have a new. man, former Secretary of Com­ merce Elliot Richardson, to represent the nation at the conference. President Jimmy Carter, who made the appoint­ ment, said that "although there has been some progress" in the sessions in Geneva, Caracas and New York, "many important issues remain. At stake are competing national interests in freedom of navigation and use of the seas in ocean resources development, in the advancement of ocean science and in environmental protection." In addition to his most recent post as secretary of commerce, Richardson hat; served other administrations as attorney general, secretary of defense, and under secretary of state. Page 13 �< - ^ A Dream Comes True for Young SIU Boatman Inland operations at a number of SlU ports on the rivers and the Atlantic Coast have been affected by this year's severe winter weather. Here are some of the reports which we have received. When John Woodburn stepped into the St. Louis SIU Hall back in the spring of 1975, he never expected to become a towboatman. "I had this vague dream of going to sea," he ex­ plains. He soon found, however, that his best opportunity lay in attending the Inland Entry Program for deckhand/tankerman at the Lundeberg School. He has not regretted his deci­ sion. "I like the job a lot," says Brother Woodburn, who has been working as a tankerman on SlU-contracted boats Norfolk The SlU-contracted Penn Central Railroad tugs were out of service for 10 days due to ice on the Chesapeake Bay, but they are back in operation now. A new three-year contract has just been signed with W. P. Hunt Co., a local oil transfer operation. The new contract contains significant increases in wages and fringe benefits as well as improved working conditions. Boston The Cape Cod Canal was closed down early this month for the first time in six years. All local marine trafiic had to take the long route around Nantucket, adding about two days to the trip time in and out of Boston. St. Louis The Mississippi River below St. Louis to Cairo, 111. was closed for much of January and February due to an 80-mile long ice jam which halted navigation. The Illinois Waterway above St. Louis to Chicago was virtually closed, as very few tows were able to make any headway through the heavy ice. Balitmore Ice on the harbor here is the worst it has ever been. SIU members, especially those working for Curtis Bay Towing, are getting a lot of experience at icebreaking. Philadelphia SIU Tug Boatmen were working longer hours than usual as their boats at­ tempted to clear passages through thfe six-foot-thick ice on Delaware Bay. New Orleans The halting of navigation on the Mississippi and Illinois Rivers due to ice has been felt 1,000 miles to the south. Empty grain ships are backing up and grain elevators are operating at half capacity while the port waits for ice-bound grain barges to arrive. After her yearly one-month lay-up, the Delta Queen has begun her 1977 season with a round trip cruise from New Orleans to Memphis. The SlU-contracted overnight excursion boat will operate in New Orleans and the Lower Mississippi area during the spring months. Jacksonville Caribe Towing has just crewed its newest and biggest boat, the 7,000 hp. tug Hunter. The Hunter will operate on a container barge run from Jacksonville to Panama. for a year-and-a-half now. "I've always loved the water and being outdoors. And I like to be on the move." He could hardly have found a more suit­ able line of work. Brother Woodburn's work for Na­ tional Marine Service and Dixie Car­ riers has taken him over many miles of inland waterways. He likes to talk about the different rivers he's worked on, which so far include the Lower Mis­ sissippi, the Ohio, the Illinois, the Gulf Intracoastal Waterway, and even the Arkansas, on which very few SIU mem­ bers have had occasion to work. So far the Ohio wins Boatman Woodburn's prize for the most beauti­ ful river. "The banks are lined with rolling hills, and the water is so clear in places that you can actually see the bottom." But he suspects that the Ohio may lose the prize if he ever takes his dream trip on the Upper Mississippi in springtime. Another river that interests Brother Woodburn is the Warrior, which runs through Alabama. Why such an ob­ scure choice? "Because I've heard the Warrior is a fierce river to run, very twisting and with a swift current," re­ plies the adventurous young Boatman. Brother Woodburn encounters a dif­ ferent sort of adventure on the Gulf Intracoastal Waterway, where his work frequently takes him. "The mosquitoes down there are big enough to kill a cow," laments the Midwesterner, "and we often see alligators. Once, while loading barges at Pecan Island in Louisiana, I saw four, of them lounging around within 20-feet of the dock." He's had plenty of run-ins with mos­ quitoes, but so far the alligators have left him alone. Boatman Woodburn received his tankerman's license within two months of his graduation from the Lundeherg School. He enjoys his work and dis­ cusses it in a most professional way, hut he is ready to move on to bigger things. Consequently, he plans to attend the next Towboat Operator Course at the Lundeherg School. "I know I'll get my license if I go to Piney Point," he declares. "I got my GED there, and I know how helpful the teachers can be. They really go out of their way to make sure people pass." Brother Woodburn gives all the usual reasons for wanting to upgrade to the wheelhouse: higher pay, job security, and increased job satisfaction. What will he do with the fatter paycheck which he will some day receive as a towboat captain or pilot? "I hope to buy a farm, maybe some­ where near the Ohio River," he says. With the drive and determination that he has shown in his new career. Boat­ man John Woodburn will surely be Farmer John Woodburn one day. Houston The SlU-conlracted G & H Towing Co. has transferred its newest boat, the Phillip K, to its Corpus Christi ship-docking operation. The company expects delivery of the C. R. Hayden, a sister boat to the Phillip K, some time in April. Paducah Once again a lock on the Ohio River near Paducah has been damaged and trallic through the port has been slowed or halted. This month Lock 50, sixty miles upriver from Paducah, was closed for two weeks while damage to 14 dam wickets was being repaired. The wickets were damaged by a helpful towboat which was attempting to clear them of ice. As a result of all this bad weather, which has hampered or totally stopped operations in some areas causing millions of dollars in losses to operators, in­ creases in barge rates may be necessary later this year, according to many towboat companies. A spokesman for the operators said that "no one knows at this point what the rate increases may be until the total impact of the winter is felt." But he added that shippers could expect 'he increases as soon t s barge operations get back into full gear after the spring thaw. Page 14 I Don't Care What Your Hobby Is, Fenwick, You Can't Bring That Animal Aboard! Seafarers Lo. �^ J Come June, Call '69 Scholarship Winner, Dr. Pucevich "I had a good time in college," Maria Valiente Pucevich told the Log in a re­ cent interview. The 1969 SIU scholar­ ship winner attended the University of New Orleans and majored in medical technology. After college she went to medical school and is now in her last year at Tulane University Medical School in New Orleans. Come June, she will be called Dr. Pucevich. "I never thought about anything else but college when I was growing up," the daughter of former Seafarer Arturo Valiente explained. "If you don't go, you limit yourself. After high school, I would have had to take a boring job. Instead, I had a chance to meet differ­ ent people and broaden myself by tak­ ing courses outside my field. Each new semester, with new courses and class­ mates, was like a whole new change of scenery. "Because of the scholarship, I didn't have to work while at school, so I was able to devote full time to my studies and have an active social life besides," Mrs. Pucevich added. Great Idea** Her first year at school was spent at Sophie Newcomb, the school for women at Tulane University. But the other students were from out of town and lived on campus, which Mrs. Pucevich couldn't afford. "Raising the grant to $10,000 was a great idea," she noted. (At the time Mrs. Pucevich won the •"<. Maria Valiente Pucevich SIU scholarship, the grant was worth $6,000.) Since she felt left out of things at Sophie Newcomb, she switched to the University of New Orleans, where there were other commuting students—many of them high school friends. She ma­ jored in medical technology and did exceptionally well in her studies. En­ couraged by one of her professors, she decided to apply to medical school. "In medical technology, you study how to perform the various laboratory tests to identify diseases. It is a chal­ lenging and difficult course. But I de­ cided that' laboratory work was too theoretical for me. I considered be­ coming a physical therapist, or a den­ tist, but then I settled on medical school. "Since there were only 25 women in a class of 150 at medical school, I was intimidated at first. But it turned out fine. The students develop a lot in common and you make good friend­ ships." Just last Aug. 27, she married a fellow student. Chuck Pucevich. Mrs. Pucevich intends to specialize in dermatology, the study of skin dis­ eases, because she is interested in the effects of cosmetics. "Dermatologists make people look better which makes them happy," she said. Right now, she and her husband are waiting to hear from various medical centers where they have applied to do their intern­ ships. »1 Her father, Arturo Valiente, used to sail in the steward department on the passenger ships. When those ships laid up, he went to work in some of the bet­ ter New Orleans restaurants and his wife went back to work also so he could study accounting at night. He is now working for the Internal Revenue Ser­ vice. *T am glad Maria's story will be printed in the Log," he said, "because 1 am grateful that she won the scholar­ ship. I want other Seafarers to know it is possible for their children to go to college as well." Higher West Coast T7 Porpoise Quota Bid Cheers Tunamen The U.S. tuna fishing industry re­ ceived some encouraging news last month when Frank W. Vanderheyden, administrative law judge for the Com­ merce Department, recommended thai the 1977 porpoise mortality quota for. West Coast tunamen should be approx­ imately 96,000, which is 18,000 more than the 1976 level. The National Ma­ rine and Fisheries Service had previ­ ously proposed a 1977 mortality quota of 29,920 which tuna industry officials called "unrealistically low." Two days after Vanderheyden's rec­ ommendations were made public, San Diego Federal Court Judge William Enright lifted the ban on tuna fishermen from using surface swimming porpoise to locate and fish schools of yellow fin tuna. He set a temporary porpoise mor­ tality limit of 10,000 until the NMFS officially sets the 1977 quota sometime next month. He noted that the 10,000 limit "is a reasonable figure to permit the fleet to go fishing now." Immediately after Judge Enright's ruling, conservation groups filed an ap­ peal with the U.S. District Court of Appeals in Washington, D.C. which promptly stayed Judge Enright's deci­ sion. However, a sp(Scesman for the American Tunaboat Association said that the fleet would remain at sea until a court order was received. Porpoise Study Begins Both industry and union officials have agreed for a longtime that the por­ poise mortality controversy would con­ tinue to go on unsolved until it could be realistically determined how many porpoise actually swim the oceans, and then reasonable quotas set. Fortunately, such a study has just been launched by the National Oceanic and Atmospheric Administration. The massive study is being conducted by air and by sea and will attempt to cover the 5-milUon square miles of the eastern tropical Pacific Ocean. A spokesman for NCAA said the goal of the survey is to better under­ stand the impact of commercial tuna fishing on porpoise population. The spokesman noted that the "results of the survey will have important implica­ tions for the welfare of the porpoise stocks and will strongly influence future fishing regulations for the U.S. tuna fleet." The air survey will be conducted from a longrange Navy plane flying in designated tracklines from airfields in California, Ecuador, Hawaii and French Polynesia. The NOAA spokesman described the air operation as follows; "When a por­ poise school is sighted, visual estimates will be made by the two observers on watch and the data recorded 'V another observer riding in the plastic nose oi the plane. Pictures will be taken with a 9-inch mapping camera. The airplane will then drop to about 5,000 feet to make species identification, and then resume the trackline." The seagoing part of the study will be conducted by two research vessels which, combined, are expected to cover 24,000 nautical miles in just over two months time. It is hoped that the NOAA study, which will cost the Government more than $330,000, will be a positive step in solving the porpoise mortality ques­ tion. t. ) •; t { I I , ^ nil AlcoHolism I if dii f It C3n treat February, 1977 Page 15 i �The All-Alaska Gas Pipeline Makes Sense How many winter disasters will this nation have to live through be­ fore the government comes up with a policy that will insure a steady fuel supply. During this past January and February, factories in the northeast and midwest were forced to close be­ cause of lack of natural gas. Thou­ sands of workers were laid off. Home­ owners had to lower their thermostats and school children attended classes in their coats and gloves. Back in the winter of 1973-74 dur­ ing the Arab oil boycott, there was similar deprivation and shortages. But in three years, federal energy ad­ ministrators have learned nothing. Recently, Federal Power Commis­ sion Judge Nahum Litt ruled that an all-American route to deliver Alas­ kan natural gas to markets through­ out the United States, proposed by El Paso Alaska Co., was second-best to a gas pipeline across Canada into the U.S. Fortunately, this ruling is not the last word. The Federal Power Com­ mission must review the decision and make a recommendation to President relying on other nations for our Carter by May 1, 1977. The Presi­ energy supply can do. Furthermore, dent's choice of a route to move Alas­ during the 1973 Arab-Israeli War, kan gas to the lower 48 states must Liberia, a so-called friendly nation, then be approved by Congress. ordered American owned runaway The SlU intends to fight Judge ships under its flag to stay out of the Litt's decision all the way, because no mideast arena. Why take the risk with matter how you look at it, it is bad Canada when an all-American route for the nation's security, bad for the is available? economy and bad for the American Unsettled Canadian native claims workers and consumers. and unsettled political arrangements The Canadian pipeline route fa­ with Canada over the pipeline further vored by Judge Litt would bring complicate the situation. Another Alaskan Prudhoe Bay gas across the problem is crossing the Alaskan Alaskan Wildlife Range through the Wildlife Range which would threaten MacKenzie River Valley in the Ca­ an ecologically delicate wilderness nadian Northwest Territory and then area. Billions of dollars spent in con­ down through the Province of Al­ struction, and paid for by the Amer­ berta. From the point of view of ican gas consumer, would go to national security, this leaves a vital Canada, Japan and Western Europe source of fuel supply in the hands of —not to mention $7 billion in Ca­ a foreign country, which is a mistake. nadian taxes. Unfortunately, Judge Although Canada and the United Litt did not consider these issues. States have had friendly relations in In contrast, the all-Alaska route the past, the stability of that nation is proposed by El Paso would be fully threatened by the secessionist move­ under U.S. control and would gen­ ment in Quebec. erate 750,000 man years of badly The Arab oil boycott showed what needed jobs for Americans. The gas pipeline would parallel the Alaskan oil line from Prudhoe Bay to Valdez, an area where all the native claim issues and ecology issues have long since been settled. From Valdez, the gas would be carried in liquefied gas (LNG) ships to the lower 48 states. The El Paso proposal would re­ quire approximately 11 Americanflag LNG vessels. Building them would generate 68,673 man years of shipyard employment. Crewing them will require a total of 578 U.S. sea­ men each year. There will be a de­ mand for American tugs and barges, not to mention construction workers, welders, painters, electricians, engi­ neers and other skilled tradesmen during construction stages of the pipeline and LNG liquefication plant. This employment would be created without Federal aid or assistance. As an added benefit, the all-Alaska route would help the U.S. balance of pay­ ments and contribute $10 billion in taxes over the life of the project. Because of the many benefits, the SIU supports El Paso's proposed allAlaska route. This route was also en­ dorsed at the 1975 Biennial Con­ vention of the AFL-CIO Maritime Trades Department, which represents 43 AFL-CIO unions and eight mil­ lion workers. WMWS&mm to iSft.: f '.3k. ^ - CaiARUtS W WORCAN ';* 4' HISTORIC PRESERVATION • Deep Appreciation -V. I would like very much to express my whole hearted and deep felt apprecia^tion to our Welfare Plan and the Board of Trustees for their help to me while my wife, Anne, was confined in the Medi Center of America with terminal cancer. She passed away on Nov. 18, 1976. Fraternally, James L. Danzey Mobile, Ala. BLIND TO THE LEAKS February, 1977 Official Publication of the Seafarers International Union of North America. Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Vol. 39, No. 2 Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Executive Vice President Secretary-T reasurer Earl Shepard Lindsey Williams Paul Drozak Vice President Vice President Vice President Cal Tanner Vice President SEAFAWCTS^rx>0 Marietta Homayonpour 389 Editor-in-Chief James Gannon Managittg Editor Ray Bourdius Ruth Shereff Marcia Reiss Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. AWord of Thanks From 'Sokf Jatk ,,4 -' ' -J-.-.. A i V• I wish to thank all the wonderful patient people that work in the SIU Welfare and Pension Plan. If they can serve an old cranky seagoat like me, then there is hope for all hands. I am on pension almost a year now and already miss all my old friends at sea and on the beach around the world. I sailed 43 years, 10 in the blackgang, 10 on deck, and 23 in the steward department. I sailed as carpenter, deck maintenance, ordinary seaman and acting able seaman on deck. Wiper, store­ keeper, electrician, oiler, fireman, watertender, and engine maintenance down below. All ratings in the steward department: printer, porter, waiter, bellhop, storekeeper, cabin steward, room steward, deck steward, nite steward, lounge steward, captain's waiter, head waiter, dishwasher, chief cook, 2nd cook, 3rd cook, 4th cook, 5th cook, nite cook and baker, 2nd baker, 3rd baker, chief steward on many cargo and tankships, 2nd steward on Army transports, so you can see I've been through the mill a couple times. Thank God for the SIU and smooth sailing ahead to all the Brothers in the Union. •••.,-•• Frateimiilly, Jack 'Saki Jack' Dolan NewMilford,N.Y. Page 16 Seafarers Log mm �B Special Supplement SEAFARERS OFFICIAL PUBLICATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO LOG I' 43 MTD Affiliates 1. American Guild of Variety Artists 2. The Journeymen Barbers, Hairdressers and Cosmetologists' International Union of America 3. International Brotherhood of Boilermakers, Iron Ship Builders, Blacksmiths, Forgers and Helpers 4. Boot and Shoe Workers' Union 5. International Union of Bricklayers and Allied Craftsmen 6. United Brotherhood of Carpenters and Join­ ers of America 7. United Cenient, Lime and Gypsum Workers International Union 8. Communications Workers of America 9. Distillery, Rectifying, Wine and Allied Work­ ers' International Union of America 10. International Union of Dolls, Toys, Play­ things, Novelties and Allied Products of the United Slates and Canada, AFL-CIO 11. International Brotherhood of Electrical Workers 12. International Union of Elevator Constructors 13. International Union of Operating Engineers 14. International Association of Fire Fighters 15. International Brotherhood of Firemen and Oilers 16. Glass Bottle Blowers' Association of the United States and Canada 17. American Federation of Grain Millers 18. Graphic Arts International Union 19. Hotel and Restaurant Employees' and Bar­ tenders' International Union 20. Interiiatioiial Association of Bridge, Struc­ tural and Ornamental Iron Workers 21. Laborers' International Union of North America 22. AFL-CIO Laundry and Dry Cleaning Inter­ national Union At their annual mid-winter meeting, the Executive Board of the Maritime Trades Department of the AFL-CIO declared that the framework for a strong, balanced and competitive U.S. merchant marine already 23. International Leather Goods, Plastics and Novelty Workers Union existed and pledged themselves to making sure that the goal was achieved. 24. International Association of Machinists and A powerful Merchant Marine "was proclaimed a national policy of the United States in the Merchant Aerospace Workers Marine Act of 1936," the leaders of the 43 affiliated unions explained in their final statement. "This policy was reaffirmed in the Merchant Marine Act of 1970. It further set forth the goal of modernizing and 25. Industrial Union of Marine and Shipbuilding Workers of America revitalizing the U.S. Merchant Marine." But the Executive Board members warned, "Much of what was set forth in both Acts has not yet been 26. National Marine Engineers' Beneficial Asso­ attained." While meeting in Bal Harbour, Fla. on Feb. 17 and 18, MTD executives listed the tasks still to ciation be accomplished and the legislation needed to guarantee a year of progress in fulfilling the intent of the Acts. 27. Amalgamated Meat Cutters and Butcher Workmen of North America "Develop a national cargo policy by requiring that 30 percent of U.S. oil imports be carried on U.S. ships and through bilateral agreements requiring that U.S. ships carry a substantial share of U.S. dry hulk 28. Office and Professional Employees Interna­ tional Union cargo." 29. Oil, Chemical and Atomic Workers Interna­ "Urge the President to direct all agencies to use American vessels to the fullest practical extent in their tional Union administration of Federal Programs." 30. International Brotherhood of Painters and "Create an Office of Maritime Affairs Coordinator in the Executive Office of the President." Allied Trades "Apply the Jones Act to the Virgin Islands which are currently exempt from the Act's requirement that 31. United Paperworkers International Union shipping between domestic ports he on U.S. flag-ships." "Continue to fight any efforts by the oil companies to waive the Jones Act for the carriage of Alaskan 32. Operative Plasterers' and Cement Masons' oil to the lower 48 states or to grant Congressional permission to swap this oil with Japan or any other International Association of the United States foreign country." and Canada "Support the construction of an all-Alaska LNG tanker route to transport natural gas from Alaska to 33. United Association of Journeymen and Ap­ the lower 48 states." prentices of the Plumbing and Pipe Fitting "Develop a strong balanced U.S. Merchant Marine through continued operating and construction Industry of the United States and Canada differential subsidy programs." 34. International Brotherhood of Pottery and Al­ "End dependence on the 'effective control' theory which allows major U.S. oil companies and other lied Workers multinational operations to dodge U.S. taxes and union workers by registering their ships in foreign 35. Brotherhood of Railway, Airline and Steam­ countries. The idea that these foreign-flag vessels, manned by foreign crews, in some way owe their loyalty ship Clerks, Freight Handlers, Express and to the U.S. is a myth." Station Employees "Repeal tax laws which allow U.S. operators of foreign-flag vessels to receive benefits from their 36. Retail Clerks International Association foreign operations that are not available to U.S. flag operators." 37. Retail, Wholesale and Department Store "Continue the effective program of the National Maritime Council." Union "End government competition with the private shipping industry." "Amend the Merchant Marine Act of 1970 to include support for the growth of a U.S.-flag hulk cargo 38. United Rubber, Cork, Linoleum and Plastic Workers of America fleet." "Require that ocean mining vessels operating under a U.S. license he American vessels and that 39. Seafarers International Union of North Amer­ recovered minerals he transported on American vessels to the U.S. for processing." ica "Oppose the predatory rate practices of the state-owned fleets, in particular the merchant fleet of the 40. Sheet Metal Workers International Associa­ Soviet Union." tion "Require that all existing equipment operating on the Outer Continental Shelf he American manned 41. American Federation of State, County and and operated in accordance with American safety standards. At a later date, all newly-huilt equipment for Municipal Employees use on the OCS must also he registered U.S." 42. United Telegraph Workers "Provide that U.S.-bound tankers receiving oil from supertankers on the OCS he American vessels. 43. United Textile Workers of America "Make the major oil companies divest themselves of their shipping operations if engaged in the produ.cing, refining, or marketing branches of the industry." -VITD Proposes Program of -Vlercliaiit Marine .. ••• V.l ll ri {, {• il 1 ) J f �4 Important Maritime Related Proposals Passed A year of progress for the American merchant marine—the goal set by the Maritime Trades Department at its winter meeting—means advancement for affiliate unions in the MTD. Along with the maritime program outlined to achieve that goal, the MTD Executive Board released four important maritime-relaied proposals. Offshore oil rig divers as well as sea­ men will benefit from the proposal for stricter health and safety regulations at sea. Jobs in related industries, such as tuna fishing, are at stake in the second proposal to amend the Marine Mam­ mals Protection Act. And widespread economic and environmental concerns are behind the MTD's opposition to tolls on the St. Lawrence Seaway and its support for the Coastal Zone Man­ agement Act. Coast Guard "The Coast Guard appears to have outlived its usefulness," the Board maintained, because it has failed to carry out its authority to provide for the safety of life at sea. The Coast Guard has done "virtually nothing" to enforce the three-watch statute, for example, an essential safety regulation designed to prevent accidents caused by excessive hours on watch. Three watches on voyages over 600 miles are required so that watchstanders are alert and rested sufficiently to cope with the hazards of navigation. But sea- ing operations and international laws should be adopted for all tuna fleets. men have been forced to work overtime at rates from 100 to 120 percent. Protection for offshore oil rig divers and workers has also been left to "the whim of the industry" by the Coast Guard's negligence, the Board com­ plained. The MTD proposes that Congres­ sional hearings be held to expose the Coast Guard's irresponsibility and cor­ rect it. Specific regulations are needed to enforce the three-watch system and to protect offshore rig personnel. Tolls on St. Lawrence Flag of convenience ships would also stand to benefit at the expense of Amer­ ican and Canadian ships by the plan, strongly opposed by the MTD, to in­ crease tolls on the St. Lawrence Seaway. Increased tolls would cripple Ameri­ can and Canadian shipping in and out of the Great Lakes via the Seaway. Their cargo would be diverted to more expensive rail transportation and ulti­ mately to overseas third-flag ships—"all at the expense of American and Cana­ dian maritime workers, taxpayers and consumers. "The Coast Guard appears to have out­ lived its usefulness/' Inspection and crew certification laws should also be extended to all commer­ cial vessels, the Board pointed out, and Coast Guard manning standards must take into account both physical and psychological conditions for the crew. The second MTD proposal was made to correct a problem faced by U.S. tuna fishermen who are losing millions of dollars to foreign competition because of a restriction in the Marine Mammals Protection Act of 1972. The Act for­ bids killing porpoise, which the fisher­ men use to locate the tuna swimming below, and catch together in their nets. The Act gives an unfair advantage to foreign boats, which fish unrestricted, and tempts U.S. tuna boats to transfer to foreign flags. The MTD clearly pre­ dicts the likely result: "Thousands of Je.s.se Galhoon, president of the Na­ tional Marine Engineers Beneficial Association and MTD Executive Board member, presents the MTD's maritime legislative goals for the com­ ing year. Calhoon also serves as chairman of the MTD's Special Com­ mittee for Maritime Legislation. jobs for U.S. fishermen would be lost, and when the boats head south, so too will U.S. canneries, at a further loss of 16,000 jobs in canneries and many others in allied industries." The MTD proposes immediate and long range government action to protect the U.S. tuna industry. The Act must be amended to allow reasonable fish- Coastal Zone Management The fourth MTD proposal for the Coastal Zone Management Act will have a significant impact on the mari­ time related industry of offshore oil drilling. The Act provides $1.2 billion in a 10 year program of assistance to coastal states for development of on­ shore support services for the offshore oil and gas production. The MTD vigorously supports imple­ mentation of the Act which will bolster domestic energy-supplies, jobs and the economy. It also encourages a strong voice for the states involved to insure safe standards for the coastal environ­ ment. MTD Proposes Trade Policy That Will Protect U.S. Workers "A U.S. trade policy which will pro­ tect the jobs of thousands of American workers instead of exporting our em­ ployment abroad" heads the list of priorities set by the Executive Board of the AFL-CIO Maritime Trades Depart­ ment at its annual mid-winter meeting in Bal Harbour, Fla. In a report that spells out the loss to American labor under the present trade policy, the Board urged the Carter Ad­ ministration to correct the unfair ad­ vantages now permitted for foreign goods and services. The changes include legislative reform at home and a "dras­ tic revamping" of policy in multilateral trade negotiations in Geneva. Repealing those laws which encour­ Dave McClung, who chaired the Drafting Subcommittee which drew up the maritime plank for the 1976 Dem­ ocratic Platform, addresses the MTD meeting. McClung is former Hawaii Senator. Page 18 age industries to leave the U.S. is the way to begin, the Board explained. Un­ derdeveloped, low-wage nations are now allowed to export to the U.S. at zero tariff levels. Under Sections 806 and 807 of the Tariff Code, Americanowned firms can locate in these coun"thousands of U.S. workers are being deprived of their livelihoods" tries where they exploit the cheap labor and export their products duty-free back to the U.S. Moreover, these firms can take ad­ vantage of U.S. laws which permit tax deferrals on income earned abroad. Anthony Scotto, president of Local 1814 of the ILA and president of the MTD Port Maritime Council of New York, speaks at MTD executive board meeting. The result is that "thousands of U.S. workers are being deprived of their livelihoods." Those in the shoe and television industries have suffered the greatest job losses. Higher tariffs on foreign imports are also the Board's answer to hard-hit U.S. industries at home. The MTD called on the new Administration to include stiffer tariffs and other protective measures for those industries in its proposals at the multilateral trade negotiations. "The Ford Administration's plan to cut tar­ iffs across the board at these talks is a serious mistake which will have adverse consequences on millions of American workers." President Ford's plan was to offset American job losses by adjustment as­ sistance for laid-off workers. But this Sam Kovenetsky, president of Local 1 S of the Retail, Wholesale and De­ partment Store Union and secretarytreasurer of the MTD Port Maritime Council for New York. help not only ignores the real problem of saving jobs, the Board pointed out, but also does not affect workers in service industries—roughly two out of every three Americans in the work­ force—who do not produce goods and "a U.S. trade policy which will protect the jobs of thousands of American workers instead of exporting our em­ ployment abroad" therefore are not eligible under the Trade Act for adjustment assistance. American service workers, especially those in the maritime trades, are threat­ ened by foreign service competition and need a "stronger voice" in U.S. trade policy, the Board maintained. MTD Executive Board Member Ben Feldman, president of the Interna­ tional Leather Goods, Plastics and Novelty Workers Union headquartered in New York. Seafarers Log �Murphy Says Lack of Cargo Is Biggest Problem of U.S. fleet The fundamental problem of the U.S. maritime industry is lack of cargo, Congressman John Murphy (D-NY) told the Executive Board of the Mari­ time Trades Department. As the new chairman of the House Merchant Ma­ rine "and Fisheries Committee, Murphy pledged to remedy the situation. "The first thing I intend to do is hold hearings on legislation that would initially require 20 percent of oil im­ ported into the United States to be car­ ried in U.S.-flag tankers; increasing to 30 percent after two years," the veteran Congressman said. "This is essentially the so-called Energy Transportation Se­ curity Act that was pocket-vetoed by former President Ford." He blamed the concept of "effective control" for the failure of the United States to maintain a fleet of U.S. flag tankers and dry bulk vessels after World War II. Under this doctrine American owners of "flag of convenience" vessels pledge their ships to U.S. service in times of emergency. Murphy called for hearings to determine whether this con­ cept is "pure sham". Another measure to boost the U.S.flag ship trade in bulk commodities that Murpihy favors includes operating-dif­ ferential subsidies. He added that "if cargo reservation measures are required for dry bulk commodities—so be it," / . ' ; t but called for a brief investigation into these issues before legislation is pro­ posed. During his speech he also discussed American control and manning of deep "The first thing I intend to do is hold hearings on legislation that would ini­ tially require 20 percent of oil imported into the United States to be carried in U.S.-flag tankers...." Rep. John Murphy . seabed mining and Outer Continental Shelf drilling operations. He appealed to the gathered maritime trade union" leaders for help in getting his legislation through Congress. Governor of Puerto Rico Talks About Labor and Statehood The new governor of the Common­ wealth of Puerto Rico, the Honorable Carlos Romero Barcelo, outlined his position on labor issues and on state­ hood at the mid-winter MTD Executive Board meeting. Governor Romero Barcelo won the election in Puerto Rico last Nov. 2 on a statehood platform. "A major commitment of my admin- . istration is to bring more labor into "A major commitment of my adminis­ tration is to bring more labor into gov­ ernment." government," he said. "The government of Puerto Rico welcomes all responsible labor unions and their help in writing constructive labor laws, including mini­ mum wage laws. We must raise wage levels in Puerto Rico, where the cost of living is higher than in the U.S. "Lower wages and tax incentives have been regarded in the past as the basis of economic progress in the island," he continued. "This is a concept "I believe in statehood because the only alternative is independence and be­ cause I like what the United States stands for," Governor Romero Barcelo explained. "But those who want state­ hood and its benefits must recognize that they must assume the obligations of statehood, too." Sec. of Labor Marshall Stresses Need for Full Employment . % ik K ^ T* Carlos Romero Barcelo that will not bring up our standard of living. We must aim for a gradual but steady build-up in our standard of liv"We must raise wage levels in Puerto Rico..." ing. I am a statehood advocate, but our economic problems must come first be­ fore action on statehood. Congressman Zefereiti Bids MTD Press for Cargo Preference Brooklyn Congressman LeoZeferetti urged the Maritime Trades Department to continue its efforts to educate the executive and legislative branches of Government as to the value of the mari­ time industry. He told the Executive Board that if Government took the nec- "Unemployment is our big problem," U.S. Secretary of Labor F. Ray Mar­ shall told the gathered trade union leaders and guests. Marshall, a recently appointed mem­ ber of the Carter cabinet, was previ­ ously Director of the Center for the Study of Human Resources and a pro­ fessor at the University of Texas. "As I see it," he continued, "we must strive to reach full employment in this country as soon as possible. We must see to it that no one who wants a job has to go without it for very long." Addressing a major issue of concern to the maritime industry Marshall said, "We need a maritime policy that recog­ nizes the importance of the American Merchant Marine and protects mari­ time jobs for American labor." At the MTD meeting, the labor "We need a maritime policy that recog­ nizes the importance of the American Merchant Marine and protects maritime jobs for American labor." leaders had expressed concern over the issue of unfair foreign competition, F. Ray Marshall in both the maritime industry and manu­ facturing industries ashore. Resolutions on tariffs and foreign trade were passed. Speaking on that same topic, the Secre­ tary of Labor stated, "We must help other nations but not at the expense of American workers or at the expeiise of low income workers." He expressed admiration for the labor union movement and noted, "We must improve the efficiency and effec­ tiveness of collective bargaining." "The large amount of exports given to foreign-flag ships is one evidence of neglect by Government of the American merchant marine." essary steps, such as oil cargo prefer­ ence, to revitalize the merchant marine it would strengthen the nation's security and put Americans back to work. "The past few years have seen a seri­ ous erosion in the American maritime February, 1977 f '.A\ Leo Zeferetti industry, partly caused by the executive branch of Government," Zeferetti said. "The large amount of exports given to foreign-flag ships is one evidence of neglect by Government of the American merchant marine." Zeferetti, a secondterm Congressman, is a staunch sup­ porter of the maritime industry and trades. According to Zeferetti the situation may change. "It looks like our new executive branch of Government will breathe new health and vitality into our merchant marine. We can now look to cargo preference and other things that will turn our maritime industry around and head it on a progressive course." ) • • i' • y' • . % • •*=«' v v/ ". w-., J . t - i 'j. v... • .-r • 1 V ..r"" MTD President Paul Hall greets new Secretary of Labor Ray Marshall during MTD Executive Board meeting this month. Page 19 k V" , ¥ �{ -f 1j : "*i Ed Turner is president of the Marine COoks and Stew ards Union, an affiliate of the SlUNA. Frank Drozak is a vice president of SlUNA. On MID Executive Board is Joseph Hellman, secretary-treasurer Graphic Arts Interntl. Union. Robert E. P. Cooney is MID Executive Board member and vice president of the Interntl. Assn. of Bridge. Structural, Or­ namental Iron Workers. President John J. McNamara of In­ terntl. Brotherhood of Firemen, Oilers is on MTD Executive Board. • MID Executive Board's Edward J. Carlough is president of Sheet Metal Workers Interntl. Assn. ' Henry Disley (I.) is president of the Marine Firemen's Union, a SlUNA affiliate, and Morris Weisberger is Western Area MTD Executive Board member. • Many Union Officials AttendL Mid-Winter Meeting- of Maritime Trades .'ik MTD Executive Board's Dominic L. Carne' vale is admn. asst. to the president of Russell R. Crowell, MTD Executive Board the United Assn. Journeymen, Apprenmember and president Laundry, Dry Clean- tices Plumbing, Pipe Fitting Industry, U.S., ing Interntl. Union. Canada. MTD Executive Board member Fred J. Kroii is president of the Brotherhood of Railway, Brotherhi Airline, Handlers, Airline, Steamship Clerks, Freight Fr Express, Station Employes. Agthony C. Sabatine, who is on the MTD Executive Board, is secretary-treasurer of MTD Executive Board member, Frank Palthe Oil, Chemical and Atomic Workers umbo is secretary-treasurer of the Interntl. Interntl.. Union. Assn. of Fire Fighters. ... r;'7.lil :i IT • _ . . • .. Board In Bal Harbonr, Fla., Febmary 17-IS ' f I. 'i • ••' i' t '' - . c i I I Julius Isaacson (I.) MTD Executive Board member and president Interntl. Union of Dolls, Toys, Playthings, Novelties, Allied Products, U.S., Canada, and, on right, Secretary-Treasurer of the same union, John Serpico. Page 20 Floyd E. Smith, on the MTD Executive Board, is president of the Interntl. Assn. of Machinists and Aerospace Workers. _ MTD Executive Board's Richard A Plumb is president of Journeymen Barbers Hairdressers, _ Cosmetologists' Interntl. Union. John Gibson, who is on MTD Executive Board, is secretary-treasurer of the Hotel, Restaurant Employes', Bartenders' Interntl. Union. On MTD Executive Board is Thomas F. Miechur, president United Cement, Lime and Gypsum Workers Interntl. Union. Roman Gralewicz (I.) is Eastern Area Executive Board member 4 of the MTD and Roger Desjardins is secretary-treasurer of Quebec's St. Lawrence, Tributaries Port Council. f Page2y^ �* W.y. Industrial Commissioner Ross Discusses Unemployment "Unemployment is the number one growth industry in New York," Philip Ross, Industrial Commissioner of the New York State Department of Labor, announced at the MTD session. Ross has been head of the New York State "What this country needs is jobs.. PhUip Ross Department of Labor since Mar. 30, 1976. He explained that in New York State, "We are now re-defining our definition of unemployment. At present, for in­ stance, part time workers are defined under the law as employed, although they may only work one day a month. The national unemployment rate is an artificial figure that needs a much more accurate definition to reveal the true picture of employment." Discussing a possible solution Ross declared, "We do not need tax incen­ tives ... we do not need miniscule tax cuts." What is needed to put the econ­ omy back on the right track is jobs for all Americans who are able to work, he stated. "What this country needs is jobs . . . jobs in the best tradition of Ameri­ can labor unions and the country.!' MTD issues Two impoitant Booklets Maritime Incentives: Job Stimulus for the US Economy Energy Issues Coastal Zone Management "is a Program of Wise Use"—Knecht Robert Knecht, administrator of the Oflfice of Coastal Zone Management pointed out some of the effects of the U.S. Coastal Zone Management Act of 1972 on issues of concern to maritime labor. During his speech, he reassured the union leaders that Coastal Zone Management "is a program of wise use . ,. not primarily of environmental pro-' tection." That means, he explained, the gov­ ernment is not out to help local com­ munities block programs that are in the "The prosperity of the U.S. fishing in­ dustry depends on preserving the food supply of bays, marshes, rivers —" broad public interest. Often communi­ ties fight refineries or superports be­ cause they fear damage to the local environment. On the other hand, he pointed out, "The prosperity of the U.S. fishing in­ dustry depends on preserving the food supply of bays, marshes, rivers, etc. in the coastal zone. Fish use these areas for spawning and many species and young fish depend on eoastal wetlands Robert Knecht for their food supply. In the past few decades the U.S. has lost 50 million acres of coastal wetlands, vital to fish­ eries, wildlife and recreation to urban and industrial development." Knecht explained that the purpose of the Coastal Zone Management Act was to provide for wise, balanced manage­ ment of the nations coastal lands and to encourage states to set up management programs. Sweeney Warns of Danger Caused by Exposure to Asbestos Robert Sweeney, General Counsel to the Cleveland Building Trades Council, warned MTD representatives of the continuing and growing danger to American workers caused by unchecked exposure to asbestos. Sweeney, a former Ohio Congressman, declared, "It is the responsibility of the American labor movement to eradicate this problem." Much of the blame rests with the Federal government, he explained. Ac"We have a time bomb ticking away in America the likes of which we have never seen because of asbestosis." cording to Sweeney, asbestosis and other pulmonary (lung) illnesses affliet thousands of workers because the fed­ eral government has failed to enact and enforce meaningful safety measures. "We need a tough surveillance sys­ tem to monitor out of the work place a \A dangerous substances which threaten workers in many industries. More fringe benefits and work benefits don't matter much if workers are ex- Jge22 Tf?^ Robert Sweeney posed to dangerous pulmonary dis­ eases," he stated. He charged that many industries had known for 30 years about the dangerous and often lethal effects of asbestos and other substances, but that little has been done about it. "We have a time bomb ticking away in America the likes of which we have never seen because of asbestosis," Sweeney predicted. Executive Board Meeting Executive Board Meeting AFL-CIO Maritime Trades Department AFL-CIO Maritime Trades Department Bal Hait-oiif, Flojida February 17-18,1977 Bal Harbour, Ftoricte Job stimulus programs, a new na­ tional energy policy and how and where to implement them are tops on the Con­ gressional list of things to do for the coming year. The AFL-CIO Maritime Trades De­ partment has its own views on where the emphasis should be placed on these vital issues, and the Department made these views known in two booklets made public during the MTD Executive Board meeting earlier this month. The two booklets, entitled Maritime Incentives: Job Stimulus for the. U.S. Economy, and Energy Issues, deal mainly with how a strong, revitalized U.S. maritime industry can significantly contribute to both the U.S. job picture and in the formation of a new energy policy for the nation. The jobs stimulus booklet calls for the enactment of four important mari­ time programs that would create thou­ sands of jobs on ships, in shipyards and in supportive industries, including: • Legislation to require that 30 per­ cent of all oil imports be carried on U.S.-flag tankers, which would provide 134,000 shipyard man-years of employ­ ment, 400,000 man-years in allied in­ dustries and 5,000 jobs aboard ships for the next 20-25 years. • All-Alaska route for the natural gas pipeline, providing 68,673 man-years of work to build 11 LNG vessels and 578 U.S. seamen to man them, as well as thousands more jobs for workers in the actual construction of the pipeline. • Bring the Virgin Islands under the provisions of the Jones Act,-which would create the need for 25 new U.S.flag ships and 2,442 man-years of ship­ yard employment and jobs for 864 sea­ man for 25 years. • Bilateral shipping arrangements with major trading partners, which also February 17-18,1977 carries the promise of thousands more jobs for U.S. workers. In the booklet dealing with energy issues, the MTD called for the full de­ velopment of new forms of energy such as solar power; importation of more crude petroleum, rather than petroleum products, to stimulate U.S. refinery con­ struction, and an increase of the nation's oil reserve to a six month supply, and that this supply should be carried en­ tirely on U.S. ships to ensure the avail­ ability of U.S. ships in an emergency. The MTD also called for the full de­ velopment of oil, gas and coal on public lands in a balanced program under leg­ islation like the strip mine bill. Lester Null, president of the SIUNAaffillated International BrotheYhood of Pottery and Allied Workers. Seafarers Log �Congress: Act on Health, Safety, Minimum Wage, Food Stamps Immediate action to insure the health, safety and economic well-being of American workers was called for by the Executive Board of the AFL-CIO Maritime Trades Department at their mid-winter meeting this month. The board urged Congress to guaran­ tee workers safe standards on the job, an increased minimum wage and con­ tinuation of the food stamp program. A change in the Clean Air Act was also "... a family of four whose breadwinner now works full time and year-round at the minimum wage earns some $700 a year less than the federal government's poverty line." demanded "to prevent large segments of U.S. industry from being shut down by this law." Safety Standards The Occupational Safety and Health Act mandates safe work standards. But the board, citing serious safety prob­ lems in the maritime trades, complained that industry often refuses to comply and no Government agency adequately enforces those standards. The Coast Guard, which has jurisdiction over on­ board worker safety, "tends to enforce only vessel safety regulations while ig­ noring worker safety and health." The Coast Guard neglects not only seamen, but divers—members of the United Brotherhood of Carpenters and Joiners—who work as welders and maintenance men on the submerged portion of off-shore drilling rigs. The divers work unprotected because the Coast Guard and industry have blocked the efforts of the MTD and the car­ penters to enforce safety regulations for these men. "The case of the divers illustrates the need for clearcut, responsible health and safety jurisdiction which places the worker's life before industry profit," the board maintained. Other MTD affiliates have worked long and hard to assure their members and the public maximum protection against toxic substances and other health hazards on the job. The MTD urged strict Government enforcement of OSHA for every American worker. Minimum Wage An increased minimum wage—to at least $3.00 an hour this year—is an­ other top priority set by the MTD. Leon B. Schachter, international vice president of the Amalgamated Meat Cutters and Butcher Workmen of North America, pointed out that inffation soon eats away the benefits of periodic mini­ mum wage increases. Under the last in­ crease passed in 1973, "a family of four whose breadwinner now works full time the year-round at the minimum wage ". . . the need for clearcut, responsible health and safety jurisdiction which places the worker's life before industry profit." earns some $700 a year less than the Federal Government's poverty line." The MTD strongly supports legisla­ tion to change the minimum wage once a year according to a percentage of the U.S. average manufacturing wage. Food Stamp Program Vice President Schachter also voiced the MTD's call for continuation of the Food Stamp Program which will expire on Sept. 30, 1977. The Meat Cutters and Butcher Workmen Union won an important victory last year when they stopped an attempt to cripple the pro- gram. The MTD agreed to renew the fight to keep the program, simplify its cumbersome process and enlarge the number of eligible families. Clean Air Act The Food Stamp Program is crucial this year because of increasing unem­ ployment. But the MTD wants to pre­ vent the loss of even more jobs which could follow enforcement of the Clean Air Act on Mar. 31, 1977. The act will deny construction permits to those in­ dustries which have not achieved clean air standards—a majority in the coun­ try. "This will have a devastating effect on employment in all types of industries and could create a halt in new construc­ tion that would last for months or years," the International Association of Bridge, Structural and Ornamental Iron Workers and the International Broth­ erhood of Boilermakers, Iron Ship Builders, Blacksmiths, Forgers and Helpers warned. The MTD believes that the act should be postponed "until in­ dustry has enough time to meet the requirements of the law." 4 Union Officials: Bomarito, Schacter, Livingston, Groton Give Views on MTD Aid, Food Stamps, OSHA, Solar Energy i- ••"V "'1 T> XC'Cri'p.l.' -r-r- - - . ' i . n-ii 1' r/i • Peter Bomarito Leon Schacter Leon Schacter, vice-president of the Amalgamated Meat Cutters and Butcher Workers of North America an­ nounced the Maritime Trades Depart­ ment's endorsement of legislation re­ newing the food stamp program for hard pressed Americans. He affirmed that the MTD-endorsed legislation "should pro­ vide improvements in the program to simplify its processes and permit it to benefit eligible unemployed workers and other needy Americans." Schacter also presented the MTD's position on what the minimum wage in this country should be. He called for an increase of the minimum wage to $3 an hour and said that this wage should change annually in line with the aver­ age manufacturing wage. Labor has been working in Congress to get the $3 minimum wage for over a year. February, 1977 Peter Bomarito, president of the 70,000-member United Rubber Work­ ers of America Union, extended his own and his membership's thanks to the Maritime Trades Department for its "tremendous assistance" during the 140-day rubber workers strike last year. Bomarito said that his union owed a great deal to the American labor move­ ment as a whole, hut he singled out the work of the MTD and its network of Maritime Port Councils for special credit. He stated that "labor's assistance helped us win excellent benefits." The rubber workers struck 47 plants during their nearly five-month strike beginning Apr. 1, 1976. During the strike, the AFL-CIO carried out a na­ tionwide boycott against products of the Big Four tiremakers, Firestone, Good­ year, Goodrich and Uniroyal. The boy­ cott included a campaign of "Don't Buy Firestone" handbills as well as picketing at high volume retail outlets and inde­ pendent stores. Richard E. Livingston Page Groton Richard E. Livingston, secretary of the United Brotherhood of Carpenters and Joiners of America, affirmed that "it is incumbent on government to en­ force strict standards assuring workers the safest possible work environment," as he presented the MTD's position con­ cerning the Occupational, Safety and Health Act. Livingston pointed out that govern­ ment had not done enough to force im­ plementation of various OSHA regula­ tions, and he used as an example the suspension of certain emergency diving regulations at the prompting of the Coast Guard. Livingston said that every American has the right to a safe workplace, and he demanded that government "estab­ lish strict safety and health standards for every American industry to protect the worker and provide for a healthy working environment." One way to significantly conserve America's depleting domestic natural gas supplies is the development of a new, renewable solar energy source known as Ocean Thermal Energy Con­ version (OTEC), according to Page Groton, assistant to the president of the International Brotherhood of Boiler­ makers, Iron Shipbuilders, Blacksmiths, Forgers and Helpers. Groton told the MTD executive board meeting that in addition to con­ serving natural gas, development of the OTEC program would "create by 1986 a total of 100,000 jobs in shipyards, 1,330 aboard ships, 10,000 in alumi­ num production and 100,000 in equip­ ment and concrete production." He added that the program would also reduce costs for every consumer of natural gas, as well as cutting costs of ammonia fertilizer, which has a bearing on food prices. Page 23 -W'. Ufs �.. . . .-.--v--.' HSEAFAREXtS • amj - LOG Official pnbUcatlMi af the SBAFARBliS UfTBBNATIONAL UNION• Atlaatic, Oolf, Lakes aa« lalaaB Waters District* AFL-CiO IPiliil Support J. P. Stevens Boycott An all-out nationwide campaign by labor to boycott products of the J. P. Stevens Company is underway, and Delmont Mileski, director of the boy­ cott for the A malgamated Clothing and Textile Workers Union of America, ad­ dressed the MTD meeting to ask for the special help of the MTD's eight million members to fight the most notoriously anti-union company in the U S. today. Labor has been trying since 1963 to organize J. P. Stevens, a company that has been fined $1.3 million in 94 NLRB cases involving unfair labor practices in recent years. Mileski said that J.P. Stevens prod­ ucts hide under many brand names. Some of these include: Fine Arts, Utica, Tastemaker, Mohawk, Beautiblend, Beauticale, Peanuts, Yves St. Laurent and Angelo Donghia sheets, pillowcases and towels; Simtex table linen; Gulisten. Contender and Merryweather car­ pets; Forstmann blankets and draper­ ies, and Big Mamma, Finnesse, HipLets and Spirit hosiery. II 27 MTD Port Councils aiig : -'I ff • I< Delmont Mileski J. P. Stevens operates 85 mills and their workers are paid 31 percent below the U.S. factory worker average. The MTD passed a resolution sup­ porting the boycott. 100 Men Behind Him • •• With unemployment still the number one problem plaguing the American economy, MTD President Paul Hall ofTcrcd some looci for thought to the nation's legislators during the MTD meeting this month. He said simply: "For every man who rides a ship there are 100 men behind him to build ships, repair them and operate them from shoreside." In other words, the U.S. maritime industry—if given the support of Con­ gress in the way of new maritime pro­ grams aimed at revitalizing the industry —has a vast potential to provide thou­ sands of jobs to presently unemployed men and women. It would be good if the nation's law­ makers would remember those words when it comes time to vote on such vital maritime legislation as cargo pref­ erence for U.S. ships. 1. 2. 3. 4. n 5. ••• 6. ALABAMA Mobile Port Maritime Coimcil CALIFORNIA San Diego Port Maritime Council San Francisco Bay Area and Vicinity Port Maritime Council Port Maritime Council of Southern California FLORIDA Florida West Coast Maritime Trades Council HAWAII Honolulu Port Maritime Council ILLINOIS 4. - ' yyill 7 C* . - »• LOUISIANA 8, Port Maritime Council of Greater New Or­ leans and Vicinity MARYLAND 9. Baltimore Port Maritime CouncO MASSACHUSETTS 10., 11. 12. 13. Paul Hall 14. 15. 16. 17. New England Area MICHIGAN Detroit and W^yiie JMaritime Councfl MINNESOTA Port Maritime Council of Dulutb, Minnesota, Superior, Wisconsin, Harbors and Vicinity MISSOURI Greater St. Louis Area Port Council zBzffliiiiiiliii NEW YORK Buffalo Port Maritime Council Port Maritime Council of Grc and Vicinity OHIO Cleveland Port Maritime Council \ Toledo Port Maritime Council OREGON ^ IS. PENNSYLVANIA 19. Delaware Valley aiad Vicmity Pori Maritime Council TEXAS .. 20. W.st Gulf Ports CouncO VIRGINIA J 21. The Hampton Roads Port Maritime Council W'S'i-^'WASHINGTON ' Z ^ : 22. PUERTO RICO Si 23. PuertoRkc Puerto Rico Port Maritime Councff •• ". William Winpislnger, vice president of the International Association of Ma­ chinists and Aerospace Workers. He will assume presidency of the Union on July 1, 1977. Bernard Puchalski, president of the Iron Workers District Council of Chi­ cago and president of the Greater Chicago and Vicinity Port Maritime Council. Page 24 .V ^ v z f .' "H - CAMDA 24. 25. Hamilton Port Council . 26. St. Lawrence and Tributaries Port Council of the Province of Quebec y ^ DisliRt Branch Seafarers Log yiAilfflf V)StitaoiT.-*s:iSWian's^:^=— .—- — - �t?»f*TI!!B» tlis. ' •^rtTirrffr •« *<« « r * -c « « ifs'-et * An Oufline of the Seafarers Pension Plan The amount of money a retired Seafarer or Boat­ man receives in his monthly pension check depends on the type of pension benefit he is eligible for. Eligi­ bility is based upon how long he has worked, and several other factors. The Pension Flan is governed by specific rules and regulations. This article hopes to provide an overview of the eligibility requirements, the amount of benefits for each Pension and other facts of importance to the retiring Seafarer or Boatman. The Seafarers Pension Plan will prepare and dis­ tribute a detailed summary of the rules and regula­ tions concerning the Plan in the near future. The Seafarers Pension Plan which governs benefits paid to Seafarers and Boatmen is provided under the terms of the collective bargaining agreements and is paid for by contributions made under these contracts by the employers. An employee is entitled to pension benefits only if he meets the eligibility requirements of the Pension Plan. The employer contributions are not earmarked for any particular employee but are .put into a general pension fund. The Trustees are responsible for making sure that orily those employees who meet the eligibility requirements of the Plan receive the Pension Benefits. [This article does not deal with the Pension Plan in effect'for employees in the Great Lake Tug and Dredge Divisiori\. TYPES OF PENSION BENEFITS AVAILABLE UNDER THE SEAFARERS PENSION PLAN Regular Normal and Deferred Vested Pensions Most Seafarers and Boatmen are expected to re­ ceive one of these Pension Benefits. Upon reaching Normal Retirement age (65 years for Deep Sea workers or 62 years for Boatmen) an employee is entitled to the full Pension Benefit for the rest of his life if he has credit for 5,475 days of service, i his is the Regular Normal Pension Benefit. The Deferred Vested Pension Benefit applies to those employees who, at age 65 for Deep Sea or 62 for Boatmen have credit for at least 10 years of Service. [One year of Service credit is earned when an employee has received credit for at least 125 days of Service in any calendar year.] The Disability Pension An employee shall be eligible for a Disability Pen­ sion if he has credit for at least 4,380 days of service plus at least 90 days of service in the calendar year preceding his date of application and he is totally and permanently disabled. There is no minimum age re­ quirement for the Disability Pension. The Disability Pension Benefit is in the same amount as the Regular Normal Pension Benefit. Early Normal and Special Early Normal Pension There is also the Early Normal and Special Early Normal Pension for which only Deep Sea-A&G mem­ bers are qualified. The Early Normal Pension is available to Deep Sea A&G workers who have: (1) at least 7,300 days of service; (2) are at least 55 years of age when they apply; (3) have at least 90 days of service in the calendar year preceding their date of application. The Early Normal Pension Benefit is $350 a month. How­ ever, if the seaman chooses to continue his employ­ ment, he shall receive increments of $15 a month in his pension benefit for every additional .365 days of service credited to him after age 55, up to a maximum monthly benefit of $455. The Special Early Normal Pension applies to the seaman who has 7,300 days of service but whose last day of service was prior to his 55th birthday and who does not have at least 90 days of Service during the calendar year immediately preceding his date of ap­ plication. Such employee must also be at least 55 years of age to qualify. The amount of the Special Early Normal Pension Benefit is actuarially reduced to equalize the value of the benefit considering the fact that benefit payments shall begin prior to age 65, but not earlier than age 55. THE AMOUNT OF TI^E PENSION BENEFIT For Deep Sea A«&G workers, the amount of the February, 1977 monthly pension benefit is: $350 at age 65 for the Regular Normal Pension; $350 at age 55 for the Early Normal Pension; $350 at any age if eligible for the Disability Pension. For Boatmen, the amount of the monthy pension benefit is: $340 at age 62 for the Regular Normal Pension and $340 at any age if eligible for the Disability Pension where their employers' contributions are at the stand­ ard rate; $200 or $240 at age 62 for the Regular Normal Pension and $200 or $240 at any age, if eligible for the Disabil­ ity Pension where their employers' contributions are less than the standard rate. In order to get the $350 (Deep Sea) or $340 (Boatman) the employee must be credited with 90 days of employment time during the period starting the date of the latest contract increase and the last day of the calendar year or 90 days in any subsequent cal­ endar year. This requirement is waived if an em­ ployee is continuously disabled from his last day of employment until he becomes eligible for a pension. For those seamen and Boatmen who are eligible for the Deferred Vested Pension Benefit, the amount of the monthly payment is determined as follows: Eligibility for the Deferred Vested Pension Bene­ fit is based upon having credit for at least 10 years of Service. An employee receives credit for one year of Service if he receives credit for at least 125 days of Service during any calendar year. In calculating the amount of his monthly pension benefit, an elig­ ible employee will take the total number of days of service he has credit for, and determine the ratio of his actual days of credited service to the number 5,475. The amount of his monthly benefit will be that fraction of the regular normal pension benefit. For example, if an employee has at least 10 years of service and has accumulated 1825 days of serv­ ice, the calculation of his monthly benefit will be: For $350 pension: 1825 1/3 X $350 —$116.66 5475 For $340 pension: 1/3 X $340 5475 For $240 pension: = 1/3 X $240 $80.00 = 1/3 X $200 $66.66 5475 For $200 pension: 5475 $113.33 BREAK IN SERVICE Credit for service for any type of pension may be lost due to a break or series of breaks-in-service or a break in continuous employment. There are two forms of Breaks in Service: the old form which ap­ plies to service prior to Dec. 31, 1975; and the new form which applies after Dec. 31, 1975. Old Form: Break in Service: If during the period from Jan. 1, 1968 to Dec. 31, 1975, an employee receives credit for less than 90 days of Service in each of three (3) consecutive calendar years, a Break in Service occurs. year Break ^ X 2 years of 20 years of Service Service ^ ^ in Service ^ NO CREDIT FOR THIS SERVICE CREDIT FOR THIS SERVICE If such a break in Service occurs, said employee shall lose ALL CREDIT FOR SERVICE prior to and including said three year period and for any succeed­ ing calendar year prior to Jan. 1, 1976 during which the employee receives credit for less than 90 days of Service. New Form of Break-in-Service: Beginning on Jan. 1, 1976, a Break in Service occurs when an employee receives credit for less than 62'/i days of service in any calendar year. However, this "Break in Service" does not mean that prior service credit is lost, unless? 1. The employee has less than 10 years of Service credit AND 2. The employee incurs a number of consecutive "Breaks-in-Service" equal to or exceeding the number of years of Service he has previously accumulated. For example, if an employee has credit for seven (7) years of service as of Dec. 31, 1977 and he leaves his job for six consecutive years . . . say . . . from Jan. 1, 1978 until Dec. 31, 1984, and returns to work in 1985 and worked for more than 62V2 days in that year . . . he does not lose credit for those seven years, even though he has had six consecutive "Breaks-in-Serv­ ice." In other words he still has credit for those seven years of service. He would lose his previous credit of seven years service, however, if he did not work at least 62Vi days in 1985, since he would have, by the end of 1985, seven consecutive "Breaks-in-Service." If an employee has accumulated 10 years of Serv­ ice, he is "VESTED," which means he can never lose his previously accumulated Service credit. Once "VESTED" he may leave the covered employment entirely and be entitled to a pension benefit if he ap­ plies at normal retirement age. JOINT AND SURVIVORS ANNUITY BENEFIT The Seafarers Pension Plan gives the eligible em­ ployee a choice concerning how he wishes to have his pension benefits paid. One choice is to have the full pension benefits paid each month to the pen­ sioner. The pension benefit ends when the pensioner dies. The other choice is to have a reduced pension benefit paid each month to the pensioner as long as he lives, and when he dies, a monthly payment equal to one-half (50%) of the reduced monthly benefit will be paid to his surviving spouse, for her lifetime. This second option is called the Joint and Survivors Annuity Benefit. If the eligible employee does not elect to take the first choice, he will automatically get the Joint and Survivors Annuity Benefit. Under the Joint and Survivors Annuity Benefit, the amount of the monthly payment is reduced actu­ arially, based upon the life expectancies of both the eligible employee and his wife. If an employee retires at age 65, and his wife is 55 he would receive about 80% of the full regular pension benefit [80% of $350"$280] every month until he dies. After the pen­ sioner dies, his wife will continue to receive a monthly pension benefit of $140 for the rest of her life. How does this "actuarially determine amount" work? If a pensioner is age 65 and his life expectancy is 20 years he would receive $350 a month for 240 months (20 years) or until he dies. The total pension benefit would be $84,000 if he died at age 85. Under the Joint and Survivors Annuity Benefit he and his surviving spouse would also receive a total of $84,000. Under the example above of the 65-year old man and his 55-year old wife: The pensioner would receive 240 monthly payments of $280 each for a total of $67,200 during his lifetime. His wife is age 55 and has a life expectancy of 30 years. She will out­ live him by 10 years. After the pensioner dies, his surviving spouse would receive monthly payments of $140 for those 10 years (or until she dies). She will receive during those 120 months a total of $16,800 if she lives 10 more years; $67,200 plus $16,800 = $84,000. Remember, actuarial charts cannot predict how long any individual will live. The charts are based upon a group's experience. Some people will live longer than what is expected and some will die sooner. Therefore, whichever choice an eligible employee makes should be based upon what he and his wife expect. CONCLUSION We have only been able to give the reader a brief review of the major benefits and eligibility require­ ments of the Seafarers Pension Plan. We have not set forth the full text of the rules and regulations of the Pension Plan nor is it to be considered a complete and detailed description of all the rules and regula­ tions.of the Plan. Any questions concerning your Pension should be addressed to: Seafarers Pension Flan 275 20th St. Brooklyn, N.Y. 11215 Page 25 t'l "N 'i 4J n '•1 i' •{ • •4 'M �SEA-LAND ECONOMY (Sea-Land Service), December 26 — Chairman, Recertified Bosun F. H. Johnson; Sec­ retary L. Nicholas; Educational Direc­ tor H. Duhadaway; Deck Delegate J. • Yannuzzi; Engine Delegate W. L. Ehret; Steward Delegate H. Jones. $24 in movie fund. No disputed OT. Chair­ man gave a lecture on the care of the movie projector; also, that the stretch­ ing of the water hose on the dock in Jacksonville is to be brought before a safety meeting. All communications re­ ceived were posted. A vote of thanks to the steward department for a very enjoyable Christmas dinner. SEA-LAND CONSUMER (SeaLand Service), December 12—Chair­ man, Recertified Bosun F, A. Pehler; Secretary S. McDonald; Educational Director H. P. Calloe; Deck Delegate J. McPhee; Engine Delegate R. L. L. Elliott; Steward Delegate M. P. Cox. No disputed OT. Chairman advised that the ship will dock in Rotterdam and he will let everyone know if it is going to Bremerhaven. Advised all to fill out beneficiary cards and mail them into Headquarters; also advised crew to get firefighting endorsement as soon as possible. Next port, Rotterdam. PANAMA (Sea-Land Service), De­ cember 26—Chairman, Recertified Bo­ sun S. Sbriglio; Secretary J. E. Biggins. No disputed OT. A special vote of thanks to the steward department for a job well done and for a wonderful Christmas dinner. Report to Seafarers Log: "Our Brother Kadziola is still supplying himself with fish and has now the complete works, habatchi pot, etc. He is wondering if he should get a uni­ versal license." TRANSINDIANA (Hudson Water­ ways), December 26—Chairman, Re­ certified Bosun H. B. Walters; Secre­ tary W. J. Fitch. $14.08 in ship's fund. No disputed OT. A vote of thanks to the steward department for a beautiful Christmas dinner. Report to the Sea­ farers Log: "A vote of thanks to the Log for the splendid job throughout the year in keeping us posted of all mari­ time news. We wish to extend a very Merry Christmas to all and a New Year of happiness." Observed one minute of silence in memory of our departed brothers. POTOMAC PHILADELPHIA COVE COMMUNICATOR PISCES OGDEN CHALLENGER BALTIMORE JACKSONVILLE ANCHORAGE SEA-LAND RESOURCE PORTLAND FORT HOSKINS OVERSEAS ALICE ARECIBO SAN PEDRO Page 26 SEA-LAND MARKET (Sea-Land Service), December 26 — Chairman, Recertified Bosun Walter Nash; Secre­ tary R. Hutchins; Deck Delegate H. Yaekel; Engine Delegate C. C. Hall; Steward Delegate F. Rogers. No dis­ puted OT. Chairman discussed the im­ portance of donating to SPAD. Secre­ tary wished everyone a "Happy New Year and Good Health." A vote of thanks was extended to the steward department for a very nice Christmas dinner and for making it a very nice Christmas away from home. Observed one minute of silence in memory of our departed brothers. Next port, Newport, Va. TRANSCOLORADO (Hudson Wa­ terways), December 19—Chairman, Recertified Bosun J. Spuron; Secretary T. Conway; Educational Director J. Peterson. $7 in ship's fund. No disputed OT. Chairman advised crewmembers that compliments were receiyed from the Navy on behavior of the crew in Diego Garcia. Observed one minute of silence in memory of our departed brothers. Next port, Oakland. INGER (Reynolds Metals), Decem­ ber 5—Chairman, Recertified Bosun Thomas J. Self; Secretary Duke Hall; Educational Director Oscar Cooper; Engine Delegate Barney Hireen; Stew­ ard Delegate P. R. Rogers. $69.11 in ship's fund. No disputed OT.. Educa­ tional director advised all crewmem­ bers to keep up with everything that is going on in the Union—read the Sea­ farers Log. The last issue of the Log was received and discussed. A vote of thanks to the steward department for a job well done. Next port, Longview, Vv'ash. MOUNT EXPLORER (Mount Shipping), December 2 — Chairman, Recertified Bosun Billy Edelmon; Sec­ retary A. Salem; Educational Director Robert Tims; Deck Delegate F. R. Schwarz; Engine Delegate J. H. Brew­ er; Steward Delegate Young McMillan. No disputed OT. Chairman discussed the contents of the November Seafarers Log. A very good Thanksgiving dinner, well prepared by galley personnel, with good service by all in the steward de­ partment. Observed one minute of si­ lence in memory of our departed broth­ ers. Next, Port Everglades, Fla. Official ship's minutes AGUADILLA SEA-LAND GALLOWAY CANTIGNY TAMPA HOUSTON OVERSEAS ARCTIC OVERSEAS JUNEAU CHARLESTON PONCE DE LEON OGDEN WABASH MAYAGUEZ GOLDEN DOLPHIN MAUMEE ELIZABETHPORT (Sea-Land Ser­ vice), December 19—Chairman, Re­ certified Bosun Orla Ipsen; Secretary George W. Gibbons; Educational Di­ rector Peter K. Shaughnessy; Engine Delegate Robert Thomas. $136 in ship's fund. $465 in movie fund. No disputed OT. Chairman reported that most of the repairs that were necessary have been completed and to please ad­ vise him if there are anymore. A vote of thanks to the deck department for keep­ ing the messroom and pantry clean. Also a vote of thanks to the department delegates and the ship's committee for doing a good job. Next port in Panama Canal. ARTHUR MIDDLETON (Water­ man Steamship), December 12—Chair­ man, Recertified Bosun C. Dammeyer; Secretary R. M. Boyd; Educational Di­ rector R. J. Ball; Deck Delegate C. Johnsen; Engine Delegate E. Smith; Steward Delegate Miguel Aguirre. No disputed OT. Chairman explained the reasons for donating to SPAD and why Piney Point is a must today to keep in tune with modern ships and the func­ tions of the Union. PUERTO RICO (Puerto Rico Ma­ rine Mgt.), December 12—Chairman, Recertified Bosun F. E. Walker; Secre­ tary V. Douglas; Educational Director W. R. Carroll; Steward Delegate Clar­ ence Jones. $21.10 in ship's fund. No disputed OT. It was noted that the ser­ vice elevator is unsafe and needs repair. The chairman and secretary gave all crewmembers a vote of thanks for their cooperation and their support of SPAD and wished all a Merry Christmas and a Happy New Year. DELTA SUD (Delta Steamship), De­ cember 5—Chairman, Recertified Bo­ sun R. Lambert; Secretary E. Vieira; Educational Director J. C. Dial; Deck Delegate Mitchell Reed. $35 in ship's fund. No disputed OT. The crew was commended for having three safe, ac­ cident free trips and were reminded to be very careful while walking and work­ ing out on open deck, especially while cargo is being moved. One letter was received from Headquarter^ concerning notation in the previous ship's minutes about the lack of receiving Logs and Union matters while in foreign ports. Received plenty of Logs while in New Orleans. Next port in Suez Canal. ERIC K. HOLZER (Puerto Rico Marine Mgt.), December 26—Chair­ man, Recertified Bosun Roberto Zaragoza; Secretary H. Strauss. Some -dis­ puted OT in engine department. A vote of thanks to the steward department for a fine Christmas dinner. Report to the Seafarers Log: "Christmas at sea aboard the 'SS Eric K. Holzer—We had a Santa Claus giving out gifts which were given to the whole crew by the Seamen's Club in Elizabeth." Next port, Elizabeth, N.J. GUAYAMA (Puerto Rico Marine Mgt.), December 19—Chairman, Re­ certified Bosun W. Velazquez; Secre­ tary J. Prats; Engine Delegate H. Welch; Steward Delegate D. Hatch. The educational director held a dis­ cussion about alcoholism and the center the Union established for that purpose. No disputed OT. A vote of thanks was given to the steward de­ partment from the crew for the good Thanksgiving dinner they put out dur­ ing the voyage. NATHANIEL GREENE (Water­ man Steamship), December 12 — Chairman, Recertified Bosun J. F. McCollom; Secretary W. G. Williams; Educational Director J. R. Johnson. Some disputed OT in steward depart­ ment. A safety meeting was held and all department heads and ship com­ mittee members attended. Discussed the importance of donating to SPAD. A vote of appreciation to the steward department for a job well done. Next port. Savannah. SEA-LAND FINANCE (Sea-Land Service), December 12 — Chairman, Recertified Bosun J. Pulliam; Secretary J. Mar; Educational Director F. Carruthers; Deck Delegate J. Long; En­ gine Delegate A. Armistead; Steward Delegate C. Carlson. No disputed OT. Chairman advised that any literature that is left by the patrolman should be read and passed along. To keep up with what is going on in the Union, read the Seafarers Log. Steward asked all crewmembers to report any repairs that have to be done so they can be fixed. Next port, Yokohama. ZAPATA PATRIOT (Zapata Bulk Transport), December 12—Chairman, Recertified Bosun R. Murry; Secretary A. Arellano; Educational Director G. Meadeh; Deck Delegate J. Wade; En­ gine Delegate T. Thomas; Steward Del­ egate R. Hirsch. No disputed OT. Chairman advised all crewmembers to read all their established benefits as they can be very helpful in sickness that may need financial assistance. A vote of thanks to the steward depart­ ment for serving such gourmet foods as caviar, smoked sturgeon, filet mignon, lobster tails and various cheeses. Report to Seafarers Log: "Ex-SIU member, Arnie Bjornsen is now a cap­ tain aboard this vessel. He is a good guy to ship with. We have gone to Sweden and our next trip may be to Murmansk." SEA-LAND PRODUCER (SeaLand Service), December 5—Chair­ man, Recertified Bosun M. B. Woods; Secretary L. H. Waldron; Educational Director Tyler; Deck Delegate Ralph Dougherty. $8 in ship's fund. No dis­ puted OT. The Seafarers Log was re­ ceived and distributed. A vote of thanks to the steward department for a won­ derful Thanksgiving dinner. Next port. Port Everglades, Fla. were also received from the following vessels; LOS ANGELES. OVERSEAS VALDEZ ALLEGIANCE SUSQUEHANNA COLUMBIA AMERICAN EXPLORER HUMACAO JAMES TRANSEASTERN CONNECTICUT OVERSEAS NATALIE ALEX STEPHENS THOMAS JEFFERSON DELTA ARGENTINA CT T niTTC MOUNT WASHINGTON EAGLE TRAVELER DELTA URUGUAY MERRIMAC MOBILE BEAVER STATE VANTAGE DEFENDER OVERSEAS TRAVELER FORT HOSKINS DELTA NORTE ALEUTIAN DEVELOPER SHOSHONE SEA-LAND EXCHANGE SEA-LAND McLEAN JOHN TYLER TAMARA GUILDEN BANNER ^? ROBERT TOOMBS MONTICELLO VICTORY : BOSTON ROSE CITY -'A'-/ YELLOWSTONE ZAPATA RANGER BORINQUEN SAN JUAN Seafarers Log �- J New Orleans style architecture marks the front entrance of the elegant SlU hall that serves as home for the SlU in New Orleans. The bricks in the exterior walls were baked by Spanish artisans 150 years ago. The auditorium in the New Orleans hall comfortably seats 850 people. A kitchen next to the auditorium allows the SlU to host dinners and conferences such as the recent trustees meeting. Trustees Hold January Meeting in New Orleans Trustees of the eight Union multi­ employer plans held their bi-monthly meeting in New Orleans on Jan. 18 and 19. Although in the past trustee meet­ ings have been held in New York or at the Lundeberg School in Piney Point, Md., recently the trustees decided to hold their meetings in various ports around the country to get to know the members and officials of the SlU and United Industrial Workers on their home turf. New Orleans was the first choice since it is one of the largest and busiest ports for Seafarers. The trustees represented the Great Lakes Tug and Dredge Pension Plan, the Seafarers Welfare, Pension and Va­ cation Plans, the Seafarers Hiring Hall Trust Fund, the Harry Lundeberg School of Seamanship and the United Industrial Workers (UIW) Welfare and Pension Plans. At these meetings, which are held once every two months. Union officials and management representatives who are responsible for administering the various plans approve the requests for benefits and go over the plans to make sure the proper benefits are available to the members. They review the trust fund investments and make sure the plans' administrative staff is function­ ing properly. Lindsey Williams, SlU vice president for the Gulf Coast, was host at the meet­ ings in the beautiful New Orleans hall which was built by the SlU in 1961. The trustees were treated to New Or­ leans Creole type lunches, cooked in the SIU cafeteria which is rated three stars in the New Orleans Underground Gour­ met. That book, which rates moderatepriced restaurants on a basis of four (excellent) to no stars, gave SIU red beans and rice a special mention. in '.ft, John Jaeger, an attorney from Cleve­ land, Ohio, attended the Seafarers Vacation Plan meeting as a manage­ ment trustee. It was a busy schedule for SlU Execu­ tive Vice President Frank Drozak in New Orleans where he attended meetings as a Union trustee for the Seafarers Welfare and Pension Plans, Seafarers Hiring Hall Trust Fund, and the Harry Lundeberg School. A beautiful circular stairway, entirely unsupported by exterior columns and in itself an engineering marvel, leads from the lobby in the New Orleans hall to the second floor. February, 1977 Chuck Mollard is a Union trustee for the Seafarers Pension Plan. Irv Saunders of Dunbar and Sullivan Dredging Co. serves as a manage­ ment trustee on the Seafarers Welfare and Pension Plan and Great Lakes Tug and Dredge Pension Plan. Lindsey Williams, SIU vice-president for the Gulf Coast, hosted the January trustees meeting in New Orleans. Brother Williams serves as a Union trustee for the Seafarers Welfare and Pension Plan and the Harry Lundeberg School of Seamanship. Page 27 i �r"' Seventh Part of Series Social Security, Medicare, Medicaid Are for You by A. A. Bernstein, SIU Welfare Director This is the seventh part in a series of articles which the Seafarers Log will be running, over the next few months, concerning Social Security, Medicare and Medicaid and how these Government programs affect you and your families. (This installment deals with Medicare, as will the next one.) Eventually the series will be compiled into a booklet so that Seafarers can have all the information on these programs in one place. I hope this series will be an aid to you. Please let me know if you have any questions. Just write to me, care of Seafarers International Union, 675 Fourth Ave., Brooklyn, N.Y. 11232. THE RISING COST OF MEDICAL CARE Medical costs have been spiraling over the years and the outlook for the future shows ever increasing expenses when you become ill or are injured. Medical costs are one of the largest expenditures you might have to face during retirement. This includes operations, dental work, drugs, hospitalization. It is very true that a stay in the hospital can wipe out a person's lifetime savings. That is why national health insurance programs such as medicare are so very important. And that is why labor has for years fought for greater medical coverage for the worker. Also, as senior citizens you may find a greater need for medical care. This further emphasizes the importance of medicare for you. There are two parts to the medicare program. Part A and Part B. And both parts are very important. Part A is automatic for most people over 65 years of age; Part B. is voluntary, but we strongly urge everyone eligible to participate in it. Everyone 65 or older who is entitled to monthly social security or railroad retirement benefits is entitled to Part A of medicare. This part is called hospital insurance. It is only necessary that you have a certain number of quarters of coverage. (Check with your local Social Security office for the exact amount). A quarter is any three month period beginning January 1, April 1, July 1, or October 1—in which you were paid at least $50 in wages. Hospital Insurance Benefits Your hospital insurance helps pay the cost of medically necessary covered services for the following care: • Up to 90 days of inpatient care in any participating hospital in each benefit period.' For the first 60 days, it pays for all covered services after the first $92. For the 61st day through the 90th day, it pays for all covered services except for $23 a day. Care in a psychiatric hospital has a lifetime limit of 190 in­ patient days. • A "reserve" of 60 additional inpatient hospital days.You can use these extra days if you ever need more than 90 days of hospital care in any benefit period. Each reserve day you use permanently reduces the total number of reserve days you have left. For each of these additional days you use, hospital insurance pays for all covered services except for $46 a day. • Up to 100 days of care in each benefit period in a participating skilled nursing facility, a specially qualified facility which is staffed and equipped to furnish skilled nursing care, skilled rehabilitation care, and many related health services. Hospital insurance pays for all covered services for the first 20 days and all but $11.50 a day for up to 80 more days if all of the following five conditions are met: —You have been in a hospital at least 3 days in a row before your transfer to the skilled nursing facility, —You are transferred to the skilled nursing facility because you require care for a condition which was treated in the hospital, —You are admitted to the facility within a short time (generally within 14 days) after you leave the hospital, —A dcKtor certifies that you need, and you actually receive, skilled nursing or skilled rehabilitation services on a daily basis, and — Ihe facility's Utilization Review Committee does not disapprove your stay. • Up to 100 home health "visits" in each benefit period from a participating home health agency during the 12-months after your discharge from a hos­ pital or skilled nursing facility if all six of the following conditions are met: —You were in a participating hospital for at least 3 days in a row, —^The home health care is for further treatment of a condition which was treated in the hospital or skilled nursing facility, —The care you need includes part-time skilled nursing care, physical therapy, or speech therapy, —You are confined to your home, —A doctor determines you need home health care and sets up a home health plan for you within 14 days after your discharge from a hospital or partici­ pating skilled nursing facility, and —The home health agency providing services is participating in Medicare. 'A benefit period is a way of measuring your use of services under Medicare's hospital insurance. Your first benefit period starts the first time you enter a hospital after your hospital insurance begins. When you have been out of a hospital (or other facility primarily providing skilled nursing or rehabilitation services) for 60 days in a row, a new benefit period starts the next time you go into a hospital. There is no limit to the number of benefit periods you can have. Part B of medicare is voluntary and is called medical insurance. Its benefits will be outlined in the next part of this series. Sea-Land Shoregang Aboard the 55 Houston in Port Elizabeth Above, in photo at left, Frank Wong of the Sea-Land Shoregang deck department moves food stores for the galley along a conveyor belt on the SS Houston (Sea-Land) recently. In photo at right, shoregang Cooks (I. to r.) Louis Lowe and Tom Esposito get the lunch soup and vegetables ready for their crew at Port Elizabeth, N.J. Page 28 Seafarers Log �Hudson Saves 47 Viefs Off Junk in Mid-S, China Sea Forty-seven Vietnamese men, women and children refugees fleeing their homeland in a top heavy ' motorized junk were rescued recently by the SlUmanned tanker f/5/V5(Mount Shipping) in the cyclonic South China 2 Get Tankerman Sheepkins Happily s,howing off their Certificates of Achievement are (I. to r.): Brothers Thomas Burke and Recertified Bosun Edgar Anderson, Jr. after completing the Tankerman Course recently at the Harry Lundeberg School of Seaman" ship, Piney Point, Md. The high cost of alcoholism to society in general has been well-publicized over the past few years. Many of us fail to realize, however, that as workers and Union members, alcoholism is costing us, too. And the cost is not just the emotional hardship of seeing a friend suffer. As Union members, alcoholism among our brothers costs us plenty in terms of dollars and cents in the form of insurance payments, man hours used in settling alcohol-related beefs, hours spent aboard the ship or boat covering for the alcoholic, and the cost of medi­ cal services for treating everything ex­ cept the real problem. The dollars-and-cents costs to man­ agement are high also in terms of dam­ aged cargoes and equipment. In the old days, this might not have mattered be­ cause management's problems were management's tough luck and certainly didn't mean anything to us. But today we know that the problem of the indus­ try must be solved by management and labor together. So every alcoholic brother we have in our Union is costing us money. It's im­ portant to remember this not so that we can be angry at these brothers or so we will despise them. It's important so that each of us realizes the personal stake we have in the Alcoholic Rehabilitation Program operated by the Seafarers Welfare Plan. This program can only work if each of us believes in it and promotes it. Cer­ tainly it contributes to the welfare of every single member to do so. Through this program, we are able to help our alcoholic brothers become the informed, dedicated, contributing members of the SIU that they have the potential to be. We have never been a Union that was willing to forget about the members who needed help. Our brothers who have alcoholism need help. In seeing that they receive it, we are benefiting them, ourselves, our Union and our industry. I am interested in attending a six-week program at the gees with food, water and fuel, said Third Mate Paul Mehr. The crew then learned that the junk's captain was making his maiden voyage at sea with no other navigational equip­ ment than a magnetic compass! Later in the afternoon, all the tiny tots were lashed to the backs of crewmembers who climbed up the Jacob's ladder to put their charges in the arms of their shipmates on deck. Unable to mount the ladder, ill women and men were hauled up in stretchers. The re­ maining women climbed the ladder Wishing the rest of the refugees, who were all men on board the junk, good luck, they were given directions to Subic Bay. Hall Urges Approval for All-Alaska Gas Pipeline Continued from Page 3 sophisticated, safe commercial vessels ever built. "It would be a mistake to consider LNG carriers as being in the same class as the oil tankers involved in recent accidents; these LNG carriers are all double-hulled, have collision avoidance radar, bow thrusters, auto­ matic and redundant firefighting sys­ tems, closed Cargo systems with inert gas instead of oxygen—they exceed Coast Guard specifications for safety of cargo and navigation." The 11 ships needed for the Alaska project, all American-built and American-crewed, would mean $2.2 billion worth of jobs and equipment to the U.S. economy, according to Hall. "I am confident that the FPC, Presi­ dent Carter and the Congress will decide to keep our gas under U.S. control," Hall concluded, "and I only hope the decision will be made as soon as pos­ sible so we can get started—every day of delay is another day of the hardships caused by the growing shortage of nat­ ural gas throughout the nation." The all-Alaska El Paso route had been endorsed at the 1975 Biennial Convention of the AFL-CIO Maritime Trades Department, which represents 43 AFL-CIO unions and eight million workers. Logan Plaque Is Presented ; 1 Ml Li 1 Center Alcoholic Sea 250 miles out from the nearest landfall. AB Mike Mastrogiannis at the helm first spotted the small old, wooden boat off the starboard bow in the late morn­ ing as the Hudson plowed her way from Chimu Wan, Okinawa toward the Persian Gulf. On watch. Chief Mate Don Mappin noted that the junk headed for the Philippines was flashing the Morse Code so he signalled Capt. Robert Wolfe to the bridge. Twenty-minutes later the master was told by Dr. Nguyen Thi-To-Vinh of the plight of her 12 children, 19 women and 16 men com­ patriots aboard the junk. Immediately, Seafarers and ollicers worked tirelessly to replenish the refu­ Alco­ holic Rehabilitation Center. I understand that this will be kept strictly confidential, and mat no records or information about me will be kept t 1 anywhere except at The Center. 4 , U- Name Book No. Address (Street or RFD) (City) (State) Telephone No Mail to: THE CENTER . Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day. (30!) W4-()()10 February, 1977 I (Zip) New Orleans Port Agent Buck Stephens (left) presented a memorial plaque recently to Mrs. Charles H. Logan, widow of the late, longtime SIU friend and consultant. The plaque commemorates the memory of Logan and came from the Seafarers Welfare and Pension Plans Board of Trustees. Part of the plaque's inscription read: ". . . Charles H. Logan . . . especially contributed to the welfare of merchant seamen during more than a quarter of a cen­ tury ..." and ".. . was identified with every progressive and innovative effort of the Seafarers Welfare (and Scholarship) Plan . . In the photo's back­ ground is a painting by Mrs. Logan of her spouse, who died Dec. 13, 1975 at age 75 in New Orleans, and Sister M. Lillian McCormack, S.S.N.D., of St. Michael's School, where the painting and the plaque will hang in the school's Charles H. Logan Memorial Room. Page 29 Vi : .1 �Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid Personals Dec. 23,1976-Jan. 26,1977 Arlen Qninn Walter Young would like you to con­ tact him at 13240 Ave. F, No. 605, Chicago, 111. 60633. SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums Larry Richardson Mont (Fingers) McNobb asks that you contact him as soon as possible at 98 Mason St., San Francisco, Calif. 94102. Telephone (415) 362-0326. Candido Alcides Ortiz Your wife, A. R. Ortiz, asks that you contact her as soon as possible at 3400 Springdale Ave., Baltimore, Md. 21216. Or, you can call at (301) 367-1730. DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors* Visits In Hospital Surgical Maternity Blood Transfusions Optical Tom Duncan Tom Laughlin Charles Eglin Chris Jensen of 99-262 lini Way, Aica, Hawaii, 96701 would like to get in touch with you. PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses .. Surgical Optical Blood Transfusions Special Equipment Dental Supplemental Medicare Premiums James Russell Egan Thomas O. Tyler asks that you con­ tact him at Box 83, Vienna, Md. 21869. William Joe Ed Murray asks that you contact him at 3358 Morning Glory Rd., Philadel­ phia, Pa. 19154. Hakan Boander Hakansson Your grandniece and nephew, Mr. and Mrs. R. V. Houde, ask that you contact them at 203 Gold Creek Rd., Bremerton, Wash. 98310. SCHOLARSHIP PROGRAM 1 KNOW YOUR RIGHTS TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are. avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obliga­ tions, such as filing for OT on the proper sheets and in Page 30 YEAR TO DATE MONTH TO DATE YEAR TO DATE i 18 603 514 14 3 6,368 4 104 9 18 603 514 14 3 6,368 4 104 9 $ 64,543.06 603.00 1,542,00 2,264.85 234.00 50,944.00 1,559.50 3.200.53 437.30 $ 64,543.06 603.00 1,542.00 2,264.85 234.00 50,944.00 1,559.50 3,200.53 437.30 347 90 113 23 4 82 347 90 113 23 4 . 82 95,304.33 3,836.59 19,509.80 7,349.00 210.00 2,371.38 95,304.33 3,836.59 19,509.80 7,349.00 210.00 2,371.38 15 162 105 16 49 15 162 105 16 49 48,000.00 20,514.93 3,766.84 2,972.50 1,468.90 48,000.00 20,514.93 3,766.84 2,972.50 i;468.90 — — — 5 1 34 5 1 34 1,705.55 250.00 2,436.30 1,705.55 250.00 2,436.30 5 1,573.23 1,573.23 8,688 13 1,265 9,966 336,597.59 15,003.63 1,375,437.61 $1,727,038.83 336,597.59 15,003.63 1,375,437.61 $1,727,038.83 ' 5 • 8,688 13 1,265 9,966 KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of the.se funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. Amount Number MONTH TO DATE ' • /*. the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY — SEAFARERS LOG. The Log has traditionally refrained from publishing, any ar­ ticle serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any 'member pay any money for any reason unless he is given such receipt. In the event anyone at­ tempts to require any such payment be-made without sup­ plying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection With such objects, SPAD supports and contributes to political candidates for elective office. All contributions are vol­ untary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social intejrests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the ahoye rights have heen violated, or that he has heen denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Hall at headquarters hy certified mail, return receipt requested. Seafarers Log �Oiesfer J. Rickards, 65, joined the Union in the port of Philadel­ phia in 1961 sailing as a tug captain for the Independent Towing Co. from 1942 to 1976 and for the Tay­ lor and Anderson Towing Co. from 1929 to 1942. Brother Rickards was born in Millsboro, Del. and is a resi­ dent there. Norman O. Schwab, 66, joined the Union in the port of New Orleans in 1957 sailing as a deckhand for the Magco Towing Co. from 1955 to 1963. Brother Schwab was born in Paris, La. and is a resident of Thibodaux, La. James L. Sullivan, 65, joined the Union in the port of Philadelphia in 1961 sailing as a mate for the Curtis Bay Towing Co. from 1944 to 1976. Brother Sullivan was a rigger fore­ man for the Dravo Corp. from 1942 to 1944. He sailed 46 years. Born in Fall River, Mass., he is a resident of Boothwyn, Pa. - Exum G. Swindell, 66, joined the Union in the port of Norfolk in 1961 sailing as an engineer for the Curtis Bay Towing Co. from 1940 to 1975. ^Brother Swindell was born in Swan Quarter, N.C. and is a resident of Norfolk. James R. Stephenson, 63, joined the Union in the port of Sault Ste. Marie, Mich, in 1961 sailing as an oiler for Dunbar and Sullivan Dredg­ ing Co. in 1974, Merritt, Chapman and Scott in 1958 and for the U.S. Army Corps of Engineers from 1941 to 1958 as a linetender. Brother Stephenson was born in Sault Ste. Marie and is a resident there. Lawrence E. Courtney, 68, joined the Union in the port of Buffalo in 1960 sailing as a fireman-watertender and deckhand for the Great Lakes Towing Co. from 1936 to 1976. Brother Courtney sailed 51 years. He was born in Buffalo and is a resident of Hamburg, N.Y. James C. Milligan, 63, joined the Union in the port of Buffalo in 1961 sailing as a deckhand for Dunbar and Sullivan Dredging Co. from 1956 to 1976 and for the Great Lakes Dredging and Dock Co. in 1960. Brother Milligan was born in Brimley, Mich, and is a resident there. Russell L. Hastings, 64, joined the Union in the port of Philadelphia in 1961 sailing as a cook for the Inter­ state Oil Transport Co. from 1956 to 1976 and for the Graham Trans­ port Co. from 1952 to 1956. Brother Hastings is a veteran of the U.S. Army in World War II. He was born in Berlin, Md. and is a resident there. Harry A. Hansen, 69, joined the Union in the port of Philadelphia in 1961 sailing as an oiler for the Taylor and Anderson Towing and Lighterage Co. from 1949 to 1976. Brother Hansen was born in Nor­ way, is a U.S. naturalized citizen and is a resident of Salisbury, Md. Arthur C. Notton, 62, joined the Union in the port of Duluth in 1961 sailing as a tug fireman, lead deck­ hand and pilot for the Zenith Dredge Co. from 1953 to 1976. Brother Not­ ton was born in Ashland, Wise, and is a resident of Superior, Wise. John D. "Johnnie" Hunter, 55, joined the Union in 1943 in the port of Mobile and sailed as a bosun. Brother Hunter sailed 41 years and was on the Alcoa Shoregang in 1955. He was in the December 1975 Bo­ suns Recertification Program gradu­ ating class. A native of the British West Indies, he is a resident of Mo­ bile. Sigurd Gronli, 68, joined the Union in the port of New Orleans in 1956 sailing as an AB for the G H Towing Co. in 1962. Brother Gronli sailed 25 years. He is a vet­ eran of the U.S. Army in World War II. Inland Boatman Gronli was born in Norway, is a naturalized U.S. citi­ zen and is a resident of Chalmette, La. Herbert M. Bernhard, 61, joined the Union in the port of New York in 1960 sailing as a deckhand and mate for the New York, New Haven and Hartford Railroad from 1939 to 1963 and for the Penn Central Rail­ road from 1963 to 1976. Brother Bernhard was born in New York City and is a resident of Merritt Is., Fla. William I. Kinsella, 63, joined the Union in the port of Sault Ste. Marie, Mich, in 1963 sailing as a deckhand for the Great Lakes Dredging and Dock Co. from 1960 to 1976. Bro­ ther Kinsella was a self-employed auto mechanic in his own gas service station and repair shop from 1944 to 1960. He was born in Munising, Mich, and is a resident of Brimley, Mich. Ralph O. Carlson, 64, joined the Union in the port of New York in 1960 sailing as a deckhand and bridge motorman for the Penn Cen­ tral Railroad from 1945 to 1976. Brother Carlson was a firstclass shipfitter at the Kearney (N.J.) Federal Shipyard from 1942 to 1945. He was born in Jersey City, N.J. and is a resident there. Ante Baric,_61, joined the Union in the port of Philadelphia in 1961 sailing as a captain for Independent Towing Co. from 1952 to 1977. Brother Baric sailed 35 years and was a member of the NMU from 1941 to 1952. He was born in Lukoran, Yugoslavia and is a natural­ ized U.S. citizen. Inland Boatman Baric is a resident of Sharon Hill, Pa. February, 1977 PINSIOHERS Charles F. Browne, Jr., 56, joined the Union in the port of Philadelphia in 1961 sailing as a deckhand, mate, pilot and captain 'for the Curtis Bay Towing Co. from 1943 to 1961 and for the U.S. Army Corps of Engi­ neers from 1936 to 1942. Brother Browne sailed 40 years and is a vet­ eran of the U.S. Navy in World War II. He was born in Claymont, Del. and is a resident of Chesapeake City, Md. Ofto M. Felker, 68, joined the Union in the port of Baltimore in 1956 sailing as a cook for the Inter­ state Oil Transport Co. from 1965 to 1976. Brother Felker is a veteran of the U.S. Army. He was born in Natico, Pa. and is a resident of Bal­ timore. Peter J. Brisick, 68, joined the Union in the port of Chicago in 1952 sailing as a deckhand for the Great Lakes Dredge and Dock Co. from 1951 to 1976. Brother Brisick was a member of the National Maritime Union from 1939 to 1952. He was born in New York and is a resident of Galveston. Robert C. Arnold, 65, joined the Union in the port of New Orleans in 1955 sailing as an oiler. Brother Arnold sailed 28 years. He was born in New York City and is a resident of Bogalusa, La. Carmine J. Caropreso, 65, joined the Union in the port of New York in 1951 sailing as an oiler. Brother Caropreso sailed on the Bull Line, attended a Piney Point Educational Conference and was on the Sea-Land Shoregang from 1973 to 1976. He is a veteran of the U.S. Army in World War II. Born in Italy, he is a U.S. naturalized citizen and a resident of Sunnyside, Queens, N.Y. Zee Young Ching, 55, joined the Union in 1948 in the port of New York and sailed as a chief steward. Brother Ching sailed 34 years and is a veteran of the U.S. Navy in World War II. A native of Hangchow, China, he is a U.S. naturalized citizen. He is a resident of Gretna, La. Teodoro M. Diangson, 65, joined the Union in the port of New York in 1953 and sailed as a chief cook. Brother Diangson sailed 33 years and was on the picket line in the 1965 District Council 37 beef, 1962 Robin Line strike, and the 1961 i N.Y. Harbor strike. He is a veteran of the U.S. Navy in World War II. Born in the Philippines, he is a resi­ dent of Brooklyn, N.Y. Alphonso R. Gonzales, 66, joined the Union in the port of New Qrleans in 1954 sailing as a fireman-watertender. Brother Gonzales sailed 46 years, attended a 1975 Piney Point Crews Conference and walked the picket line in the 1934 and 1936 San Francisco MFOW strikes. He was born in Hawaii and is a resident of Metairie, La. Edward J. Hibbard, 65, joined the Union in 1942 in the port of Balti­ more sailing both on deep sea and on the inland waters as a deckhand for the Curtis Bay Towing Co. from 1967 to 1976. Brother Hibbard was on the picket line in the 1967 IBU beef. Born in Virginia, he is a resi­ dent of Baltimore. Hilton T. Sims, 62, joined the Union in the port of Mobile in 1962 sailing as a welder for Radcliff Ma­ terials, Inc. from 1952 to 1976. Brother Sims is a veteran of the U.S. Air Fc-ces in the post-World War II period. He was born in Covington County, Ala. and is a resident of Mobile. Page 31 1. 1 jii 1 I • i �•.". vTJsm^ — - • Waller A. Mielnicki. 55. died of heart failure at home in Bloomtield, NJ, on Nov. 1. Brother Mielnicki joined the Union in the port of New vork in 1959 and sailed as a deckluuid for the Pcnn Central Railroad from 1946 to 1976 and worked for Kraft Foods from 1938 to 1945. He was on the picket line in the 1961 N.Y. Harbor strike and was a 1969j:onvention delegate. Inland Boatman Miel­ nicki was born in New Jersey and was a veteran of the U.S. Army in World War II. Interment was in Mount Olivet Cemetery, Bloomfield. Surviving is a sister, Mrs. Jean Keefe of Bloomfield. ^ Harold E. Samp­ son, Sr.,. 53, suc­ cumbed to lung can.cer in Burgess, Va. on Dec. 4. Brother Sampson joined the Union in the port of Baltimore in 1972 i and sailed as a relief engineer for the Steuart Transportation Co. of Piney Point, Md. from 1971 to 1976. He was a former member of the NMU from 1943 to 1947. A native of Sampson's Wharf, Va., he was a resi­ dent of Burgess. Burial was in the Wi­ comico Universal Methodist Cemetery, West Church, Va. Surviving are his widow, Peggy; a son, Harold E., Jr.; two daughters, Peggy Jo and Judith; his parents, Mr. and Mrs. Marcellous E. Sampson, and a relative, Mrs. H. Ells­ worth Sampson. Anthony A. J. Guillard, 65, died on July 14. Brother Guillard joihed the Union in the port of Sault Ste. Marie, .Mich, in 1961 and sailed as a lineman, oiler and firemanwatertender for the Dunbar and Sulli­ van Dredging Co. of Green Bay, Wise, from 1952 to 1976. From 1943 to 1945 he was an auto worker. Inland Boat­ man Guillard was a resident of Sault Ste. Marie. Surviving are his widow, Betty Myra, and three daughters, Mrs. Elizabeth Lanham of Sault Ste. Marie, Gertrude and Esther Marie. Robert R. "Bob" Louzon, 53, died on Sept. 25. Brother Louzon joined the Union in the port of Detroit in 1961 and sailed as a tug line­ man for the Western I Con Co. from 1958 to 1960, the Great Lakes Tug and Dredge Co. in 1973 and for Dunbar and Sullivan from 1960 to 1976. In­ land Boatman Louzon was a veteran of the U.S. Army in World War II. He was born in River Rouge, Mich, and was a resident of Saint Ignace, Mich. Surviv­ ing are his widow, Mary; three sons, George, Larry and Charles, and two daughters, Sandra and Rosemary Rickley. Walter A. Oliver, 39, died on Jan. 6. Brother Oliver joined ^ f the Union in the port ** of Detroit in 1968 and sailed as a tug AB for Dunbar and Sullivan and the •Mk yHI Great Lakes Tug and Dredge Co. He was a member of the SIU from 1955 to 1968. Born in Alpena, Mich., he was a resident of Wyandotte, Mich. Surviving are his parents, Mr. and Mrs. Robert W. Posen of Michigan. Pensioner Melvin R. Jennings, 40, suc­ Carl A. Carlson, cumbed to cancer in Jr., 55 died on June Nederland, Tex. on 16. Brother Carlson Oct. 31. Brother Jen­ joined the former Innings joined the land Boatmen's Union in the port of Union in the port of Port Arthur, Tex. in Norfolk in 1969 and 1961 and sailed as a I sailed as a AB relief captain and mate for the Moran Towing man and deckhand Co., Sabine Towing Co., and for the Nederland D.M. Picton Towing Co. for the Curtis Bay Towing Co. from from 1956 to 1972; and as a deckhand 1969 to 1976 and for McAllister Broth­ for the Glassrock Drilling Co. in 1956. ers from 1969 to 1972. He had formerly He was a Korean War veteran of the sailed with the deep sea SIU since 1943. U.S. Army and also served from 1959 His son, Carl A., Ill said "He counted to 1962. A native of Sabine Pass, Tex., it a privilege that he was jailed 11 times he was a resident of Nederland. Burial in one day for attempts in organization was in the Greenlawn Memorial Park of labor." Surviving, beside "his son of Cemetery, Port Arthur. Surviving are , Chesapeake, Va., are a daughter, Mrs. his widow, Sidney Lee; a §on, Michael; Myra Suzanne Stoneberger of Norfolk, a daughter, Amy; two stepsons, Fran­ and his mother, Mrs. Gladys Whitt, also cis and Jeffrey Williams, and his par­ of Norfolk. ents, Mr. and Mrs. F. C. Jennings of Pensioner James J. Sabine Pass. Schultz, 79, died of Pensioner Earl C. Carver, 78, died of a cerebral stroke at lung cancer in the St. Joseph Hospital, home in Baltimore Houston, Tex. on Oct. 26. Brother on Dec. 27. Brother Carver joined the Union in the port of Schultz joined the Houston in 1957 and sailed as a second Union in the port of assistant engineer for the G & H Towing 1 Baltimore in- 1957 Co. from 1941 to 1963. He sailed 38 and sailed as a mate, years. Inland Boatman Carver was a pilot and captain for the Baker-Whiteveteran of the U.S. Army Artillery ley Towing Co. from 1912 to 1962. He Corps in World War I. A native of was born in Baltimore. Interment was Iowa,Tie was a resident of Houston. In­ in the Gardens of Faith Cemetery, Bal­ terment was in the Brooksjde Memorial timore County, Md. Surviving are his Park Cemetery, Houston. Surviving is widow, Adela, and a daughter, Mrs. Wanda Shattuck. his widow, Mabel. Pensioner Charlie F. Ridley, Sr., died of cardiac arrest in Fredericksburg, Tex. Hill Country Memo­ rial Hospital on Aug. 13. Brother Ridley joined the Union in the port of Houston in 1957 sailing as a cook for the G &H Towing Co. for 12 years. He was a vet­ eran of the World War II U.S. Army Field Artillery. Born in Cleburn, Tex., he was a resident of San Saba, Tex. Burial was in Wallace Creek Cemetery, San Saba County, Tex. Surviving are his widow, Margaret Mae; two sons, Seafarer Charles, Jr. of San Saba and Rayborn; a daughter, Mrs. Annie Nix­ on; his brother, J. C. Ridley, and ».hree sisters. Joseph N. Matejek, Sr., 56, died of ' natural causes on the i&li Sun Oil Docks in Pasadena, Tex. on Nov. 11. Brother Matejek joined the Union in 1949 in the port of Galveston and sailed as a chief engineer for the G & H Towing Co. of Corpus Christi, Tex. from 1949 to 1976. He was bom in Hallettsville, Tex and was a resident of Pasadena. Burial was in the Forest Park East Cemetery, Houston. Surviv­ ing are a son, Michael of Pasadena; a daughter, Brenda, and his parents, Mr. and Mrs. Joseph J. Matejek, Sr. Pensioner Trilby G. Safford, 76, passed away on Jan. 18. Sister SafTord joined the Union in 1946 in the port of New Orleans sailing as a chief stewardess on the SS Del Mar (Delta Line) from 1947 to 1954 and on the SS Corsair (Alcoa) from 1954 to 1960. She sailed 21 years. Born in Galveston, she was a resident of De Ridder, La. Surviving are two daugh­ ters, Mrs. C. C. (Emma Jane) Ellish of Slidell, La. and Mrs. Annis S. Fullerton, and a sister, Mrs., Mae Word of De Ridder. Pensioner Jean V. Bertrand, 69, suc­ cumbed to heart fail­ ure in the Ville Platte (La.) General Hos­ pital on Dec. 22. Brother Bertrand joined the Union in i the port of New Or­ leans in 1956 sailing in the steward de­ partment. He was born in Ville Platte and was a resident there. Interment was in the Gates of Heaven Cemetery, Ville Platte. Surviving are two sisters, Mrs, Velma B. Bergeron and Mrs. Guivis (Elmine) B. Hebert, both of Ville Platte. Oscar L. Briscoe, 62, died on Dec. 21. Brother Briscoe joined the Union in the port of Wilming­ ton in 1957 sailing as a pumpman. Brother Briscoe sailed 22 years, and was a for­ mer member of the Marine Firemens Union. He was born in Colgate, Okla. and was a resident of Clovis, N.M. Surviving are his parents, Mr. and Mrs. S. B. R. Briscoe of Clovis. Roberto Burgos, 55, died of brain inflammation in St. James Hospital, Newark, N.J. on Jan. 4. Brother Burgos joined the Union in the port of New York in 1961 sailing in the steward department for 20 years. He was born in Guayama, P.R. and was a resident of Newark. Burial was in Puerto Rico. Surviving are two sons, Roberto, Jr. and Luis; his mother, Mrs. Elisa Sanchez of Guayama; his father, Tomas; two sisters, Margarita and Rosa, and a niece, Irma Sanchez of New Jersey. Mario Canalejo, ^ Sr., 59, died of heart disease in St. Joseph Hospital, Tampa on Nov. 24. Brother Canalejo joined the Union in 1942 in the I port of Tampa sailing as a chief steward. He sailed for 35 years and was a Piney Point upgrader in 1957-8. Born in Key West, Fla., he was a resident of Tampa. Cremation took place in the West Coast Crematory, St. Petersburg, Fla. Surviv­ ing are his widow, Lydia; two sons, Larry and Harry, and a daughter, Lor­ raine. James R. Bigner, Jr., 27, died of a frac­ tured skull in New Orleans, La. on Nov. 2. Brother Bigner joined the Union in the port of New Or­ leans in 1967 sailing as an AB He was a 1966 graduate of the Andrew Furuseth Training School in New Orleans and a 1970 'A' seniority upgrader at the HLSS. A native of Hammond, La., he was a resident of Slidell, La. Burial was in Forest Lawn Cemetery, Slidell. Surviving are his widow, Susan; a son, James; his parents, Mr. and Mrs. Milton Bigner, and a brother. Seafarer Milton Bigner, all of Hammond. Clayton F. Davis, 58, died of heart and lung failure on Dec. 19. Brother Davis joined the Union in the port of Wilm­ ington in 1967 and sailed as a fireman^ watertender. He sailed 20 years. Seafarer Davis was born in Independence, Kans. and was a resident of Long Beach, Calif. Burial was in Woodlawn Memorial Park Cem­ etery, Long Beach. Surviving is a sister, Mrs. Dorothy E. Bingham of Long Beach. Pensioner Richard A."Dufch"DeGraaf, 68, died of natural causes in The Neth­ erlands on Nov. 7. Brother De Graaf joined the Union in I the port of New York in 1952 and sailed as a fireman-watertender. He sailed 31 years and attended a SIU Pensioners Conference at Piney Point in 1970. Born in Rotterdam, The Netherlands, he was a resident there. Cremation took place in the Van Uw Valder Crematory, South Rotterdam. Surviving are a son, Simon; a daughter, Mrs. Edward (Ger­ trude) Kulick of Wayne, N.J., and a sister, Mrs. Maria Cornelia Letsch of Paterson, N.J. Page 32 Seafarers Log ./ �Pensioner. Anarv; g^os Dokeris, 71, died of natural causes on Dec, 13. Brother Dokeris joined the Union in 1949 in the port of New York ^ sailing as a chief pumpman. He sailed 48 years, rode the Bull Line and at­ tended Piney Point Pensioners Confer­ ence No. 3 in 1970. Seafarer Dokeris was born in Kea, Greece and was a resident of The Bronx, N. Y. Burial was in Mount Olivet Cemetery, Maspeth, Queens, N.Y. Surviving are his widow, Triantafilio, and a niece, Margaret Do­ keris of Syra, Greece. Pensioner William G. Dyal, 58, died in a coma after an oper­ ation in the Univer­ sity of Southern Ala­ bama Medical Cen­ ter, Mobile on Sept. 19 following a fall at home. Brpther Dyal joined the Union in 1942 in the port of Mobile and sailed as a fireman-watertender. He sailed 39 years and attended the Brooklyn, N.Y. SIU-District 2 MEBA Engineer Upgrading Program in 1967. Seafarer Dyal was born in Lottie, Ala. and was a resident of Mo­ bile. Interment was in the Mobile Me­ morial Gardens Cemetery. Surviving are his mother, Mrs. Lula Chambless of Lottie; his father, Dalton of Lottie, and a sister, Mrs. James M. (Louise) Tillman of 8 Mile, Ala. Pensioner Frank Mazet, 73, passed away of natural causes in the Long Island College Hos­ pital, Brooklyn, N.Y. pi on Dec. 18. Brother Mazet joined the Union in 1942 in the port of New York and sailed as a fireman-watertender. He sailed 40 years, was on the picket lines in the 1961 Greater N.Y. Harbor strike, 1962 Rob­ in Line strike and the 1965 District Council 37 beef, and attended SIU Pensioners Conference No. 3 and Con­ ference No. 9 at the HLSS in 1970. Seafarer Mazet was born in Antwerp, Belgium and was a resident of New York City. Burial was in Greenwood Cemetery, Brooklyn, N.Y. Surviving are his mother, Regina de Herdt, and a sister, Josephine de Herdt, both of Antwerp. Recertified Bosun Melville "Tex" McKinney, Jr., 51, died of natural causes aboard the SS Ta­ rn at a G u ilde n (Transport) while at " sea in the North At­ lantic on Dec. 24. Brother McKinney joined the Union in 1947 in the port of New York sailing for 33 years. He was a March 1975 grad of the SIU Bosuns Recertification Program. Born in Lawrenceburg, Ind., he was a resident of Camden, N.J. His ashes were buried at sea. Surviving are his widow, Florence; two daughters, Delores and Patricia, and a sister, Rose of North Bend, Ohio. Miguel A. Ruiz O'Neill died on Sept. 30, 1974. Brother O'Neill joined the Union in 1961 and last sailed as a OMED. He was a 1968 HLSS upgrader. Seafarer O'Neill was a resident of Santurce, P.R. Surviving is his widow, Margarita. February, 1977 ^ S aa ^ Richard G. Everhart, 51, died of a heart attack on the way to Tidelands Hospital, Houston on Nov. 30. Brother Everhart joined the Union in the port of 1 Baltimore in 1956 and sailed as an AB and cook. He was a veteran of the U.S. Navy in World War II. A native of Thomasville, N.C., he was a resident of Lexington, N.C. Interment was in Lexington City (N.C.) Cemetery. Surviving are his widow, Ardella; a son, Richard, Jr. of Thomas­ ville; a daughter, Mrs. Douglas (Vicki) Newman of Lexington; a foster son, Ricky H. Parsons, also of Lexington; his father, William and his mother, Josie of Lexington; three brothers, Corbett of Winston-Salem, N.C., Bryan of Fort Myers, Fla., and Bryan III of Lex­ ington; a sister, Mrs. Henry L. Joyner of Welcome, N.C., and two grandchil­ dren. Pensioner Antonio Falco, 60, died of a heart attack in Zurbrugg Hospital, Riv­ erside, N.J. on Dec. 20. Brother Falco joined the Union in the port of Philadel­ phia in 1951 and sailed as a cook. He sailed 19 years and was elected to the 1960 SIU Quarterly Finance Committee in Philadelphia. Seafarer Falco was born in New Jersey and was a resident of Westmont, N.J. Burial was in Calvary Cemetery, Cherry Hill, N.J. Surviving are his mother, Therese of Camden, N.J., and his sister, Yolando of Westmont. Pensioner James M. Fisher, Jr., 67, passed away on Jan. 3. Brother Fisher joined the Union in ' 1942 in the port of New York and sailed as an AB. He sailed S' ' 1 : 47 years, was a ship's delegate and rode on the American Coal Co. run. Born in New York City, he was a resident of Seattle. Surviving is a sister and brother-in-law, Mr. and Mrs. Warren H. and Mary Frommeyer of Gretna, La. Charles H. Hanners, 53, died at home in Wewahitchka, Fla. on Apr. 17. Brother Hanners joined the Union in 1949 in the port of Mobile and sailed as an AB. He sailed 33 years and was a veteran of the U.S. Navy in World War II. Seafarer Han­ ners was a native of Florida. Interment was in Millville Cemetery, Panama City, Fla. Surviving are his widow, Mary; a son, Lewis; a daughter, Brenda, and his mother, Nora of Panama City. Raymond La Bom­ bard, 49, died on Jan, 18. Brother La Bom­ bard joined the Union in the port of New York in 1955 sailing as an AB. He sailed 30 years and had also been a member of the Inland Boatmen's Union. Seafarer La Bombard was born in Fitchburg, Mass. and was a resident of Houston, Tex. Surviving are his mother, Esther of Fitchburg, and his brother, Charles. Vi^il L. l iarding, 49, died on Nov. 26. Brother Harding joined the Union in 1947 in the port of New York sailing as a chief steward. He sailed 37 years. Born in Oklahoma, he was a resident of Houston. Surviving are his widow, Margaret Lee; a son, David Lee Porter; two daughters, Mrs. Lana K. Wyatt of Jacksonville and Wanda Faye, and a sister, Mrs. Wilma Johns of Pasadena, Tex. Pensioner Rudolph J. "Rudy" Himel, 67, died of a heart at­ tack in the Autumn Hills Convalescent Center, Galveston, Tex. on Dec. 22. Brother Himel joined the Union in 1939 in the port of New Orleans sailing as a cook. He sailed 31 years. Seafarer Hi­ mel was born in New Orleans and was a resident of Galveston. Interment was in Grace Memorial Park Cemetery, Alta Loma, Tex. Surviving are his mother, Josephine of Westwego, La.; a stepsister, Mrs. J. F. Charping of Houston; a nephew, Kenneta R.ay Dickard of Galveston, and a godson, Mi­ chael F. Charping of La Marque, Tex. Herbert C. John­ son, 73, passed away in December. Broth­ er Johnson joined the Union in 1943 in the port of Norfolk and sailed as a chief stew­ ard. He sailed for 33 years. Seafarer John­ son was a veteran of the U.S. Air Force in World War II. A Texas native, he was a resident of Carson City, Nev. Surviving are his sister, Mrs. James Gregory of Van Alstyne, Tex.; a nephew, Charles H. Johnson of Dallas, Tex., and a niece, Mrs. Jeannine Baker, also of Dallas. Kenneth K. Ken­ dall, 53, died in San Francisco on Christ­ mas Day, Dec. 25. Brother Kendall joined the Union in the port of San Fran^ Cisco in 1967 and I sailed as a OMED. Seafarer Kendall sailed 29 years. He upgraded at the HLSS in 1973, and was a veteran of the U.S. Navy in World War II. Born in Scottsbluff, Neb., he was a resident of Chchalis, Wash. Sur­ viving is a brother, Robert of Seattle, and a sister, Mrs. Homer K. Kinckpatrick of Chehalis. John T. Eddins, 53, died of cancer in the Baltimore USPHS Hospital on Nov. 21. Brother Eddins joined the Union in 1948 in the port of New York sailing as a recertified bosun. He sailed 35 years, graduated from the SIU Recertified Bosuns Program in March 1974 and walked the picket line in the 1961 N.Y. Harbor strike. Seafarer Eddins was a veteran of the U.S. Navy in World War 11. Born in Norwood, N.C., he was a resident there. Burial was in the Norwood Cemetery. Surviving are his widow, Lethias; two sons, Jeffery Lee and John, Jr.; a daughter, Miriam, and his parents, Mr. and Mrs. John S. Eddins. Pensioner Felix La Borde, 66, died of a heart attack in St. Mary's Hospital, Port Arthur on Jan. 18. Brother La Borde ~ joined the Union in J w the port of Lake OTIK Charles, La. in 1958 sailing as an oiler and OS. He sailed 29 years. A native of Cottonport, La., he was a resident of Port Arthur. Burial was in the Greenlawn Memorial Park Cemetery, Port Arthur. Surviving are his widow, Vernice; two sons, Leland La Borde and Seafarer Felix La Borde, Jr.; two daughters, Marjorie Seaux and Merlene Badgett, and his parents, Mr. and Mrs. Adolphe La Borde. Paul M. Landry, 48, died of a hem­ orrhage in the Gal­ veston University of Texas Medical Branch Hospital on Oct. 27. Brother Landry joined the Union in 1947 in the port of Mobile sailing as a QMED. He sailed 32 years and upgraded at Piney Point in 1974-5. Seafarer Landry was a veteran of the U.S. Army during the Korean War. A native of Galveston, he was a resident of Port Bolivar, Tex. Interment was in Port Bolivar Ceme­ tery. Surviving is his mother, Mrs. Mar­ tin (Anne B.) Mouton of La Marque, Tex. Joseph N. McLar­ en, 63, died on Dec. 15. Brother McLaren joined the Union in the port of Houston in 1953 and sailed as a chief electrician. He sailed 24 years and ran for an SIU office in 1968. Seafarer McLaren was a veteran of the U.S. Navy in World War II. A native of Texas, he was a resident of Hurst, Tex. Surviving are his widow, Hilda; three sons, Charles, Harry and Joseph, Jr., and two daughters, Mrs. Ethelynn Beach of Galveston and Joan Nell. Gary A. Hopping, 30, died on Nov. 30. Brother Hopping joined the Union in the port of Houston in 1973 and sailed as a wiper and deckhand for the Gulf Canal Lines from 1973 to 1976 and for the G & Towing Co. He was born in Rushvillc, III. and was a resident of Dickinson, Tex. Surviving is an aunt, Mrs. Maxine McCormick of Dickinson. James D. Ward, 49, died of a heart attack on the MFC Pcfcrs (Inland Tugs) at Hickman, Ky. on Oct. 25. Brother Ward joined the Union in the port of St. Louis in 1966 and sailed as a cook for the Inland Tugs from 1963 to 1976. He was a veteran of the postWorld War II U.S. Army. Born in Cal­ houn City, Miss., he was a resident of Clarksdale, Miss. Burial was in the Dogwood Ridge Cemetery, Blythville, Ark. Surviving are his widow. Alma of Memphis, Tenn.; two sons, Robert and David of Bartow, Fla.; two daughters, Linda and Darlene, and his parents, Mr. and Mrs. Elmer E, Ward. Page 33 �' • ' Pensioner Vernon F. Martin, 65, died of cancer in the Al­ pena (Mich.) General Hospital on Nov. 10. Brother Martin join­ ed the Union in the port of Alpena in 1954 and sailed as a conveyorman and in the steward de­ partment. He was born in Detroit and was a resident of Alpena. Interment was in the Evergreen Cemetery, Alpena. Surviving are his widow, Dortha; his son, Frank, and a daughter, Sandra. EEl-Z!,- Pensioner Charles G. Bloom, 65, died of a heart attack in iiiL the W. A. Foote ^ Memorial Hospital, y ^ Jackson, Mich, on Dec. 31. Brother Bloom joined the Union in the port of Elberta, Mich, in 1953 and sailed for the Great Lakes Carferries Co. He was born in Maple City, Mich, and was a resident of Rives Junction, Mich. Burial was in the Pere Marquette Cemetery, Ludington, Mich. Surviving is a daugh­ ter. Mrs. John (Katrine Helen) Oately of Lansing, Mich. Burl D. Cain, 51, died of lung failure in the Paul Oliver Hospital, Frankfurt, Mich, on Jan. 8. / . ^ » Brother Cain joined the Union in the port B\ ^B of Frankfort in 1953 MM ' iHi and sailed in the steward department for the Great Lakes Carferries Co. He sailed 33 years and was a veteran of the U.S. Army in World War II. A native of Howel, Mich., he was a resident of Elberta, Mich. Burial was in the Gilmore Town­ ship Cemetery, Benzie County, Mich. Surviving are his widow, Pearl, and his parents, Mr. and Mrs. Charles Cain of Elberta. Marshall J. Rogues, 56, died of can­ cer in the Louisville, Ky. Veterans Ad­ ministration Hospital on Oct. 14. Brother Bogues joined the Union in the port of St. Louis in 1974 and sailed as a lead deckhand for the American Com­ mercial Barge Lines Co. in 1975 and for the Inland Tugs Co. of Jeffersonville, Ind. in 1974. Inland Boatman Bogues was a veteran of the U.S. Army in World War II. He was born in Shef­ field, Ala. and was a resident of Valley Station, Ky. Interment was in Eastern Cemetery, Louisville. Surviving are his daughter, Margaret of Louisville; his mother, Mrs. Frances Bevars, also of Louisville; his father, Albert, and a sister and brother-in-law, Mr. and Mrs. Jasper and Grace L. Gayle of Valley Station. Pensioner Charles D. Koch, 85, passed away with heart disease in New Orleans on Oct. 22. Brother Koch joined the Union in 1939. He was a chief engineer for the W. G. Coyle Lines and sailed since 1933. Born in Logtown, Miss., he was resident of New Orleans. Surviving is a daughter, Mrs. Nettie May Griffen of New Orleans, Page 34 Moses N. McCoy, 70, died on Nov, 29, Brother McCoy joined the Union in the port of Galveston in 1956 and sailed as an oiler for the G & H Towing Co, from ^ 1956 to 1976, He was born in Bonnie Terre, Mo, and was a resident of Galveston. Surviving are his widow, Frances, and his son, George of Galveston, r Pensioner Herman J. Meitz, 83, passed away on Aug, 14, Brother Meitz joined the Union in the port of New York in 1955 and sailed as an AB and ship's carpenter. He sailed 46 years and during World War II. Seafarer Meitz was born in Germany and was a naturalized U.S. citizen. He was a resi­ dent of Islip, L.L, N.Y. Surviving are two daughters, Mrs. Marie Brooks of San Jose, Calif, and Mrs. Muriel Wirostek of Ocean Beach, L.L, N.Y. SIU pensioner Nathaniel J. New.some, 68, died in Cal­ ifornia on July 11. Brother Newsome joined the Union in the port of New York in 1964 sailing as a bosun. He sailed 48 years and during World War II. A na­ tive of Cordele, Ga., he was a resident of Dulzura, Calif. After cremation, bur­ ial was at sea. Surviving are a brother, SIU pensioner Wilbur of Brooklyn, N.Y., and two sisters, Mrs. O. (Ernes­ tine) Rugoff of Lauderhill, Fla. and Mrs, Thelma Paridgen of Chula Vista, Calif, Pensioner Asperino A. Mazzariello, 74, died of natural causes in the Staten Island, N.Y. USPHS Hospital on Oct. 13. Brother Mazzariello joined the Union in the port of New York in 1960 sailing as a deckhand and 1st mate on the tug //. Simpson for the Baltimore & Ohio Railroad from 1923 to 1965, He was a veteran of the U.S. Army in World War 11. A native of Roccabascerama, Italy, he was a nat­ uralized U.S. citizen and was a resident of Clifton, S.L, N.Y. Burial was in Silver Mountain Cemetery, S.L, N.Y. Surviving are three sisters, Mrs. Elvira Brown of Northfield, N.J., Mrs. Petra Geroni of Elm, N.J., and Mrs. Christine Miller of Staten Island, N.Y. Orville Tillett, 43, died of a heart attack enroute to the Memorial Clinic, Wanchese, N.C. Brother Tillett joined the Union in the port of Norfolk in 1961 and sailed as a first mate and cap­ tain respectively for the Gulf Atlantic Towing Co. from 1957 to 1960 and the IBC Co. from 1966 to 1976. He sailed 20 years. From 1955 to 1957, he was a commercial fisherman. Inland Boatman Tillett was a veteran of the U.S. Army in the Korean War. Born in Wanchese, he was a resident of Win­ chester, N.C. Interment was in the Cudworth Cemetery, Wanchese. Surviving are his widow, Bebe Daniels; a son, Daniel; two stepsons, Stanley and Ken­ neth Kee; his parents, Mr. and Mrs, Richard and Sabra Tillett of Wanchese, and a sister-in-law, Dixie W. Daniels, Herbert Mills, 51, died on Nov, 1, Brother Mills joined the Union in the port of Houston in 1970 sailing as an AB, He sailed 30 years and was a veteran of the IU,S. Navy in World War II. Born in Texas, he was a resi­ dent of Bay town, Tex. Surviving are his mother, Mrs. Esther Sheffield of Baytown; a brother, C. J, Mills and a sister, Mrs, Dorothy M, Erwin, also of Baytown, Charles L. Insco, 58, died of lung failure in the Cabell (Huntington, W, Va.) Hospital on Oct, 12, Brother Insco joined the Union in the port of St. Louis in 1972 and sailed as a cook for the Inland Tugs Co, from 1970 to 1972, the American Commercial Barge Lines and the Ohio River Co, 'from 1958 to 1969, He was a veteran of the U,S, Air Force in World War II, A na­ tive of Huntington, he was a resident there. Burial was in Woodmere Ceme­ tery, Huntington. Surviving are his widow, Maxine; a son, Stephen, and a daughter. Sue. Service at PHS Clinic In Miami The Log recently received a report in the ship's minutes from the SS Ponce De Leon (PRMMI) which noted that the USPHS clinic in Miami was not ac­ cepting seamen for treatment "unless they have with them discharges from past employment, although they are on a ship at the time and have a signed Masters Certificate." However, the Miami Clinic's Admin­ istrator Mrs, White, told the Log that if someone was turned away with a Master's Certificate it was a mistake and wouldn't happen again. She added that the clinic accepts seamen with Master's Certificates every day. The official rule for acceptance for treatment at a USPHS Hospital or clinic is as follows: • If you are on a ship when treat­ ment is needed, a Master's Certificate is sufficient, • If you are on the beach, you must show discharges of at least 60 days seatimc, and you must apply for treatment within 90 days following the last day of sea service unless you can show that economic conditions affecting the mari­ time industry have prevented you from shipping, or that you have been under medical care since your last day of sea service. FLAQ Seventy-one cents of every dollar spent in shipping on American-flag vessels remains in this country, making a very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. DEEP SEA Change of Address Or New Subscriber Editor, SEAFARERS LOG 675 Fourth Ave,, Brooklyn, N. Y. 11232 I would like to receive the SEAFARERS LOG—please put my name on GREAT LAKES your mailing list. (Prim In/ormallan.) NAME ADDRESS CITY STATE. ZIP. SIU members please give: Soc. Sec. # Bk# TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing label from last issue received. ADDRESS CITY STATE, ZIP. Seafarers Log �EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS ALPENA, Mich 675 4 Art., Bklyn. 11232 (212) HY 9.6600 800 N. 2 Are. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Man 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, IlL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mkh. 10225 W. Jefferson Are. 48218 (313) VI3-4741 DULUTH, Mfam 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mkh P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904)353-0987 JERSEY CITY, NJ. 99 Montgomery si. o'/sox (201) HE 5-9424 MOBILE, Ala IS. Lawrence St 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St 23510 (804)622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Ttr..... 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1311 Minion St. 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla.. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419)248-3691 WILMINGTON, Calif. 510 N.Broad St 90744 (213)549-4000 YOKOHAMA, Japan. . Yokohama Port P.O. P.O. Box 429 5-6 NIhon Ohdori Naka-Ku 231-91 201-7935 Shipping at SIU A&G deep sea ports went down slightly last month from the previous ' month's figures. However, of the 1,287 jobs shipped, 871 were taken by Class 'A' seniority full book men. This means that 416 jobs were available to Class 'A' senior­ ity full book men not taken by them. February, 1977 •TOTAL REGISTERED All Groups Class A Class B Class C JAN. 1-31, 1977 5 14 27 15 22 59 32 38 13 48 82 ; 0 6 9 2 4 1 2 2 5 1 3 1 2 3 4 0 0 45 0 5 0 0 1 0 0 1 0 1 0 0 0 6 0 1 15 Port 7 69 7 15 14 16 21 56 20 31 13 31 6 66 0 0 372 4 24 5 4 9 5 6 11 3 3 2 11 5 19 7 0 118 1 6 0 0 2 0 0 0 0 0 0 0 0 7 0 1 17 7 145 20 56 22 16 47 133 54 61 21 65 19 117 0 1 784 1 3 3 0 0 72 0 5 0 1 2 0 0 0 0 1 1 0 0 5 0 0 15 1 135 16 37 19 14 36 116 54 60 22 37 14 76 0 3 640 2 27 7 5 5 3 7 12 5 13 4 13 2 11 0 0 116 0 5 0 0 0 1 0 1 0 0 1 0 0 6 0 0 14 2 53 10 20 20 8 28 67 23 36 13 20 11 50 0 1 362 1 6 1 4 3 0 1 3 0 2 1 4 1 2 0 0 29 0 1 0 0 0 0 0 0 0 0 0 0 0 2 0 0 6 1 50 13 32 14 4 18 59 18 42 6 21 13 41 0 1 333 4 109 24 44 19 4 27 61 25 35 11 22 14 40 0 2 441 6 77 0 10 2 2 0 0 3 4 2 3 3 31 0 0 143 658 175 5 17 5 7 4 1 4 15 0 3 4 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville . San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 65 8 46 33 33 10 0 2 335 1 17 1 0 1 2 3 8 5 7 1 6 0 11 0 0 63 1 3 0 0 0 0 0 0 0 0 0 1 0 4 0 0 9 Port 1 74 5 10 16 7 23 38 15 18 9 26 10 49 0 2 303 1 25 0 2 5 4 8 12 3 9 5 7 1 20 7 1 110 1 2 0 0 0 0 0 0 0 0 0 1 0 8 0 0 12 STEWARD DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTAL SHIPPED All Groups Class A Class B Class C 7 9 23 12 22 5 8 0 0 183 1 4 0 0 2 1 0 1 0 1 0 0 3 2 0 18 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 1 54 1 11 5 10 9 30 9 17 3 17 6 23 0 0 196 1 37 6 5 4 1 6 26 6 3 3 8 3 24 6 0 137 1 0 1 0 0 0 0 0 0 1 0 7 0 10 0 2 22 ENTRY DEPARTMENT v• 1 33 3 20 8 8 12 24 11 29 0 15 3 30 0 0 197 3 64 9 16 11 4 12 34 13 24 10 18 8 40 18 2 286 6 31 1 1 4 1 0 0 1 4 0 . V,-., 8 1 30 0 2 90 1,171 412 116 871 365 51 2,119 Totals All Departments •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Page 35 1% �I MiWWI iil» I'l II II The Harry Lundeberg School of Seamanship "/or a better job today^ and job security tomorrow* Quartermaster Course To Begin March 21 Deck department members should be aware that the Lundeberg School will begin a Q)uartermaster (loiirse Mar. 21, 1977. The course includes instruction in the use of the magnetic and gyro compass, rules-of-the-rond, knots and splices, firefighting, emergency procedure.s, interna­ tional codes and signals, bridge publica­ tions and instruments, aids to navigation, a review of deck seamanship, as well as instruction in radar, loran, fathometers and weather, tides and currents. To qualify for the course, which is two weeks in length, a member must hold a U.S. Coast Guard endorsement as AbleSeaman Unlimited Any Waters. Other starting dates for the Quarter­ master Course include June 13, Sept. 6 and Nov. 28, 1977. Lifeboat Course Graduates 2 Seafarers Rainey Tate (left) and Frederick Washington display their Lifeboat­ man Course graduation diplomas on Feb. 3 at the HISS. Engine Department QMED—^Any Rating ABLE SEAMAN This course consists of classroom work and practical training to include: basic seamanship, rules of the road, wheel com­ mands, use of the magnetic compass, cargo handling, knots and splices, block and booms, firefighting and emergency procedures, basic first aid, and safety. Requirements: • All candidates must be at least 19 years of age. • Must pass a physical examination. • Must have normal color vision. • Must have, either with or without glasses, at least 20/20 vision in one eye, and at least 20/40 in the other. The can­ didate who wears glasses, however, must also be able to pass a test without glasses of at least 20/100 in each eye. • Must either have, or first complete, the separate Lifeboat Cour.se offered at the school. Starting dates: May 12, Aug. 4 and Oct. 27. LIFEBOATMAN The course of instruction is two weeks in length and leads to the Coast Guard endorsement of Lifeboatman. Course Requirements: Must have 90 days seatime in any department. The course of inslructiou leading to certification as QMED—Any Rating is eight weeks in length and- includes in­ struction leading to the Coast Guard en­ dorsements which comprise this rating. Course Requirements: You must show evidence of six months seatime in at least one engine department rating. Starting date: June 13. WELDING FOWT The course is four weeks in length and leads to endorsement as Fireman, Watertender, and/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: • Be able to pass the prescribed physi­ cal, including eyesight requirements • Have six months seatime as Wiper, OR Be a graduate of HLS at Piney Point and have three months seatime as Wiper • If you have an engine department rating there are no requirements. 99 New Steward Program To Be Launched April 11 The Steward Department Recertification Program will get under way April 11, 1977 and will include new courses for Chief Steward/Cost Accountant, Chef, Second Chef, Third Chef and Steward Assistant. A complete rundown of the new pro­ gram for steward department members, as well as a schedule of course dates, was run in the December 1976 issue of the Log on pages 30, 31 and 32. In addition, a corrected program application was run in the January 1977 Log on pages 33 and 34. Steward department members should look into the program, and if interested, should fill out the application as soon as possible to insure a spot in an early class. Additional applications have also been mailed to all SIU Union Halls, SlU-contracted ships, and the homes of steward department members. Directory of AH Upgrading Courses DEEPSEA, LAKES COURSES • • Starting dates: April 14, July 7 and Sept. 29. LNG/LPG The course of instruction in basic weld­ ing consists of classroom and on-the-job training including practical training in electric arc welding and cutting; and oxyacetylene brazing, welding and cutting. On completion of the course, an IILS Cer­ tificate of Graduation will be awarded. Course Requirements: • Engine department personnel must have 6 months seatime in an engine room rating • Deck and steward department personel must hold a rating in their di'partment. The course of instruction leading to certification as LNG/LPG crew consists of basic chemistry, tank and ship con­ struction, gasification, reliquefication procedures, inert gas and nitrogen sys­ tems, instrumentation, safety and firefighting, loading, unloading and trans­ porting LNG/LPG. Course Requirements: Engine room personnel must hold QMED —^Any Rating. Others, deck and steward department personnel must hold a rating in their department. The normal length of the course is four (4) weeks. Starting dates: April 4, Sept. 19. Starting dates: May 2, I\.ov. 28. Trio Graduates in Welding Class Starling dates: March 3, 17, 31; April 14, 28, and May 12, 26. • • Note: Courses and starting dates are subject to change at any time. Any change will he noted in the LOG. Page 36 ;| /^ • • • • • • • • • • • Steward Department Assistant Cook Cook and Baker Chief Cook Chief Steward • INLAND WATERS COURSES • • • • • • • • ® • • • Finishing the Basic Welding Class recently in Piney Point are (I. r.): Brothers John McCabe; William Magruder, and John Wallack. Ti: !;• Engine Department Fireman, Oiler, Watertender (FOWT) QMED—Any Rating Advanced Pumpman Procedures \ ' Automation LNG-LPG v.r Refrigerated Containers Welder Diesel Engines Note on Lifeboat; The requirements and course material for the endorsement of Lifeboatman is identical for all personnel. So the aI»ove outline and starting dates of the Lifeboat course applies to our deepsea and Lakes Seafarers as well as to boat* men. Deck Department Able-seaman, 12 Months Any Waters Able-seaman, Unlimited Any Waters Lifeboatman : Quartermaster Able-Seaman Pre-Towboat Operator Original Towboat Operator Master/Mate Uninspected Ves­ sels Not Over 300 Gross Tons Upon Oceans First Class Pilot Radar Observer Pre-Engineer Diesel Engines Assistant Engineer Unin.spected Motor Vessels Chief Engineer Uninspected / Motor Vessels ^ Tankerman Towboat Inland Cook Ve.ssel Operator Managementan't Safety (bourse • ; Seafarers Log �9 f| Diesel Course Preparing Members for New Trend T ill t The Harry Lundebcrg School will be gin an important upgrading course for engine department members on May 16 in anticipation of another new trend in the U.S. maritime industry. The course is entitled Diesel Engine and it is open to all interested engine room men. Presently, most SlU-contracted deepsea vessels have steam engines, but for reasons of economy, diesel powered ships may soon make up a sizeable part of the U.S. merchant fleet. This trend can al-, ready be seen developing in some of the newer additions to the fleet. For example. •!_ _ OfTT the SlU-contracted ships of the Zapata tanker fleet are diesel powered as is the Sugar Islander and the four SlU-manned MSG tankers Columbia, Neches, Hudson and Susquehanna. The Lundebcrg School's course pro­ vides participants with complete instruc­ tion on the principles and maintenance of diesel engines, while at the same time giving them a head start on the future. A more detailed look at the diesel pro­ gram shows that the course familiarizes students with diesel engine operations and includes both classroom and practical training in the types, design, con.structioii and characteristics of various diesel en­ gines, diesel nomenclature and principles of operation; introduction to the fuel, air, lubrication and exhaust systems and the use of various gauges, meters and instru­ ments used on diesel engines. The course of instruetion also includes training in the care, operation, mainte­ nance and recording of diesel engine per­ formance signals used between bridge and engine room; fundamentals of electricity and refrigeration, basic firefighting, first aid and safety. The course itself is six weeks in length. If you are interested in taking the diesel cour.se, fill out the upgrading ap­ plication in this issue and mail it to the Lundeberg School as soon as possible to insure a place in the class. All students enrolled in the Diesel Engine course have the opportunity to ODserve and work in a diesel plant during actual operation aboard the HLS pushboat Susan Collins. LUNDEBERG UPGRADING APPLICATION Name Date of Rirth(La»t) During classrooin sessions, Seafarers use scale models to observe diesel engine operations. (Middle) (First) Mo./Day/Year Address (Street) Telephone # (City) (Slate) (Zip Code) Dee[)sea Member P] (.Area Code) Inland Waters Mtmiber • Lakes Memiier • Seniority Book Number Dale Book Was Issued Port Presently . Registered li>_ Port Issued- Endorsement (s) Now Held_ Social Security #_ Piney Point Graduate: Q Yes Entry Program: From No Q (if so, fill in below) to Endorsement (s) Received (Dates Attended) Upgrading Program: to F rom. Endorsement(s) Received I. (Dates Atlentled) Do you hold a letter of completion for Lifeboat: The instructors in the Diesel Engine course help students to visualize the theory which is covered on the examinations by using models and mock-ups of diesel engine parts. • Yes 1 Q No; Firefighting: • Yes • No Dales Available for Training !1 (Refer to Direelory for all course listings.) , -J I Am Intere.sted in the Following Gourse(s)_ RECORD OF EMPLOYMENT TIME—(Show only amount needed to up­ grade in rating noted above or attach letter of service, whichever is apjilieable.) VESSEL SIGNATURE. During on-the-job instruction, students operate diesel engines and repair diesel parts. February, 1977 RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE. RETURN COMPLETED APPLICATION TO; LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 Page 37 •» 4 �GED Diploma Paying Off Big for Young Boatman Mike Culpepper, a 19-year-old resident of Virginia Beach, Va., earned his high school diploma through the Lundebcrg School's GEO Program in May, 1975 and it has been paying off for him ever since. "Pm not having any trouble keeping up in class," he said, "I understand all the vocabulary and my spelling is pretty good." The Able Seaman Course requires the use of math skills, also. Mike has found that he has the needed background for this requirement, too. "I use the math .skills I learned in GED for figuring varia­ tions and deviations and for determining the mechanical advantage of blocks and tackles." Brother Culpepper, who has been work­ ing on the inland waters for two years said that his GED diploma has helped in According to Mike currently upgrad­ ing at HLS for his able seaman endorse­ ment, the academic background he ac­ quired in the GED Program has been a big help to him in his vocational courses. SIU Gives 7 Scholarships to Members, Dependents Another part of the SIU's total educa­ tional program for its members is the L nion's College .Scholarships Eund. Each year the SIC awards five S10,000 fouryear scholarships, of which one is reserved for a I nion member and four for depen­ dents of members. The Cnion also awards two .§5,000 twoyear scholarships reserved exclusively for members. The two-year scholarships offer various ojiportiinities especially for the member who plans to keep .shipping. In such a program you may develop a trade or skill which would improve your peC formanee aboard ship as well as helping you obtain a better paying job wln-n you are ashore. The 810,f)00 scholarships may be used to pursue any field of study at any ac­ credited college or university in the U.S. or its territories. In regard to our members, application requirements are geared for the man or woman who has been out of school for a number of year.s, so you will only be com­ peting with other seamen with similar educational backgrounds. The awards are granted in April of each year and the deadline for the receipt of all apjilications is usually around April 1. Eligibility requirements are as follows: other career plans as well as in achieving the AB endorsement. "I plan to upgrade for the mate's license eventually. For that, Pll need the trigonometry I learned in GED and there's also a lot of working with decimals in that course." Mike termed the High School Equiv­ alency Program "a fine course." He said, "I like to write, and the English class has helped me in that, f also plan to go to Tidewater Community College and the program has enabled me to do so. People respect that diploma. It has helped me since I got it, and I'm sure it will go on helping me." • Have not less than two years of ac­ tual emjiloyment (three years for the par­ ent or guardian of dependents) on vessels of eonqianies signatory to the Seafarers Welfare Plan. • Have one day of employment on a ve.s.s(>l in the six-month period immedi­ ately preceding date of application. • Have 90 days of employment on a ve.ssel in the previous calendar year. Pick up a scholarship application now. They are available for you and your de­ pendents at th(> local I nion hall or by Boatman Mike Culpepper studies material for Lundeberg course leading to able-seaman endorsement. The high school diploma he achieved through the School's GED Program In 1975 Is helping him now In understanding voca­ tional material. writing to the Seafarers Welfare Plan, College Scholarship.s. 275 20th .St., Brook­ lyn, N.Y. 11215. Warning to Seafarers Young and Old: Drug Possession Means Loss of Seaman's Papers If you are convicted of (lossession of any illegal drug—heroin, barbitu­ rates, speed, LSD, or even marijuana—^tbe U.S. Coast Guard will revoke your seaman papers, without appeal, FOREVER. That means that you lose for the rest of your life the right to make a living by the sea. However, it doesn't quite end there even if yon receive a suspended sentence. You may lose your right to vote, your right to hold public office or to own a gun. You also may lose the opportunity of ever becoming a doctor, dentist, certified public accountant, engineer, lawyer, architect, realtor, pharmacist, school teacher, or stockbroker. You may jeopardize your right to hold a job where you must be licensed or bonded and you may never be able to work for the city, the county, or the Federal government. It's a pretty tough rap, but that's exactly how it is and you can't do any­ thing about it. The convicted drug user leaves a black mark on his reputation for the rest of his life. However, drugs can not only destroy your right to a good livelihood, it can destroy your life. Drug abuse presents a serious threat to both your physical and mental health, and the personal safety of those around yon. This is especially true aboard ship where clear min^ and quick reflexes are essential at all times for the safe operation of the vessel. Don't let dmgs destroy your natural r^ht to a good, happy, productive life. Stay drug free and steer a clear course. Gives $100 foSP AD ^ SEAFARERS POLITICAL ACTIVITY DONATION (SPAD) 675 FOURTH AVENUE BROOKLYN, N.Y. 1..1232 S.S. No. . Contributor's Name. .Book No.. Address, .State. .Zip Code I acknowledge and understand that SPAD Is a separate segregated fund established and administered by my Union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solitlts and accepts only voluntary contributions, and I have the right to refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun­ tarily determine and I herewith contribute the sum of $ . This contribution constitutes my voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A copy of SPAD's report is filed with the .Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. Chief Steward Arthur R. Rudnick (left) aboard the SS John Penn (Waterman) gets his $100 SPAD receipt last month from SIU Representative George RIpol at Brooklyn, N.Y.'s Pier 7. Such donations this year will continue to protect the job secu­ rity and livelihoods of Seafarers by helping to enact favorable legislation for seamen In the Halls of Congress on Capitol Hill. Page 38 Seafarers Log �Dexter Jam^ Seafarer Dexter James started sailing in 1967 after gradu­ ating from the N. Y. Andrew Furuseth Training School. A member of the engine department, he holds an FOWT endorse­ ment and a QMED endorsement which he got at the Harry Lundeberg School in 1974. He also re­ ceived a lifeboat certificate at Piney Point that year. Brother James is a native and resident of Baltimore, Md. and ships out of the port of New York. 72 'A' Seniority Upgraders George. Nason Mike Coleman Seafarer George Nason started sailing with the SIU after finI ishing the trainee pro­ gram at the Harry I Lundeberg School in 1973. In 1975, he re­ turned to the School ^ to get his AB ticket. ^ A member of the deck department, Brother Nason was born and raised on Long Island, N. Y. and makes his home in Garden City, L. I. He ships from the port of New York. Seafarer Mike Coleman went through the Harry Lundeberg School Trainee Program in 1974. A member of 1 —.|B the black gang, he also earned an ; • FOWT endorsement at Piney Point in 1974. He was born in Camden, N. J. where he now makes his home. Brother Coleman ships out of the port of New York. Seafarer Tyrone Jackson has been shipping out with the SIU since graduating from the New Or­ leans Andrew Furu­ seth Training School. A member of the en­ gine department, in 1968 he went to the N.Y. Andrew Furuseth Training School for his FOWT. He earned a lifeboat ticket and has started work toward a high school equivalency diploma at the Harry Lundeberg School. A native and resident of New Orleans, Brother Jack­ son ships out of that port. Richard Doug Fanning Seafarer Doug Fqnning has been sailing with the SIU ^ since graduating from the Harry Lundeberg School in 1974. Brother Fanning ships in the deck de­ partment as an AB, an endorsement he earned in Piney Point in 1975. He also earned a tankerman endorsement at the Lundeberg School in 1975. He was born in Bethesda, Md., raised in the Washington, D.C. area, and lives in Crofton, Md. Brother Fanning ships out of the port of Baltimore. DEEP SEA Darrell Rye James Wolf Seafarer Darrell Rye graduated from the Harry Lundeberg School in 1973. He sails in the deck de­ partment as an Able Seaman. Brother Rye was born in Cali­ fornia, but raised in kFort Worth, Tex. where he now lives. He ships out from the port of Houston. Seafarer James Wolf first shipped out with the SIU in 1973 I after graduating from the Harry Lundeberg I School. Brother Wolf, who works in the deck department, up­ graded to AB at 4he Lundeberg School in 1975. A native and resident of Ewing, N. J., he ships from the port of New York. Clarence Reid Langford Seafarer Reid Langford graduated from the Harry Lundeberg School in 1974 and began ship­ ping in the engine department. He up­ graded to FOWT at Piney Point in 1975 and returned again in 1976 for a QMED endorsement. Brother Langford was born in Pahokee, Fla. and lived in different cities since his family was in the military. He is now settled in Panama City, Fla. and ships out of all Gulf Coast ports. Heine Morales Seafarer Heine Morales first went to sea with the SIU in 1970. That same year, he got a lifeboat ticket at the Andrew Furuseth Training School in New York. In 1976 he received his AB ticket at the Harry Lundeberg School in Piney Point and got his high school equivalency diploma there as well. Brother Morales, a native of Puerto Rico, now makes his home with his wife in New York. He ships from the port of New York. New York Philadelphia Baltimore Norfolk Jacksonville Detroit Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Jersey City Date Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. Mar. 7 8 9 10 10 11 14 15 16 17 22 25 12 10 19 15 15 16 18 17 14 Seafarer Ducky Amat started sailing with the SIU in 1973 after graduating from the Harry Lundeberg School. Before at­ tending the "A" Se­ niority Upgrading Program, he went back to Piney Point to get his FOWT endorsement in 7975". A native of Brooklyn, Brother Amat makes his home there with his wife and daughter. He ships from the port of New York. Seafarer "T.J." Jordan, who is a grad­ uate of the Harry Lundeberg School T rainee Program, first shipped out with the SIU in 1972. He has been sailing as an FOWT since 1974, when he completed the Piney Point upgrading course. A native and re.sident of Toulminville (Mobile), Ala., Brother Jordan ships out of Mobile. David McGarrity Seafarer David McGarrity first sailed with the SIU from the port of Mobile in 1969. He is a grad­ uate of the Harry Lundeberg School Trainee Program. A member of the engine department, he ob­ tained an FOWT ticket through the N. Y. Andrew Furuseth Training School in 1970. He upgraded to QMED in 1975 at the Harry Lundeberg School. Born in New Brunswick, N. J., Brother McGarrity was raised in Freehold, N. J. He lives in Pensacola, Fla. and ships out of all Gulf Coast ports. Lifeboat Course Graduates 5 fiaSNBERSHIP REETMGS' SCHBNILE Port Ducky Amat Theopolis "TJ." Jordan Deep Lakes, Inland Waters 2:30 p.m 2:30 p.m 2:30 p.m 9:30 a.m 2:00 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30p.m. 2:30 p.m .10:30 a.m. . 2:30 p.m. UIW 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. — — 7:00 p.m. — — , — — I • 1 1:00 p.m. 2:30 p.m. — — Seafarers (I. to r.) John D. Tucker; Allan Dale Signer; William Theodore Marvin E. Gilden, and Tyrone Jackson are shown with their certificates of achievement as they graduated from the Piney Point Lifeboat Course recently. Deposit in the SIU Blood Bank— It's Your Life Page 39 February, 1977 m �MB^SEAFARERS 4 wj)'- LOG February, 1977 (MtlcUl pnbUcaUra •t the SEAFARERS INTERNATIONAL UNION• Atlantic, OnU, Lakes and laUnd Waters District* AFL-CiO ?$=: r ' -JJ rii r -r' .^;c *'»! i. 0 Wt ivi' Jacksonville Patrolman Tony Aronica (left) takes a gander at Deckhand :v:: Glenn McDonough's new inland waters book. Brother McDonough sails Jj: on the tug Bu/wark. On the new tug Bulwark (Crowley) is Deckhand Stephen Frost who took an ungrading course recently at the HLSS. ^ Jacksonville: Hub of the Puerto Rico Runs Cook Jay R. Phelps of the tug SeaSwift (Caribe Towing) takes on sup­ plies as the boat prepares to take on a barge load of trailers. All roads, rail lines and airlanes in norther Florida lead to the distribution center of the deepwater and inland waterways port of Jacksonville on the St. John's River. There in the harbor, second in Florida, mainland manufactured products and machinery in truck-trailer containers are driven onto RO-RO barges to be towed by such SlU-contracted tugs as the Apache.Monitor and Bulwark (Crowley) and the Sea-Swift (Caribe Towing) to a final rendezvous in the first port of Puerto Rico, San Juan. On the return haul, they tow back barges loaded with such agricultural products as sugar, tobacco, coffee, fruits and spirits. The harbor is also a deep-sea stopover point for oil tankers carrying their black gold to the shivering, frigid Northland where it's sorely needed. -f?' The two-month old tug Bulwark out of the port of San Francisco nears an anchored CTMT container barge, also slated for docking in Puerto Rico. Here's part of the crew of the tug Sea-Swift of (I. to r.): Chief Engineer Jim Prentice: Cook Jay R. Phelps; OS Richard S. Turner, and Engineers Mike R. Sanchez and Richard A. McEvoy, who had just finished overhauling the diesel engines. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1977 Description An account of the resource HEADLINES DROZAK ASKS FOR CREW WELLBEING AT SAFETY SEMINAR 1977 MARKS 20TH YEAR OF LUNDEBERG DEATH UNION WINS ARBITRATION CASE TO HAVE TUG CAPTAIN REINSTATED AFL-CIO STATEMENT ON ALASKA GAS PIPELINE ROUTE MTD CALLS FOR CARGO POLICY FOR U.S. FLEET HALL URGES APPROVAL FOR ALL-ALASKA GAS PIPELINE SAN FRANCISCO MEETING; NO ALASKA OIL FOR JAPAN SIU AGLIWD PROPOSES MERGER TO SUP, MCS AND MFOW SIU ASKS THAT NAVY USE COMMERCIAL TUGS AND OILERS LENWARD STEPHENS LAUNCHED ‘MAKE-UP PLAN’ FOR U.S. SHIPS TO BE PART OF ’77 GRAIN PACT U.S. SAFETY BOARD FAULTS SKIPPER FOR LOSS OF TRANSHURON JANUARY JOBLESS RATE 7.3% COLD LAYS OFF NEARLY 2-M SIU, MARITIME UNIONS PREPARE TO DO BATTLE WITH THE COAST GUARD IMCO COMMITTEE STRESSES NEED FOR SURVIVAL TECHNIQUES PHS SYSTEM NEEDS MORE FUNDS FOR FULL SERVICE THE OLD BROOKLYN, NEW YORK NAVY YARD: A STUDY IN PROGRESS FROM AN EXCITING PAST TO A BRIGHT FUTURE DEEP SEA MINING ISSUE AT UN LAW OF THE SEA CONFAB IN MAY A DREAM COMES TRUE FOR YOUN SIU BOATMAN COME JUNE, CALL ’69 SCHOLARSHIP WINNER, DR. PUCESVICH HIGHER WEST COAST ’77 PORPOISE QUOTA BID CHEERS TUNAMEN THE ALL-ALASKA GAS PIPELINE MAKES SENSE MTD PROPOSES PROGRAM OF PROGRESS FOR AMERICAN MERCHANT MARINE 4 IMPORTANT MARITIME RELATED PROPOSALS PASSED MTD PROPOES TRADE POLICY THAT WILL PROTECT U.S. WORKERS MURPHY SAYS LACK OF CARGO IS BIGGEST PROBLEM OF U.S. FLEET GOVERNOR OF PUERTO RICO TALKS ABOUT LABOR AND STATEHOOD CONGRESSMAN ZEFERETTI BIDS MTD PRESS FOR CARGO PREFERENCE N.Y. INDUSTRIAL COMMISSIONER ROSS DISCUSS UNEMPLOYMENT COASTAL ZONE MANAGEMENT “IS A PROGRAM OF WISE USE”- KNECHT SWEENEY WARNS OF DANGER CAUSED BY EXPOSURE TO ASBESTOS CONGRESS: ACT ON HEALTH, SAFETY, MINIMUM WAGE, FOOD STAMPS 4 UNION OFFICIALS: BOMARITO, SCHACTER, LIVINGSTON, GROTON GIVE VIEWS ON MTD AID, FOOD STAMPS, OSHA, SOLAR ENERGY SUPPORT J.P. STEVENS BOYCOTT AN OUTLINE OF THE SEAFARERS PENSION PLAN TRUSTEES HOLD JANUARY MEETING IN NEW ORLEANS SEA-LAND SHOREGANG ABOARD THE SS HOUSTON IN PORT ELIZABETH HUDSON SAVES 47 VIETS OFF JUNK IN MID-S. CHINA SEA DIESEL COURSE PREPARING MEMBERS FOR NEW TREND GED DIPLOMA PAYING OFF BIG FOR YOUNG BOATMAN JACKSONVILLE: HUB OF THE PUERTO RICO RUNS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1977 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 39, No.2 1977 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/3f36bf6f688fd74dd23efac8fa9bc6e0.PDF 96445670d51660951f774bf4e99caca5 PDF Text Text Great Lakes Inland Conference Held See Pages 19-22 i t S t 4 .y te;-: \ ' " I t Seafarers Man Newly Acquired Ship—Point Susan J#' i . "6 ' Dredge Sawyer Gets SlU Crew i' (?8'-1 .ii'•«'' .,1 A A ^ t' '| •& «< .i -i • ": '^•••^^ _ ^ .3 # 1- i-i 'W-' ^ $ -•' A ,;i^i • ^• . ,< ' ' -,i. ,L igiiiiiit lyraifiiwa^''''' • •• o \- X S' . • X •^si' • •X •41 �Favors Up fo 6^ o Gallon Fuel Tax on Boats SlU Backs House Bill to Rebuild Locks and Dam 26 The SIU has thrown its support be­ hind H.R. 8309. This is the House of Representatives bill that provides for reconstruction of Locks and Dam 26 and institutes a fuel tax on commercial water transportation. That tax would be no more than 6 cents per gallon. Locks and Dam 26 is located at Al­ ton, 111., a key point on the Mississippi River system. This obsolete facility has been causing costly barge jams and delays for years. The SIU is still opposed to the con­ cept of a user charge of any kind on the inland waterways. But it is backing H.R. 8309 under the threat of a much higher user charge system proposed in the Senate. The higher charge proposal, made by Sen. Pete Domcnici (R-N.M.), requires user charges that would return construc­ tion and operation costs of waterways improvement projects to the Govern­ ment. These would be set to equal 50 per cent of the Federal construction costs and 100 per cent of the operation costs. They could go as high as 42 cents a gallon and would have a disastrous effect on the barge industry. The Domenici proposal would re­ quire $400 million a year in user fees for the industry, according to the Na­ tional Committee on Locks and Dam 26. This tax burden would also be carried by farmers and ultimately con­ sumers. The SIU is a member of the National Committee, along with water­ ways operators, farm groups and other interests involved in the barge industry, which all strongly oppose the Domenici proposal. =3e= =3F INLAND Farmers are directly involved since two-thirds of the tonnage carried on the waterways is farm or farm-related. Farm groups maintain that the higher Senate proposal could "cripple the en­ When Harry Lundeberg came onto the scene in 1934, America's maritime labor movement was in chaos and on the verge of extinction. From then until his death 23 years later at the age of 56, Lundeberg led U.S. seamen through a gauntlet of long, bitter strikes from virtual eco­ nomic obscurity to a place of promi­ nence in the American trade union movement. Although Jan. 28, 1978 marked the 21st anniversary of his death, the legacy he left lives on. This is be­ cause the work Lundeberg did to better the lot of American seamen served as a springboard for con­ tinued progress both for sailors and for the maritime labor movement. Lundeberg, the founder of the SIUNA in 1938, came to the U.S. from Norway in 1919. He joined the Sailors Union of the Pacific that year and settled in Seattle. He became Seattle agent for the SUP in 1934. He led the charge in the bloody West Coast strike of '34, which marked the reemergence of =96= =9€= =56= =9€= © Lnl 0 0, Working Together tor a Future Short of total extinction, the worst thing that can happen to a labor organi­ zation is stagnation. It's a dangerously easy rut to fall into. You can become content with what you have and simply stop working to make it better. Or you can become so confident that the world around you will never change, you stop planning for the future. There is no doubt in my mind that if this kind of thinking had existed in the SIU 30, 20 or even 10 years ago, our Union would possess no base of strength today. Nor would we have much to look forward to in the future other than slow and painful disintegration. But this is by no means the case in the SIU. We have a strong Union today and a strong job structure. Our problem is maintaining this strength not only for present day Seafarers but for the next generation of Seafarers and the generation after that. To say the least, maintaining this strength will not be an easy job. Right now, our industry is in the midst of a major technological revolution. We are faced with the serious problem of automation cutting down crew sizes. We are faced with the problem of crewing radically different ships like the LNG carriers—ships that require new and expanded job skills for proper manning. On top of this, we are faced with the ongoing political problem of ensur­ ing that Congress docs not legislate the American merchant marine off the high seas. =9e= =96= =96= =96= =96= =96= =3^ Harry Lundebei^ maritime labor as a force with which to Be reckoned. Lundeberg succeeded Andrew Furuseth as vSUP secretary treasurer, the highest office in the Union, in 1936. He held that office until his death in 1957. After bitter political and jurisdic­ tional disputes with the NMU and 96= 96= =96= the old International Seamen's Union, Lundeberg formed the SIUNA in 1938 after winning a charter from the AFL. He served as SIUNA president from then until his death. Lundeberg truly had the heart of a sailor. During the first Eisenhower administration, Lundeberg turned down the U.S. Secretary of Labor's job to remain in the seamen's move­ ment. In 1947, Lundeberg worked his way across the Atlantic and back as an AB on a SUP ship so that he could visit his homeland for the first time in 30 years. Lundeberg had been voted funds by the SUP mem­ bership to pay for the trip, but he turned it down. It seems only fitting that the SIU's School in Piney Point, one of the largest and best maritime training facilities in the country, be named after Harry Lundeberg. He was surely one of the most important figures in the history of the Ameri­ can maritime labor movement. 96= 9F 96= 96= 96= We must also work to ensure that Congress does not exclude the U.S. merchant 'marine from new trends in international maritime activities, such as offshore drilling and ocean mining. Essentially, the key to success in maintaining our strength is the same kind of joint cooperative effort between leadership and membership that has always ex.isted in our Union. An exdmple of how this kind of cooperative effort has paid off for us can be seen with respect to the advent of LNG ships in the U.S. merchant fleet. In the early 70's, it became apparent to us that it was just a matter of time before LNG ships would be a part of the U.S. fleet. The SIU, through the Lundeberg School, developed a comprehensive LNG training program fo help Seafarers prepare for the inevitable. However, it was up to SIU members to take advantage of this program. And they did. The U.S. fleet now has two LNG ships in its ranks. As a result of the SIU's cooperative effort on this issue, SIU members are manning both of them. Right now, two ships might not seem like such a big deal. But, 10 years from now, LNG ships could very well play a crucial part in providing jobs for American seamen. Whether this happens or not, the fact remains that the SIU is preparing to take full advantage of any expansion within the U.S liag LNG fleet tomorrow or 10 years from now. The LNG ship, though, is only one aspect of the U.S. maritime industry's future. Another area that could be a very big job producer for American seamen in the future is ocean mining. But again, it will take a cooperative effort of leadership and membership to make this a reality. Presently, the SIU is working in Congress on a long distance ocean mining bill that will ensure that ships used in any sea mining ventures by U.S. com­ panies be American-manned vessels. The whole subject of ocean mining is very unclear at the present time. No one is really sure how big an industry it can or will become. The point is, though, that it could mean a lot to the U.S. merchant marine. And the SIU is working on it right now to make sure that if ocean mining does develop, SIU members will get a fair share of the jobs it creates. It is my belief that the only way to prepare for the future is simply never to beeome satisfied with what we presently have^ Because if that ever hap­ pens, this organization will stop moving forward and begin to decline. Let's continue to work together t^ever conies. 9F Change of address cards on Form 3579 should be sent to Seafarers International Union 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y.. Vol. 40, No. '2^^^ma^ li^®^ 2 / LOG / February 1978 TI is a Washington, D.C.-based educa­ tional and research group for the mari­ time industry. It is also supporting H.R. 8309. A number of amendments and com­ promise positions on user charges have been submitted in the Senate. Lack of agreement has postponed the vote on H.R. 8309 and it will most likely not come up until March. 21s/ Anniversary of Lundeberg's Death UU Paul Hall tire inland waterways system." In short, the Domenici proposal threatens to destroy the low-cost, energy-efficient advantages of water transportation. Moreover, it does so in a discriminatory manner. The Transpor­ tation Institute (TI) has pointed out that the proposal would levy charges only on certain parts of the waterways—those in direct competition with the railroads. 96= 96= 96= i 9^ 96= AFL-CIO, 675 Fourth Ave., Brooklyn. N.Y. >Y..^ �r m Senate Vofe Due in Mid-March AFL-CIO Pushes Labor Law Reform Bill The labor movement has launched an all out final drive to win passage of the President Carter-backed Labor Law Reform Bill in the U.S. Senate. The House of Representatives passed its version of the bill late last year. The vote in the Senate on the bill is due by mid-March. The Senate Human Resources Com­ mittee recommended passage of the bill by the full Senate earlier this year. The committee vote was 13 to 2 in favor of the bill. The long-needed reform bill is de­ signed to speed up the judicial processes of the National Labor Relations Board. It would also give the NLRB increased authority to crack down on violators of the labor law. Some of the key features of the bill include: • Expansion of the National Labor Relations Board from five to seven members to better handle the board's heavy caseload. • Holding of union certification elec­ tions no more than 30 days after pledge cards, showing majority support in the shop for unionizing, are filed with the NLRB. • Awarding employees fired for union activities during an organizing drive 1V2 times back pay for time lost between discharge and reinstatement. The House version of the bill provides for double time back pay in such cases. • Denial of Government contracts for a period of two years to companies that continually violate the labor law. Big Business interests and right wing groups have mounted their own massive lobbying effort to block passage of the bill. It is feared that the right wing's allies in the Senate will attempt a fili­ buster to kill the bill. If this happens it would take a two thirds vote of the Senate to end the filibuster. (A fili­ buster is a delaying tactic accomplished through long speeches.) However, it is unlikely that the bill's supporters in the Senate could muster such a two thirds vote. To combat the opposition, the AFLCIO has succeeded in putting together a coalition of professional, civil rights and women's groups, as well as en­ vironmental concerns, in favor of the bUl. The AFL-CIO has sponsored regular strategy meetings to solidify this coali­ tion and to map out a course of legisla­ tive action. A number of these meetings were chaired by SlU President Paul Hall, who serves as chairman of the AFL-CIO Executive CounciPs Special Committee on Legislation. To say the least, the Labor Law Re­ form Bill has been a long time coming. Statistics complied by the NLRB show an alarming increase of violations of the labor law over the years. For instance, in 1947 the NLRB heard 115 cases involving unfair labor practices. However in 1976, the board heard 1,033 such cases. In 1960, a total of 15,800 complaints were filed with the NLRB against em­ ployers for violations of their employ­ ees' rights. But in 1976, the number of these complaints rose to 34,302. Secretary of Labor Ray Marshall, speaking for the Carter Administration, said that the increased violations of the law arise from the fact that "some em­ ployers have found it cheaper to dis­ obey the law than to obey it." Marshall added that opponents of the bill essentially want "to deny any­ thing that would appear to improve collective bargaining and improve the right of workers to organize and bar­ gain collectively." Sen. Harrison Williams (D-N.J.), cosponsor of the bill in the Senate, said that the bill will only be won "if trade unionists and their allies in the nation's communities make an all out push in the next month." Williams also said that supporters of the bill in each state "must give their senators the feeling that this is it, that this is top priority." From the individual union member's point of view, the "all-out push" re­ ferred to by Sen. Williams involves writing his or her senators demanding they vote in favor of the bill. The SIU urges its members and their families to join in the fight for this bill. Write your senators. Tell them that they will lose your vote unless they vote in favor of the bill. i Outer Continental Shelf Lands Act Passes in U. S. House WASHINGTON, D.C. —A heated floor battle that carried both good and bad news for American workers pre­ ceded passage in the House of the Outer Continental Shelf Lands Act. The final Feb. 2nd vote in the House of Repre­ sentatives was 291 for and 91 against. The CCS bill is aimed at controlling the offshore production and develop­ ment of oil and natural gas resources on the U.S. outer continental shelf. The House floor fight started out with the narrow defeat of a labor backed amendment to the bill involving jobs for U.S. shipyard workers. The amendment was introduced by Rep. John Murphy (D-N.Y.). It would INDEX Legislative News SIU in Washington Locks and Dam 26 OCS bill Dredging bill Page 9 Page 2 Pages Page 18 Union News President's Report Page 2 1st Pension Supplements Back Page Headquarters Notes Page 7 Brotherhood in Action Page 4 Great Lakes conference Pages 19-22 At Sea-Ashore Page 17 Inland Lines Page 6 Great Lakes Picture Page 8 Atlantic inland conference Pages 13-15 New benefit form ....Pages 28-29 Great Lakes-wage rates.. .Page8 Crescent, Radcliff conference Page 26 General News Report of Elias disaster . .Page 12 National unemployment ..Page5 Labor law reform Page 3 Humphrey dies Page 5 Porpoise kills down Page 5 Coors boycott Page 37 Bartlett-Collins boycott .. .Page 6 lUE Page 32 have required that all rigs and other equipment used in the offshore drilling be built in American shipyards. The measure was defeated 208 to 201. Later in the day, however, an attempt to scuttle a crucial section of the bill involving thousands of jobs for Amer­ ican seamen and roustabouts was soundly defeated 280 to 118. Rep. Charles Whalen (R-Ohio) led the assault against the man-American provisions of the bill. Basically, then, the final House-passed version of the OCS bill, as it affects American workers, reads as follows: • American workers must be em­ ployed in the manning of all equipment Shipping Dredge Sawyer Page 4 Point Susan Page 24 Around New Orleans harbor Pages 38-39 Mackinac ferries Pages 30-31 Harry Allen Page 4 Ships' Digests Page 23 Dispatchers' Reports: Great Lakes Page 5 Inland Waters Page 12 Deep sea Page 25 Training and Upgrading 'A' seniority upgrading .. Page 37 HLS course dates Page 36 Tl scholarship Page 11 GED graduates Page 12 Membership News Upgraded to inland engineer Page 10 Former scholarship winner Page 16 New pensioners Page 33 Final Departures .... Pages 34-35 Articles of particular interest to members in each area—deep sea, inland. Lakes—can be found on the following pages: Deep Sea: 10, 17, 23, 24, 25, 32, 37, Back Page Inland Waters: 2, 6, 10, 11, 12, 13-15, 18, 19-22 Great Lakes: 4,5,8,30-31 involved in oil and gas exploration on the U.S. outer continental shelf. This includes rigs and supply vessels. • The rigs need not be built in Amer­ ican yards. Yet all rigs involved in the drilling must carry American registry. Also, they must meet U.S. construction, environmental, and safety standards. Despite the narrow loss of the "BuildAmerican" amendment, the Housepassed version of the bill must be con­ sidered a victory for maritime labor. The House bill ensures that thousands of Americans will reap the employment benefits of the rapidly expanding off­ shore oil drilling industry. It also carries the potential of creating some 3,000 to 5,000 new jobs for Amer­ ican seamen in the support and supply of drilling operations. The fight for the bill, however, is far from over. The Senate passed its own version of the Outer Continental Shelf Lands Act on July 15, 1977. The Senate version of the bill con­ tains no section requiring the use of U.S. workers in manning and supplying the rigs. As a result, the differences in the bills must be worked out by a House-Senate Conference Committee. As this issue of the Log goes to press, the conferees have not been selected. It may take several months before all details are finally worked out on the bill and it is signed into law by President Carter. The SIU will be working to see that the final version of the bill will include protection for American workers in the employment opportunities created by the offshore drilling industry. R.F.'Mickey'Wilburn, 55, Retired Houston Agent, Dies Retired Houston Port Agent Robert F. "Mickey" Wilburn, 55, died of cancer in St. Luke's Hospi­ tal, Houston on Feb. 14. Brother Wilburn joined the SIU in 1944 in the port of New Orleans sailing as an AB for nearly five years. He worked as an organizer for the Union during the 1950s and 1960s. From 1969 to 1975, he was elected a joint patrolman for the port of Houston. In 1976, he became Houston port agent, a post he held until his retirement last year. '>$1 Born in Missouri, he was a resi­ dent of Houston. He was an avid deer hunter. Seafarer Wilburn willed his re­ mains to Baylor University, Hous­ ton for medical research. His family requests that friends, who wish to do so, make contribu- tions in his name to the American Cancer SocietySurviving are his widow. Pearl; a daughter, Cheryl, and a nephew. February 1978 / LOG / 3 ' t �W/nfer Bound Laker Destroyed in Vfaterfronf Fire Another in a rash of fires that have ripped through grain elevators in recent months claimed the Capitol 4 Elevator on the Duluth waterfront. The fire, which occurred on the morning of Sat­ urday, Jan. 21, also destroyed the SIUcontracted bulk carrier Harry L. Allen. The Allen was laid up for the season at the grain elevator's dock and was extensively damaged by debris that fell from the elevator and caused the ship's superstructure to ignite. Firefighters were unable to get close enough to the ship to contain its blaze because of the intense heat emanating from the ele­ vator and because of fears that the fire might cause the ship, another nearby grain elevator or loaded rail cars to explode. Oliicials feared the danger of the Kinsman-owned Allen'?, exploding was great because of the ship's closeness to the fire and its supply of bunker fuel. A spokesman said the damage to the ship approached $2 million. The entire port side of the vessel, the for­ ward quarters and the lifeboats aft were destroyed. The company spokesman said the Allen will probably be scrap­ ped. But when asked by the Log whe­ ther the ship will be replaced in the fleet, the spokesman replied, "we're in the throes of determining what we want to do. We have not reached any decision yet. Firefighters arrived at the site of Grain Elevator 4 at 3:30 p.m. after employees at the nearby Capitol 6 elevator saw smoke coming from the building. The fire went unnoticed, perhaps smoldering for as long as six hours, ac­ cording to Fire Chief Leonard Whalen, because no one was working in the ele­ vator on that day. Just as it appeared that the blaze was under control, a grain dust explosion tore through the elevator, toppling the building's tower and forcing a hasty evacuation by firefighters. By 7:30 p.m. the elevator was de­ stroyed and firemen were able to board the Allen and put out the fire on board. Capitol Elevator No. 4 of Interna­ tional Multifoods Corp. was a woodframe building constructed in 1888. There has been .a high incidence of grain elevator fir^ in recent years. Four grain elevators burnt in a 10-day period last December. A total of 137 elevators have been destroyed by fire in the last 18 years. These statistics, coupled with the building's structural inadequacy, made it a prime target for fire. Flames gut-the tower of a Duluth waterfront grain elevator. The fire caused extensive damage to the Kinsman-owned Harry L. Allen, berthed at the ele­ vator's dock for the winter. Eight months ago Capitol No. 5 ele­ vator, also a frame structure, was razed by the company because it posed a safety threat. There is presently only one wooden grain elevator remaining in the Duluth/Superior area. M Brotherhood m Action ... for SlU members with Alcohol problem Seafarer Greg Hamilton, who is 21 years old, made the mistake of believ­ ing a common myth about alcoholism —that it was a disease which afflicts only "old" people. "I thought an alco­ holic was someone on skid row or the guy who couldn't move out of his bunk because he didn't have his drink. Now 1 know that an alcoholic is someone for whom booze causes a problem in his life." Seafarer Hamilton believes that he started drinking when he was about 13 years old. About five years ago, he at­ tended the basic vocational program at HLS as a member of Class #112. "HLS is the best thing that could have happened to me. I needed a place to go, and if I hadn't come to the School, 1 probably would have been a thief or something. But being a Seafarer helped give me a new approach to life." Last fall. Brother Hamilton came to HLS and enrolled in the high school equivalency program. "After three weeks, I just quit. My drinking would not let me study or remember any­ thing." Hamilton then enrolled in the AB course at the School. But he went on a drunk one night and became destruc­ tive. The next morning, he couldn't re­ member exactly what had happened the night before. He wanted to call the ARC immediately but it was several days before he found the courage to make the phone call and ask for help. In describing the program at the Sea­ farers Alcoholic Rehabilitation Center, which is sponsored by the Seafarers Welfare Plan, Brother Hamilton said, "It works. The counselors really know what they are talking about." "Our Union is very brotherly," he added. "They will help you in any way possible so that you can become a bet­ ter person—from high school diploma to AB to recovering from alcoholism, and many other ways, too." In finding freedom from alcohol. Seafarer Hamilton found a new life for him.self. "I used to feel about an inch tall when people called me a drunk. I was even afraid to face people the morning after 1 had been on a drunk because they would know what I had done the night before, and I didn't." Today things are different for Ham­ ilton. He is enrolled in the AB course SeafarerGreg Hamilton is shown studying for his AB endorsement at HLS. again and will soon take his examina­ tion for that endorsement. He also has plans to attend the General Educa­ tional Development program at HLS later this year. After completing the recovery program at the ARC, Brother Hamilton is able to build upon the new approach to life he found when he graduated from HLS five years ago and first became a Seafarer. If you feel that you have a drinking problem, remember that you are never too old—or too young—to ask for help. Just call (301) 994-0010 any time and ask for "The Center." Or contact your SlU representative. Sea-Land Market Coitnmitfee Dredge Sawyer Joins SlU Fleet SW-contracted Radcliff Ma­ terials recently acquired an­ other dredge^ the Sawyer, which brings 27 new jobs for the Union membership. The new addition is 330 feet long by 50 feet wide. She is the second largest dredge in Rad­ cliff's fleet, which includes about 27 dredges, and support boats. Radcliff is based in Mobile, Ala. and also operates out of New Or- leans, Houma, La., and Morgan City, La. The Sawyer is now dredging shells from the Atchafalaya Bay, off Morgan City. She loads two barges at once and works 24 hours a day with relief crews. The shells are sold for cement and other construction ma­ terials. The 27 S/U jobs on the Sawyer include all unlicensed positions and engineers. Recertitied Bosun Don Rood (fronl contor) ship's chairman of the SS Sea-Land Market, gets ready to load on stores on the ccntainership recently. At his immediate back (I. to r.) are come, of the Snip's Committee and a crewmember: Engine Delegate E. Livvag; Quarterm-asier Nick Hrysagis, and Slevyard Dele­ gate John Alberti. The vessel paid off in Pore Eiiz&beth, N.J. 4 / LOG / February 1978 \ "'If.-.-- �I' Porpoise Kills Down 75^© Due to U.S. Tunamen Efforts American tuna boat crews made great strides in 1977 in reducing the number of porpoise kills incidental to tuna fishing off the U.S. West Coast. A high percentage of these tuna fisherment belong to the SIUNA-affiliated Fishermen's Union of America, Pacific and Caribbean. According to statistics compiled by the National Marine Fisheries Service, the number of porpoise killed during tuna fishing was down 75 percent per ton of tuna captured in 1977 as com­ pared to 1976. Further statistics showed that tuna fishermen were successful in releasing better than 99 percent of all porpoise encircled by tuna nets. Senator Alan Cranston (D-Calif.) said that these statistics were "a tre­ mendous tribute to the determination of the captains and their crews to show their skills and good faith" in reducing porpoise kills. The U.S. tuna fleet was laid up for several months in late 1976 and early 1977 over the porpoise mortality con­ troversy. Environmentalists wanted a zero mortality rate. But the tuna industry claimed a zero rate was impossible to achieve if American tuna boats were to remain competitive with foreign boats. Widespread Layoffs The lengthy fleet layup also caused widespread layoffs of cannery workers in Southern California and Puerto Rico. Many of these workers belong to the SIUNA-affiliated United Cannery and Industrial Workers of the Pacific, Los Angeles and Vicinity District. The fleet went back to sea .only after Congress worked out a compromise be­ tween the tuna industry and the en­ vironmentalists. The compromise was a quota on the number of porpoise that could be taken incidental to tuna fishing. During Congressional hearings on the controversy, SIU Executive Vice President Frank Drozak called for quick action to keep the U.S. tuna in­ dustry, and the 30,000 jobs it provides, from being exported to Mexico and South America. U.S. Unemployment Rate Dips to 6.3%; Still Very High for Blacks WASHINGTON, D.C. — The U.S. jobless rate declined to 6.3 percent last month from December's 6.4 percent. This is the lowest "unemployment rate since October 1974 when it was 5.9 percent. According to the Govern­ ment's Bureau of Labor Statistics, 6,226,000 workers in the country were without jobs last month. The dip in the jobless rate last month marked the fourth straight monthly de­ cline. In November it was 6.7 percent, 6.8 percent in both October and Sep­ tember and 7 percent in August. However, high johlessness among black workers continues to persist with their unemployment rate remaining un­ changed in January at 12.7 percent. Their jobless rate was the same in Januuary 1977. Teenage blacks have a 38.7 percent jobless rate! The AFL-CIO said that, while the unemployment results were "hopeful," the persistence of high joblessness among blacks required the Federal Government to direct its employment programs more precisely to impover­ ished inner city areas. Unemployment among whke work­ ers remained unchanged over the month at 5.5 percent. Those benefiting most from the January jobs improve­ ment were women. Their unemploy­ ment rate fell to 6.1 percent from De­ cember's 6.6 percent. U.S. Commis­ sioner of Labor Statistics Julius Shiskin said that the improved results for women might reflect the expansion of the financial and service sectors of the economy. Both have a substantial num­ ber of women workers. were employed construction workers who lost two hours in their work week. Workers in the transportation, public utility and other non farm industries Hubert Humphrey, a Labor Man He was an American Senator in every sense of the word. Yet it was always obvious that Hubert H. Humphrey felt more at home in a union hall or in a factory simply talking to the people than in the marble and mahogany surroundings of the U.S. Senate Chamber. Now, looking back on his politi­ cal career, which spanned more than three decades of fighting for workers rights, civil rights, and human rights, Senator Humphrey's death from cancer on Jan. 13, 1978 can only be described as a monumental loss to American workers and the U.S. trade union movement. Senator Humphrey knew he was going to die. Yet he met the toughest crisis of his life—inoperable cancer —the same way he met so many The unemployment rate for teen­ agers rose to 16 percent from 15.6 percent the month before. Joblessness among adult men was up to 4.7 percent from December's 4.6 percent. Unem­ ployment for fulltime workers was down to 5.8 percent. Non farm payroll employment in­ creased by 255,000 to 83.7 million workers in January. The biggest overthe-month gains were in manufactur­ ing, wholesale and retail trade, and services. Hard hit by the bad January weather BiSMlclhirs Riiiiirt lip Grcitlike: JAN. 1-31. 1978 Jk. ^ JL-^ W •TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C ••REGISTERED ON BEACH Ail Groups Class A Class B Class C DECK DEPARTMENT Alpena Buffalo Cleveland Duluth Frankfort Chicago Algonac Totals 0 0 0 0 0 0 27 27 0 0 0 0 0 0 2 2 0 0 0 0 0 0 5 5 1 0 1 0 0 0 1 3 4 1 3 0 0 0 4 12 0 0 0 0 0 0 5 5 1 2 0 6 1 18 32 60 0 1 0 1 0 3 3 8 0 0 0 1 0 0 0 1 0 0 0 0 0 1 0 1 1 0 2 0 1 7 32 43 0 0 1 0 0 1 6 8 1 1 0 1 0 1 2 6 0 0 0 0 0 0 0 0 0 1 0 0 2 2 6 11 1 0 0 0 0 0 4 5 0 0 0 0 0 0 0 0 1 1 2 2 0 9 41 56 7 3 6 3 3 3 30 55 2 9 0 3 1 6 14 35 170 76 42 ENGINE DEPARTMENT Alperia Buffalo Cleveland Duluth Frankfort Chicago Aleonac Totals 0 0 25 0 0 0 0 0 0 4 4 0 0 0 0 0 0 2 2 1 0 1 0 0 3 2 7 lost on the average about a half an hour in their work week. Not counted were the effects of the blizzard which swept the Middle West at the end of January. 1 0 0 0 0 0 0 1 political crises in his enviable career —with courage. His first public appearance after learning he had terminal cancer was not at a news conference with bright lights and network cameras. It was at a union convention in his home state of Minnesota. He didn't talk about himself and his battle to live. He talked about unemployment and the need to provide a job for every American willing and able to work. The last time Senator Humphrey spoke to a Union gathering was in early December at the AFL-CIO Convention in Los Angeles. He was too ill to make the trip, so he spoke to the Convention by phono. In a memorable and moving ad­ dress, he said, "the labor movement has been the conscience of American -politics and the source of social pro­ gress in this country, and I've tried to be with you every step of the way. You all mean so much to me, espe­ cially this year." There were very few dry eyes among the 1,500 people who jammed the Convention Hail and who greeted Humphrey's words with a long, loud, warm standing ovation. Probably the best tribute to Hubert Humphrey, though; came from his close friend and fellow Minnesotan, Vice President Walter Mondale. During funeral services for the 66-year-old Senator, Mondale said: "He taught us all how to hope and how to love, how to win and how to lose. He taught us how to live, and finally, he taught us how to die." STEWARD DEPARTMENT Alpena Buffalo Cleveland Duluth Frankfort Chicago Algonac Totals 0 0 0 0 0 2 2 0 0 0 0 0 0 3 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 2 3 ENTRY DEPARTMENT Alpena Buffalo Cleveland Duluth Frankfort Chicago Algonac Totals 0 0 0 0 28 0 0 0 0 0 0 22 22 0 0 0 0 0 0 6 6 10 16 6 S2 31 13 Totals All Departments . .. *"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"{Registered on the Beach" means the total number of men registered at the port at the end of last month. Hubert H. Humphrey February 1978 / LOG / 5 1, f- 4 yi �Don't Buy Barfteff-Collins Glassware, Says AFL-CIO The AFL-CIO Hxecutive Council has sanctioned a nationwide consumer "don'tbuy boycotf'againstthe table and crystal glassware products made by the Bartlett-Collins Glass Co. of Sapulpa, Okla., near Tulsa. The glassware is sold in department stores, supermarkets, discount stores, and drugstores. Some of it is sold to certain breweries and Playboy Clubs. Members of Local 716, American Flint Glass Workers Union (AFGWU) of Sapulpa have been on strike since contract negotiations with the manu­ facturing firm broke down on Sept. 15, 1974. The union won an NLRB certifica­ tion election for collective bargaining representation at Bartlett-Collins by an 85 percent majority. A strike followed after ei • negotiating sessions when the firm's negotiators failed to offer any wage or benefit improvements. On the picketline, Charles Wiley, who has been an employee of the com­ pany for 34 years, was arrested and jailed by police for allegedly preventing a scab from crossing the line. Later he, with two others, was fired by the com­ pany for union activity. But today he remains on the picketline, though he may lose his pension. The Union filed unfair labor practices charges with the NLRB against Bartlett-Collins for fail­ ing to honestly negotiate a contract and coercive interference with the em­ ploye's right to organize a union. On July 2, 1976, the local NLRB upheld a charge that the company had not bargained in good faith. The next June the NLRB in Washington, D.C. ruled that Bartlett-Collins had to re­ instate the strikers (except Charles Wiley) on request. The last contract negotiating session was held on July 29, 1976. As of November 1977, the 25 to 35 strikers have been walking the picket- Gulf of Mexieo-l'aribbean Sea SlU-contracted Caribe Tugboat started a new service on Feb. 15 linking San Juan, P.R. to Lake Charles, La. The 9,000 hp. tug Explorer and the roll-on barge Islo Grande are making the run, which takes about six days one way. The barge is 400 feet long by 100 feet wide and carries 90 trailers. Caribe already operates roll-on tug and barge service between San Juan, Jacksonville. Miami, Venezuela, the Dominican Republic, the Virgin Islands and the Leeward and Windward Islands. The Lake Charles service is another step forward in the company's rapidly growing Caribbean operation. But it has even bigger plans for the near future. Caribe has two triple-deck, roll-on barges on order, which will be the largest in the world. These superbarges are 580 feet long by 105 feet wide and can carry 380 trailers. They are expected to enter the Jacksonville-San Juan service in June. Caribe is also planning to build two triple-deck loading platforms, one in each port in this service. These will allow all three decks of the new barges to be loaded or unloaded at once. The triple-deckers will take the place of some of the double-deck barges that now run between Jacksonville and San Juan. Once this happens, the double-deckers may be used to expand the Lake Charles service, a Caribe spokesman said. Mississippi River System line seven days a week. They refuse to return to work at the plant until the company makes a valid wage and bene­ fit proposal and reinstates Charles Wiley with his pension. He's 55. Bartlett-Collins is now operating its plant with inexperienced scabs 40 hours a week with production losses of 40 to 60 percent. Most of the loss comes from imperfect and smashed machine-made glassware. Of course, the scabs have been getting wage increases. Union chief George M. Parker says "Bartlett-Collins Glass Co. is the only remaining unorganized major producer of automatic machine glassware in the nation." The company, which started in 1913, pays its machine operators from $2.60 to $3.25 an hour. The workers now get two weeks vacation after five years on the job. They have a pension plan. It has branches in Costa Rica, Venezuela, Haiti, and Canada. The Bartlett-Collins workers have no overtime or shift differential pay, se­ niority rights, grievance procedure, gloves, or protective clothing. They also don't have any paid holidays. ^iniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiaiiimiiiuiiuiimiiiii^ I SAB Rules on 'C | I Classified Men | In November the Seafarers Appeals Board ruled that effective Jan. 3, 1978, "C classification seamen may only reg­ ister and sail as entry ratings in only one department." The Board took the action to insure that the Llnion will he able to maintain sufficent manpower for each shipboard department. The ruling will also enable these seamen to get sufficient seatime in one department for the purpose of upgrading to a higher rating in that department. frigid temperatures and severe ice jams have caused a number of mishaps on the rivers. And to top it all off, the ice build-up has increased the already serious problem of bottlenecks and delays at old lock and dam facilities. The coal miners strike and the weather also seem to be working hand in hand to create problems. Since coal transportation is the major traffic on the rivers, laid-up boats mean less traffic moving and breaking up ice. I '^e biggest ice jams have been on the Ohio River. A towboat, the Clare Beatty, (non-SlU) and .several barges were stuck in the ice-packed channel of the Markland Dam, just below Cincinnati on Jan. 27. Three SIU towboats, the Charles Lehman, the Wally Roller and the James Nevin, all American Barge Lines, tried to break up the ice and reach the vessels. But the jam was one-half mile long, St. Louis SIU Port Agent Mike Worley reported, and the effort was unsuccessful. The Beatty and two of the barges finally sank. No one was on board at the time. The next day at Jeffersonville, Ind., only a short distance downriver from the Markland Dam, 42 tied-up ABL barges were hit by a huge ice flow and broke loose. This happened during the christening of a new ABL towboat, the Joe Bobzien. The barges were eventually all rounded up. The Bobzien has not yet entered service because of weather problems. Nine more ABL barges broke loose on Feb. 4 at Cairo, III. where the Ohio meets the Mississippi. They were rounded up by SIU Boatmen. Locks and Dam 26, at Alton, 111., where the Mississippi, the Illinois and the Missouri Rivers converge, is operating again with both locks. The smaller of its two locks broke down in early January and caused major delays. But "it's still very difficult going" according to a spokesman from the Army Corps of Engineers. Moreover, the bottleneck hasn't disappeared. It has spread downstream 18 miles to Granite City, 111., where Locks and-Dam 27 is located. The larger of two locks in this facility has been shut down for maintenance. Twenty towboats were backed up there this month. Great Lakes Laid-up, jammed up and bottled-up. That describes the current problems tug and bargemen are facing on the upper Mississippi River system. T "nited Coal Miners strike, ongoing since Dec. 5, has laid-up from 15 io 18 STU-contracted towboats on a daily count in this area. Blizzard winds. Tug and dredgemen don't have even a fighting chance against the tough winter weather conditions in this area and most shipping shuts down for the season. The only year-round SlU-contracted towing company is Hannah Inland Waterways which uses tugs equipped with ice-breakers. But inland members from this area have been stopping by the new Union Hall in Algonac, Mich, recently and are raving about its outstanding facilities. Fourteen SIU Boatmen and Dredgemen had a chance to see what their brothers have been talking about when they attended the first educational conference for Great Lakes inland members at the Hall from Feb. 6-8. (See full story and photos on pages 19 to 22.) "This has to be the finest union hall in the country," SIU Boatman John DuFour said when he visited the new Algonac Hall recently. DuFour works for Great Lakes Towing in Detroit. Rod Jeziorowski (1), a deckhand/tankerman with SlU-contracted Hannah Inland Waterways, came to the Algonac Hall last month to receive some Welfare information from SIU Dispatcher Tom Bluitt. 6 / LOG / February 1978 I �Long Beach Committee rI r I I I I I I I I I I I I I by SIU Executive Vice President I I I I Frank Drozak I I I I I I I When you need medical care in a foreign port, how do you make sure you I I I get it? American seamen have the right to fair and proper treatment if they become I I ill or injured on a foreign voyage. But to protect your rights, you have to know I your rights. This means following the procedures that have been established I I I for your benefit. I The first step, if you have to leave your ship to receive medical treatment in I I a foreign port, is to notify the ship's medical officer and request a Master's I If you are not fully paid off when you leave, you also have the right I I Certificate. to receive a reasonable money advance to cover necessary e^yjenses. I These are your rights as Seafarers according to Maritime Law and collec­ I I I tive bargaining agreements. I Equally important, you should notify the ship's chairman. The Union has I I received complaints recently from Brothers who have had problems getting I proper medical treatment in foreign ports. In order to prevent these problems, I we are now requesting all ship's chairmen to wire Union Headquarters anytime I I a crewnieniber is paid off in a foreign port due to illness or injury. I I Last month, we notified all ship's chairmen of this procedure. But I'd like I I to point it out again here .so that all Brothers will realize why it is important. I Some Seafarers have recently been denied their requests for a Master's I I Certificate. Others have been paid off in foreign ports without a pay voucher. I They have arrived in the States, without funds, hundreds of miles from their I _ I port of engagement. To complicate these problems, they have arrived after • I normal business hours and on weekends or holidays, preventing contact with I company involved. | I theAfter the Union receives notice from the ship's chairman, we will be able | to I contact the company to request that proper medical attention be provided to I the Seafarer involved, in accordance with his full rights. This includes specify-' I ing that he be sent back to the States as soon as his medical condition permits 1 I Letters have already been sent to all of our contracted companies, advising § them to conform to these procedures. But we also need your cooperation in | I these matters to insure that your rights as American seamen are carried out. g I I Heatlq uarters Notes N.Y. Patrolman Teddy Babkowski (seated center) and SlU Representative George Ripoll (seated back to camera) check the books of part of the Ship's Committee of the SS Long Beach (Sea-Land). They are (seated I. to r.): Chief Cook John Tilley, steward delegate, and Engine Delegate Walter Jorgensen. Standing (I. to r.) are: Bosun Frank White, ship's chairman; AB David Manzanet, deck delegate, and Crew Messman Udjang Nurdjaja. The ship paid off recently in Port Elizabeth, N. J. Tlger(Shark) in Their Tanker Capt. Gus Kukunas "of the good old ST Erna Elizabeth" (Hudson Waterways) sent in this photo recently of (rear I. to r.): Chief Steward Bobby Fletcher holding on to fin of 8 foot, 9 inch marlin swordfish; Chief Pumpman Jim Beatty, and Recertified Bosun Neil "Biackie" Matthey hanging on to a 11 V2 foot tiger shark they hooked in Parita Bay, Panama while they were waiting for a cargo of Alaskan crude. Also helping in the catch was (front) AB Joe Stanton. Christmas Goodies A'-Comin' On Christmas Day on the VLCC Maryland (lOM) Baker Richard "Jimmie" Sherman (left) displays a huge holiday cake he's just baked for the crew. In the center is Chief Steward Roy Fletcher. Messman Jim Pilski gets ready to serve the hors d'oeuvres. The yule dinner was served 40 miles off Galveston where the tanker was anchored in the offshore lightering area. (Photo by crewmember. Seafarer Vincent Cortellacci). I I I would also like to call your attention to recent events in the inland field I that are covered in this issue of the Log. These are the latest educational con- • I I ferences held for SIU Boatmen. I Two were held during the past month. One was for Great Lakes tug and I at the new SIU Hall in Algonac, Mich, (pages 19-22). The other I I dredgemen was for Atlantic Coast shipdocking Boatmen and was held at the Harry I I Lundeberg School in Piney Point, Md. (pages 13-15). I If you've been reading the Log, you know that conferences like these have I I been going on for a full year now. They began with Boatmen from the Gulf and I have now covered inland members from all geographic areas where SIU- I I contracted companies operate: on the Mississippi River system, the Atlantic I I Coast, and the Great Lakes. I While the educational agenda has been similar, each of these conferences is I a worth reading about because each provides some new information about SIU I 1 Boatmen in different parts of the country. Working conditions and industry I differ from region to region. Each conference offers insight into how I 1 economics the membership works within these differences to achieve common Union 1 goals—stronger contracts, better benefits and increased job opportunities. The I 1 Great Lakes conference should be especiaUy interesting because it is the first I I 1 one held in this area. Since the merger of the Inland Boatmen's Union and the SIU in September, I 1 1976, we have been searching for better ways to meet the needs of the inland 1 membership. These conferences have proved to be an effective way to find out I 1 what those needs are throughout the country. And they have proved to be a I 1 very good way for the officials and the membership to work together to achieve I goals. 8 a these We've been doing it by communicating—by talking to each other at these 1 a conferences and breaking down the barriers of misinformation or misunder­ standing that have stood in our way. 1 had the privilege of serving as chairman 1 of the Great Lakes conference. Along with the 14 Lakes delegates who at­ 1 tended, I learned a great deal aoout that segment of the industry that I'd like 1 to pass on to my brothers. 1 I'd like to share my experience with you because I think it will help you| understand what we're up against and what we're trying to achieve for SIU _ boatmen. And the best way I can do that is through the Log. I urge you to read • the articles on the Great Lakes and Atlantic Coast conferences and find out I what's happening in these important parts of our industry. | Feb.uary 1978/ LOG/7 1. u �The Lakes Picture ALGOXAC Algonac Port Agent Jack Bluitt said, "it looks like a real early fit-out this year." As soon as the weather breaks ships will begin fitting up to handle the demand for ore that is a result of the late settlement of the ore miners strike. Figures from the U.S. Post Office in Detroit that provides mail .service to all up- and down-bound vessels indicates there were 177 more vessel pas­ sages in 1977 than in 1976. The Detroit Post Office tallies all ships that pass by its central location. It said there were a total of 2,941 American vessel passages upbound Detroit, 1,615 Canadian upbound and 822 deep sea upbound passages for a total of 5,378. The downbound passages included 2,907 American vessels, 1,570 Canadian and 822 downbound deep sea'ships for a total of 5,299. Though the 1977 totals exceeded those for 1976, this does not mean more ships ran last year than the year before. In fact, fewer vessels were running last year but there were several newer ships which were able to make runs more frequently than the older vessels. BUFFALO Buffalo's shipping industry comes mostly from the city's flour mills. Along the waterfront are four major mills and there are two smaller mills in the city. The 12 million tons of flour milled in Buffalo last year made the city the largest milling center in the country, a distinction it's held for 47 years in a row. When Buffalo first became prominent as a flour-milling center it was be­ cause the most efficient way of producing and shipping flour was to move the wheat via laker as far east as possible, mill it, then take it to market by train or truck. Buffalo was that easternmost point. Now, however, more and more wheat is coming from Kansas and other western areas that have no access to Great Lakes shipping. Cargill, Inc., a grain concern, recently announced plans to construct a $2.5 million bulk flour terminal in Barksdale, Md. which would receive the flour from the company's three Kansas-based mills. Fears have been voiced that Cargill's move could set a precedent and that other companies will abandon their Buffalo mills and open facilities in the west. If these fears materialize, it will necessarily mean a severe cutback for Great Lakes grain carriers which include the entire SIU-contraded Kinsman fleet and some American Steamship Co. vessels. With a never-say-die attitude, however, the state of New York has desig­ nated funds to the Niagara Frontier Transportation Authority for studies on a Buffalo-based, waterfront transshipment center. The facility, which will cost a projected $32 million to build, will handle low-sulphur western coal and other bulk materials. ENVIIULY^IFIYT When the Soviet, nuclear powered naval reconnaissance satellite Cosmos 954 reentered the earth's atmosphere in late January and broke up over northwest Canada, the U.S. and Canadian governments sent out "sniffer" planes to assess the risk of radioactive contamination. In the weeks follow­ ing the incident, conflicting reports surfaced on the danger posed by the uranium 235 that the reactor was carrying. Air samples over a wide area in­ cluding western and central Canada and the Great Lakes area on both sides of the border were tested. But any problems resulting from the crash remain to be seen. LAY-ITP SCIIEDVLE Following is the lay-up rosier for all SlU-contracted Great Lakes vessels. Chicago, III. Detroit Edison and Sam Laud (both Am. Steam­ ship Co.) Cleveland, Oh. Consumers Power (Am. Steamship) and Paul H. Townsend (Huron Cement Co.) Detroit, Mich. Buffalo (Am. Steamship), ST Crapo (Huron Ce­ ment), Columbia and Ste. Claire (both Bob Lo Co.) Duluth, Minn. Harry Allen (Kinsman Lines) Erie, Pa. Niagra, Lakewood, J.F. Schoelkopf, St. John, Loc Bay (all Erie Sand Steamship Co.) Green Bay, Wise. J.B. Ford, E.M. Ford (Huron Cement Co.) Lorain, Oh. Richard J. Reiss (Am. Steamship) Milwaukee, Wise. Medusa Chailenger (Cement Transit Co.) Monroe, Mich. John T. Hutchinson (Am. Steamship) Muskegon, Mich. H. Lee White (Am. Steamship) Sandusky, Oh. John R. Emery (Erie Steamship) Sturgeon Bay, Wise. Belle River, St. Clair (Am. Steamship) St. Ignace, Mich. Arnold Fleet (Seven vessels) Superior, Wise. Frank Denton (Kinsman) and J.A.W. Iglehart (Huron) Toledo, Oh. George Steinbrenner, Paul L. Tietjen, Merle McCurdy, Alastair Guthrie, George D. Goble, Henry Steinbrenner, C.L. Austin, Kinsman Enterprise (Kinsman Lines), Nicolet, Joseph S. Young, John A. Kling, Adam E. Cornelius, John J. Boland, Roger M. Kyes (Am. Steam­ ship) and William R. Roesch and Paul Thayer (Pringle Transit Co.) Utica, NY Day Peckinpaugh (Erie) When the LOG went to press, the Sharon, McKee Sons, and Charles E. Wilson, all American Steamship, were on their way to lay-up. The Ann Arbor carferries, the Chief Wawatam (Mackinac Transportation Co.) and the Straits Transit Inc. fleet are still operating. Total lay-up of SIU ships on the Great Lakes is 49 vessels. FRAYKFORT Mackinac Transportation Co.'s car ferry, the Chief Wawatam, had a close call in December. One of the Wawatam's moorifig cables broke during a gale at St. Ignace, thrusting the vessel into the pilings of an old dock. The Wawatam, which received no damage, waited patiently until the Coast Guard came and righted her several hours later. sMimrn SAILING A bill in the U.S. House of Representatives and one in the Senate include proposals to authorize funds for a Great Lakes icebreaker. The most power­ ful icebreaker currently in use on the Lakes is 35 years old. Mark Austad, the former U.S. ambassador to Finland, and the Great Lakes Carriers Association are trying to get the government to agree to purchase a Finnish icebreaker. Austad thinks the Finns build better icebreakers than the U.S. He claims that his interest is to keep the Lakes free of ice in the best way possible, not to help Finland. Pointing to figures from the U.S. Corps of Engineers, Austad said, "60,000 jobs are lost every day the lakes are frozen. That comes out to $2 million a day in lost wages." New Great Lakes Wage Rates— Effective January I, 1978 Under the Collective Bargaining Agreement, Article 4, Section 3; Article 5, Section 3; Article 7, Section 3, the following wage rates are effective as of January I, I97H: HOURLY TIME AND RATE STRAIGHT ONE-HALF 1.5 TIME Wheelsman Bosun Able Seaman Watchman A .B.—Deckwatch O.S.—Deckwatch Deckhand Gatenian Conveyor Engineer Conveyurman Q.M.E.D. Assistant Conveyorman Pumpman Scraperman 8 / LOG / February 1978 6.685 6.665 6.63 6.575 6.21 5.76 5.61 6.58 7.15 6.805 6.91 6.62 6.58 6.58 10.03 10.00 9.945 9.86 9.315 8.64 8.415 9.87 10.725 10.21 10.365 9.93 9.87 9.87 DOUBLE TIME 2.0 DOUBLE TIME & ONE-HALF 2.5 13.37 13.33 13.26 13.15 12.42 11.52 11.22 13.16 14.30 13.61 13.82 13.24 13.16 13.16 16.71 16.66 16.575 16.44 15.525 14.40 14.025 16.45 17.875 17.01 17.275 16.55 16.45 16.45 HOURLY RATE TIME AND STRAIGHT ONE^HALF TIME 1.5 Oiler Fireman-Watertender Fireman-Handyman Fireman Wiper Steward (Standard Lake Freighter) Second Cook Passenger Porter Night Porter Second Cook (Reduced Galley) Porter (Reduced Galley) Porter DOUBLE TIME 2.0 DOUBLE TIME & ONE HALF 2.5 6.685 6.61 6.61 6.575 5.61 10.03 9.915 9.915 9.86 8.415 13.37 13.22 13.22 13.15 11.22 16.71 16.525 16.525 16.44 14.025 8.21 6.425 5.71 5.71 12.315 9.64 8.565 8.565 16.46 12.85 11.42 11.42 20.525 16.06 14.275 14.275 6.535 5.71 5.61 9.80 8.565 8.415 13.07 11.42 11.22 16.34 14.275 14.025 X. NOTE: On February J, 1978 a new "COLA" adjustment of seven cents (7t) tion to the above rates. �Witt Seafarers International Union of North America, AFL-CIO FEBRUARY 1978 Legislative, Administrative and Regulatory Happenings Congress Postpones Senate Debate On Rivers User Charge OCS Bill Passes; 'Hire American' Wins House Approval The Senate has again postponed debate on legislation imposing a user charge on commercial operators on the nation's inland waterways. Last */ year, the House passed a bill which would put a 4 cents a gallon fuel charge on the users of most of the in­ land waterways system. That tax would rise to 6 cents a gallon inn 1981. The House-passed bill also autho rizes construction of a new lock at Alton, 111. on the Mi.ssissippi River. The Lock & Dam system at Alton has created a serious bottleneck on the upper rivers because of its de^ terioration. In the Senate, a move is on to im­ pose a much higher tax. This would create very serious problems for SIUcontracted inland waterways opera­ tors because it would force them to raise their rates to make them less competitive with the railroads. The powerful railroad lobby has found a champion in Senator Pete Domenici, a Republican from land­ locked New Mexico. Sen. Domenici's latest proposal is for a 15 cents a gal­ lon tax on all of the inland system— and that could go higher. Atlantic Coast Harbor Boatmen . Examine SIU Washington Activities The SIU continues to oppose any charge or tax on the rivers system. However, since the industry backed the House bill because it feared that Locks & Dam #26 would not be re­ paired without such a charge, our efforts arc now aimed at keeping the charge within the limits set by the House. Still another group of SIU Boatmen from Baltimore, Norfolk and Phila­ delphia came to Washington this month for a first-hand look at the legislative and political activities of their Union in the nation's capital. During their visit, the group talked with the SIU's legislative and political staff at the AFL-CIO Maritime Trades Department, and the research and education staff at the Transportation Institute. Later, they had lunch at the National Democratic Club where they met and talked with Senator Charles Mathias (R-Md.), Congresswoman Barbara Mikulski (D-Md.), Rep. Paul S. Trible (R-Va.), Rep. William Whitchurst (R-Va.), Rep. Raymond Lederer (D-Pa.), and Rep. Michael "Ozzie" Meyers (D-Pa.). The Washington visits are part of the SIU's continuing efforts to keep the membership informed about the many problems facing the maritime industry, and to acquaint the membership with the Union's programs for encouraging the development of the industry. The House early this month passed a bill that would require that all exploration and drilling rigs on the U.S. outer continental shelf—in­ cluding their crew and supply boats —be manned by American workers. The vote on final passage was 29191. However, an SlU-backed amend­ ment which would have required that all equipment used on the outercontinental shelf be built in the U.S. was narrowly defeated, 208-201. The Senate passed its version of Outer Continental Shelf legislation last July. The Senate bill does not contain any "Hire American" or "Build American" provisions. The House and Senate bills will now go to a joint conference where the differences between the two ver­ sions of the bill will be ironed out. The SIU will continue its efforts— with the support of the AFL-CIO Maritime Trades Department—to make certain that the final draft of the bill includes provisions that will guarantee jobs and job security for American workers. ! t 4'' ^ , I- In Committee. On the Agenda in Congress... OCEAN MINING. Three bills relat­ ing to Ocean Mining have been re­ ported by the House International Relations Committee, the House Merchant Marine and Fisheries Committee, and the House Interior and Insular Affairs Committee. The SIU's legislative and political staff in Washington have been on top of these bills from the very beginning to make certain that the jobs that SPAD is the SIU's political fund and our political arm in Washington, B.C. The SIU asks for and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the EEC in Washington, D.C. will be created by this new industry will be reserved for American workers. As reported by the Merchant Ma­ rine Committee, and the Interior Committee, the bills require that mining, processing and ore carrying vessels must be under the U.S. llag with American workers aboard, and that the minerals mined from the deep seabed must be processed in the U.S. The bill coming out of the Inter­ national Relations Committee is watered down in this area, but would require the "maximum employment" of U.S. workers. Hearings DEFENSE BUDGET. The Senate Armed Services Committee has begun its annual series of hearings on the Defense Budget. The SIU's legis­ lative staff is attending these hearings to monitor the position of both the Congress and the Defense Depart­ ment with respect to the U.S. mer­ chant marine. LNG. The Energy Subcommittee of the House Interstate and Foreign Commerce Committee is now hold­ ing hearings on the importation of liquified natural gas. COAL SLURRY PIPELINE. Legisla­ tion on granting rights to transport pulverized coal through pipelines has been bouncing around Congress for some time now. Once again, hearings are being held by the House Interior and Insular Affairs Commit­ tee. We're opposed to this because pipeline transportation of coal would seriously affect the business of SIUcontracted barge operators, and would undercut the job opportunities of Inland Boatmen. MARAD BUDGET AUTIIORIZArioNs. The Subcommittee on Mer­ chant Marine of the House Merchant Marine and Fi.sheries Committee is now holding hearings on the 1979 Budget for the U.S. Maritime Ad­ ministration. COAST GUARD BUDGET. The Coast Guard Subcommittee of the House Merchant Marine and Fisher­ ies Committee is holding hearings on the 1979 budget. OCEANS AND ATMOSPHERE. The Oceanography Subcommittee of the House Merchant Marine and Fisheries Committee is continuing budget authorization hearings for the National Advisory Committee on Oceans and Atmosphere (NACOA). February 1978 / LOG / 9 .n*i 1 �Young Engineer Made Full Use of HLS Courses "You asked for it, you got it!" Chief Engineer Larry White, 27, dis­ covered, that when it comes to upgrad­ ing courses at the Harry Lundeberg School, this is more than just a catchy slogan. Soon after Brother White started out as an SlU Boatman, he found out that he would have to get a license to get the kind of job he wanted. But this was 10 years ago when the Lundeberg School just opened in Piney Point, Md. The special courses he needed to prepare for the licensing exam were not yet available. A native of Norfolk, Va., White got his first job away from home in 1968 as a deckhand with Steuart Transport of Piney Point, Md. But he had a na­ tural inclination to "fiddle around with motors," he said. By 1970 he was help­ ing out in the engine room of Steuart's towboats. He got a lot of help and en­ couragement at the time from Engineer Willard White (no relation), he added. Fowt First Steuart Transport is located very close to the Lundeberg School and White's desire to gain more engine skills led him there often in his spare time. His first step up was the FOWT endorsement. But that was the highest engine rating he could prepare for at the School at the time. INLAND Chief Engineer Larry White prepared for his licensing exam at the Harry Lundeberg School and returned there recently for an Atlantic Coast Inland Boatmen's Educational Conference. He is shown here giving his wrap-up comments at the Conference. Along with Boatmen like White, SIU officials were aware of the growing need for courses leading to inland licenses. White asked for one almost every time he visited the school. Before too long, the Union was able to give him the chance he needed to move up. "One day. Bob Kalmus (HLS Voca­ tional Director) told me, 'Hey, we've got that diesel course you've been ask­ ing for.' I said, 'Okay, enroll me.' " Only a year-and-a-half later. White had completed the courses for Assistant and Chief Engineer of Uninspected Towing Vessels and passed the exams for both licenses. The Chiefs license wa.s While's ticket to higher pay and just the kind of job he was looking for. At Steuart he was sometimes away from home pushing barges for as long as a month at a time. This was hard on his wife, Jackie, and his three small daughters. He wanted harbor work closer to home and through the SIU Hiring Hall, he found it at Curtis Bay Towing in Nor­ folk where he now works as Chief Enginecr on shipdocking tugs. "I never would have gotten the job without the license," he stressed. At 27, he is the younge.st chief engineer in the company. White had a chance to visit the Lun­ deberg School recently at the first At­ lantic Coast Educational Conference held there for shipdocking SIU Boatmen 2 Boatmen Get High School Diplomas at HLSS Two more SIU members, one 43 and the other 27, have achieved their high school equivalency diplomas through the Lundeberg School. They are Boat­ men Alexander Borawick and Carl Barrett. Brother Borawick is from Baltimore, Md. and works for Curtis Bay Towing. He has been an SIU member for 22 years. Seafarer Borawick, 43, dropped out of school in the eighth grade. "In school there were a lot of kids and the teachers rushed you through the grades." Brother Borawick was very impressed by the teachers and the pro­ gram at HLS. "The teachers were pa­ tient and understanding. They helped me with a problem until I understood He lives in Houston, Tex. and has been a member of the Union for nine it." years. Brother Barrett, 27, quit school This is not Seafarer Borawick's first visit to the Lundeberg School. He got at the beginning of his senior year. He feels that "the GED program is good. his firefighting ticket and recently com­ The teachers are patient and give each pleted the course for his Lifeboat en­ dorsement. Brother Borawick has plans student individual attention." After be­ ing out of school for a while Carl said to get his AB endorsement at HLS also. that, "the course wasn't as hard as I When asked if being away from had anticipated." school for so many years affected him This is Brother Barrett's first visit in the GED course. Brother Borawick to the Lundeberg School and he en­ commented, "I have read a lot aboard our boat and it was a joy to study at the courages his fellow Seafarers to take Lundeberg School because I really advantage of the opportunity at HLS wanted that high school diploma." Sea­ for a high school diploma. "1 know I would never have gotten it on my own," farer Borawick added that he did not he said. think he would have the chance to get So far, 980 Seafarers have earned his diploma, but the Lundeberg School high school diplomas through the GED made it possible. program at HLS. If you are interested Seafarer Carl Barrett was curious about the Lundeberg School and the in attending the Lundeberg School to high school equivalency program. study for your high school equivalency Brother Barrett learned about the GED , diploma, contact your SIU representa­ tive or write to the following address: program by reading the Log. Harry Lundeberg'®chool Academic Education Department Piney Point, Maryland 20674 I from Nov. 27 to Dec. 3, 1977. He said he was very impressed with the new Vocational Building and special engine room training facilities that have been added since he attended the School. And he plans to take full advantage of these new additions. He wants to up­ grade again so that he can work on vessels of higher horsepower. He is also very interested in the School's LNG courses, "for my own enlightenment and in order to prepare for the future," he said. White is looking forward to the tug and barge industry developing its potential to transport LNG. "I don't want to be caught off guard in the. future," he explained. "I'm still young and I'm still planning to move up with the times." Tow Licenses Expire in'78 Towboat operators who received their licenses in 1973 should be aware that ^:he licenses must be re­ newed in 1978. Since this affects a large number of operators, the Coast Guard asks that all involved avoid the prob­ lems of a last minute rush. Li­ censes can be renewed within 90 days of expiration. The license may be renewed at any Coast Guard Marine inspec­ tion/Safety Office which conducts licensing transactions. Applicants for renewal should present a letter or other evidence of service under their license within the last three years. They should also be prepared to complete an "open book" exer­ cise on Rules of the Road, which apply to their licensed area, and an "open book" exercise on the Pollution Prevention Regulations. Newark's Minutes:Tragic Alexander Borawick Notice on The nineteenth part of the Log series showing how various organiza­ tions and laws affect the job security of SIU members will not be run this month due to production difficulties. However, the .se'^es will be continued in the March issue of the Log. Carl Barrett Kokhanok Bay, Homer, Kenai, Mt. Redoubt, and Palmer Moun­ tain View are only a few places of interest you pass as the pilot takes you through Cook Inlet into Anchorage, Alaska. In the ship's minutes of Dec. 18, 1977, Chairman W. Mason aboard the SS Newark (Sea-Land Service) had been piloted through Cook Inlet and his ship was on her way again out of Anchorage. The pilot is transferred from ship to ship by chopper pilot. After assisting the SS Newark, the pilot was to meet the SS Great Land. However, it was learned that an accident had occurred and the 10 / LOG / February 1978 EES SO pilot and chopper pilot had gone down in Cook Inlet. All crewmembers and officers immediately offered help and searched the surrounding area for any sign of them. However, it was to no avail and it was soon learned that they had succumbed to exposure and there was no hope. The officers and crew offered their condolences and observed one minute of silence in their memory. �n Scholarship Program for Boatmen Is Launched Twenty four SIU Inland Boatmen have won scholarships at the Harry Lundeberg School to train for a Towboat Operator's license in an inno­ vative program sponsored by the Transportation Institute. The scholarship program provides $125 weekly to each of the success­ ful scholarship applicants, along with free room and board and all necessary supplies for the 12-week period of training at the Lundeberg School. The program was initiated by the Transportation Institute in order to insure an available source of skilled Boatmen aboard vessels of the Institute's member towing com­ panies. Transportation Institute is a Washington based research and in­ dustry promotional organization consisting of 160 companies engaged in inland waters, harbor, and deep sea transportation. Herb Brand, president of the Transportation Institute, stated that the scholarship program "was adopted by the Board of Trustees in view of the critical need of mem­ ber companies for skilled mates and pilots, It is the Institute's view that the companies' employees are the Towboat Scholarship Winners Name Company Port George Mowbray John Norris David Marotto Luis E. Negron Garcia George A. Johnson Emmett Proudfoot James James Robert Lukowski Monte Cross G & H Towing National Marine National Marine Caribe Towboat Corp. Inland Togs Caribe Towing Red Circle Curtis Bay Moran Towing of Texas Crescent Towing Inter Ocean Trans­ portation (lOT) lOT Hannah Inland Waterways Corp. Sabine Towing Allied Towing Hunt Oil Dixie Carriers Dixie Carriers Caribe Towing lOT lOT American Commercial Barge Line Caribe Houston, Tex. Piney Point, Md. New York, N.Y. San Juan, P.R. John Brown Robert F. Hodgins Don Braddy Alexander Sweeney Frank Jewell Michael Hladky James Price Darrell Looney Donald Hyde Glenn McDonough Richard Kulakowski Paul G. Pont John Lane Frederick Shiferdek 10 HLS Entry Grads Ten of the 24 winners of the Transportation Institute Towboat Operator Scholarship are gradu­ ates of the Harry Lundeberg School Inland Entry Training Program. This figure is a tribute to the job the Lundeberg School St. Louis, Mo. Mobile, Ala. Tampa, Fla. Baltimore, Md. Port Arthur, Tex. best potential source for obtaining additional skilled manpower.". Brand added that in addition to the advantage to the boat companies, the scholarship program provides greater incentives for SIU Boatmen to upgrade their skills and improve their earning power. Classroom, Practical Training The 12-week training period will include classroom and hands-on training, which will take place aboard the School's single-screw tug, the CL-2, and its twin-screw towboat, the Susan Collins. HLS is lo­ cated in Piney Point, Md. Each of the scholarship winners will be given intensive instruction and training. This will include ma­ neuvering with single and multibarge lows, fircfighting, rules-of-theroad, navigation, and first aid. The final period of the course will concentrate on preparing the Boat­ men for the Coast Guard examina­ I tion for towboat operator. Upon completion of the course and passing the Coast Guard exam, the newly licensed operators will work aboard vessels operated by Transportation Institute member companies for a minimum of two years. The SIU Boatmen who won the first scholarship were selected by a three-man Scholarship Selection Committee. It consisted of Trans­ portation Institute President Herb Brand; Capt.jRichard W. Stone, di­ rector of ;haritimc affairs, and Richard Saul, director of inland waterways research. The Institute advises that appli­ cants who were not selected for the first round of scholarship awards are eligible for further consideration. Eligible Boatmen are urged to apply for the next towboat operator's scholarship which will start on May 29. Further information may be ob­ tained from SIU port officials or from the Harry Lundeberg School. New Orleans, La. Norfolk, Va. it Philadelphia, Pa. Detroit, Mich. Port Arthur, Tex. Norfolk, Va. Norfolk, Va. Mobile, Ala. New Orleans, La. Jacksonville, Fla. Philadelphia, Pa. Philadelphia, Pa. Jeffersonville, Ind. Jacksonville, Fla. is doing in preparing young men for careers in maritime. Hazel Brown, president of the School, said she was pleased to see 10 HLS grads among the scholarship winners. She said, "these Boatmen, as graduates, are an example for all of their fellow Boatmen. At HLS, they received Thomas Nelson Committee P The Towboat Operator Scholarship Selection Committee was made up of three people from the Transportation Institute. On hand as an advisor to the Committee was Bob Kalmus, left, director of vocational education at the Lundeberg School. The Selection Committee included, from Kalmus' left: Herb Brand, president of the Transportation Institute; Rich Saul, director of Inland waters research, and Capt. Richard Stone, director of maritime affairs. scholastic abilities and basic skill training which helped them to succeed in the scholarship compe­ tition." Ms. Brown also said, "their presence in this program—and really the scholarship program it­ self—confirms the faith of the SIU and its contracted companies in the value of education. While these students are here, everyone at the School will be working to help them improve their careers. We're delighted with this oppor­ tunity, because our goal at HLS has always been to help every SIU Boatman advance on the career ladder as far as he wishes." Editor, Change of Address Or New Subscriber I.OG 675 Fourth Ave., Brooklyn, N. Y. 11232 1 would like to receive the LOG—please put my name on your mailing list. (Print In/armallon.} NAME ADDRESS CITY STATE ZIP. SIU members please give: Standing is SIU Patrolman Teddy Babkowski at a payoff recently aboard the SS Thomas Nelson (Waterman) at the Military Ocean Terminal in Bayonne, N. J. With him is most of the Ship's Committee of (seated I. to r.): Chief Steward S. Rothschild, secretary-reporter; Recertified Bosun Donald L. Chestnut, ship's chairman; AB W. E. Thomson, deck delegate, and Steward Delegate Bob Garrett. Bk # Soc. Sec. # / /. TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing label from last issue received. ADDRESS CITY STATE ZS». February 1978/ LOG / 11 | �Poorly Maintained Creek Tanker Caused Explosion On April 7, 1974, the master of the Greek registered tanker M/V Elias re­ ported a fire aboard the vessel to the Coast Guard and requested emergency aid. Forty-four minutes after the first call the vessel, which was 100 miles out at sea, again contacted the Coast Guard, saying the fire was under con­ trol. The ship continued to the port of Philadelphia to discharge its cargo of crude oil. Two days later, as the Elias was moored at the Atlantic Richfield Com­ pany Oil Terminal, the vessel ex­ ploded, burned and sank. Nine crew members and four visitors died or were missing; 13 others were hospital­ ized with injuries. The Elias was com­ pletely destroyed and damage occurred to a Liberian ship, the Steiniger, and to the ARCO terminal. The Coast Guard investigation of the casualty was hampered by several factors. The "variety of dialects, tech­ nical language and the necessity Of tak­ ing the witnesses testimony through an interpreter," were, according to the re­ port, major reasons for delay. In ad­ dition, the report had to be revised in 1977 to include the findings of salvage operations and the testimony of eye witnesses to the explosion. Though the Coast Guard de­ termined that "the ignition sowrce and location of the initial explosion aboard the M/V Elias cannot be determined," several factors strongly contributed to the accident. Heavy corrosion and holes in the cofferdam were found which, the re­ port stated, "amounted to an inherent safety defect in the vessel and indi­ cated that the vessel was not well maintained." The Coast Guard de­ termined that the responsibility for the hazardous condition of the tanker rested with the ship's owner and coun­ try of registry. A recommendation that "an in­ crease in the scope and frequency of examination of all tank vessels trans­ ferring hazardous materials in the U.S. ports," be undertaken was re­ jected by the Coast Guard. The Coast Guard said they already conduct ade­ quate investigations of U.S. tankers and that international treaties place the onus for regular inspection of foreign flag vessels on their country of origin. Knowledge of how a dangerous cargo, such as crude oil, reacts is es­ sential to the safety of the crew and the vessel on an oil tanker. Lack of knowledge, in the case of the Elias, may have been another contributing factor to the explosion. The CG report determined that the "most probable cause" of the fire and subsequent explosion was the ignition of vapors under pressure in the ves­ sel's No. 3 starboard cargo tank. This tank was nearly full while the vessel was in transit and heating of the oil in this tank would have caused it to expand even further, increasing the risk of explosion. It is vital for crewmembers aboard a tanker to know that the vapors above crude oil in a cargo tank will ignite at a lower temperature than the cargo itself, and that these vapors are extremely volatile under pressure. The Coast Guard's recommenda­ tions also included the following: fied to minimize the chance of accident; • that all tank vessels of significiant size (over 20,000 DWT) be fitted with an inerting system in the cargo tanks and that independent tests be con­ ducted to indentify the hazards as­ sociated with petroleum cargo and vapor aboard ship. The Coast Guard determined that these recommendations required no action on their part as, in most cases, the existing procedures were judged adequate. Point Julie Mate Has High Praise for Shipmates • that procedures for reporting fires on all inspected vessels scheduled to arrive at U.S. ports be implemented; In a letter to Recertified Bosun Wil­ liam E. Reeves and the deck depart­ • that tankers transporting unre­ fined or spiked petroleum cargoes be ment of the SS Point Julie (Birch Ship­ required to be designed and operated ping) recently, the vessel's Chief Mate to safeguard most effectively against Robert MacAlvanah had high praise for his shipmates: explosions; "As the voyage comes to an end, • that the wording of regulations covering visitors on tankers be clari- please convey to the entire unlicensed deck department my personal and sin­ cere gratitude for your excellent work and devotion to duty. I have a warm, good feeling each time I think of you, ••REGISTERED ON BEACH TOTAL SHIPPED •TOTAL REGISTERED JAN. 1-31, 1978 All Groups All Groups All Groups one of the best (and finest) crews I've Class A Class B Class C Class A Class B Class C Class A Class B Class C sailed with in almost 50 years at sea." Mentioned were OSs D. Buckley and DECK DEPARTMENT Port N. Garriott and ABs S. Bermudrez, R. 0 0 0 0 0 0 0 Boston 0 0 Dailey, S. Fabritsis, D. Pittman, S. 0 0 0 0 New York 0 0 0 ? 0 0 0 0 0 0 0 Philadelphia 0 0 0 0 Pottharst and S. Santos. 1 1 5 0 2 1 Baltimore 1 2 2 Mate MacAlvanah went on to say, in 0 0 0 0 0 0 Norfolk 0 0 0 part, that "While your work and efforts 0 0 0 2 Tampa 0 1 0 2 1 0 0 1 3 2 Mobile 0 4 3 4 cover a multitude of items, the follow­ 9 3 2 New Orleans 3 1 1 12 2 5 ing are outstanding: 0 1 0 Jacksonville 2 2 1 3 0 2 0 0 San Francisco 0 0 0 "You stripped, cleaned, painted 0 0 0 0 0 0 0 0 Wilmington 0 0 0 0 0 (with International orange) and re­ 0 0 0 0 Seattle 0 0 0, 0 0 stored the four life-boats inside and out 0 5 0 17 0 0 Puerto Rico 0 0 22 3 0 0 0 1 1 Houston to meet U.S.C.G. annual inspection. 3 1 0 33 9 2 19 2 Port Arthur 7 13 2 48 You painted the stack in less than half 0 0 3 2 1 36 Algonac 3 36 3 a day. 5 8 15 5 4 5 St. Louis 20 8 7 0 0 0 0 0 0 Piney Point 0 0 0 "You showed exemplary good con­ 0 40 8 1 27 Paducah 9 0 61 1 duct the eight days we were alongside 25 20 63 111 25 64 Totals 78 35 162 the dock discharging. Not one per­ ENGINE DEPARTMENT Port former. Nor was there an incident in­ volving our gang, ashore or aboard. 0 0 0 0 0 0 0 0 0 Boston 0 0 0 0 0 0 0 0 0 New York Your finest hour was when we expe­ 0 0 0 0 0 0 0 0 Philadelphia 0 rienced a full gale alongside the dock 0 0 0 0 0 0 0 0 0 Baltimore 0 0 0 with our ship in the most exposed, 0 0 0 0 0 Norfolk 0 0 0 0 0 0 0 0 Tampa 0 0 vulnerable berth of the entire port. Our 0 0 0 0 0 0 0 0 Mobile 0 ship was breaking our heavy moorings, * 0 0 0 0 0 0 New Orleans 0 0 0 0 0 0 0 0 0 1 1 Jacksonville 0 the cargo hose and the gangway were 0 0 0 0 0 0 0 San Francisco 0 0 carried away. Other ships were break­ 0 0 0 n 0 0 0 0 Wilmington 0 ing away from their moorings and dock 0 0 0 0 0 0 0 0 Seattle , • 0 ,0 0 0 0 > 0 0 0 0 0 Puerto Rico dragging anchors. All hell was brcal 0 0 0 0 0 0 1 0 Houston 1 ing loose. You could hear and see other 0 0 0 0 0 0 0 1 Port Arthur 1 ships plowing into each other. We saw 0" 0 0 0 0 0 0 1 Algonac 1 0 0 0 0 0 0 0 0 St. Louis 0 two American ships get great damage 0 0 0 0 0 0 0 0 0 Piney Point by pounding up on the breakwater, 0 0 0 0 0 0 0 0 0 Paducah 0 0 0 0 3 0 1 3 1 right in front of our eyes, 50 yards Totals away. It was a wild time for all hands. STEWARD DEPARTMENT Port Your seamanship, your willingness to 0 0 0 0 0 0 0 0 0 Boston do your duty, your quick turnout when 0 0 0 0 0 0 0 0 0 New York all hands were called and your intelli­ 0 0 0 0 0 0 0 0 0 Philadelphia 0 1 0 1 0 0 0 0 0 Baltimore gent handling of orders was outstand­ 0 0 0 0 0 0 0 0 0 Norfolk ing and in the finest tradition of the sea. 0 0 0 0 0 0 0 0 Tampa 0 n "On the trip home we had very bad 0 0 1 0 0 0 0 0 Mob'ie ..................... 0 0 0 0 0 0 0 0 0 New Orleans weather with only a few good days. 0 0 0 0 0 0 0 0 0 Jacksonville During the heavy rolling and storm, 0 0 0 0 0 0 0 0 0 San Francisco 0 0 0 0 you did a marvelous butterworthing 0 0 0 0 0 Wilmington 0 0 0 0 0 0 0 0 0 Seattle and mucking effort despite the usual 2 0 0 0 0 0 0 0 2 Puerto Rico problems of insufficient personnel, 0 0 0 0 0 Houston 0 0 0 0 0 2 1 0 1 Port Arthur 2 0 1 0 steam, pressure, hot water, etc. The 0 0 0 0 0 0 0 0 0 Algonac mucking was most difficult, heavy with 3 1 2 0 1 St. Louis 0 1 0 3 rust. Special mention should be made 0 0 0 0 0 0 Piney Point 0 0 0 8 0 0 5 0 Paducah 2 0 2 6 about the chief pumpman, E. Blan13 5 3 5 0 4 3 Totals ' 11 4 chard, who cooperated all the time. Also those other crewmembers who 67 Totals All Departments 85 39 176 30 23 69 28 122 helped us with the tank cleaning. •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. "I would be most happy to sail with anyone or all of you again." Shipping Report for Inland Waters 12 / LOG / February 1978 �3rd Shipdocking Confab Looks to Future Art Miller, relief mate in port of Phiiladelphia, suggests that the Union negotiate an Early Normal Pension Benefit in con­ tract negotiations later this year. It was the third and last in a series of week-long educational conferences at the Lundeberg School for SIU tugmen who handle the shipdocking business in the ports of Philadelphia, Baltimore, and Norfolk. The youngest delegate was a 21-year old deckhand from Baltimore. The old­ est a 66-year old chief engineer from Norfolk, in beteween were 26 of their fellow Boatmen of varying ages, back­ grounds, and work experience. Yet all 28 men had one thing very much in common—concern for the fu­ ture. They were concerned about the poli­ tical and economic problems facing the maritime industry. They were con- - Mike Sacco, HLS vice president and SIU Headquarters representative, says that educational conferences are an attempt to break down any communication bar­ riers that may exist between officials and membership. cemed about their wages, working con­ ditions, and welfare benefits. In brief, they wanted to know where they stood as Atlantic Coast harbor tugmen today. They wanted to know what the future prospects were con­ cerning their jobs and job security. And they wanted to know what the SIU was planning to ensure a bright future for them and their dependents. This six-day Educational Confer­ ence (Jan. 30 to Feb. 4) was designed to answer all these questions, as well as to give these members an overview of the inland industry. This included its history, its present situation, and where it is heading in the future. Mike Sacco, SIU headquarters rep- L The Lundeberg School was not new to Ed Hultz, mate for Curtis Bay in Phila­ delphia. Hultz got his pilot's license through the School in 1973. # Delegate Peter Schaefer suggests the SIU should negotiate a jointly adminis­ tered labor-management vacation plan in upcoming contract talks. Schaefer sails captain for Independent Towing in Philadelphia. m- • 1^^ i- -V '^ , V-:. ..f --1 Al Smith, relief man in Philadelphia, said he was glad for the opportunity to get together with Union officials and discuss the problems facing the Union. jSUj-vFrr-r#' U'Ifj t| t iii i:li i ; f .1 i J ? ^ u M1 •I < t-i 1 •» •A '/Mf '-:M Margaret Nalen, director of academic education at the School, tells delegates about the School's GED high school equivalency program. i resentalive and vice-president of the Lundeberg School, set the tempo of the Conference in the opening session. Sacco said, "the SIU is an effective organization because we have a united, well-informed membership. But to re­ main effective, we must be sure that no Delegate Marvin Gllden represented SIU communication barriers exist between tankermen from the port of Norfolk. Gll­ the SIU leadership and SIU members." den works for-McAllister Bros. He continued, "this Educational Conference, and others like it, is an first two days were spent going over attempt to break down any communi­ the benefits already available to SIU cation barriers that may exist today, as members. well as to prevent others from popping HLS President Hazel Brown and up in the future." Charlie Nalen of the HLS vocational To present these delegates with the staff gave a rundown of all the up­ total spectrum of the inland industry grading programs available to Boatmen. and the SIU's involvement in It, the Many of the delegates had never been to the School before and were very im­ pressed with what they saw. Tom Cranford, head of the SIU claims department in New York, gave a presentation on the benefits presently provided by the Welfare Plan. During this discussion, the delegates expressed a desire to increase these benefits durContinued on Page 14 - ii",] :} Ir:?. • Norfolk Port Agent Gordon Spencer ex­ plains the roleSPAD plays in the SlU's political activities. Robert "Jake" Jacobs, engineer for.Curtis Bay in Norfolk, says that the member­ ship must stick together and support the Union "if we are to continue to move ahead." Delegate John Bethel, relief deckhand from Philadelphia, graduated the HLS Entry Training Program in 1973. February 1978 / LOG / 13 �Pat Pillsworth, port agent in PIney Point, urges delegates to take advantage of upgrading opportunities available to Boatmen at thie Lundeberg School. Continued from Page 13 ing contract negotiations later this year. Baltimore Port Agent George Costango then gave a rundown of the SIU Pension Plan and how the plan was affected by the Employee Retirement Income Security Act. During this dis­ cussion, the delegates expressed a great deal of interest in establishing an Early Normal Pension in their new contracts. This would provide a pension at age 55 after 20 years of employment time. The majority of the time during the Conference, however, was spent dis­ cussing prospects for the future. Chuck MoUard, SIU inland coordi- Norfolk Republican Congressmen William Whltehurst (center, striped suit and tie) and Paul Trimble (third from right) get together with Norfolk delegation during trip to Washington. The Norfolk delegation, from the left are; Robert "Jake" Jacobs; James "Monroe" Meeklns; Marvin "Tiny" Forbes; Marvin Gllden; Norfolk Patrolman "Scrap Iron" Jones; Sam Esely; George Papuchls; A. R. Daniels; VInce Kuhl; Dan O'Neal; L H. Meeklns, and Norfolk Port Agent Gordon Spencer. nator, talked about the possibility of establishing a Union administered va­ cation plan in the upcoming contract. Such a plan would provide benefits far above those already being paid to these Boatmen by their company vaca­ tion plans. The SIU recently negotiated a Union-administered vacation plan, the first ever in the inland industry, with most of the Union's contracted companies in the Gulf area. Mollard also gave a presentation of the SIU's involvement in political is­ sues affecting inland Boatmen. During this discussion, the delegates were most interested in the SIU's fight to ensure Norfolk Boatmen Dan O'Neal (I.) and Marvin Forbes shown during Conference O'Neal sails mate and Forbes sails engineer for McAllister Bros. Greg Lukowski, deckhand for Baker Whitely in Baltimore, tells the delegates, "we already have a good contract. Let's work together to make it better." Philadelphia Port Agent John Fay an­ swers delegate's question concerning SIU shipping rules. 14 / LOG / February 1978 1 ( m Boatman John Evans says that additional educational conferences should be held In years to come In the Interest of total communication. Evans sails captain for Curtis Bay In Baltimore. Chuck Mollard, SIU Inland coordinator, outlines the SIU's widespread political activities on behalf of SIU Boatmen. Attorney Carolyn Gentile, head of the SIU's Legal Department In New York, talks about the Employee Retirement In­ come Security Act and how It affects the SIU Pension Plan. that American workers alone will man and service all oil rigs involved in drilling on the U.S. Outer Continental Shelf. It was explained that this drilling could provide as many as 3,000 new jobs for American tugmen. A look at the SIU's political involve­ ment also included a trip to Washing­ ton, D.C. In the nation's Capital, the delegates visited the AFL-CIO Mari­ time Trades Department, which is headed by SIU President Paul Hall. The MTD is tlie center of maritime labor's political efforts to strengthen the U.S. merchant marine. Baltimore Boatman Ron Roman ernphasizes the need to stick together and work together to get better contracts and work­ ing conditions. Roman sails mate for Curtis Bay. Baltimore Port Agent George Costango talks about the possibility of establishing an Early Normal Pension benefit In the next contract negotiations with East Coast shipdocking companies. �% iJ Dairy Sanders, SlU patrolman out of Mo­ bile, told the delegates he was glad for the opportunity to learn about some of the problems facing Atlantic Coast Boat­ men. The Baltimore delegation met up with Democratic Baltimore Congresswoman Barbara Mikulski during their trip to Washington. The delegates with the Congresswoman are, from the left: Greg Lukowski; Manny Alvarez; Steve August; Baltimore Port Agent George Costango; Robby Machlinski; Herman Mooney; Dave Zents; John Evans; Ron Roman, and Bill Loesch. Stanley Zebrowski, an oiler with Taylor and Anderson out of Philadelphia, calls for increased communication on con­ tract issues among members of the three ports. The trip also included a visit to the Transportetion Institute, which is sup­ ported by SlU-contracted deep sea and inland companies. The Institute does research and educational work for the industry. The last two days of the Conference were spent discussing the needs and desires of the delegates for their up­ coming contracts. In general, the dele­ gates want higher wages and welfare benefits, as well as adoption of an Early Normal Pension benefit and the new vacation plan concept. Many of the delegates also want the language in their contracts firmed up so that the agreements for the three ports are more easily understood and add increased protection to their jobs and job security. Overall, the delegates were grateful for the opportunity to get together and discuss their problems. In fact, in their closing comments, many of the dele­ gates expressed interest in having ad­ ditional .educational .conferences .in years to come. Something else was very evident in the delegate.s* closing comments. These men recognize that they do not live in a completely secure world; fliat die industry and the SIU is faced with many problems. But as so many of them said, by sticking together and working together we can build a better future. Probably, the person who summed though, we have come a long way and I realize we still have a ways to go. But, believe me, only through union­ ism, by working together, are we going to stay together and continue to move forward." ••Wi: If - up the feelings and attitudes of these Boatmen best was Robert "Jake" Jacobs, who at 66 was the oldest among the delegates. He said, "I was around before there were any unions for us. Since then, I A r During the delegates' trip to Washington, Herb Brand (head of table right), president of the Transportation Institute, outlines the Institute's role in working for legislation beneticial to the towing indusry.TI is supported by SlU-contracted deep sea and inland companies. r'i i: I f'I ^ I" HLS President Hazel Brown explains to Conference delegates the kinds of up­ grading programs available to SIU Boatmen at the Lundeberg. School. Many of the delegates had never been to the School before this Conference. Tom Cranford, head of the SlU's Claims Department in New York, explains the benefits available to Boatmen through the Seafarers Welfare Plan. Dave Zents of Baltimore told the dele­ gates he gained "a wealth of knowl­ edge" about the Union during the Con­ ference. Zents works as mechanics helper in the Curtis Bay repair shop. February 1978 / LOG / 15 SB i' 1 I 'i Si t f |i f li i Jim Gannon, managing editor of the Log, tells delegates that reading the Log is the best way to keep informed on the issues that affect the jobs of SIU mem­ bers. The Log is the official publication of the SIU. I. �SlU Scholarship Winner Follows Family Tradition James Smith, son of Seafarer Stan­ ford Smith, carried on a family tradition when he won the SIU four-year college scholarship in 1971. Both Jim's older brother and sister were SIU scholarship recipients. His brother has a Ph.D. in chemical engineering, his sister has a Masters in library science and works in Houston. Jim said his father, a baker on a Sea-Land ship, was "always interested in having his kids get an education." Jim caught the education bug. After at­ tending Louisiana State University for Arecibo Committee James Smith Recerlifie-J Bosun Herminio Pacheco (standing far I.), shin's chairman of the SS Arecibo (Puerto Rico Marine Mgt.) is at a payoff recently in Port E'izabeth, N.J. with the Ship's Coii.mitlee and crewmembers, who arc drocscd to go ashore. They arc (standing I. to r.); AB Richa.^d Cotnstack. deck delegate; Engine Delegate Rubin Martinez; AB Ed Sliniuk; Steward Delegate Pedro Marunez, aiid Chief Steward Felix Flasto, secretary-reporter. Seated iS Cook and Baker George Mi Ciiang Oakland Committee four years as an English major, Jim went on to do graduate work at LSU in the same field. His long-range plans include getting a Ph.D. in English, teaching college, and writing articles for journals. Smith enjoys early fiction, especially 18th and 19th century writers such as Trollopc, Fielding, Hardy and Dickens. Teaching Assistant The jobs Jim has held during his schooling included senior clerk and as­ sistant manager of a bookstore from 1974-76. Now he works as a Teaching Assistant at LSU, teaching courses in Freshman Composition and doing re­ medial English work with students. Hobbies also have a literary bent. Jim spends some of his free time writing both prose and poetry and hopes to have some of his short stories published. "What I like most," Jim said, "is to read and hunt around for old books in bookstores." A bibliophile, Jim is "very conscious of building a library for my­ self, including books for my work and my pleasure." Jim and his wife Katherine also like movies, music and getting together with friends. When asked if he's ever wanted to follow in his father's footsteps and go to sea, Jim answered that he's been "tempted a few times," and that he'd like to travel eventually. But so far, he hasn't joined his father on his New Orleans to Baltimore and the Philip­ pines runs. The elder Smith lives in New Orleans and is planning to retire soon. Jim said the Union scholarship "helped out our family. The three of us," he said referring to himself and his brother and sister, "really had a good chance." Though Jim would have tried to go to college even if he hadn't won the scholarship, the award "made it a lot easier. It took a lot of the pres­ sure off." Do You Have One of PASSPORT N.Y. Patrolman Teddy Babkowski (seated) answers the questions of AB Albert Ahil, deck delegate, of the Sv9 Ockland (Sea-Land) at a payoff recently at Port Elizabeth, N.J. Looking en are a crewmc-mbor and the rest of the Ship's Committee of (I. to r.); Chief Steward Joe Pitolle, secretary-ieporter; Steward Delegate Dick Gralicki; Chic! Cook G. Grajale. and Recertifjed Bosun James Corder, ship's chairman UNITED STATES OF AMERICA BICENTENNIAL ITTe-lW The Seafarers Appeals Board ruled in November that effective Jan. 3, 1978 "a requirement for shipping is that all seamen must possess a valid up-to-date passport.*' The action comes out of the fact that many foreign nations are crack­ ing down on immigration regulations requiring that all people coming into their countries must have passports. The SAB, then, took this action to insure that when there are flyout jobs, those who throw in for the Jobs will be fully prepared to take them. This ruling will enable the Union to continue to meet our manpower commitments to our contracted com­ panies. A MESSAGE FROM YOUR UNION AfARcar/cs HAVB AfO PLACE //V A P/cOF£0W/iAL SEAMAN'S CAREER. ... AND VOU LOS£ VOi/R PAPERf POR / 16 / LOG / February 1978 �Parita Bay-/ Panama 27 Degrees, 48 Minutes, 82 Degrees, 46 Minutes JAWS came to lunch here late last month for OMU Thomas A. Brown pictured with a 15-foot round nose bull shark he and the crew of the ST Overseas Valdez (MaritimeOverseas) caught. Waiting to take on Alaskan oil from the British tanker Resolution, Brown said". . . when I saw a hammerhead shark about 5-foot long I baited up a big line and put it out. He wouldn't take the bait. Lunchtime came so I went to eat before going on watch at noon. After eating 1 checked the line. The first thing 1 noticed was that the line was pulled tight and back up under the stern. I got a hold and pulled on the line. It didn't give any ... I pulled a little harder, it gave a little and jerked back hard. I looked over the side to see a lot of shark on the line.;.. "I ran to the messhall" where AB Tommy Seager and several others left their lunch "to go shark fishing. Later "more and more men got involved . . . OS John Chestnut and others got a(big) line around its head and using the winch pulled it up far enough to see that the shark was too big to go through the chock. So it was decided ... to come over the handrail.... "After relieving OMU Penton at 12:45 I saw they had put, another line around his tail, too. AB Frank Reynolds and Recertified Bosun Leonard Olbrantz along with several others were pulling the shark in tail first but they had to stop because it looked like the handrails would break.. .. This position is where the late pensioner. Chief Steward Adrien Fecteau, 71, who died on Dec. 9,"crossed the bar and (his ashes) were laid to rest on Dec 17" by Gapt. Dominic Lupinetti and First Mate Larry Weaver. A resident of Tampa, Brother Fecteau's last wish was that "the latitude and longitude be published in the Log." Washington, D.C. In doing research recently, it was discovered that Gen. Ulysses S. Grant, when he became President, was a strong advocate of a powerful U.S. merchant marine. In his first message to Congress, Grant included this observation: "A nation of the vast and ever-increasing internal resources of the United States, extending as it does from one to the other oceans of the world, with an industrious, intelligent and energetic population, must one day possess its full share of the commerce of these two great oceans, no matter what the cost." At that time, the United States was paying out more than $30 million a year to have her exports and imports hauled in foreign ships. 1 /J USNS Susquehanna According to SlU Chief Steward Dave Velandra, "Cove Shipping, operators of the Susquehanna, are justly proud of her seasoned crew of 25 good men. To quote Capt. Daniel Haff, 'We don't always go with the most and the latest, but we get the job done well any way.' "Troubles have plagued the pumps, the engines and the electronics," says Brother Velandra, during their six-month stay in the Orient from .lapan to the Persian Gulf and from Guam to Diego Garcia. "We have a fine groui) of men here. 1 don't have to wet nurse anybody at sea or in port," reports Capt. HafT. One of tlie Susquehanna's recent assignments was a replenishment at sea in an all-night operation with the USNS Navasota in the Indian Ocean. Not one man in the Susquehanna's crew was experienced in this ticklish maneuver, but the job was completed without a hitch, said the ehiel stewaid. In retrospect, Capt. Haff stated; "1 think our tour here, where we've lived and worked closely together, has not only been of benefit to the Navy's Sealift Command and the company, but it reflects favorably on the men as well. The team spirit here and the mutual respect for each other is something each man will remember long after he completes his tour of duty on the USNS' Susquehanna. While off duty, AB Jim Thomas on this ship is studying navigation so he can sit for his third mate's license in the near future. AB John Aversa studies Morse Code and theory with Radio Olliccr P. L. Schmidt in hopes of some day getting a license too. Most of the crew have short wave radio or a tape recorder. They loan, exchange, buy and sell recorded tapes for their own concerts when radio music is hard to find. 77 Stuyvesant Capt. Franklin P. Liberty wrote to the widow of SIU Bosun Arthur V. Trotter, 51, who died on Sept. 2 "... we committed (him) to his final resting place in the Pacific Ocean . .." MEMBERSHIP MEETINGS' SCHEDULE "When I got off watch at 16:00, I found out that some of the crew had used their 15:00 coffee break to lower the shark back into the water to pull if up for ward and lift it up (onto the ship) with the boom. . . . After the teeth collectors got finished the shark was returned to the water " New York, N.Y. Bosun Frank Salvatore, Jr., a 30-ycar SlU vet here, recently was awarded his "One Gallon" pin by the Union's medical director. Dr. Joseph Logue for ha ng donated that much blood to the SlU Blood Bank. The sixth biggest tanker in the U.S. fleet, the 225,000 dwt SlU-manned TT Wnihmsb'irQh (Westchester Marine) is now on her third of four voyages carrying North Sea oil for the MSG from Hound Point, Scotland to the U.S. Strategic Petroleum Reserve on the Gulf Coast. , ,• . r On Jan 8 in Scotland she took on 1.6 million barrels of crude which on Jan^ 23 was transshipped at Freeport, the Bahamas for storage delivery in F^reeport, Tex^ On her first MSG trip, the Williamsburgh offloaded 227,000 barrels on Dec. 19 onto the SlU-contracted ST Mount Navigator (Mount Shipping) for dehvery in ?^xas on Dec 28. Also earlier this year, she transferred 750,000 barrels to the SlU-contracted ST Overseas Ulla and the Overseas Vivian (both Maritime OverTL^°SIlLbon^^^^^^ Zapata Courier and the ST Zapata Rover (Zapata Tankers) al^carried for the'MSG Mexican crude to Texas for the Strategic ''^Nea^rll^8^^m[nfon barrels have been bought for delivery to the reserve. By 1980, 500 million barrels will be stored there. Date New York Philadelphia Baltimore Norfolk Jacksonville UIW 2:30 p.m 2:30 p.m 2'30 p.m 9:30 a.m . .. . 2 00 p.m .. . 2:30 p.m . 2 30 p.m Mar. Mar. Mar. Mar. Mar. ... 7:00 p.m. ... 7:00 p.m. _ E d o o 7F 77 Williamsburgh Deep Sea Lakes, Inland Wafers 7-30 n.m 7110 n.m Mobile Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo ..7 St. Louis Cleveland Mar. 20 Mar. 24 Mar. 11 Mar. 9 Mar. 18 Mar. 14 Mar. 14 Mar. 15 Mar. 17 Mar. 16 • • • • < _ ... 2:30 p.m 2:30 p.m 2:30 p.m • • • _ 1:00 p.m. — — 2:30 p.m. — 2:30 p.m. February 1978 / LOG / 17 I. . . I J. •. \ r t i. *1 �Senate Bill OK Would Boom Dredging Last August, SIU members crewed a multi-million dollar, privatelyowned dredge, the Manhattan Is­ land. The brand-new vessel, U.S.built and U.S.-registered, was a first in the American maritime industry. She was also a first in the pages of the Log. We carry articles every month about new ship and tug or towboat construction. But up until now, we haven't had much to report about new dredges. Why not? Because up until now, new dredge construction has been a dead issue—not in our books, but in terms of what happened to the pri­ vate dredge industry over the years. Competition with the large dredge fleet maintained by the Army Corps of Engineers slowed down the private BRING IT INTO PORT fHE CHARLES W MORGAN HISTORIC PRESERVATION Letters to the Editor The Sea Was His Life' It was very thoughtful of the Log to send me extra copies of the December issue which contained an article on my late husband, Art Lomas, and his burial at sea. I have sent some of the copies to our friends back in New York. I would also like to thank the crew of the SS Baltimore for performing the service. Art wanted to be buried at sea because the sea was his life. I just want to say thanks for me, my daughter, her husband and my three grandchildren. Sincerely, Cadierine Lomas Pittsburgh, Pa. Pensioner Takes to Leathereraft I am a disabled pensioner from the Great Lakes Tug and Dredge district. I sailed deep sea with the SIU in my younger days. I look forward to receiving each copy of the Log. During the 10 years that I have been disabled, I have taken to leathercraft to help idle away the time. I've gotten pretty good at it. Just wanted to give my best to the Union and all my Union Brothers retired or still sailing. Also, thanks for continuing to send me the Log. I enjoy reading the broad range of maritime news and related information contained in it. Fraternally, Thomas Dinwiddie Carlyle, HI. sector's growth and finally brought it to a standstill. The SIU has been urging Government action to stimu­ late new growth in the industry for some time now. We have been pleased to see the encouraging steps that have been taken recently in this direction. But now the Government is only one step away from action that could create a boom in private dredge con­ struction. That step is passage of H.R. 7744, a bill that would give private indus­ try a chance to bid on a greater por­ tion of the dredging work now per­ formed almost exclusively by the Corps. The House of Representatives recently passed the bill by a wide margin. The Senate is considering it now and we urge that body to ap­ prove this important piece of legis­ lation. Why is it important? Take a look at the Manhattan Island, for ex­ ample. She's a hopper dredge, a large and efficient kind of vessel that has a re­ ceptacle or hopper to hold the dredge material. Other dredges must load the material onto separate barges which are then towed by additional vessels. She's also a self-propelled, .split hull hopper dredge, the largest ever built. Her hydraulie ram system allows the hopper to actually split open for ocean dumping. The Manhattan Island is not only the newest and most technologically advanced dredge of her kind. She is also the only hopper dredge now op­ erated by private industry in this country. Until now, only the Corps -of En­ gineers has operated these expensive vessels. This is not surprising. The Corps has performed most of the major dredging work on the nation's waterways and private industry has not had enough business to justify the large financial investment in hopper dredges. North American Trailing Co. built the Manhattan Island at a cost of about $13 million. The company is building a second hopper dredge February, 1978 in an American shipyard for delivery next year. Three more hopper dredges will be built by other Ameri­ can companies this year at a total cost of $100 million. That's a lot of money. NATCO and other companies are now willing to spend it because the Corps is faced with budget cutbacks and has al­ ready started to turn over some Fed­ eral dredging projects to private in­ dustry. H.R. 7744 will spark even greater investments in private dredge con­ struction because it will guarantee that the Corps continue to let out bids to private firms. This is money that will go into shipbuilding and re­ lated industries. It is money that will mushroom into widespread eco­ nomic benefits—benefits that would be lost if the bill is not enacted. In short, H.R. 7744 makes finan­ cial sense for the American economy. As SIU President Paul Hall stated in a recent letter to the Senate Sub­ committee on Water Resources: "The Corps dredge fleet duplicates many of the private sector's re­ sources and is a wasteful expenditure of tax dollars." Herbert Brand, president of the Transportation Institute, added in his testimony before the Senate Sub­ committee hearing last month on H.R. 7744 that the bill is cortsistent with Government's current desire to reduce the Federal budget. The Institute is an educational and research organization that rep­ resents American maritime opera­ tors. Brand said that "our member dredging companies are confident that they can successfully compete with the existing Federal fleet by per­ forming the required work, as stipu­ lated in H.R. 7744, at reasonable prices and in a timely manner. Such competition is after all, a basic tenet of private enterprise and we support and encourage it." The SIU is also confident that maritime labor can do the job that H.R. 7744 requires. We urge the Senate to pass this bill and give us the chance to prove it. LOG Official Publication of the Seafarers International Union of North America, Ailarilic, Gulf. Lakes and Inland Waters District, AFL-CIO Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Executive Vice President Secretary-T reasurer Vice President Earl Shepard Lindsey Williams Paul Drozak Vice President Vice President Vice President Cal Tanner LtlDII MlSSl Marietta Homayonpour 389 Editor-in-Chief James Gannon Managing Editor Ray Bourdius Assistant Editor Marcia Reiss Edra Ziesk Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. 18 / LOG / February 1978 Vol. 40, No. 2 �B - V' ^ - First Lakes Inland Conference Held •, ;, ' '' ' /J The Conference was held at the new Lakes Union Hall in Algonac, Mich. It took place in the second floor meeting room, which projects over the St. Clair River. \ The chairman of the Conference was SlU Executive Vice-President Frank Drozak. Ed Fike, delegate from Cleveland, served as chair­ man of the Conference delegates during their con­ tract suggestion procedure. The Great Lakes tug and dredge contracts expire on Mar. 31. The frozen St. Clair River provided the Conference members with a beautiful winter view from the Hall, as they, made plans for the active shipping season ahead. The lighthouse is located just below the Conference room balcony. February 1978 / LOG / 19 �•wn.' I "The Conference proved that we made the right move by going SlU," Henry Hanratty, delegate from Buffalo, N.Y. said about the merger of the IBU and the SlU. An interior shot of the spacious first floor in the Great Lakes Hall. Mike Sacco, vice-president of the Lundeberg School and Headquarters representative, outlined the SlU pension benefits that Lakes tug and dredgemen have now. He also explained additional benefits that are Byron Kelley directs SlU inland operations on the Great Lakes. He presented the history of the inland industry at the Conference and urged the delegates to work with the Union for more job opportunities on the Lakes. "We have to do much more than just pay dues," said Paul Stepan, delegate from Duluth, Minn. "We have to take part in the Union's efforts to protect our job security." IS? ;•?' "Don't forget what you've seen and learned here," Dave LeBarron, SlU inland rep for the Lakes, told the delegates. "You can spread the word to many more Boatmen on the Lakes." HLS President Hazel Brown explained how the Lundeberg School prepares Boatmen to move up in their careers. "We need more jobs on the Lakes," Mike O'Donnell, delegate from Cleveland said. "And I'm ready to do whatever is necessary to make that happen." Attorney'Caroline Gentile, head of the SlU legal de­ partment, gave a thorough explanation of SlU pension benefits, including how the Plan works and how legal regulations govern it. Richard Saul directs inland affairs for the Transportaiion Institute in Washington, D.C. He gave a run-down of pending bills in Congress that affect the inland industry and SlU Boatmen. Jack Bluitt, SlU port agent for the Great Lakes, explained that SPAD, the Union's voluntary political contribution fund, is used to protect job security of SlU members. It supports the election campaigns of pro-maritime candidates. Lakes Tug and Dredgemen Take Stock of Present and Set Future Job Goals m "We all have to Understand the prob­ lem," SIU Executive Vice-President Frank Drozak said when he opened the first SIU Inland Educational Confer­ ence for Great Lakes Boatmen on Feb. 6. The problem for Lakes Boatmen is relatively simple. Declining job oppor­ tunities. Ten years ago, Drozak explained, there were about 600 Great Lakes Boatmen and Dredgemen in the Inland Boatmen's Union, then an affiliate of the SIU. Today there are half that num­ ber. Since the merger of the IBU and the SIU in September, 1976, the Union has taken a close look at the needs of the entire inland membership. As in the Great Lakes area. Boatmen in other regions face problems—simple to de­ fine, perhaps, but not so simple to solve. An ongoing series of inland confer­ ences has been held for almost a year concerning the Gulf, the Rivers, the East Coast, and now the Lakes. In each case, the first step has been to tackle individual problems by placing them in the larger context of the major issues facing the SIU membership. This may sound vague at first. But after three days of discussing problems, the 14 delegates who attended the Great Lakes Conference had a much clearer idea of what it takes to protect their job security. It takes Union activity on many fronts and that's what the dele­ gates had a chance to see—^from pen­ sions to political action. The delegates came to the Confer­ ence, held at the new Union Hall in Algonac, Mich., from seven Great Lakes ports. They met theie together with SIU officials, staff members, and industry representatives who came from Union Headquarters, the Harry Lundeberg School in Piney Point, Md., and from maritime groups in Wash­ ington, D.C. The meeting room in the Hall, glass enclosed and projecting over the St. Clair River, was an appropriate setting for this gathering. It is as up-to-date and forward looking as the future plans that were discussed at the Conference. "Years ago," Drozak said, "all we thought we had to do was fight the com­ panies. But we've learned that protect­ ing our job security takes a lot more than that today." It takes political ac­ tion, education, organizing and many other widespread efforts to keep on top of the maritime industry. The officials and various representa­ tives who made presentations at the Conference explained all of the ways that the SIU works to meet that chal­ lenge. They uemonsirated how prob­ lems in individual ports are closely tied to the Union's activities to improve job opportunities nationwide. Byron Kelley, SIU inland representa­ tive for the Great Lakes, explained in his talk on the history of the inland industry, that competition with the Army Corps of Engineers has been a major factor in the loss of jobs for Great Lakes dredgemen. But this is not just a problem on the Lakes—and it's not just labor's problem. Two representatives from the Trans­ portation Institute related the problem to industry and to political action. TI is a Washington, D.C.-based research and educational organization for mari­ time industry companies. James Patti, a TI attorney, and Richard Saul, TI inland director, ex­ plained that the problem is dealt with in an important piece of legislation now before the Senate. The bill, H.R. 7744, gives private industry a chance to bid on a greater portion of the dredging work now performed almost entirely by the Corps of Engineers. TI and the SIU are strongly supporting this bill which would improve SIU job oppor­ tunities on the Lakes and throughout the country. Education is another major Union effort to insure bigger and better job opportunities for the membership. Hazel Brown, president of the Lunde­ berg School, gave a slide presentation and talk on the wide range of courses available at the School. She stressed those leading to inland licenses and ex­ plained how they can tie in with organ­ izing efforts on the Great Lakes. 1 The Union has recently organized two new companies on the Lakes, top to bottom SIU, and the officials at the Conference maintained that this will continue in the future. The tug and dredge industry has the potential to expand on the Lakes and a Union like the SIU that can promise stable work­ ing relations and a steady supply of skilled manpower is a definite attrac­ tion, Drozak said. But the discussions at the Conference were not just about the future. "Before you can move ahead, you have to un­ derstand what you have," HLS VicePresident and Headquarters RepreContinued on Page 22 20 / LOG / February 1978 February 1978 / LOG / 21 �Lakes Confere^ Tom Cranford, head oi the Seafarers Clairrrs department, explained and answered questions on all current Welfare Plan benefits. '" 4V''U; i?' 1 their contract suggestions, eompd^ the end of the Conference, they agreed Continued from Page 21 'o indude higher pension benefits and the industry-wide vacation plan. "I thinkVve had frank and hong^ rector came from Union Headquarters answers to all of our questions, M to fully explain all current SlU welfare the delegate Ws tenefiL And attorney Caroline Gen­ Fike, tract suggestion procedure, said m h tile head of the SIU legal department, made a complete presentation of all •''=t°mStccowen.„n.oexp^ up the general statements of the other delegates when he said that the Co^ additional benefits such as an ear^y ference showed him a lot o ^ lirement pension plan, and "n industry about the Union that he never knew. wide inland vacation plan. He also ex "Now 1 have a much better understan plained the standard contract concept. inT of' the direction the merger is %ese have been developed by SIU olh cials working together wilh Boatmen ^^St'diiSdon is forward and by woJking together at the Conm 'The"e"dUenssions were especially everyone agreed that they had taken hel^nl to the Lakes delegates p e the first important step. their contracts expire on Mar31^ Dave Dolgen explained ho\w the SUJ roUrmenfbrh— SeTXblShsM that promote maritime labor. ScXL • De^gate^Dick Gh^pe?(hranTchicago Delegate from the Union Hall. The location of here. Marcia Reiss. assistant editor of the kog.^^^^^^^^ ira, ?h\ Union_publicafion is par, of thmr foSfonaT 'rigmas'siU members to be kept informed and to voice their needs. 22 / LOG / February 1978 Joe Sigler. ^ ^ dS'deloribed how Tl keeps a close watch on proposed with the Transpoda^^ -m hatiu^a,, �OGDEN WILLAMETTE (Ogden Marine), December 18—Chairman, Re­ certified Bosun Ray Broadus; Secretary E. Kelly; Educational Director C. D. Holmes; Deck Delegate M. Delacerda; Engine Delegate R. Couch; Steward Delegate C. Kreiss. No disputed OT. Chairman advised all crewmembers to go to Piney Point and get their LNG training as soon as possible. Also to get their firefighting certificate and to up­ grade themselves. Also discussed the importance of donating to SPAD. A vote of thanks to the steward depart­ ment for a job well done. ST. LOUIS (Sea-Land Service), De­ cember 17—Chairman U. E. Nolan; Secretary C. Gibson; Educational Di­ rector J. Karonis. $10 in ship's fund. Some disputed OT in deck department. Chairman reported that in order to get passes in the first port in the Gulf, all members must turn in seamans papers. Also discussed the importance of donat­ ing to SPAD. A vote of thanks was ex­ tended to the steward department for a beautiful and tasty Thanksgiving dinner and all around good food and service. Looking forward to Christmas dinner. Next port, Piraeus. MOUNT WASHINGTON (Victory Carriers), December 25—Chairman, Recertified Bosun R. D. Schwarz; Sec­ retary F. F. Fraone; Educational Direc­ tor J. B. Huszar; Deck Delegate W. E. Hampson; Steward Delegate Charles Miles; Engine Delegate T. D. Owen. No disputed OT. Chairman held a dis­ cussion on the upgrading at Piney Point and on the LNG carriers. Also dis­ cussed the importance of donating to SPAD. A vote of thanks to the steward department for the fine meal we had today, Christmas day, and for the gopd job they are doing. NEWARK (Sea-Land), December 18 -Chairman W. Mason; Secretary Ken Hayes; Educational Director R. Cole­ man; Engine Delegate W. West; Stew­ ard Delegate Edward J. Kilford, Jr. Sec­ retary reported that the Log arrived and the crew was asked to read everything and get to know more about the Union and what is going on in Washington. Report to the Log: "The officers and crew were saddened to hear that the pilot and the chopper pilot went down in Cook Inlet on their way to the Great Land. The SS Newark assisted in the search as we were outbound from An­ chorage. We learned they are now lost from exposure. R.I.P." Next port, Seattle. SEA-LAND FINANCE (Sea-Land Service), December 11—Chairman, Recertified Bosun J. Pulliam; Secretary Fletcher; Deck Delegate J. Long; En­ gine Delegate J. Fair. No disputed OT. Chairman reported that the November Log had been received and passed out for all to read. Also discussed the im­ portance of donating to SPAD. The Power Pac is still a problem here. It is noisy and the fumes from it cause dis­ comfort to the men forward. Report to the Log: "Mooring winches for these ships would make it more economical and safer for the men docking and undocking." Next port, Hong Kong. SUGAR ISLANDER (Pacific Gulf Marine), December 23—Chairman, Recertified Bosun Ray E. Todd; Sec­ retary J. G. Lakwyk; Educational Di­ rector R. L. Stegall, Jr. $9 in ship's fund. No disputed OT. Chairman noted that a letter was sent to Headquarters concerning Armed Forces Radio chan­ nel. Educational Director to write to Headquarters for some clarifications. A vote of thanks to the steward depart­ ment for a job well done. CARTER BRAXTON (Waterman Steamship), December 18—Chairman, Recertified Bosun C. E. Thompson; Secretary J. Carter; Engine Delegate Martin A. Fox. No disputed OT. Chair­ man read and explained the Union's Washington activities to the member­ ship and posted them on the bulletin board. Also explained the importance of fire and boat drills and keeping a clean ship. A vote of thanks to the stew­ ard department for a job well done. DELTA BRASIL (Delta Steamship), December 18—Chairman, Recertified Bosun Charles Faircloth; Secretary B. Guarino; Educational Director Hugh Wells, Jr.; Steward Delegate Herbert O'Brien. $95 in ship's fund. Some dis­ puted OT in deck department. Chair­ man gave a talk on the importance of taking advantage of the upgrading school at Piney Point. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port, Houston. OGDEN WABASH (Ogden Marine), December 30—Chairman, Recertified Bosun R. Darville; Secretary R. Maidonado; Educational Director A. Ratkovich. $18.90 in ship's fund. No dis­ puted OT. Received a radiogram from Paul Hall relating to the cost of living allowance which was posted on the bul­ letin board. A vote of thanks was given to the steward and his department for a fine Christmas dinner; a job well done. ZAPATA RANGER (Zapata Bulk Transport), December 17—Chairman, Recertified Bosun A. G. Alexander; Secretary A. Areliano; Engine Delegate M. J. Brennan; Steward Delegate C. Hickox. Some dispiited OT in deck de­ partment. $17 in ship's fund. A vote of thanks to the steward department for a job well done. You don't get frog legs and lobster tails on many ships. Ob­ served one minute of silence in memory of our departed brothers. Alcoholism is disease. V- • i It can be ire tted COASTAL CALIFORNIA (T. M. McQuilling), December 13—Chairman, Recertified Bosun Fred Olson; Secre­ tary Jimmie Bartlett; Educational Di­ rector Bobby Edwards. $10.65 in ship's fund. No disputed OT. Chairman in­ formed the crew that weekly meetings would be held; talked about the im­ portance of SPAD, and that plenty of jobs were available on the board at this time. A vote of thanks to the steward department for a job well done. Ob­ served one minute of silence in memory of our departed brothers. Next port. Port Hueneme. CANTIGNY (Interocean Mgt.), De­ cember 25—Chairman, Recertified Bo­ sun E. Granger; Secretary C. Loper, Jr., Educational Director Long. No dis­ puted OT. A vote of thanks to the stew­ ard department for a job well done, and for serving two wonderful holiday meals. Report to the Log: "The crew of the SS Cantigny was amiss of not tell­ ing you about the Thanksgiving dinner we had. We hope to make it up by tellyou of the wonderful Christmas dinner; it was stupendous. The best steward de­ partment I have been with in 37 years." Report submitted by John Kelly—^Book No. K-239. Next port, Tampa, Fla. TRANSINDIANA (Hudson Water­ ways), December 12—Chairman, Re­ certified Bosun J. Delgado; Secretary W. J. Fitch; Educational Director O. Bermeo. Some disputed OT in deck de­ partment. Secretary discussed the im­ portance of donating to SPAD. A vote of thanks to Tony for the movies and a vote of thanks to the steward for put­ ting in speakers in the messroom at his expense. He also piped in the music from his room. Observed one minute of silence in memory of our departed brothers. MARYLAND (Interocean Mgt.), December 4—Chairman, Recertified Bosun Albert Schwartz; Secretary i. R. Fletcher; Deck Delegate Vincent Costellaci; Engine Delegate Raleigh Minx; Steward Delegate Richard Sherman. $25.50 in ship's fund. No disputed OT Report to Log: "While anchored olf Galveston crew is enjoying some good deep sea fishing. The steward and cook prepare fresh caught fish every week. Have $25.50 in ship's fund to buy sup­ plies for Christmas party. Everything going smooth, no beefs." WALTER RICE (Reynolds Metal), December 10—Chairman, Recertified Bosun W. Jefferson; Secretary W. Bcnish; Educational Director F. Homer; Engine Delegate Tony A. Barani; Stew­ ard Delegate Ferdinand Bernard. $171 in ship's fund. Some disputed OT in deck department. Chairman referred to the Log and the information contained therein on the Harry Lundeberg School upgrading dates for classes. Same was posted on the bulletin board. Also posted was the Seafarers Educational Series Pamphlets. Next port, Longview. DELTA SUD (Delta Steamship), De­ cember 11—Chairman, Recertified Bo­ sun R. Lambert; Secretary E. Vieira; Educational Director J. C. Dial. $56 in ship's fund. No disputed OT. Chairman requested all crewmembers to leave the lifejackets hanging on the door knob so the deckhands can get to them during the annual inspection. The Union pa­ trolman will be asked to see that a phone number be posted and available to all crewmembers so that they may call and inquire as to the whereabouts and the sailing time of the vessel. A vote of thanks to the steward department for a fine Thanksgiving dinner and also to the 2nd Asst. Engineer for working on and fixing the crew movie projector. The patrolman will be asked to check and see if bus service can be obtained for the crew. Observed one minute of silence in memory of our departed brothers. NATCHES (Cove Shipping), Decem­ ber 7—Chairman, Recertified Bosun D. C. Gilmore; Secretary Ray Casa­ nova; Educational Director Haywood Greens; Engine Delegate Harry A. Dengate. $13.50 in ship's fund. No disputed OT. Report to Log: "I want to say Brother Frank Drozak that you are do­ ing a wonderful job in our great Union, so are the rest of our wonderful SIU officials. Keep up the good work. May God Bless You Paul Hall and our whole SIU—wishing you a very Merry Christ­ mas and a Happy New Year." Sub­ mitted by Brother Ray H. Casanova— Book No. C-580. Observed one minute of silence in memory of our departed brothers. Official ship's minutes were also re­ ceived from the following vessels: DELTA MEXICO SEA-LAND CONSUMER BEAVER STATE WALTER RICE SEA-LAND TRADE ACHILLES ROBERT TOOMBS MONTICELLO VICTORY HUMACAO JOHNPENN PONCE MERRIMAC BAYAMON SEA-LAND GALLOWAY OGDEN CHALLENGER OVERSEAS ALEUTIAN OVERSEAS ARCTIC TRANSCOLUMBIA DELTA ARGENTINA ARECIBO VIRGO SEATTLE BORINQUEN JOHN TYLER CHARLESTON WILLIAMSBURGH OVERSEAS NAI ALIK MAUMEE SEA-LAND EXCHANGE DEL RIO ERNA ELIZABETH OVERSEAS TRAVELER SEA-LAND ECONOMY COLUMBIA ARTHUR MIDDLETON BOSTON HOUSTON SAN JUAN COVE COMMUNICATOR ZAPATA ROVER ALLEGIANCE STUYVESANT WESTWARD VENTURE OVERSEAS VIVIAN CANTIGNY February 1978 / LOG / 23 �• '.yyyy yyyyy//y/y,,yy/,yyyy/yyy/yyy/yy//yy/y//yy///y/y/yy/yyyyyyyyyy/y/yyy/ yyyyyyyy/yyy/yy//yyyyy/yy///////M^ SlU Crews Newly Acquired Point Susan in Tampa The SIU acquired a new deep sea vessel last month. The ship is the bulk freighter Point Susan, owned by Point Ventures Corp. of New York. The Point Susan, which has a 24,345 dead weight tonnage, crewed in Tampa, Fla. She was in New Orleans on Feb. 10 loading a cargo of grain and was headed for Alexandria, Egypt in mid-month on her first SlU-contracted voyage. Measuring 635 feet in length, with a 75-foot beam and a 33.5-foot draft, the Point Susan is a tramp vessel that will have no regular run but will be available for charter. ••• ~ i ' iMy y h Four of the newly crewed Point Susan's new timers are (l.-r.): David Hender­ son, OS; Chrys Brown, AB; Keith O'Bryan, AB, and Dan Penrose, OS. On hand in New Orleans, where the Point Susan loaded her first cargo of grain as an SIU freighter were (l.-r.): Ray Pope, AB; Rudy Cancella, AB; Robert Michael, AB, and Bill Robinson, bosun. The 24-man SIU crew included the "galley gang" with from (l.-r.): Don Damsey, asst. cook; Revels Poovey, steward-cook, and Ralph Berlin, cookbaker. The tramp vessel will be fired by (l.-r.): Curtis Lang, FWT, and Mark Freeman, oiler. 'mmyy/y/y// ^yyymmmmy//^y/y/y/y///y/yy/y////////////yy/ymm/7Mmmy/////////y/^^^^^^ You May Be Able to Get Unemployment Benefits While at HL5 Attending an upgrading course at the Harry Lundeberg School in Piney Point, Md. is a sure way to improve job pros­ pects and salaries in the future. But spending anywhere from two weeks to two months at School may prove finan­ cially difficult for some. If certain government unemployment rules are met, however, upgraders can collect unemployment insurance. In this way, they can attend the courses they want to and receive financial aid from the government while doing so. To collect unemployment insurance while at Piney Point, any Seafarer must have worked a certain amount of time during the preceding year. This varies according to the State he is filing against. In addition, the law requires that a person cannot have been fired by a previous employer "for cause." Those upgraders who are receiving substantial scholarship money or finan­ cial assistance which lasts during their stay at the HLS, arc not eligible for un­ employment insurance. Eligibility for unemployment is based on a number of variable factors. Some of these factors include the state the upgrader is filing against and whether his is a "combined claim" against two or more, states. But all upgraders file from the state of Maryland, since that's where HLS is. Meet with Representative The Vocational Office at the Lunde­ berg School makes it as easy as possible for upgraders to file for unemployment. Upon arriving at the School, each Sea­ farer is asked whether he wants to file. Those who do will then meet with a representative from the Unemployment Insurance office in Leonardtown, Md. The representative visits the School once a week. This representative will discuss each upgrader's claim individ­ IF you DON'T ITFMIZC-NEW TAX TABLES MAKE IT EASIER TO FIGURE YOUR TAX. REMEMBER: A JOINT RETURN IS NOT COMPLETE UNTIL BOTH OF YOU SI6NI Deposit in the SIU Blood Bank— 24 / LOG / February 1978 ually and complete the necessary forms. All Seafarers must present their reg­ istration cards to the unemployment in­ surance representative or office at which they apply. The registration card—a Seafarer's ticket to work—can also be his ticket to collect unemployment when studying for self-advancement. THE IRS MAY BE ABLE It COMPUTE VOW TAX AFTER YOU COMPLETE ONLY A FEN LINES OF YOUR RETURN CNECR YOUR •ax INSTRUCTIONS. �SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGlorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak Dispatchers Report for Deep Sea JAN. 1-31, 1978 •TOTAL REGISTERED All Groups Class A Class B Class C Port 2 15 2 1 2 2 1 13 5 5 2 2 1 12 0 0 65 0 7 0 0 3 2 0 4 3 1 5 5 0 10 0 0 40 Port V, - 3 78 17 18 20 20 20 70 19 32 12 20 9 70 0 2 410 0 4 0 2 4 2 0 1 0 3 2 6 0 11 0 0 35 10 163 12 64 28 17 54 182 82 88 45 121 18 172 0 4 1,060 3 21 4 4 7 1 5 24 9 5 5 4 2 16 1 0 111 1 5 0 2 4 3 0 6 6 0 4 7 0 13 0 0 51 1 1 0 1 0 0 0 0 0 2 0 1 0 4 0 0 10 3 165 24 35 22 7 40 152 63 82 28 58 20 126 0 0 825 4 52 5 9 10 5 9 24 16 12 11 19 3 19 0 0 198 3 5 0 1 1 0 1 3 2 1 0 1 2 5 0 0 25 1 73 14 24 20 8 26 103 41 50 11 41 15 60 0 1 488 2 16 2 11 2 0 3 11 2 6 4 4 3 13 0 0 79 4 39 13 11 9 5 9 27 8 8 6 11 1 22 8 1 182 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk . Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 2 23 1 3 3 3 4 6 6 3 3 9 1 10 0 0 77 1 1 0 1 0 0 0 1 0 1 0 0 1 1 0 0 7 3 61 11 14 11 15 13 48 8 36 7 15 2 58 0 4 306 4 38 7 6 9 8 5 11 9 5 1 6 4 20 2 1 136 STEWARD DEPARTMENT J Port Boston : New York • Philadelphia ? Baltimore Norfolk... Tampa i Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto RiCO Houston Piney Point Yokohama Totals **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT ; 1 Boston New York ! Philadelphia f Baltimore Norfolk 1 Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston 1 Piney Point k Yokohama ^ Totals * TOTAL SHIPPED All Groups Class A Class B Class C 7 4 .... .... 13 5 21 0 0 172 3 3 0 3 0 0 0 4 2 1 1 1 1 7 5 0 31 0 1 0 0 0 0 0 0 1 0 2 1 0 0 0 0 5 2 53 3 11 14 10 11 33 16 20 4 11 4 32 0 0 224 1 22 5 6 5 0 14 19 9 7 4 8 5 7 24 1 137 0 0 0 3 2 1 0 4 1 3 3 7 1 8 0 0 33 1 1 0 0 0 0 0 0 3 0 4 1 0 0 0 0 10 ENTRY DEPARTMENT Port 0 55 3 31 13 3 25 63 19 48 11 37 28 43 0 1 380 10 132 27 34 18 9 15 79 36 36 21 21 20 57 3 2 520 13 203 2 23 11 2 3 40 14 19 19 33 3 48 0 0 433 168 940 455 78 2,753 1,096 468 the number of men who actually registered for shipping at the port last month. •"Total Registered" means ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 908 519 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico I Houston Piney Point Yokohama Totals Totals All Departments . . . . 1 144 0 74 15 13 9 7 4 42 13 15 12 13 8 40 29 1 295 4 34 1 5 3 2 1 15 3 6 9 13 0 20 0 0 116 HEADQUARTKRS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Ciair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, l.a. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT AR I HUR, l ex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEA ITLE, Wash .2505 1 Ave. 98121 (206) MA 3-4334 ST, LOUIS, Mo. , 4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W- Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio .... ,935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping remained good to excellent at most deep sea A&G ports last month as nearly 1,500 Seafarers found jobs on SlU-contracted deep sea ves­ sels. Good shipping is reflected in the fact that only 940 of the jobs shipped last month were taken by 'A' seniority hook men, while more than one third of the jobs were taken by 'B' and 'C seniority men. February 1978 / LOG / 25 �Radcliff, Crescent Members Set Contract Goals In a week-long session at the Lundeberg School In Piney Point, Md., SIU rank-and-file delegates from Radcliff Materials, Inc. and Crescent Towing and Salvage Co. met to determine their goals for upcoming contract negotia­ tions. Radcliff is a tug and dredge and repair yard operation based in MQhile, Ala. Crescent Towing is a shipdocking outfit that services New Orleans Harbor as well as docking areas at oil and grain terminals north of the City on the Mis­ sissippi River. Delegates representing RadclifTiityard operation included SIIJ members Al­ bert Stampley, H. L. Thornton, and Gerald Fethke. The dredge and boat operation was represented by Boatmen Charles Knight, Larry Minchew, J. T. Rocker, and Terry Dowdy. Member delegates representing Cres­ cent Towing's workers included Gerald Keller, Earl Price, James Todd, and Russell Cognevich. To prepare the contract proposals, the delegations split into two work shops so they could consider the prob- Inland Coordinator and Conference Chairman Chuck Mollard, second from right, makes some opening comments to rank-and-file delegates. Along with Mollard at the head table, from the left are: Mike Sacco, SIU headquarters representative and vice-president of the Lundeberg School; Hazel Brown, MLS president; Gerry Brown, port agent in Mobile, and Jimmy Martin, SIU rep in New Orleans. lems affecting their individual company unit On the last day of the contract con­ ference, the rank-and-file committee members from each company unani­ mously adopted contract proposals to he negotiated by the SIU Contract De­ partment. The Conference ran from Jan. 23-28, 1978. In addition to contract meetings, the delegates participated in a number of educational forums dealing with activi­ ties of the SIU concerning the tog and dredge industry. SIU officials gave presentatioiis on maritime and labor history, as well as on the structnre of the SIU and the AFL-CIO. Presentations were also given on the SIU Welfare and Pension Plans and on economic factors affecting the tug and dredge industry. One day of the Conference was spent going over the SIU's activities concern­ ing the tug and dredge industry in the political arena. This included a bus trip to Washington, JD.C. where, among other places, the delegates visited the AFL-CIO Maritime Trades Depart­ ment and the Transportation Institute. The MTD, which is headed by SIU President Paul Hall, is the headquarters of maritime labor's political action force. The Transportation Institute is a maritime research and educational or­ ganization supported by American-flag deep sea and inland companies. The presentations and the Washing­ ton trip gave the delegates an opportu­ nity to take an indepth look at their industry and their Union. Rank-and-file delegates to the Conference included, from the left: Charles Knight (Radcliff), Jimmy Todd (Crescent); H. L. Thorton and J. T. Rocker from Radcliff. W W j Conference delegates from the left are: Gerald Fethke (Radcliff); Terry Dowdy (Radcliff); Russell Cognevich (Crescent), and Albert Stampley (Radcliff), Jimmy Rosser, SIU patrolman from New Orleans, left, participated in Conference along with rank-and-file delegates, from the left: Earl Price (Crescent)- Larrv Minchew (Radcliff), and Gerald Keller (Crescent). 26 / LOG / February 1978 �Legal Aid In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: NEW YORK, N.Y.—Schulnian, Abarbanel & Schlcsinger 350 Fifth Avenue New York. N.Y. 10001 Tele. #(212)279-9200 BALTIMORE, MD.—Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301)539-6967, HOUSTON, TEX.—Combs, Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713)659-4455 TAMPA, FLA.—Hamilton, Douglas and Bennett, P.A. 2620 W. Kennedy Blvd. Tampa, Fla. 33609 Tel. #(813) 879-9482 SAN FRANCISCO, CALIF.— John Paul Jennings, Henning and Walsh 100 Bush St., Suite 1403 San Francisco, Calif. 94104 Tel. #(415) 981-4400 ST. LOUIS, MO.—Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314)231=7440 NMC Ads Promote U.S. Merchant Fleet Below is one of the many ads that the National Maritime Council is rtmning in the national news media. To encour­ age support for a strong U.S. merchant marine, the NMC is running these ads in some of the major news publications, sttch as. Time and Newsweek. The Council wants to encourage American business to ship on U.S.-flag ships. So the ads are also runntng in business oriented publications like the Wall St. Journal. The Nattonal Maritime Council is composed of government, company and union representatives who are interested in promoting a viable U.S. merchant marine. One if by land, ten if Iw sea. It is ironic that the United States—a seagoing nation—should be Num­ ber One as a land power and leader in world trade, yet rank tenth in the size of its merchant marine. Our cargo ships number 577, pathetically behind Russia's 2400 and Japan's 2000, just to mention two. And, in shipbuilding, we've slipped to eighth. This for a nation whose merchant fleet of over 4800 ships, 30 years ago, helped us win World War 11! This erosion is more than ironic; obviously it represents a threat to our international trade posi­ tion as well as our national welfare. Not so obvious: think of 577 American "representa­ tives" pulling into ports around the world...com­ pared to four times as many Russian ships. And think of how necessary it is to have a strong mer­ chant marine supporting our armed forces in case of emergency...a mer­ chant marine that in war­ time has transpiorted over 90% of the needed military sup­ plies and equipment. Think, too, of the eco­ nomic contribution a stronger merchant marine makes in balance of pay­ ments, jobs and taxes. Think about it. Then share your thinking with your Congressmen. If you'd like more informa­ tion, send for our booklet on U.S. Flag Shipping. Write National Maritime Council, Box 7345, Wash­ ington, D.C. 20044. National Maritime Council N\anagement, labor and government working together for a strong, stable U.S. flag shipping industry. NEW ORLEANS, LA.—Dodd, Barker, Boudreaux, Lamy 6 Gardner 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF.—Bodle, Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, Calif. 90036 Tele. #(213)937-6250 MOBILE, ALA.—Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 OETROIT, MICH.—Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 FALL RIVER, MASS.—PatrkK H. Harrington 56 N. Main Street, Bennett Bldg. Fall River, Mass. 02720 Tele. #(617) 676-8206 SEATTLE, WASH.—Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHIC AGO, ILL.—Katz & Friedman 7 South Dearborn Street Chicago, 111. 60603 Tele. #(312)263-6330 DON'T GIVE OP THE SHIPS In Emergency Notify USPHS by Telegram Any Seafeirer or Boatman who is taken to a hospital other than a USPHS facility for emergency treatment, must notify the nearest USPHS hospital of his situation within 48 hours, and it is suggested that the notification be made by telegram. In the past, many of our mem­ bers have made it a practice to notify USPHS by phone. Unfortu­ nately, when it comes time to pay the bill, there have been cases when USPHS has refused to pick up the tab claiming they have no record of the telephone call. How­ ever, by using telegrams you will have permanent proof that you ac- tuaUy notified USPHS within the prescribed period and at the same time you will eliminate any confu­ sion dealing with phone calls. If you have no recourse, though, but to use the phone, you should make it a point to get the name, title and department of the person who handled your call. February 1978 / LOG / 27 �The Seafarers Plans Benefit Application Is / he Seafarers Plans benefit apfiliration has been revised in an effort to make it simpler to fill out. It will also help gather necessary information for upgrading programs. (The application, reduced in size, appears on these two pages.) It may seem unnece.'isary to remind you to fillin your name and Social Security number carefully, but this is still a mafor cause of delay for claims. Make sure you attach copies of all the documents needed to process your claim. If you are unsure if you have the right ones, check with your port agent. The new Contact Phone or Address on the form is an example of the Union's effort to make it easier to reach applicants in case of need. The long fist of 1,443 Seafarers and Boatmen in the January Log who did not receive their Welfare Plan description booklet shows why a second address is important. The new ratings boxes, when checked, will give information on your career upgrading. This PLEASE PRINT VACATION BENEFIT • SEAFARERS BENEFIT APPLICATION * Hr I II I. IN I N I IKL I HONI I'AM-. I'll I Clll.t KMAKK IN llOX M)l< HKNKI I I WAM FI) I II,I. IN 111 Nl I I I SI.C IION ON I'At.L MS I HI) IN BOX Al lACII Al.l. DOCDMKNIS NM-DMl IIAVI UNION KFI'UI'SI NI AI IVF ( III OK I (JRM. SICN H, AND FORWARD TO: SI Al AMI RS PLANS. iJnln III miiilK Iiliiiii / PtitX tA ««|i|>lir;tiriori (/PIK) HOSPITAL & MLOK AL I'aoa •/ SICKNESS & ACCIDENT DEATH faw a Pavaa jiri -SOC SEC NO VnttaComtmrt Rating Employtd from To VMMI/Company Rating Employad from To Vattal/Company Rating Employad from To Vauat/Company Rating .• Employad from I'l MMANI Nl Aunm ;;;• .HOME PHONEX. I UH MAIL Vataal/Company CONtACr PHONE _ . I or HOOK PORT ISSOFD Dale you litit worked lor SlU /Inland Company. Place 111 _Bulh 1 Wt,«. o VOO. —, ^Group Ciliriint Oflpl f fnldtfM) To Rating Employad from To Vaual/Company Rating Employad from To Vat»l/Company Rating Employed from To AOUriEGS J('hitr:l( hftrn il yoiii iifUlrirtt hai (.haftqnti. OAII OI IimiH (IMt. flPft. PENSION fav * Mail, n.il inlijifl.) HOOK NOMIII M Kl«m^ Pava 3 l'a«i 1 OPTK AL 1 NAMI MATERNITV fvf 1 HLMAHII.ITATION 11 1 1 1 Soc. Sec. No. 20lli Slrrcl. Brooklyn. N.Y. 11215 / (rliiyl VACATION 27S ELIGIBILITV-At least 90 days accumulated seatime/inland before making application. All dates of dis­ charge, pay vouchers or check stubs must be less than one ypar old. Attach a photostatic copy of alt dis­ charges. pay vouchers or check stubs. " QO NOT WRITE IN GREY AREA i PLEASE PRINT -Ralinfl. Chuck iill iKiKd-, thai a|i|ilv loll OiH-ioioi U logifiBio • OMED CZ3 AB Blue • HL5S Uparading • I'llol Cn WBIIIIOII C3 Asi'i Crrrjk Cn AB Gretrn CD LNG/LPG • Vattal/Company Rating MiiUi a EOWI • Cook/Baker O QM C3 Lile txrai CD Employed from To Caiilain CT PurniJinan CI Ch Cook • Bor n • Eire Irgtilirrg CD raiikainian CO Ch. Elacl. CD Steward CD HLSS Entry CD Paitport CD Vattal/Company Wloii olhiir ralingr flo you haver Employed from Wliai oiher hceniin do you have? Adjuttmena 1 Rating To N. Y. State res. Yes or No Tax exeinptinnt claimerl -r Mariial Statin Q] Sintjle Mairierl Q] Divorced LIST SPOUSE AND DEPENOENrs NAMES Wirlowed RELATIONSHIP TO MEMBER .v-a / • . •' .- (y««r) 1—I 3._ J. WDAS _ t (d4y) DAS -.r DATE OF BIRTH (mo.) (IMI, lliil. mlaaia) • Marital Sfanix • • -T' A ..'.K.' '• T5'"' - m L 4. •if. •chieck here 11 there have been any changes. t Name of bcncficiaiy_ .Relationship Address of beneficiary. -UNRELATED BENEFICIARIES ARE NOT ENTTTLED TO M/VXIMUM DEATH -BENEMT. f r ' 1 I I Check here if your beneficiary has changed. I revoke all previous beneficiary nominations and make the foreguing nomination with respect to all benefits provided now or at any time in the future under the Seafarers' Welfare Plan, still reserving to myself the privilege of other and further changes. '• '-..iv. :• ,r£"'x^ Port. Date. (month, day, yoar) -DATE SIGNED. MEMBER'S SIGNATURE. WITNESS'SIGNATURE-. Member's Signature X. . Verified by;. lunlon r«HMntaUv«| (othtr than tMnvflclary) .ZIP CODE. WITNESS'ADDRESS (itraat. city, Itatal •BASIC SEATIME/INLAND REQUIREMENT: List one (I) day's seatime/boattime in the last six (6) months: .-Date offVessel Date on List ninety <90) days' seatime/boattime in the last calendar year prior to the date the claim arose or date of death: VrwlDate on Date off Working Dues Authorization Seafarers Vacation Plan I hereby authorize you to deduct from the vacation benefit due by this claim a stim equal to the amount outstanding of my regular working dues for days worked in accordance with Ait, V, Sec. 1(b) of the SlUNAAGLIWD Constitution. I further authorize and direct you to pay the amount so deducted to the Seafarers International Union of North America-AGLIWD. Member's Signature X. .Verified by;. If You're Not a Millionaire^ the Welfare Plan Is Important to You Unless a person is a millionaire or thereabouts, he or she could not afford extensive medical care Tri this country without the security of a strong welfare plan or medical insurance program. It's safe to say there are no million­ aire's in the SlU. And its also safe to say that the SIU's Welfare Plan is one of the most important benefits available to SIU members and their dependents. Stafford McCormick of Houston, Tex, is one SIU member who realizes the importance of a strong welfare plan to a working man. Brother McCormick's wife, Florence, has had two lengthy hospital stays in 28 / LOG / February 1978 the last few years. The hospital bills totalled nearly $10,000 and the SIU Welfare Plan picked up the whole tab. McCormick, who has been a member of the SIU for more than 30 years, said, "I'm really thankful that I had the Plan when I really needed it." He added, "medical costs are so high today, no member could afford to pay these kind of bills without going broke. Believe me, if I had to pay my wife's medical costs out of my own pocket, it would have bankrupted me." Brother McCormick, who has almost 20 years seatime on SIU deep sea and inland vessels, also said, "I think a lot of members take the Welfare Plan for granted. I remember the days when we had nothing at all. But I guess it takes a situation where a member really needs the Plan before he realizes that he has something good that will protect him." McCormick said he has been sticking close to home while his wife recu­ perates. He said he would soon be look­ ing to ship with an SIU tug company which would enable him to stay in the port of Houston or nearby. Notice to Members On Job Call Procedure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card clinic card seaman's papers INLAND �Made Simpler to Speed Handling of Claims will help the Union plan its upgrading courses so that the right type of training will be scheduled at the time you need it. The benefit sections list the eligibility requirements, and the documents needed to make a claim. The Hospital,Maternity and Surgical Benefits and the Optical Benefits must be signed by the doctors as well as the person applying, and this has been made clear. The Pension section has been expanded to cover the Pension Plan's increased benefits. The form tries to cover all the cases and their basic requirements, but all Seafarers and Boatmen should write the Claims Department at Headquarters if they have any questions, before they swallow the anchor and come ashore. The form has been made clearer and easier to work with, and it is hoped this will speed the handling of your claims. HOSPITAL. MATERNITY & SURGICAL BENEFITS ELIGIBILITY—Basic seatime/inland requirement. Claim must be filed not later than (a) 180 days after sur^ or discharge from hospital, or (b) J6S days after birth. Enrollment card, marriage certificate, and children's bir certificate with names of both parents must be on file with Plan. For foster and step children,submit notarized copy of member's latest income tax return showing dependents. Relationship toMemlier Patient's name OPTICAL ELIGIBILITY—Basic seatime/inland requirement. Enrollment card must be on file in Plan office along with Mar­ riage Cerlinc.ite and Birth Certificates. Claim must be filed within 180 days from the date the glasses wea' received. Glasses are available to the member and dependents once in every two year period at an optician of your choice. TO BE COMPLETED BY OPTICIAN Optician's .Address Name of optician (iMt, tint, middia) lltrmtl Address. Birth date (_ Is this a work connected injury? YES (llfMl) (city, stala, zip) Individual for whom prescribed. (city, stite, zip) NO Attach a copy of Doctor/Surgeon/Hospital Bills. Indicate if paid. Have Docton/Hospital fill in part below. Indicate if Bills are paid. I hereby authorize hospitals and doctors listed below to release information concerning my treatment to the Seafarers Welfare Plan, in order to process my claim for benefits. PATIENT-S/GUARDIAN/S SIGNATURE Was this Emergency treatment? PLEASE ATTACH YOUR BILL TO THIS FORM AND INDICATE IF PAID Relationship to Member No Description of Lenses. Total cost of glasses, including examination S. SIGNATURE OF OPTICIAN Type of Lenses: Regular Clear Optician's -Soc. Sec. No.. • Tinted Sunglasses. Verified by: (union reprOMntativo) Date DEATH ELIGIBILi rV-Basic seatime/inland requirement. Beneficiary form must be on file with the Plan office. Send a certified copy of the death certificate with the application. Enclose an itemized funeral bill indicating if paid with name and address of payer where applicable. (Claim must be filed within 365 days from the date of death.) Name of hosp Address of hosp. _ (ttrppt. city, atatp. ilpl Date hospiulizad . Name of deaceased Dates Doctor visited Soc. Sec. No Name of applicant .Relationship to deceased. Funeral Rill paid' Address of applicant State complete diagnosis:. Yes No Aoe of Aoolicant Fed. ID No. or .Soc. Sec. No. _ Signature: ATTENDING PHYSICIAN. (City, fttata, rip) SIGNATURE OF APPLICANT .and particulars. If surgery was performed, give dates Date of death Verified by: (union r.pr.Mnl.llv.) PENSION ELIGIBILITY RF.QIJIRF.MF.NTS CHHCK CARKFULLY IN PFNSION BOOKLET FOR EXACT TERMS. If not in hospital, where performed Fed. ID No. or - Soc. Sac. No. - Signature: ATTENDING SURGEON. ATTACH SURGEON'S BILL AND INDICATE IF PAID. Total 90 days m Birth certificate desired: Service Required calendar year t>efore application or other proof of age required Q NORMAL 5,475 days no Check Pension Verified by:. (union raprotpntitlva) SICKNESS & ACCIDENT BENEFIT ELIGIBILITY- Basic seatime/inland requirement. Claim must be filed within 60 days (a) after discharge from hospital, or (b) from first day of outpatient disability. File USPHS medical abstract for outpatient benefits. Out­ patients who have not been hospitalized must be not fit for duty for eight days before they can receive benefits, which are retroactive to the fifth day. You can not receive S&A benefits if you are entitled to M&C from your employer, or to State disability benefits, or State unemployment benefits. Was illness or injury reported in Log Book? Were you hospitalized? ,.s< Date In. Other lequiremenls 10 years of no vesting service 65-Deep sea All Coast Guard discharges. 62-lnland NFFD forms, and M&C forms, or Company service letter. 7,300 days yes '55 (No disability) All Coast Guard discharges covering sea time only. (Where applicablel Address. Q SPECIAL 7,300 days EARLY (No disability) NORMAL (Where applicable) Describe nature of Illness If accldenul, attach doctor's letter on how the Illness occurred.. Is this a recurring Illness or Injury? Q DEFERRED VESTED NORMAL Hospital Date out All Coast Guard discharges, NEED forms, and M&C forms, or Company service letter. • EARLY . Did you get Master's Certificate?. 65-Deep sea 62-lnland no 55 1) Withdrew completely from the industry before reaching age 55. 2) All Coast Guard forms coverirsg seatime only. If yes, explain .Is It due to misconduct on your part?. Deceased was active memtier. and eligible for one of the pensions above, not including disability pension. If you collected In-hospltal beneflu for this Illness or Injury, wftat was the last day you were paid? Have you applied for unemployment benefits? Spouses name Have you applied for State dlsalxlty payments?. Have you taken up your Injury with any one else? • SURVIVOR'S If yes, with whom Member's first date of emolnvment bv sianatnrv cnmnanv What did they do? 1) Must be permantly not fit for I hereby certify' that to the best of my knowledge the above sutements are true, and do also hereby authorize ny anending physician(s) (Hospital or Clinic) to furnish and disclose all facts concerning my condition to the Sea­ farers Welfare Plan. .Verified by:. Signature of Applicant. duty-USPHS record • DISABILITY 4,380 Days yes no 2) Must have Social Security Disability Award or RRB B-6 Nam* nf Divirnr certificate if under 65 Doctor's Addret NFFD forms, and M&C forms, 3) All Coast Guard discharges, (union roproMntatlvo) ALCOHOLIC REHABtLITATiON PROGRAM LOAN REQUEST (itrMt. city rip) or Company service letter. ELIGIBILITY—One day's seatime/inland in the last six months and ninety days' scacime in the last calendar year prior to the date of application. Check the boxes provided to show the reason for the loan. ATTACH A RECENT PHOTOGRAPH (PASSPORT SIZE) TO PENSION APPLICATION Q Tranipoftation MARRIED PENSIONERS MUST SUBMIT COPY OF MARRIAGE CERTIFICATE, AND SPOUSE'S BIRTH CERTIFICATE O Support • Personal Items IZI Clothing • Prescriptions Q Miscellaneous (explain)_ VERIFIED BY: " DATE PORT (union loOfOMfilztlvv) ON DEMAND I PROMISE TO PAY TO THE ORDER OF THE SEAFARERS' WELFARE PLAN $ . PLUS e% INTEREST, PAYABLE AT 275-2(hh STREET, BROOKLYN, N.Y. 11215. I authorize die Plans administration to deduct from the vacation benefit due me a sum equal to amount outstanding of my Alcoholic Rehabilitation Program loan plus its accrued interest. ELIGIBILITY FOR AND PAYMENT OF BENEFITS ARE CONTROLLED SOLELY BY THE RULES AND REGULATIONS OF THE SEAFARERS WELFARE PLAN, THE SEAFARERS PENSION PLAN, AND THE SEAFARERS VACATION PLAN, AND BY THE APPLICABLE DECLARATIONS OF TRUST. Comments by Union representative VALUE RECEIVED t SIgnatur* of Aoollcant Verified By:. Signature of Union representative. Union RvprHontatlva PSfO 3 Pig* 4 REV. \n% I*® No Charge For 'Type #' Form All Seafarers and Boatmen pre­ paring to go on pension, please be advised that there is no longer any fee required for the "Type I" forms supplied hy the Social Security Ad­ ministration. Seventy-one cents of everv dollar spent in shipping on American-flag vessels remains in this country, making a substantial contribution to the national balance of payments and to the nation's economs. Use U.S.-flag ships. It's good for the American maritime industry , the Ameri­ can shipper, and America. These forms are detailed state­ ments of earnings, which must he obtained from Social Security and submitted to the Seafarers Pension Plan before pension benefits are given. The charge for "Type I" forms was removed almost two years ago. But many of the old applications for the forms are still in circulation and specify a schedule of fees at the top of the page. If you receive one of these old applications, dis­ regard the charges when you send in the application for your Type I forms. If you have already sent in money, it should he returned to you by Social Security. Contact your local Port Agent if you have any problems. February 1978 I LOG / 29 �• As the SlU-contracted Mackinac Islander pulled into the dock on Mackinac Island, white clapboard homes and one of the Island's old churches greeted ferry passengers. .•^ - ^. . 3 • 'jsis:.a- The bare trees and shrubs on Mackinac Island make it hard to imagine a springtime hillside covered with lilacs. But the flowers were brought and planted by French settlers in the 17th century. The grassy area fronts Fort Mackinac, a British stronghold during the Revolutionary War. This shoreline stretch of boardwalk runs along the clear, blue/green waters of the Straits of MalWnacT In the distance can be seen "the five mile span of t^ Mackinac Bridge. "Big Mac," which opened in 1957, connects Michigan's upper and lower peninsulas. Closed For Season Bicycles are a primary form of transportation around the nine miles of Mackinac Island. Bike racks line the deskside around the ferry slip. -A' ' ' ' ' " Linda Horn, one of the Island's 500 or so permanent residents, has spent 16 winters there so far. Mrs. Horn said her great-great-grandparents were "Earlies" and that they owned three-quarters of Mackinac Island at one time. 30 / LOG / February 1978 Mackinac Island in Michigan's Up­ per Pcnninsiila, is a scenic, thriving summer community. But it becomes a ghost town in the off-season. The water­ front hotels board up their windows, the ice-cream parlors, gift shops, and other tourist-oriented stores display "Closed for the Season" signs. The eeriness is enhanced by the dust swirling, down the main street and the Haunted Theatre's rusted, rickety chandelier creaking in the wind above the theatre's bolted doors. Mackinac Island handles a summer crowd of as many as 500,000 people. But it reduces its population to as few as 500 during the winter, according to two year-round residents. Many of those who reside there year-roljnd col­ lect unemployment during the winter months when the grocery and drug stores, the Mustang Bar and the post office are the only things open. Many of the Island's permanent residents also share the fact that they are descended from the Island's early Canadian or English settlers who date as far back as 1600. During the winter months, the only way to reach the mainland is via snow­ mobile. But from Apr. 1 to Dec. 23, SlU-contracted ferries make the IV2 mile run between St. Ignace and the Island. And between May 14 and Oct. 16, ferries make the 6 mile round-trip from Mackinaw City to the Island. The Arnold Transit Co. owns and operates the seven boat ferry fleet that runs from St. Ignace. During the sum­ mer season it runs 600-capacity boats, but operates smaller, 400-capacity ves­ sels in the offrpeak months. Straits Transit Inc. is the owner/op­ erator of the four SlU-ferries that make the Mackinaw City/Mackinac Island run. That company is also owned by Arnold which has 58 percent of Straits Transit stock. Straits Transit fleet includes the Christina Mae, built in 1954 and the Island Princess which has only been running five years. Arnold's vessels were all built be­ tween 1955 and 1962. The Emerald Isle is the senior member of that fleet; the Chippewa is the youngest. A Beautiful Trip The 40-minute ferry ride across the Straits of Mackinac is a beautiful trip. The ferries have indoor and outdoor benches and a large cargo area on deck that is filled with folding chairs during Ray Wilkins, working as purser on the Mackinac Islander, is usually found on another Arnold Transit Co.-owned ferry, the Chippewa, where he acts as either the boat's captain or an engineer. �Since no cars or buses are allowed on the Island, horses are popular and necessary substitutes. Most of the Island's equine population is pastured on the mainland for the winter. The Mackinac Islander waits at the Island dock to receive cargo for her return trip to St. Ignace. This ferry has been in operation since 1958. Glimpsed from the ferry enroute to Mackinac Island is the Grand Hotel which claims to be the "world's largest summer hotel." The Grand first opened in 1887. In the summertime, its 880-foot long porch is decorated with flowers. Due To Freezin' the summer to carry the overflow of passengers. The cargo area is also used for conveying alternate forms of trans­ portation to the Island where cars, trucks, and buses are not allowed. One SIU ferryboat captain, LeRoy Allers, has been ferrying passengers for 55 years. He said, "It's nothing for ferries to carry 25-50 bicycles per trip in the summer." Horses are another popular form of transportation on Mackinac Island. No fewer than 250 of them spend the sum­ mer at the Carriage Tours' Corral and Stable and others are owned by Island residents. The ferries can carry 32-35 horses at a time.' A Log reporter and photographer in Capt. LeRoy Allers has been an SIU member since 1949. Normally the captain of the ferry Algomah, Capt. Allers was filling in for another ferry boat captain, his son Paul. mid-November took a trip on the Mack­ inac Islander, sharing the ferry with 10 Island residents, three horses and the ferry's SIU crew. Captain Allers, an SIU member since 1949, was at the wheel. The captain had taken over this run for his son, also a ferry boat cap­ tain, who had joined the ranks of deer hunters during Michigan's annual hunt­ ing season. Capt. Allers is usually be­ hind the wheel of the Algomah. Also on board were Raymond Wilkins, the purser on this trip. But he also doubles as a captain and an engineer during the summer months. Another member of the crew was Engineer Rich­ ard Carl Graham who's been with Arnold Lines for 26 years. The fivemember crew also included two deck­ hands. Lar-ge horses pull wagonloads of freight that is transported from mainland to The crossing takes one past several landmarks. The Mackinac Island crib island via ferry. light warns freighters away from shal­ low waters that are only four feet deep in spots. And the colonnaded facade of the Grand Hotel, which dates from the 1800s and claims to have the longest porch of any hotel, nests on the shore. In daylight, the ferry crossing seems straightforward enough. But when it's foggy and dark out, the ferry captains rely on the compass and time signals taped to the window in the wheeihouse to make the crossing. For example, from Dock #2 on St. Ignace to the Lake, the chart says it's 117 degrees and 24 minutes. The Mackinac Islander loaded up for her return to the mainland with three horses heading for winter pasture and some hunters with their quarry. There were also several Islanders aboard who were taking advantage of the ferry service before the Straits freeze and Mackinac Island settles in Engineer Richard Carl Graham joined the SIU In 1957 and has been with until the spring thaw. Arnold Transit for 26 years. I February 1978 / LOG / 31 . �Hotite to Mmbers (h Shippiug Pnteilure When throwing In for work dur­ ing a job call at any SlU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when' assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department." KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and senior­ ity arc protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU 32 / LOG / February 1978 UNION MADE Electronics has become one of the great growth industries of the 20th Century and the International Union of Electrical, Radio and Machine Workers, AFL-CIO, CLC, was in on the ground floor. lUE was founded in 1949 and immediately drew to it many workers in the electronics in­ dustry who were impressed by its democratic ideals. Today, lUE has 250,000 members (40% of them women) in the fields of electrical and electronics manufacturing and other industries. Its members are employed by General Electric, Westinghouse, General Motors, RCA, SperryRand and many smaller companies. lUE products reflect the technological his­ tory of America in the 20th century. The prod­ ucts include all kinds of home appliances, from fans to freezers, television sets, wires and cables, electronic components, semi-conduc­ tors, power equipment, office machines, lamps, batteries, computers, auto parts, aircraft en­ gines and missiles, elevators, radar and atomic reactors. In fact, lUE produced products are almost too numerous to list, ranging from optical lenses and frames to golf club shafts. A strong advocate of the principle of multiunion coordinated bargaining, lUE also has been active in the struggle against job-stealing imports, against race and sex discrimination and for strict enforcement of health and safety regulations. lUE pioneered in 1966 with the establish­ ment of an On-the-Job-Training Program sup­ ported by funds from the U.S. Labor Depart­ ment. This program has resulted in over 7,000 lUE members receiving better job opportuni­ ties over the last 10 years. The union is cur­ rently participating in a New Initiatives in Apprenticeship program to promote the en­ rollment of 700 new apprentices in lUE shops, particularly in developing fields such as com­ puter repair and solar heating technology. lUE is concerned with the effect foreign im­ ports is having on worker's jobs and American technology. When you buy your new TV set or any other electrical product, check the label carefully to be sure the item has been made in America with American labor. a UNION LABEL feature KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Ciulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. rm lUE: 20th CENTURY PRODUCTS KNOW YOUR RIGHTS t VS iiiiiiiiitiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii^^ patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITK.'AL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects qnd purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatiiien and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any lime a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 - 4iii Avenue, Brooklyn, N.Y. 11232. �Leo R. Dziesinski, 67, joined the Union in the port of Alpena, Mich, in 1965 sailing as an AB for the Huron Cement Co. from 1964 to 1977. Brother Dziesinski was born in Alpena and is a resident there. He is also a refrigeration service tech­ nician. Robert E. Bowditch, 64, joined the Union in the port of Lorain, Ohio in 1961 sailing as an oiler and AB for the L. A. Wells Co., and Merritt, Chapman and Scott from 1946 to 1952, and for the Great Lakes Tow­ ing Co. from 1952 to 1976. Brother Bowditch was born in Lorain and is a resident of Amherst, Ohio. Haywood J. Triche, 59, joined the Union in Port Arthur in 1964 and sailed as a captain and pilot on the Tug Edgar Brown Jr. for the Slade and Southern Towing Co. from 1948 to 1977. He also sailed as a deck­ hand for the Hawkins Towing Co. from 1946 to 1948. Brother Triche was bom in Louisiana and is a resi­ dent of Gibson, La. Roy E. Stern, 65, joined the SIU in 1948 in the port of New York and sailed as a bosun. Brother Stern is a veteran of the U.S. Army's Ordi­ nance Corps in World War II. He is a machinist and toolmaker. Born in Michigan, he is a resident of New­ ark, N.J. Edward Cole, 62, joined the SIU in 1943 in the port of New Orleans and sailed as a bosun. Brother Cole sailed 40 years. He was born in Barbourville, Ky. and is a resident of St. Petersburg, F1a. Paul D. Morris, 58, joined the Union in the port of Detroit in 1960 sailing as a fireman-watertender on the Lakes for 23 years. Brother Mor­ ris upgraded at Piney Point in 1974. He is also a radio, TV technician. Born in Hagerstown, Md., he is a resident of Toledo, Ohio. Recertified Bosun Albert J. Doty, 65, joined the SIU in 1941 in the port of Savannah. Brother Doty grad­ uated from the Bosun's Recertification Program in September 1975. He also attended a Piney Point Educa­ tional Conference. Born in Illinois, he is a resident of Marrero, La. German Aban, 74, joined the SIU in the port of Norfolk in 1957 and sailed as a chief cook. Brother Aban sailed 55 years and with the Bull Line in 1961. He is a veteran of the U.S. Navy before and during World War 11. A native of San Juan's (P.R.) La Union, he is a resident of Chesa­ peake, Va. Joseph E. Brooke, 60, joined the SIU in 1942 in the port of Philadel­ phia and sailed as deck engineer. Brother Brooke sailed 36 years. He was born in Philadelphia and is a resident there. Ivan C. Buckley, 63, joined the SIU in the port of New York in 1952 and sailed as a chief steward. Brother Buckley sailed 30 years and walked the picket line in both the 1961 Greater N.Y. Harbor strike and the 1962 Robin Line beef. He upgraded at Piney Point in 1973. Born in Ja­ maica, B.W.I., he is a resident of Brooklyn, N.Y. Jacob R. "Jake" Gnagey, Jr., 53, joined the SIU in the port of Balti­ more in 1955 sailing as a cook. Brother Gnagey sailed 33 years. He is a World War 11 veteran of the U.S. Marine Corps. Seafarer Gnagey was born in Cumberland, Md., and is a resident of Baltimore. Joseph Shefuleski, 63, joined the SIU in 1947 in the port of Philadel­ phia sailing as an OS. Brother Shefu­ leski sailed with the Bull Line in 1956. He was on the picket line in the 1961 N.Y. Harbor strike and the 1964 AGLIW District beef. Seafarer Shefuleski is a WW II veteran of the U.S. Army. He is a former coalminer. A native of Shenandoah, Pa., he is a resident there. Pensioner Gives $100 to 5PAD Jens C. Madsen, 65, joined the SIU in 1946 in the port of New York sailing as a fireman-watertender. Brother Madsen sailed 40 years. He was born in Denmark and is a resi­ dent of Hoboken, N.J. Francisco R. Napoli, 54, joined the SIU in 1947 in the port of New York and sailed as a chief steward. Brother Napoli worked on the SeaLand shoregang in Port Elizabeth, N.J. from 1971 to 1977. He is a wounded World War II veteran of the U.S. Army's airborne forces. A native of New York, he is a resident of Middletown, N.Y. John W. Polaski, 57, joined the SIU in 1943 in the port of New Or­ leans sailing as a fireman-water­ tender. Brother Polaski sailed 34 years. He was also an engine dele­ gate. Born in Troy, N,Y„ he is a resi­ dent of Brooklyn, N.Y. John P. Schilling, Jr., 66, joined the SIU in the port of New York in 1952 and sailed as a deek engineer. Brother Schilling was also an engine delegate. He was born in Mobile and is a resident of Beaumont, Tex. Frederick Whipp, 65, joined the SIU in the port of Baltimore in 1964 sailing as a fireman-watertender. Brother Whipp sailed 25 years and attended a Union Crew Conference in Piney Point in 1970. He is also a lathe operator. A native of Balti­ more, he is a resident of Pasadena, Md. Arthur W. Wroton, 65, joined the SIU in 1944 in the port of Norfolk and sailed as a deck engineer. Brother Wroton sailed 40 years. He is a veteran of the U.S. Army in World War II. A native of Virginia, he is a resident of Norfolk. Rafael W. De Arce, 65, joined the SIU in the port of San Francisco in 1961 sailing as a cook. Brother De Arce sailed 32 years. He is a 1950 graduate of the U.S. Maritime Serv­ ice. Seafarer De Arce is also a machinist. Born in Mayaguez, P.R., he is a resident of Hayward, Calif. Recertified Bosun John B. Swiderski, 62, joined the SIU in 1948 in the 'port of New York. Brother Swiderski graduated in the 15th Bosun's Recertification Program class in August 1974. He is a World War II veteran of the U.S. Army. A native of Penn­ sylvania, he is a resident of Brooklyn, N.Y. Pensioner Francisco S. Costa, 78 (right) holds his five SPAD receipts worth $100 while Headquarters Representative Johnny Dwyer offers his congratula­ tions. Brother Costa, who lives in Brooklyn, N.Y., retired last year. He joined the SIU in the port of New York in 19.55 and sailed 42 years, last in the steward department. A native of Spain, he is a naturalized U.S. citizen. Brother Costa is also an accountant. Yasser Szymanski, 61, joined the SIU in 1946 in the port of Galveston and sailed as a chief steward. Brother Szymanski also rode with the Isth­ mian Line. He is a veteran of the U.S. Army before and during World War II. Seafarer Szymanski was born in Massachusetts and is a resident of Springtown, Tex. February 1978 / LOG / 33 �Lyies D. Brunson, 57, died on Jan. 28. Brother Brunson joined the SIU in the port of New Orleans in 1960 and sailed as deck maintenance. He sailed 26 years. Seafarer Brunson was a veteran of the U.S. Navy in World War II. Born in Bayville, La., he was a resident of Abyville, La. Surviving are his parents, Mr. and Mrs. Henry L. and Katherine Brunson of Ralville, La., and a sister, Mrs. James (Kathleen) Bozeman of Abyville. Peter A. Chaffin, 44, died in St. Mary's Hospital, Duluth on Jan. 28. Brother Chaffin joined the Union in the port of Duluth in 1971 sail­ ing as an oiler for the Kinsman Marine Steamship Co. and the American Steamship Co. He was born in Clear Lake, Minn, and was a resident there. Surviving is his mother, Sarah of Clear Lake. Pensioner Fran­ cisco Cornier, 66, died of a heart attack at home in Ponce, P.R. on Nov. 11, 1977. Brother Cor­ nier joined the SIU in 1942 in the port of Mobile and sailed as a bosun. He sailed 4.^ years. Seafarer Cornier was born in Gayanilla, P.R. Surviving are two .sons, Santiago and Francisco, and three daughters, Lourdes. Carmen and Nara. Edward T. Devercaux, 54, died in the San Francisco USPHS Hospital on Nov. 16, 1977. Bro­ ther Devereau.x joined the SIU in the port of Boston in 1967 and sailed as a OMU. He sailed 14 years and was also a ship delegate. Sea­ farer Devereaux was a wounded vet­ eran of the U.S. Navy in World War II. He was born in Sommerville, Mass. and was a resident of Richmond, Calif. Sur­ viving are his widow, Elenore; a son, Randolph, and two daughters, Deborah and Mrs. Maureen Colbert. Earlic A. Broadiis, Jr., 33, died on Dec. 23, 1977. Brother Broadus joined the Union in Port Arthur in 1973 sail­ ing as a deckhand and tankerman for Dixie Carriers in 1974, for the Moran Towing Co. of Texas, the Marine Fuel­ ing Service Co., Port Arthur in 1977, and for the National Marine Service Co. from 1973 to 1977. He was a vet­ eran of the U.S. Army. Boatman Broadus was born in Mobile and was a resident of Port Neches, Tex. Surviving are his widow. Ruby; a son, David, and a brother. Earl. 34 / LOG / February 1978 Pensioner Nathan Dixon, 80, passed away in Long Island College Hospital, Brooklyn, N.Y. on Dec. 23, 1977. Bro­ ther Dixon joined the SIU in 1938 in the port of New York and sailed as an assistant steward. He sailed 55 years. Seafarer Dixon was born in New Orleans and was a resident of Brooklyn, N.Y. Burial was in Ever­ green Cemetery, Brooklyn. Surviving are two sons, Paul and Richard, and a niece, Mrs. Olive Moore of Brooklyn. Pensioner Jo.seph Garello, 71, died of arterioscleriosis in the Charles Convalescent H9me, Brighton, Mass. on Jan. 11. Brother Ga­ rello joined the SIU in 1946 in the port of New York and sailed as a chief steward. He sailed for 39 years and was on the picket line in the 1965 Chicago beef. Seafarer Garello was a veteran of the U.S. Navy. Born in Italy, he was a resi­ dent of Brighton. Interment was in St. Michael's Cemetery, Jamaica Plains, Mass. Surviving are two brothers, Al­ bert of Dorchester, Mass. and John; a sister, Mrs. Mary Pergamo, and a nephew, John Pergamo, both of Burl­ ington, Mass. 4 Pensioner John B. "Put" Carrison, 66, died of heart failure in the Kissimmce (Fla.) Medical Cen­ ter on Oct. 15, 1977. Brother Garrison joined the SIU in 1947 in the port of New York and sailed as a bosun. He sailed for 27 years. Seafarer Garrison was born in Pennsylvania and was a resident of Kissimmec. Burial was in the Osceola (Fla.) Memory Gardens Cemetery. Surviving is his widow, Patricia. John L. Glover, 46, died of diabetes in the Houston VA Hospital on Dec. 6, 1977. Brother Glover joined the SIU in the port of Houston in f \ I 1962 and sailed as a cook. He sailed 18 years. Seafarer Glover was a veteran of the U.S. Army in World War II. A native of Oklahoma, he was a resident of Houston. Interment was in Forest Park Lawndale Cemetery, Houston. Surviving are jiis widow, Neva; his par­ ents, Mr. and Mrs. Henry G. Glover, and a sister, Mrs. Louise Vichery of Houston. Pensioner Thomas C. Hickey, 74, died t of a tumor in the Riverhead (L.I., N.Y.) Central Hospital on Dec. 22, 1977. Bro­ ther Hickey joined the SIU in 1942 in the port of New Or­ leans and sailed as a bosun and in the steward department. He also sailed on the Bull Line during the Korean War. Seafarer Hickey walked the picket line in the 1961 Greater N.Y. Harbor strike. He was a veteran of the U.S. Navy. Born in Hampton, N.J., he was a resi­ dent of Riverhead. Burial was in St. John's Roman Catholic Cemetery, Riv­ erhead. Survivimi is his widow. Ermosa. Walter 4*Wally'* Kohuf, 49, died at home in Baltimore on Jan. 10. Brother Kohut joined the SIU in 1946 in the port of Philadelphia sailing as an AB. Seafarer Kohut also sailed during the Korean War. He was a vet­ eran of the U.S. Army. He was. born in Pittsburgh. Burial was in Meadowridge Cemetery, Howard County, Md. Surviving are his widow, Bobbie; two sons, Philip and Scott, and his parents, Mr. and Mrs. John Kohut of Phila­ delphia. g » 4 \ I k Richard R. Leikas, 67, died on Jan. 4. Brother Leikas joined the SIU in 1942 in the port of New York sailing as an AB. He sailed 44 years. Sea­ farer Leikas was a veteran of the U.S. Army during the Korean War. A native of Ohio, he was a resident of Prescott, Ariz. Surviving is a brother, Matthew of Prescott. Pen.sioner Steven Lenert, 65, died of cancer on Dec. 14, 1977. Brother Lenert joined the SIU in 1948 in the port of New York sailing as an AB. He sailed 37 years and on the Bull Line. Seafarer Lenert was born in Poland and was a resident of Santurce, P.R. He was a naturalized U.S. citizen. Burial was in Puerto Rico. Bernard B. Mace, Sr., 67, died of arter­ ioscleriosis on Jan. 14. Brother Mace joined the SIU in 1947 in the port of New York and sailed as a chief steward. He sailed 35 years and on the Bull Line. Seafarer Mace was on the picket line in the 1961 N.Y. Harbor strike and the 1962 SRP beef. He was also a bookkeeper. Born in Lee, Mass., he was a fesident of Staten Island, N.Y. Interment was in Moxaixan Cemetery, Staten Island. Surviv­ ing are four sons, Bernard of Staten Island, John, Thomas and Alberto; three daughters, Robin of the Bronx, N.Y., Mrs. Patricia D. Jamieson of Brooklyn, N.Y. and Bernadcttc of Westbury, L.I., N.Y.; a sister Lynn of Brooklyn, and a cousin, Frank Lawlor, also of Brooklyn. Pensioner Oscar H. Manifold, 75, passed away on Jan. 27. Brother Manifold joined the SIU in 1947 in the port of New Orleans and sailed as a chief elec­ trician. He was a World War I veteran of the U.S. Army. Seafarer Manifold was born in Coving­ ton, Ky. and was a resident of New Or­ leans. Surviving are his widow, Olive, and a son, Patrick. Harmony E. Rigby died on Feb. 3. Brother Rigby joined the Union in the port of Houston in 1977 working for the G & H Towing Co., Radcliff Ma­ terials, and the Crown Cork Co. He was a resident of Houston. Richard I. Price, 80, passed away on Dec. 25, 1977. Bro­ ther Price joined the SIU in the port of San Francisco in 1956 and sailed as a chief electrician. He sailed 31 years. He also sailed on the Bull Line. Seafarer Price was a veteran of the U.S. Army Signal Corps Air Force in World War I. A native of Kansas, he was a resident of Compton, Calif. Surviving is a daughter, Mrs. Raymond (Phylis) Sandford of Compton. Pensioner Candido V. Reyes, 70, died of heart failure at home in San Francisco on Dec. 24, 1977. Bro­ ther Reyes joined the SIU in the port of New York in 1955 and sailed as a chief cook. He sailed 56 years. Seafarer Reyes was a graduate of the Andrew Furuscth Training School, Brooklyn, N.Y. in 1959. He was also a veteran of the U.S. Coast Guard. Born in the Philippine Islands, he was a naturalized U.S. citizen. Burial was in Olivet Mem­ orial Park Cemetery, San Francisco. Surviving are his widow, Rosario; three sons, Raymund, Richard and Ronald of Brooklyn, and a daughter, Cynthia. Pensioner Antonio J. Sanchez, 65, died of natural causes in the Staten Island (N.Y.) USPHS Hos­ pital on Dec. 16, 1977. Brother San­ chez joined the SIU in 1939 in the port of Philadelphia and sailed as a chief stew­ ard. He sailed 32 years and was on the picket line in the 1961 N.Y. Harbor strike and the 1962 Robin Line beef. A native of Puerto Rico, he was a resi­ dent of Brooklyn,. N.Y. Burial was in Cypress Hills Cemetery, Brooklyn. Sur­ viving is a daughter. Carmen of Brooklyn. d::M Wilmer J. Newsome, 55, died on Jan. 21. Brother Newsome joined the SIU in the port of New York in 1958 sailing as an OS and in the steward depart­ / ment for 20 years. He was a 1958 graduate of the Andrew Furuseth Training School, Mobile. Born in Alabama, he was a resident of Fort Walton Beach, Fla. Surviving are his mother. Vera of Pensacola, and a sister, Mrs. Sarah McLean of Fort Walton Beach. Jack K. Adams, 32, was found drowned in the Mississippi River off the New Orleans Canal St. ferry landing on June 22, 1977. Brother Adams joined the Union in the port of Houston in 1977 sailing as a deckhand on the Tugs Moss Bluff and Rusty Barrilleaux (In­ land Tugs Canal Division) from 1968 to 1977. Inland Boatman Adams was a veteran of the U.S. Army. He was born in McComb, Miss, and was a resi­ dent of Summit, Miss. Burial was in Hollywood Cemetery, McComb. Sur­ viving are his mother, Mrs. Virginia Travis of McComb; his father. Jack, and grandfather, Ruben, both of Huff, Va., and three brothers-, Alton Travis, Eugene Travis, and Milton Travis, all of Pike County, Miss. •> •.m • «ij m �T Francisco "Frank'* Sarmento, 60, died aboard the SS Borinquen (P.R. Marine Mgt.) off San Juan on Dec. 20, 1977. Brother Sarmento I ^ joined the SIU in I 1943 in the port of New York sailing as an AB. He sailed 40 years and on the Isthmian Line. Sea­ farer Sarmento was on the picket line in the 1961 N.Y. Harbor beef. Born in Bahia, Brazil, he was a resident of Brooklyn, N.Y. He was a naturalized U.S. citizen. Surviving are his widow, Dorothy and a daughter, Euthimia of Brooklyn. Pensioner Julius W. Scheidel, 61, died of lung failure in the New Orleans USPHS Hospital on Jan. 2. Brother Scheidel joined the SIU in 1946 in the port of New York and sailed as a bosun. He sailed 29 years and was on the Delta Line Shoregang in New Orleans from 1974 to 1976. Seafarer Scheidel was a World War II veteran of the U.S. Army Quartermaster Corps. Born in New Orleans, he was a resident of Metairie, La. Burial was in St. Roch Cemetery, New Orleans. Surviving are his widow, Estelle, and a brother, Arnold of New Orleans. Thurman T. Young II, 24, died at home in Philadelphia on Dec. 15, 1977. Bro­ ther Young joined the SIU in the port of Baltimore in 1969 vi and sailed as an AB. He had graduated from the HLS in Piney Point that year. He returned to the HLS in 1974 to get an 'A' Seniority book. Seafarer Young was born in Philadelphia. Interment was in Fernwood Cemetery Delaware County, Pa. Surviving are his widow, Betty; a son, Thurman III; his parents, Mr. and Mrs. Thurman and Divige Young of Philadelphia, and a brother William. Nicholas A. Zaccariello, 53, died on Jan. 18. Brother Zaccariello joined the SIU in the port of New York in 197' and sailed as an AB. He attended the HLS in 1976 a:i«i was on the Sea-Land Shoregang, Port Eliza­ beth, N.J. in 1971. Seafarer Zaccariello was a World War II veteran of the U.S. Navy. Bom in Brooklyn, N.Y., he was a resident of Hoboken, N.J. Sur­ viving are a brother, Peter Salazano, and a sister, Raffalina, both of Brooklyn. Pensioner Herman C. Dinger, 66, died of liver failure in the West Shore Hospital, Mainstee, Mich, on Jan. 9. Brother Dinger joined the Union in the port of Elberta, Mich, in 1954 sailing as an AB for the Ann Arbor Railroad Car Ferries from 1966 to 1973. He sailed 23 years. Brother Dinger was also a locksmith. Bora in Mainstee County, Mich., he was.a resi­ dent of Kalvea, Mich. Burial was in the Cleon Township Cemetery, Copemish, Mich. Surviving is his widow, Florence. Reeves S. Compton, 51, died at home 1 in Portsmouth, Va. on Dec. 20, 1977. Brother Compton joined the Union in the port of Norfolk in 1969 sailing as a deckhand for the Al­ lied Towing Co. and for McAllister Brothers from 1971 to 1977. He also sailed deep sea as an oiler. Boatman Compton was a veteran of the U.S. Navy in World War II. He was a native of Pittsvignia County, Va. Burial was in the Olive Branch Cemetery, Ports­ mouth. Surviving are a son, Dennis of Portsmouth; a daughter, Debrie of Nor­ folk; his parents, Mr. and Mrs. Walter L. Compton, Sr., and a brother, Larry, also of Portsmouth. Francis J. Con­ nolly, 65, died on Jan. 29, 1976. Bro­ ther Connolly joined the Union in the port of Houston in 1959 sailing in the deck de­ partment. He sailed for the Gulf Canal Lines from 1959 to 1976 and as an AB for the G & H Towing Co., Galveston in 1959. Boatman Connolly was a mem­ ber of the Seamen National Union of Ireland from 1936 to 1946. He was born in Bangor, Ireland and was a resi­ dent of Mobile. And he was also a navi­ gator and yacht rigger and finisher. Sur­ viving are four sons, Brian, Rory, Sean, and Kevin and a daughter, Margaret. Pensioner Ben R. Piner, Sr., 59, died of lung cancer at home in Beaufort, N.C. on Aug. 5, 1977. Bro­ ther Piner joined the Union in the port of Norfolk in 1961 sail­ ing as a captain for the Allied Towing Co. from 1970 to 1977, the Carteret Towing Co., Morehead City, N.C., from 1957 to 1962 and the R. K. Davis Transportation Co. from 1955 to 1957. He was a World War II veteran of the U.S. Coast Guard. Boatman Piner was born in Morehead City. Interment was in the Ocean View Cemetery, Beaufort. Sur­ viving are his widow, Julia; two sons, Ben and Eris; two daughters, Barbara and Beverley, and his parents, Mr. and Mrs. Thomas B. Piner. Pensioner Robert W. Simpson, 61, died on Jan. 28. Brother Simpson joined the Union in the port of New York in 1960 sailing as a floatman and mate for the Penn Central Rail­ road's Pier H, Jersey City, N.J. from 1939 to 1971. He was a veteran of the U.S. Navy in World War II. Born in New York City, he was a resident of Pascagoula, Miss. Surviving are four sons, John, Robert, Joseph and Mich­ ael, and a sister, Mrs. Robert Swangler of Bristol, Pa. Joseph J. Smith, 68, died on Jan. 8. Brother Smith joined the Union in the port of New York in 1960 and sailed as a first deckhand, mate, deck cadet, and steamboatman for the Penn Central Railroad from 1929 to 1978. He also sailed with the American South Africa Line from 1927 to 1929. Boat­ man Smith was born in Brooklyn, N.Y. and was a resident there. Surviving are his widow, Anna; two sons, Joseph and James, and a daughter, Carol Ann. Jules C. Foin, 54, died on Nov. 21, 1977. Brother Foin joined the Union in the port of Cleveland in 1973 and sailed as an AB. He was also a member of the SUP in 1951. Born in Pennsylvania, he was a resident of Washington, D.C. Surviving are two sisters, Mrs. M. D. Hesselberl of Washington, D.C., and Nancy of Danville, Calif. Kenneth E. Sayers, 25, died on Jan. 4. Brother Sayers joined the Union in the port of Duluth in 1977 sailing as an OS for the Kinsman Marine Steamship Co. He was a veteran of the U.S. Army. A native of St. Clair, Mich., he was a resident there. Surviving is his father. Earl of St. Clair. Joseph Delgado, 54, died on Jan. 31. Brother Delgado joined the SIU in the port of New Orleans in 1955 sailing as a wiper. He was born in Louisiana and was a resident of New Orleans. Sur­ viving are his mother, Mrs. E. Delgado, and a brother, Anastacio, both of New Orleans. SNV fig Pensioner Morris "Jack" Tromha, 68, W died of a heart attack on his way to Ala­ mance County Hos­ pital, Burlington, N.C. on Jan. 6. He joined the Union in the port of Detroit in 1960 sailing as an AB. He sailed 44 years. Brother Tromba was born in Brooklyn, N.Y. and was a resident of Statesville, N.C. Interment was in the Taylorsville (N.C.) Cemetery. Surviv­ ing are two sons. Dr. Charles B. Tromba of Yadkinville, N.C., and Ed­ ward, and three daughters, Judith of Statesville, Mrs. Toni Cagle, and Joy. George R. Carlton, Jr., 57, died in New Hanover Memorial Hospital, Wil­ mington, N.C. of a heart attack on Jan. 4. Brother Carlton joined the Union in the port of Norfolk in 1962 and sailed as a tug captain for the Allied Towing Co. from 1963 to 1977, the Carolina Towing Co. in 1969, and for the Lynch Brothers Towing Co. from 1961 to 1964. He also worked as a mate for the Florida Towing Co. in Jacksonville from 1953 to 1962. Born in Wilming­ ton, N.C., he was a resident of Castle Hayne, N.C. Burial was in the Greenlawn Memorial Park Cemetery, Wil­ mington. Surviving are his widow. Vera of Wilmington; a son, George; two daughters. Vera and Cynthia, and his parents, Mr. and Mrs. George R. Carl­ ton, Sr. Edward F. Wischoever, 71, passed away on Sept. 29, 1977. Brother Wisch­ oever joined the Union in the port of Cleveland in 1959 sailing as a firemanwatertender for the J.T. Hutchin Co. from 1961 to 1973. He was born in Chicago and was a resident of Miami, Fla. Surviving are his widow, Lolly, and a daughter. Donna. 'Aussie's' Last Voyage Edward F. Riggs, 48, died of lung can­ cer in the Norfolk USPHS Hospital on Jan. 24, 1974. Bro­ ther Riggs joined the Union in the port of Norfolk in 1968 and t sailed as an AB for the Curtis Bay Towing Co. from 1967 to 1977. He also sailed with McAllister Brothers. Boatman Riggs sailed deep sea from 1955 to 1967. He was born in Norfolk and was a resident there. Burial was in Forest Lawn Cemetery, Norfolk. Surviving are his widow, Frances; a son, Jesse, and his parents, Mr. and Mrs. Joseph Riggs of Norfolk. William G. Munn, 62, died on Feb. 2. Brother Munn joined the Union in the port of Norfolk in 1970 sailing as an AB and cook for the Allied Towing Co. He was bora in Charlotte, N.C. and was a resident of Chesapeake, Va. Sur­ viving are his widow, Frances; a son, Michael, and a daughter, Patricia. Capt. W. E. Franklin (center left) of the SS Sea-Land Resource says solemn burial prayer for the late Chief Steward Sydney P. "Aussie" Shrlmpton on Dec. 18. In the background, two crewmembers prepare to commit the flagdraped departed's ashes to the deep. Taking part in the services were most of the off-watch crew. Brother Shrlmpton had retired on an SIU pension two years ago after sailing 53 years. He was 71 when he died of a heart attack on Aug. 6. February 1978 / LOG / 35 Ai �r HLS UPGRADING CLASS SCHEDULE 1978 Below IS complete list of all upgrading eour»es, and their starting dates, that are available for SIV members in 1978. These include courses for eep s^f Great Lakes, and inland waters. SW members should be aware that certain courses may be added or dropped from the schedule as the need arises. However, the Log will try to keep you abreast of these changes, For further information regarding the courses offered at the Lundcberg School, members March 6 April 3 May 1 May 29 June 26 July 24 August 21 September 18 October 16 November 13 December 11 should contact their local SIV representative, or write to the Lundeberg School Vocational Edu­ cation Department, Piney Point, Md. 20674. or call the School at (301) 994-0010 Towboat Operator Scholarship Program May 29 Towboat Operator Western Rivers, Inland & Oceans August 14 Mate & Master September 25 Pilot May 15 Chief Steward (maximum 1 student per class) March 6 April 3 May 1 May 29 June 26 July 24 August 21 September 18 October 16 November 13 December 11 May 29 October 2 March 30 May 11 July 10 August 31 October 16 November 23 Pumproom, Maintenance & Operation October 9 he Marine Electrical Maintenance Chief Cook and Cook & Baker (maximum 2 students for Chief Cook and 2 students for Cook & Baker for each class scheduled) Maintenance of Shipboard Refrigeration Systems Automation March 6 Diesel Engineer July 31 Welding March 6 March 20 April 3 April 17 May 1 May 13 May 29 June 12 June 26 July 10 July 24 August 7 August 21 September 4 September 18 October 2 October 16 October 30 November 13 November 27 December 11 December 22 Able Seaman March 20 May 1 June 12 July 10 August 17 September 18 November 13 Quartermaster April 3 October 16 March 6 March 20 April 3 April 17 ]\toy 1 May 13 May 29 June 12 June 26 July 10 July 24 August 7 August 21 September 4 September 18 October 2 October 16 October 30 November 13 November 27 December 11 December 22 f. Assistant Cook Lifeboat and Tankerman Special Programs to be Set Up Upon Request March 2 March 16 March 30 April 13 April 27 May 11 May 25 June 8 June 22 July 6 July 20 August 3 August 17 August 31 September 14 September 28 October 12 October 26 November 9 November 24 December 7 December 21 �ffCI Ted LukawskI Louis Zizzo Don Shadrick Seafarer Ted Lukawski, 21, gradu­ ated from the Harry Lundeberg School in 1975. He re­ turned to the School in 1977 to upgrade to AB. Brother Lukawski also earned his firefighting, lifeboot, and cardio-pulmonary resu.scitation cards. Born in Staten Island, N.Y., he's a resident there and ships out of the port of New York. Seafarer Louis Zizzo, 27, began sailing with the SIU in 1972. The next year he graduated from the Harry Lundeberg School of Seamanship Trainee Program, Piney Point, Md. Last year he upgraded to AB there. Re­ cently he picked up his firefighting, life­ boat, and cardio-pulmonary resuscita­ tion tickets. Brother Zizzo was born in San Diego, Calif, where he lives in the Mission Hills section. He ships out of the port of San Francisco. Seafarer Don Shadrick, 24, has been shipping with the SIL since he graduated from the Piney Point Entry Program in 1974. He sails in the deck department. Broth­ er Shadrick re­ turned to the HLS in 1977 for his AB endorsement. Then he also got his fire­ fighting. lifeboat, and cardio-pulmonary resuscitation cards. He was born in Valdosta, Ga. Now he resides in Cocoa Beach, Fla. For shipping out, Jackson­ ville is his port. Lawrence Gayle, III Jeffrey Murray Seafarer Jeffrey Murray, 21, joined the SIU following his graduation from the Lundeberg School in 1974. Since then he went back to Piney Point in 1976 to get his fireman-watertender endorsement and firefighting, lifeboat, and cardio-pulmonary resusci­ tation tickets. Brother Murray was born in the port of Seattle in which he resides and from where he ships out. Richard S. Gayle 1 Seafarer Richard S. Gayle, 22, like his brother, Larry, is a 1975 graduate of the Harry Lunde­ berg Trainee Pro­ gram. He returned to Piney Point in 1976 to receive his AS endorsement. He also earned his lifeboat, firefighting, and cardio-pulrnpnary resuscitation tickets. Brother Gayle is a native of Connecticut and resides in Annapolis, Md. He ships out of the port of Balti­ more. Richard Schwender Seafarer Richard Schwender, 25, graduated from the Harry Lundeberg ' Trainee Program in 1974. In July 1977, he upgraded to FOWT in Piney Point. He has his firefighting, lifeboat, and cardio-pulmonary resuscitation tickets. A native of Seattle, he resides in nearby Olympia, Wash, and ships out from the port of Seattle. Ned C. Pedersen Seafarer Ned C. Pedersen, 22, first began sailing with the Union when he finished the HLS Trainee Program in 1976. Brother Ped­ ersen in 1977 earned his FOWT rating with his fire­ fighting, lifeboat, and cardio-pulmonary resuscitation tickets. He was born in Brooklyn, N.Y. where he lives. New York is also his shipping out port. Seafarer Law­ rence "Larry" Gayle, 111, 21, first sailed with the SIU in the engine room j after his graduation from Piney Point in August 1975. He earned his fireman^ watertender en­ dorsement in September 1977. Brother Gayle also holds firefighting, lifeboat, and cardio-pulmonary resicscitation tickets. Born in Maracaibo, Venezuela, he is a resident of Annapolis, Md. and ships out of the port of Seattle. Golden Monarch SPAD-Civer George Castle Seafarer George Castle, 24, began sailing in the engine department in 1975, the year of his grad­ uation from the Lundeberg School. \ Last year he earned his fireman-watertender^endorsement there. Brother Castle is a native of Spo­ kane, Wash. He lives in Seattle and ships out of the port of New Orleans. Showing off his SPAD receipt is Utility Messman Ismael Rivera, steward dele­ gate of the ST Golden Monarch (Westchester Marine). Coors Beer Boycott Causes Soles Dip Partly because of the effects of the 10-month nationwide.consumers boy­ cott imposed by the AFL-CIO on the Adolph Coors Beer Co. of Golden, Colo., the brewery reported early this month that its national sales and protits were sliding downward. U.S. sales were down 19 percent in July with the fifth leading brewery in the country losing first place in beer sales in the state of California. Sep­ tember production at the brewery was off by 30 percent. Coors shares on the stock market have dropped from $31 a share to $14 a share. Despite the apparent success of the don't buy, drink boycott, consumer apathy keeps the company in business. Coors claims that although 39 percent of its customers are union members only 18 percent of those union broth­ ers have quit drinking their beer. The more than 1,472 members of Brewery Workers Local 366 at the plant have been on strike since Apr. 5, 1977 when the company and the union disagreed on contract terms in a new wage agreement. Fifteen other affiliated unions in 13 Western states where Coors beer is sold also joined in the walkout. In retaliation, Coors has hired scabs to "permanently" re­ place strikers. The AFL-CIO boycott followed on Apr. 19, 1977. Why did the strike start in the first place at this time? There hasn't been a strike at Coors in 20 years. It can all be traced back to the company's 44year history of trying to bust the union by whittling away union contract pro­ visions. Mainly at issue are a pre-employ­ ment lie detector test requirement, the open shop, five-day week, seniority for best shifts and differential pay. Coors subjects its employees anytime to phy­ sical exams by company doctors and search and seizure of employes' per­ sons, cars and lockers by company cops. , The company began using the lie detector in the early '60s. At first it was used just on brewery workers. But today both management and all other Coors employes have to take it before being hired. Typical of the coercive, personal questions asked on the lie detector test of new employes are- politics, re­ ligion, sexual habits, alcohol or mari­ juana user, abortion, financial condi­ tion and if they were ever dissidents or protestors. Among the many reasons for im­ mediate discharge at the plant are con­ duct which violates the common de­ cency or morality of the community, lying to superiors on work duties and making disparaging remarks about the employer or any words or deeds which would discourage anyone from drink­ ing Coors beer! The last major strike in 1957 lasted 117 days. It began when the company tied its wage offer to a demand that the union scrap its crossing-the-pickefline clause in the contract. When Local 366 refused, Coors posted notices announcing that the union business agent couldn't visit the plant without special permission, and that union dues would no longer be deducted by the company. Also union bulletin boards would be abolished and grievances would no longer be considered. At the strike's end, Coors agreed to take back all striking employes, ex­ cept five union members who had been fired and 120 members who had been replaced. They got three-months severance pay if they quit. Ten other strikers were laid off for a few weeks. Others came back after six months. One of them was told he'd have to apologize to his supervisor for offensive lan­ guage if he wanted his job back. Up to now, the union has lost its dues checkoff and the right of its busi­ ness agent to visit the plant without special company permission. So, Seafarers, PLEASE don't buy or drink COORS BEER. February 1978 / LOG / 37 IKS �r ' Shipping is big business in New Orleans and some of the newer offices have come right down to the banks of the Mississippi where they overlook the activity that keeps them going. The inter­ national Trade Mart, the tall building in the center, provides a handsome backdrop for the Brian Smith, a shipdocking tug in the SlU-contracted fleet of Crescent Towing. Gary Fortner, standing left, just joined the crew of the Dixie Vandal after his graduation in December from the Harry Lundeberg School Entry Program. Next to him is Carson J. Abshire, pilot. Seated are (I. to r.): James Bourque, captain, and Billy Sanders and Jerry Mooneyhan, both tankermen/deckhands. Paulsen Wire Rope also has a hand in New Orleans port activity. Shiploading lifts and slings are fashioned in this shop, which has been organized by the United Industrial Workers, an affiliate union of the SlU. UIW splicer Raymond Penns is shown here putting a cargo runner through the hydraulic press. The SlU-contracted 'Dixie Vandal (Dixie Carriers) was in New Orleans, getting ready to push an oil barge up the Mississippi to Baton Rouge, La. It's High River on the Mississippi—New It was high river time on the Missis­ sippi when the Log visited the port of New Orleans in January. Strong river currents gave shipdocking companies, like SlU-contracted Crescent Towing, cause to send out extra tugs on the job. Normally one of the most active ports in the country. New Orleans was even busier than usual last month, on land as well as on the water. While tugs worked hard to keep their 38 / LOG / February 1978 ships under control on the Mississippi, the Dallas Cowboys pulled in the reins of the Denver Broncos in the Superdome. Planes, buses, and cars dis­ charged thousands of football fans who piled up in the city's hotels for the an­ nual Superbowl. Meanwhile, ships like the SlU-contracted Delta Paraguay arrived on the riverfront and unloaded more typical cargo. The Paraguay came in from a four month run to West Africa and brought back some of the goods that create the mixed flavor of New Orleans cooking— rice, grits, and coffee. We visited with some of the crew and found out that they weren't interested in talking about Creole cooking, football, or the current price of coffee. They had more exciting tales to tell, stories of pirate raids on Norwegian ships off of Lagos, Nigeria. These raids had occurred while the Paraguay was in that area. Fortunately, the Seafarers on the Paraguay had no first-hand ex­ perience of this kind to report. Bosun Raymond "Blackie" Ferrera conveyed the crew's "vote of thanks" to the ship's radio operator for getting their mes­ sages through to heme during the voy­ age. The Paraguay's cargo swung over our heads on wire slings and runners as �11^ I New Orleans chefs aren't the only ones known for their cooking. The crew of the Paraguay vouched for the talents of their steward department, shown here. They are (I. to r.): Chief Cook James Abrams; Saloon Messman Warren Hymel; Third Cook Bruce Eckhaus, and Pantryman Carlos Rodriguez. The Robert N. Stout (Orgulf Transport) was an exception to the busy pace of the port last month. She normally pushes coal barges between New Orleans and Paducah, Ky., but was laid up due to the coal miners strike. 3 S;ea'"ship Lines) was unloading_coffee from West Africa when the Log paid a visit. She sailed to South America the next day. The SlU-contracted Dixie Raider (Dixie Carriers) normally pushes chemical barges from New Orleans to Houston, But she was in the Avondale Shipyard last month getting a partial new bottom and a remodeled galley. The Ship's Committee and some crew members on the Delta Paraguay posed for a group shot. They are (I. to r.); Clarence Lofton, AB; Robert Marion, chief steward; Eugene Washington, steward delegate; Raymond "Blackie" Ferrera, recertified bosun and chairman, and Jack Lofton, deck delegate. SlU Representative Don Tillman, right, visited the Dixie Raider during her stay in the shipyard. He talked with Chris Horrigan, seated left, a December graduate of the Lundeberg School Entry Program, and Capt. Sidney Bonvillain. Orleans Harbor Has its Ups and Downs we left the ship. Soon afterward, we had a chance to see the union shop where these stevedoring tools are made. Paulsen Wire Rope is not far from the riverfront since it plays a direct part in the activity there. The shop has been organized by the United Industrial Workers, an affiliate union of the SIU. The UIW workers there showed us how they cut, splice, and weave the wire rope into strong lifting devices. The rope it­ self comes from the UIW mill that Paul­ sen operates in Pennsylvania. But port activity wasn't all upbeat during our New Orleans trip. The effect of the coal miners strike up North was also evident on the Mississippi in the midst of its busy season. We visited the Robert N. Stout, a 6,500 hp., modern pushboat that seemed even more spacious than she is because all but two of her 10-man crew had been laid off due to the strike. Part of the SlU-contracted fleet of Orgulf Transport, she normally pushes 30 barges filled with coal between Paducah, Ky. and New Orleans. But the barges too were standing half empty and idle beside her. They had been there since December, when the United Mine Workers strike began. We found more SIU Boatmen and a bit more activity on two SlU-contracted Dixie Carriers towboats. The Dixie Vandal was waiting to take an oil barge up river to Baton Rouge, La. And the Dixie Raider was laid up in Avondale Shipyard for repairs. The waiting boats were a quiet con­ trast to their fighting names. They seemed to be a reminder that working on the water is like the Mississippi itself. It's a mixture of high river and low river, of being extra busy and just biding your time. February 1978 / LOG / 39 �r - V..V LOG OftiCMi Puhliijlion of the Scafjrcrs Intcrnjllotijl Union • Atljnlic, Gulf, LJI^CS ind Inland Wjicrs Oislrul • Af L-CIO Sg/° FEBRUARY 1978 VA Paul A. Switch, right, who earned his 'A' book in 1951, gets a $4,560 pension supplement check from John Dwyer, New York SlU representative. Switch sailed in the engine department. •-• ••• "t . •;' ->"••. y'f! Alfred R. Fry, left, joined the SlU in 1944, sailing as a FOWT. Here he receives a $4,740 supplement check from SlU Vice President Cal Tanner at the Union's Tampa Hall. Benefit Totaled $56,880 72 Get 7sf far/^ Pens/on Supplement Last March, the Trustees of the Seafarers Pen­ sion Plan added a new pension benefit for eligible Seafarers. The feature, called the Early Normal Pension Supplement, applies to those who qualify for the Early Normal Pension Benefit and two increments. The Pension Plan Trustees consist of Union and management representatives. Alfred R. Fry and John P. Zimmer each re­ ceived a $4,740 check and will be collecting $395 monthly. And Kristian Korneliu.sen, Miguel Salcedo, Charles G. Swain, Paul A. Switch and Joseph E. Brooke received $4,560 each which is 12 times their monthly pension payment of $380. The Early Normal Pension Supplement is a one-time lump-sum bonus which is available to seamen who meet the proper qualifications. First of all, the applicant must be qualified to receive the Early Normal Pension Benefit. This means he must be a deep sea or Lakes seaman, at least 55-year.s-old, and have a minimum of 7,300 days of service. He must also have worked at least 90 days in the calendar year preceding the date of his application. If a Seafarer meets these requirements, he may apply only for the Early Normal Pension Benefit of $350 per month. If, however, the Seafarer con­ tinues working, he will be able to add an extra $15 per month to his pension for every additional 365 days he works. In order to receive the lump-sum pension sup­ plement, a Seafarer must work at least 730 days beyond the time that he is eligible for an Early Norma] Pension. Seafarers can receive a maximum pension from the Seafarers Pension Plan of $455 per month. So, if a Seafarer works two years (or 730 days) after the time he meets the requirements for the Early Normal Pension Benefit, he will up his monthly pension benefit to $380 per month and his Early Normal Pension Supplement will equal $4,560. If the seaman works seven years (or 2,555 days) beyond his eligibility time, he can collect New York SlU Representative Jack Caffey, left, pre­ sents a pension supplement check to Roy E. Stern of Newark, N. J. Stern will collect a monthly pen­ sion of $410 for working an extra four years after becoming eligible for the Early Normal Pension Plan. Vasser Szymanski, right, displays his supplement check of $4,920. At left is Houston Port Agent Joe Sacco. Szymanski joined the Union in 1946 and sailed as chief cook and baker. In January of this year, the first group of pensioners became eligible for the Early Normal Pension Supplement. Twelve checks, Jotalling $56,880, were presented to these retired seamen. The Seafarers who received checks included: Morris Berlowitz, Charles P. I^reaux, Dominic Fuschillo, Roy E. Stern and Vasser Szymanski who each earned pensions of $410 per month and received supplements of $4,920 each. _ J $455 as his monthly pension and his Early Normal Pension Supplement will equal $5,460. Since $455 is the maximum allowable pension, any time the Seafarer works in addition to the 2,555 days of extra service will not earn his extra pension payments. Equals 12 Months The Early Normal Pension Supplement is awarded in addition to the monthly benefits earned. It is a one time, lump sum payment equal to 12 times the Seafarer's monthly pension benefit. It will be paid during the month of January in the calendar year following the date the Seafarer be­ gins receiving the Early Normal Pension Benefit. These supplements are only paid once; only actual seatime is counted towards them and an applicant must have at least 90 days of seatime after Jan. 1, 1977 to be eligible. In addition, the Early Normal Pension Benefit Supplement will not be paid to anyone other than' the eligible Seafarer. If an eligible Seafarer should die prior to applying for the Early Normal Pension Benefit, the lump-sum Early Normal Pension Sup­ plement will not be paid. Pensioner Charles G. Swain, right, picked up his Early Normal Pension Supplement check or $4,500 at the Jacksonville Hall from SlU Port Agent Leo Bonser. Brother Swain, who sailed as an AB, joined the SlU in the port of Philadelphia in 1944. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1978 Description An account of the resource HEADLINES SIU BACKS HOUSE BILL TO REBUILD LOCKS AND DAM 26 21ST ANNIVERSARY OF LUNDEBERG’S DEATH AFL-CIO PUSHES LABOR LAW REFORM BILL OUTER CONTINENTAL SHELF LANDS ACT PASSES IN THE U.S. HOUSE R.F. ‘MICKEY’ WILBURN, 55, RETIRED HOUSTON AGENT, DIES WINTER BOUND LAKER DESTROYED IN WATERFRONT FIRE DREDGE SAWYER JOINS SIU FLEET PORPOISE KILLS DOWN 75% DUE TO U.S. TUNAMENT EFFORTS U.S. UNEMPLOYMENT RATE DIPS TO 6.3%; STILL VERY HIGH FOR BLACKS HUBERT HUMPHREY, A LABOR MAN DON’T BUY BARTLETT-COLLINS GLASSWARE, SAYS AFL-CIO CONGRESS POSTPONES SENTATE DEBATE ON RIVERS USER CHARGE ATLANTIC COAST BOATMEN EXAMINE SIU WASHINGTON ACTIVITIES OCS BILL PASSES; ‘HIRE AMERICAN’ WINS HOUSE APPROVAL ON THE AGENDA IN CONGRESS TI SCHOLARSHIP PROGRAM FOR BOATMEN IS LAUNCHED POORLY MAINTAINED GREEK TANKER CAUSED EXPLOSION POINT JULIE MATE HAS HIGH PRAISE FOR SHIPMATES 3RD SHIPDOCKING CONFAB LOOKS TO FUTURE SIU SCHOLARSHIP WINNER FOLLOWS FAMILY TRADITION SENATE BILL OK WOULD BOOM DREDGING FIRST LAKES INLAND CONFERENCE HELD RADCLIFF, CRESCENT MEMBERS SET CONTRACT GOALS CLOSED FOR SEASON DUE TO FREEZIN’ COORS BEER BOYCOTT CAUSES SALES DIP IT’S HIGH RIVER ON THE MISSISSIPPI- NEW ORLEANS HARBOR HAS ITS UPS AND DOWNS 12 GET FIRST EARLY PENSION SUPPLEMENT Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1978 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 40, No. 2 1978 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/8739099d4182f26d4d0979315c3c0956.PDF adb2368a29120dbb18e18a68e3f9d2a3 PDF Text Text ... Official Publication of the Seafarers International Union •Atlantic, Gulf, Lakes and Inland Waters District• AFL-CIO Apply No\Y · for Bosun Recertification Program .Pages 30-31 . .Special Rep~rt on Activities ·o f i·.,~ . . .. lui:adeberg ~ Seeking_ · cooperation of· U.s.· Navy Page 3 SPAD, . And Hovv It Works ·. for Seafarers .& . .. -.· ·Boat1J1en . .· .~ . .;,. · . ~age 25 · ~ ~ ~.. ~ ~ i .... • ' . . .. ~ :. ~ ._. VOL. 41 . N0 . 2 FEBRUARY 1979 Seafarers Crew UST Atlantic: She's the Largest Ship Ever Built In the Western Hemisphere ....__ _ _ _ _ _ _ _ _ _ _ Pages 1 2 - 1 3 - - - - - - - - - - - - - - - �MTD Launches High Powered Legisrative Campaign • At Presstime: Bal Harbour, Fla.- lntent on squashing any scheme to export Alaskan oil to Japan, the AFL-CIO Maritime Trades Department launched a high powered political action and legislative campaign to be carried out in the 96th Congress. Under the leadership of MTD President Paul Hall, the MTD, the largest indu stria l department of the AFL-CIO, developed its program and fo rm ulated its goals during two days of Executive Board meetings here on Feb. 15- 16, 1979. The M'I 0 Exec utive Board is mad e up of top officials from 43 national and intc;rnation a l AFL-CIO affiliated unions represe nting a combined membership of nearl y eight milli on American workers. (Complete details, plus photos, of MTD Exec. Board Meeting next issue) The most reassuring ncws to come out of the two-da _ session is that the MTO will no t be alone in it s fight to keep Alaskan oil from being exported to . a Pa,1. ' Ken Young, director of the AFLCJO's Department on Legislati on, told the MTD gathc;ring that the AFL-CIO is prepared to conduct an all out fight to pr e. erve America's on ly sec ur e oil res erve Alaskan oi l- for use by America a lon e. Young said, "the Alaskan oil situation is not a maritime issue alone. It is a problem of grave concern to the entire nation, both in terms of our economy and our national security." Young also told the MTD Board that for domestic use alone is only one of his Departm~nt was in the process of many legislative goals outlined by the putting together a coalition of conMTD Executive Board. sumer, energy and environmental Other areas of legislative concern to groups "to aid the fabor movement in the MTD and of great importance to the blocking exportation of Alaskan oil." jobs and job security of ~eafarers and The status of the Alaskan oil issue has other American workers, include: not changed since the Log reported on it • Negotiation of .a bilateral shippin.g last month. The Department of Energy agreement with China, so that Amenis still se riou sly considering se nding can ships will be assured a fair share of Alaskan oil to Japan in return for all cargoes imported from or exported stepped up importation of oil from to China under any new trade agreeMexico. ment between that nation and the U.S. People in labor are nut the only ones • Implementation of an equi table concerned about the Alaska oil situation . There are many members of Congress who support labor staunchly in preventing an Alaskan oil ex port ation plan . One of th e most outspoken o f these Congressmen is Rep . .John Murph y l 'q..!i11,12 prom pl ne at 1011 nl :1 nc\\ l '. S. (D-N.Y .), who delivered the keynote 111;1 1iti1nc pnlic> to pro111ot c :1 -.1rn11g address during th e two-day MTD Board l ' . S . 111c1 c h;111t l"k L· t . t Ill' \<1t io11:tl :'\LiritilllL' Cot111ci l -.c11t :1 -.c 11 c-. ol mee tin g. 1ec1>111111c1Hf:tliu11s Ill till· C:11t c1 ·\drni11 Murphy, who is chairman of the i-.iratio11 :1-., guidclilll''> lc>r "d r:1 111:1t ic:1 ii >· House Merchant Marine and Fisheries imp rm i11 ._ I hL' l"<l lll f1l' t it i\ c po-., it inn·· o l Comm ittee, pointed out in hi s address l .S. tl:1 g liner L·a rri e r'> . that severa l attempt ~ to ex port Ala s kan l"h L· '\MC :1 joint l;1hor i11du-.tr> o il had been put down in Co ngress in the 111ariti111 c grnt1p in whi ch the S I U plays last few years. a n :1c ti\l' rok \\·arned th e Carter He pointed out that la st summer, J\d 111ini -., tration tilat unkss th e /\mcri Congrc;ss held a series of fiel,d hearings in Sa n Francisco on the Alaska oil 'ca n l'la!! lin er lket i-. prm idcd \\ ith an "ackquate s hare" ol li .S. cargoes. the situation. He said "not one witness who l ' .S . mcrch;int 111;1rine \\i ll disappear . testified during th ese hearings was in "O ur co u11tr> s houlJ declare a clear favor of exporting the oil to Japan." Murphy then pledged his full su pport · oh,iectiyc. that l .S. fla g liner car ri ers sho ulJ achieve a market s hare i11 each in turning back the lates t attempt to ll:S . trade of at lt;ast 40 pem.:nt." the export Alaskan oil to the Far East. N MC said . Such a cargo share cou ld h<.: Although the most pressing issue at the time, the fight to keep Alaskan oil attained throu gh competition within a UGlJ@ ~~~~~[Q)~[R]LJ~~ ~@[g)@U'~ Paul Hall An Investment in Time O ne of the trul y important benefits of belonging to this organization is th e almost unlimited opportunity the Union provides its 111L' mbcrs to advance their ski lls, their job ratings and their earn ing ahi lit y. In other \VOrds, a yo ung man coming into our Union after graduating the Lundeberg School need only take advantage of the many ed ucationa l opportunities available to him and all SIU members to steadily move up the career ladder step by step . Unlike many other industries and unions, where apprenticeships for young people are unduly long and often times unrewarding, an SIU member can move ahead very quickly. One of our young members can reach the top of his chosen department - whether it be on a ship or a tug - in a reasonably short period of time. Hundreds of SIU members have done just that. And hundred~ more are in the process right now of doing the same. In this regard, I want to point out to the membership-especially to the d eep sea deck department - -one of the most important ed ucational opportunities the SIU has to offer. It is the Bosun Recertification Program. And the Union will be conducting three classes of the Bosun Program this year. (See complete detai.ls on the Bosun Recertification Program, requirements and application pages 30-31.) As most of you will recall, the Union conducted the _initial Bosun Recertification Program for three full years from 1973 to 1976. During that time, 402 Seafarers - representing the number of bosuns needed to man our contracted vessels - achieved their recertification. But since that time, we have succeeded in increasing the number of ships under contract to the Union . And as well, a number of our Recertified Bosuns have retired or passed away in the last few years. These factors have created the neeq for a limited number of newly Recertified Bosuns to fill this particular manpower gap. The three classes we are running this year will help fill this gap. The reason we p_µt so much emphasis on this particular program is that Ocean M~mg bill for Amenca. T~e bi_ll must reqmre that .all vessels used i~ t~is important new industry be built i~ American yards and manned by Amencan seamen. • An amendment to the Jones Act, . which would bring the Virgin Islands under the provision of this important maritime law. • Implementation of a coordinated nat ional policy concerning increased importation of liquid. natu~al gas a~ a viable alternative to high priced foreign oil. NMC Says U.S. Needs New Policy to Give Fleet 40°/o Share of Cargoes 1 L',!.! liial 11r> ..,, stem l hat docs not treat l .S. and loreign companies differl' ntl\." I.Ile 111ari1imc uni1llh. shirper-. anJ -. hiphuildcrs t ha t mak eup th e :\atio11al 1\ lari ti11 1e Co un ci l outlineJ a -.c rie-. or steps " hich the~ · urµcd the .'\dmini . tratinn Ta -.k l·· orcL' tll consiJn a -. runda mcnt;tl to "a -> tron g co mp 1~ti ti\ c l J.S. me rc h ant rlcct a nd th e economic -. 1re;1 gth nl' th e l l.S." Chief among the maritime group's recommendations was a call for the l '.S. to dcnlop bilateral shipping arrangements in each category of trade sharing, including ll .S. flag, trading partner flag and third flag. Bilateral . trade agreements, the NMC said, would prescrn competition "while protecting the interests of all l l.S. carriers and shippers." I the job .nf bosun on an SIU ship is crucial not only to the smooth operation of the vessel, but to the overall morale of the unlicensed crew. I say this because a bosun is not only a working seaman. He also serves in the extremely important capacity as chairman of the ship's Union committee. This means the bosun is the working representative of the Unipn at ~ea . . Th'erefo re, ~{top notch SIU bosun must be a good seaman capable of supe rvising the deck gang. He must have a well-rounded working knowledge of the Union, its programs and its problems. He must also be aware of the problems facing our industry. And he must possess the leadershi.p. qualities to deal with the people and personalities that make up a ship's crew. T his is where the Bosun Recertification Program comes in. It is a comp re he nsive program devoted totall y to educating the member about the SIU and its ac tivities worldwide. A member who comp letes this program will possess a broad-based knowledge of the Unio n's commitments to politics, organizing and education. He wi ll also have a better understanding of the contract and constitution, our Benefit Plans and the rights and responsibilities of a member of this organization. In addition, he will have a more indepth knowledge of the U.S. maritime industry as a whole, including new trends in shipping and automated equipment, as well as some of the problems facing our operators. With this kind of knowledge and exposure to the Union and the industry, a member is better eq uipped to develop his own abilities to handle shipboard beef. smoothly and conduct interesting and informative union meetings at sea in his capacity as ship's chairman. The Bosun Recertification,.Program is truly a unique opportunity for a member to take a big step up the ladder in his seagoing career. It is an especially important opportunity for our younger members who did not meet the eligibility requirements for the initial phase of the Bosun Program. Again brothers, the only thing holding a member back from advancing his career is an individual's own lack of desire or ambition to move forward. Some say they don't have the time to upgrade. That's certainly ~ consideration. The Bosun Program is 60 days in length. Most of our other upgrading courses run anywhere from 30 to 60days or longer. But think about it. How much time is time when you're talking about a career- a lifetime of job security. To me, 30 or 60 days spent upgrading your skills is a small investment in time considering the long range benefits it will provide for you in years to come. _The SIU has the programs and the people to help SIU members move forward in their jobs and their lives . How much you achieve and how far you get is totally up to you. Change of address cards on Form 3579 should be sent to Seafarers International Union . Atlantic . Gulf. Lakes and lnlan_ d Waters Dist.rict. AFL -C IO . 675 Fourth Ave .. Brooklyn. N.Y. 11232 Published monthly. Second Class postage paid at Brook lyn . N.Y. Vol. 41 , No . 2. February 19.79. (ISSN #0160-2047) 2 I LOG I Febru·ary 1979 �Maritime Labor Seeking Cooperation of U.S. Navy T HE first in what is hoped will be an ongoing series of meetings betweep the Navy, the Maritim~ Administration, and representatives of maritime labor and industry took place in Washington January 25 . The two meetings- one with labor and one with industry representatives -.~ere attended by the top officials of government, industry and ihe maritime unions. SIU President Paul Hall presented a position pape r in which the SIU endor ed the concept of th~ meetings , but noted that "in view of the history and record of official opposition to such meetings, certain perspectives and definitions are essential if there is to be good-faith participation, and certain fundamental facts must be understood if these meetings are to be more than pro forma exercises to provide a record." (SEE TEXT OF SIU STATEMENT ON THIS PAGE.) The meeting with maritime labor was attended by Navy Secretary W. ·Graham Clayton, Jr.; Secretary of Commerce for Maritime Affairs Robert J. Blackwell; SIU President Paul Hall; SIU Executive Vice President Frank Drozak; Sailors Union of the Pacific President Paul Dempster; National M EBA President Jesse Calhoon; as well a top officials from the National Maritime Union; Masters, Mates & Pilots, and the shipyard unions. At a maritime industry meeting later the same day, representatives from a broad spectrum of industry . attended, including ship operato~. -------------------------Lundeberg's Legacy Lives On Twenty-two years ago the American maritime labor movement lost one of its greatest leaders. ,, On Jan. 28, 1957, Harry Lundebe~g, the founder of the SIUNA, died suddenly of a heart attack, after a lifelong effort bringing merchant seamen to a place of prominence and power in this country. Only 56 at the time of his death in San Francisco, Lundeberg had left his mark on the maritime labor movement in 1934. In that period, seafaring unions had lost the foothold first established in the beginning of the century. Dispersed and disorganized, they needed new leadership and new direction to avert the threat of virtual extinction. Lundeberg and the West Coast seamen's strike of 1934 provided the historic combination of . forces. As Seattle port agent for the Sailors Union of the Pacific, he led the charge in that bloody strike and turned it into a victorious reemergence of power for maritime labor. Lundeberg succeeded Andrew Furuseth as SUP secretary treasurer, the highest office in the Union, in 1936. After bitter political a nd jurisdictional disputes with the NMU and the old International Seamen's Union, he formed the SIUNA in 1938. He served as SI UNA president from then until his death. Like Furuseth, who authored the 1915 Seamen's Act, Lundeberg ·was born in Norway . His father and three of his brothers had been sailors and he went to sea at the age of ten. During World War I he saiied on English nitro Submitted by: Paul Hall, President Seafarers International Union of North America, AFL-CIO Harry Lundeberg, 1901-1957 ships, which were torpedoed out from under him several times. Even after he became a union leader, Lundeberg never•f6rkot he was a sailor. In 194 7 he worked his way across the Atlantic and back as an AB on a SUP ship so that he could visit his homeland for the first time in 30 years. Lundeberg had been voted funds b:~ , the SUP membership to pay for the trip, but he turned the money down. During the first Eise nhower administration in the 1950s, he also turned down the U.S.Secretary of Labor's job, preferring to remain in the sea men's labor movement. Although he died in the prime of his leadership, Lundeberg's legacy li ves on as an active force in the movement. It is a fitting memorium that the Harry Lundeberg School in Piney Point, Md., the SI U's working promise of prog ress for Seafarers, bears the name of the man who first made it a ll possible. SIU Se kihg Navy Cooperation ...... . ... . .... Page 3 Plans Paid $2 .5 Mill ion in 1978 . . . . . . . . . . . . . . . . . . Page 5 Union News IMCO Manning ............. Page 11 Scholarship Winn er ... .. ... . Page 36 Presider)t'S Report . . ......... Page 2 Headquarters Notes .. ....... Page 7 Letters to Editor . . .... . .... ·. Page 14 Brotherhood in Action .. ...... Page 6 At Sea-Ashore ....... . . .. .. Page 16 SPAD Checkoff. ..... ..... Back P-age Inland Vacation Plan ......... Page 5 Great Lakes Picture . .. ....... Page 8 Inland Lines ... ........ ..... . Page 6 SPAD And How It Works For You ................. Page 25 concern." The legislation would also have directed the Advi~ory · · Board to report annually to the Congres. and the Pr sidcnt on th e pr0grc . s of th e ir meetings. The President, ho\\ ever, ve toed the legi s lation. sayi ng that certain initiatives are alread) being taken by both the Navy anrl th e Maritime Indu stry to hold . 11• h meetings . In hi s eto message. the President said, "In order tn assure that the concerns that ge nerated thi s bill arc fully addrc sse J. I am directing both Secretarie s (of Navy and Commerce) to consult regularly with maritime industry officials to discuss issues of mutual concern." Following is the kxt of a statement presented by Paul Hall, presid ent of th e Seafarers International Union, at a meeting of the Navy Department, the U.S. Maritime Administration, and represen_tatives of maritime labor. Statement on Meeting of · Navy Depar,tment Maritime Administration and Maritime Union Representatiues . January 25, 1979 .. -------------------------INDEX Legislative News MTD Legislative Campaign ... Page 2 SIU in Washington .. .. ... Pages 9-10 Bill to Curb Convenience Flag Spills ...... . ... . .... Page 26 ship builders and maritime associations. SIU President Hall made the observation that maritime labor has always felt that close cooperation between the Navy, the Maritime Administration and all segments of the maritime industry "i s essential to the national interest.,. H e said in hi s statement to the meeting: ··where we have initiated efforts of this sort, it has been our desire to exchange views and to resolv e differences of opinion on policy question s affecting th e na tiona I security." But, he noted that the failure to achieve these objectives was th e reason that legislation was initiated and pas-sed in both Houses of Congress last year which would have .established a Navy/ Maritime Advisory Board. This board would have bee n required to meet regularly with representatives of labor and industry .. to discuss issues of mutual General News Ship 's Digests .... ... .. .. .. . Dispatcher's Repo rts: Great Lakes ..... . ....... Inland Wat ers ............ Deep Sea .. .............. Page 34 Page 35 Page 36 Page 38 Training Upgrading 'A' seniority upgrading ....... Page 36 Piney Point Grads . .. ....... Page 39 HLSS Course Schedu le ..... Page 33 Membership News New Pensioners . ... . . . . .... Page 32 Final Departures ........ ... . Page 28 From OS to Master ......... Page 29 UST Atlantic ........... Pages 12-13 Special Features Special Supplement on HLSS Activities in 1978 ..... Pages.17-24 Introduction The close cooperation of the Navy. the Maritim1.: Admin istration. and a ll segments of the maritime .industry has always b1.:en essen tial to the national interest. Efforts to effect such cooperatio n ha ve been sough t both formally a nd informally over the past 14-15 years. Whne we have initiated efforts ofrhissort. it has been our desire to exchange views and to resolve differences of opinion on policy questions affecting. the national security. Unfortunately, these goals have never been reali:ted . In fact. ir w<.1s this failure that culminated in the legislation which was passed b_v bnth Houses of the 95rh Congress. estab lishing a "Navy-Maritime Adv isory Board." When the Pres idc111 vetoed the legislation. we expressed our rcgrcr hut informed the Presidcrll of our support for hi s reco111111endation''dircc1irw borh Secrctaric'.'- t,o co nsult reg ularly with 111uri1imc industry officials to disc11ss issues of mutual cnncern." Therefore. we endorse the concept or mec1in gs ot' this sort . B111 in ,·iew oi"thc histor\' and record or official opposition to such meetin gs. certain pcrspccti\'es and d~finitions arc essential if"th1.:re is to he good-foith participation . <.llld cnlt1i11 fundamental facts m11sl h1.: und c rstuod ii"thcsc meetings arc to he more th;111 pro forma excrciscs to provid1.: a record . Basic National-Sccurit)' Issues Hegarding Merchant Marine and Navy Any attcmrt to review and discus s the national security factors as I hey rclalc to the Navy and the merchant marine and th eir L' l>OJKi 'a ivl' effort..., mu~t include the following : . I. The so-calkd. dlcctin: con trol theory of the lklcn sc Department with respect to foreign-flag s hirpi11 g. . _ 2. Areas of 1.:ncroach1111.:nt h~' th e public sector on pri ate cntcrpris1.: jurisdiction . Th~ mCttlf.: rs of co ncern to the maritime industry cannot be defined as ei th ' 1 "labor's" problems or "managcmrnt \" p_robl c m ~: rather. tl~ _cy ~i re the maritime industry's concerns. Consequentl y. mcct1n_gs ~es1gncd to cl _tcc~1vcl y .and l~rcnly_ discuss issues of concern to all of th e parties 1nvol v1.:d require 111clus1on ol all ol the components, instead or seg rcgatinµ. them. Summary Maritime labor, as we ll as th1.: A merican lator mo ve ment generally. has always stood four-square for a strong U.S. Navy. and ~h e recor~l <~f" our sup1:<Ht on many levels and on many occasions is clear. We believe that It 1s not poss1?lc to develop the needed strong Navy nor an adequate U.S .-tlag merchant marine without maximum cooperation and commitment between the Nav}'· the Maritime Administration and the maritime industry. Therefore. we think that as soon as possible meetings should be sc hed uled in this spirit with a view to dealing with the issues herein outlined. February 1979 I LOG I 3 �Meany Blasts Commerce Sec'y on Trade Policy vef since imported goods began flooding American markets, the AFL-CIO has been working to get the U.S. government to adopt a policy which puts the interests of American industry and workers over that of foreign nations. In the a bse nce of such a trade policy, both American workers and consumers suffer. Hundreds of thousand s of American workers have lost their jobs because those jobs have been exported overseas. At th e same time, everything from textiles to televisions, from sneakers to steel produced abroad by a nonunionized, underpaid labor force is now imported to the U.S. E Not that it costs Americans less to buy imports than their U.S.-made counterparts. It just costs the companies less to manufacture abroad - which translates into higher. profits for th e m. One of the AFL-CIO's primary goals has long been to stem the trend of imported foreign goods and exported American jobs. The AFLCIO special comn:iittee on International Trade, chaired by S(U President Paul Hall , is coordinating labor's efforts to work for development of a rational U.S. foreign trade policy. In th e face of high national unemplo y ment and skyrocketing inflation, the U.S. government should be behind labor's efforts to kl!cp any more of America's workers from being idled . But a recent article written by Secretary of Commerce Juanita M. Kreps and published in the Washington Post indicated that the Carter Administration doesn't share labor's concern over America's ever-shrinking job market. Mrs. Kreps thinks the U.S. ought to concentrate money and manpower on " high technology and servi·ce industries" while leaving traditional manufacturing to developing countries. "Why," Mrs. Kreps asked in her article, .. does the United States continue to produce goods which can be made more cheaply in other countries?" Duplicating goods which, with the help of American capital and technology can be more efficiently produced abroad, according to Mrs. Kreps, is both "inefficient and irresponsible." And the Secretary of Co mmerce doesn't think the fact that six million Americans are unemployed is s ufficient reason to "erect walls around domestic (U.S.) industry," becau se unemployment is also high in developing countries. In addition to disregarding the emp loyment needs of the American people, Mrs. Kreps is content to increase U.S. economic reliance on totalitarian or unstable countries at a great risk to our national and economic security. "China in time will be selling machinery, steel, chemicals and similar goods to the rest of the world," she said. "Countries such as India . .. will intensify their demands for a ess to Wes te rn mark ets for products such as textiles . . . The Soviet Union has ambitious plans for major new factories . . . tu produce truck tires, automobile eng111es, television tu bes, even blue jeans." SIU President Paul Hall is chairman of the AFL-CIO's special committee on International trade. Delta Caribe Committee Re ,c:rldi .d Bn:un 1)011 F!r:rn1nq (sr;ci l ' ci I l sh1p ·s cha irman of th e Ship ·s Comm ill cc nf lhr I AS I rJnl n C()11 /J c' ll)clln Lin c\ lead the grnup \tvi th a ci t ci PilVl1 nl lhc 39111 SI Dock. Brooklyn . N Y. Inst m onll1 . Th ey a rc ( sr;:itc'rl' \ '"' trvva 1rl l)o lc' qc=i tr . I) T 11ornns and ( standinq I. lo r. l Enqino D lega te D. Jcirnc's. IJ< ~r.k Dciq18lt ' Pc-1111011 L Ouil0~ an l OS L D oak . rrc'w n H~ rn1 (~ ' 4 I LOG I February 1979 Mrs. Kreps feels it is the "profound responsibility" of the United States to encourage and subsidize the industries of these and other countries, even at the cost of American jobs and U.S. national sec urity. Organized labor. however. feels the responsibility of the American AFL-CIO President George Meany government lies with the American people - in expanding the U.S. job base. not in caving in to the flood of imports from foreign sources. The U.S. should not accept, as Mrs. Kreps suggests. "a shrinking of old indust1 t;!S with all the pain that such rlecline entails." In a Letter to the Editor of the Wash ington Post. A FL-Cl 0 President Geo rge Meany lashed out at what he called Mrs. Kreps "misguided article." Criticizing Kreps for her willingness to s ubsidize the industry of other countries at the cost of our own. Meany scored the Government's "utter failure to bring the flood of imports and the outflow of . . jobs into any sort of bala nee." Meany's letter, which is reprinted in full below, spells out the primary concerns of American labor in calling for a U.S. forei~n trade policy aimed at strengthening America's industrial economy, rather than favoring everybody else. Editor The Washington Post Dear Sir: Secretary of Commerce Juanita Kreps's article," Look inf( Berond the Rush to China." (:Jan. 17) doesn't look ahead far enough to live up to its title. Moreover, her view that U.S. trade and indu strial policies "lack a clear sense of direction" was never better illustrated than by the opinions s he expressed. Her point. badly put, is that the United States ought to abandon it s basic industrial capacity and import the goods it needs from countries that can produce them "more efficiently," while concentrating on the "high technology and service industries" where our comparative advantage lies. Mrs. Kreps is. therefore . content to accept "a shrinking of old industries with all the pain that such a decline entails," on the ground that "if we believe that worldwide economic growth promises a better life for all mankind , we have a profound responsibility to help rather than hinder that promise." It seems to me that the U.S. Secretary of Commerce has an even more profound obligation to defend and encourage the economy of the United States and the well-being and standard of living of her people, which Mrs.Kreps almost wholly disregards. Are American workers and consumers not the particular part of "all mankind" who deserve first claim on the attention of their own public scrva n ts? If the claims of six million jobless Americans are "unpersuasive" compared to India's 100 million. at what point would they deserve consideration? Would it be only when America's unemployment rolls have soared to India's level and American living standards and nutritional standards dropped equally far? Even more disturbing is Mrs. Kreps's misunderstanding or misrepresentation or the facts of trade, as it is practiced between totalitarian rulers of closed societies such as China and Russia on the one hand and private Western profitseeking corporate entities on the other. It is precisely America's highest technology - much of it developed at public expense that is being exported for private profit, undermining both national secur it y and n:H ; 'nal welfare. It is the outflow of Am erican ca pit a l to build th ;ndu st rial capacity of other nati ons and the abject surrender of American markets to the products of those nations that has weakened the dollar and sent America's balance of payments into a tailspin. When America has declined to a "service economy," dependent for her people's daily needs on foreign industry, what then? Will China, Russia and other manufacturing countries, governed by military and political considerations rat her than commercial int e rest, continue to send us all we neeq at "competitive" prices? The political blackmail and financial extortion imposed by the Arab-led oil cartel are a preview of what we can expect whenever foreign governments gain a stranglehold on the U.S. eco nom y. We need to have an indu stria l economy along with everyone else in the world. We need to h.a ve U'.S . trade laws enforced so that stee l, and other products are not dumped into the lJ.S. market. The subsidies of ex port s mu st be halted by enforcement· of our countervailing duty laws - not another extension of the waiver of that law. T he remark in passing that "countries that seek our markets will ha ve to open theirs" is the only bright spot in Mrs. Kreps\ misguided article. But the utt e r failur e. so far. oft his and previous Administrations fo even try to bring the flood of .imports a nd the outflow of tec hnology, capital and jobs into any sort of rat 1onal balance makes her words meaningless . George Meany, President AF L-CIO �SIU Inland Vacation Plan Hits Two Milestones 90°1o of All SIU Inland Companies Now Signed Up: 3000th Check Sent Out T HE SIU industry-wide Inland Vacation Plan reached two major milestones this month. In less than three years since it began. the Plan now has provided 3000 benefit checks to SIU Boatmen. Moreover. it now has been accepted through collective bargaining by 90 percent of all SIU-contracted inland companies. Since the Vacation Plan first went into effect at one contracted company in August, 1976, the Union's goal has been to extend its benefits to Boatmen throughout the industry. Each time the number of checks issued under the Plan reached a new high. it indicated another step closer to reaching this important goal. · The 3000th check issued this month is cause enough in itself to celebrate the growing success of the Plan. It was received by Brother Billy Ray Smith of Foley, Mo., a lead deckhand with the Inland Tugs Company of Jeffersonville, Ind. and a graduate of the Harry Lundeberg School Entry Training Program in 1974. But the news that the Plan now covers 90 percent of contracted companies is more than another milestone. It does more than mark how far the Union has come in providing va ation benefits to Boat men th rough out the ind us try. It means that we're almost there. The Plan has grown through the conce ntrated efforts of SIU officials. combined with the hard work of negotiating committees in each port to include it each time an inland contract came up for renewal. The remaining I 0 percent of those inland companies which do not have the Plan are simply those whose contracts have not yet expired since the Plan became available in 1976. Signing up 90 percent 01 the contracted companies to a brand new concept in the industry was a major achievement not only in terms of time and effort. The real success of what has been done so far lies in what these vacation benefits mean in the inland industry. Before the Plan started, most Boatmen got the short end of the stick when it came to vacation benefits. Many, like those from some companies on the Rivers and the Gulf, got no benefits at all. Those who did receive some form of company benefit, usually had to take a lot of drawbacks along with it. For example. they had to work at least a year to be eligible for the company vacation and could coll ect only once a year after that. If they left the compan y. they lo st the benefit and had to start from scratch building up eligibility at another com.pany. Moreover. the company benefits were generally small and took years of work to amount to ~r.ything. In less than three years. all that has changed. Young Boatmen ..like 23-year-old Brother Smith don't have to enter a career where a vacat ion depends on the whim of the ompany . The growth of the Plan throughout the industry means that Boatmen can depend on substantial benefits to provide a real vacation . T hey can co ll ect these benefits after every 125 days of emp loyment. A noth er important aspect o f the Plan is that if a Boatman moves to another job in another company. he st ill collects benefits for every day he worked at hi s former company. In other words . the SIU Vacation P lan provides complete benefit protect ion to the member. Moreover. Boatmen can count on these benefits to increase with each year of their contracts and with each new contract. Like all negotiated benefits. the greater the number of me mbers who are covered by it. the stronger the benefit becomes for the entire membership. Right now, of course, the Plan is still new in the industry. f n fact. it is just going into effect in many of our contracted companies and like all new procedures, there have been some delays in getting the checks to Hoatmen. However. the Union has coordinated its efforts with all companies to get the proper information forwarded to Headquarters more efficiently and the checks are now being processed with little or no delay. lhe SIU Inland Vacation Plan has proven itself 3000 rimes over in pro viding vacation hcncfirs and it w ill continue to grow to serve the entire inland membership. f MC Set to Soot Russian Line Out of U.S. Foreign Trades The Federa l Maritime Commiss ion has moved another step closer to ending the illegal rate-cutting practices of Russian-nag · shipping companies and another step toward s restoring the American merchant fleet to a compet itive standing in the U.S . foreign trades . Under the authority of the SIUbacked C ont rolled Carrier Act. passed by Co ngress las t year. the FMC voted grams, was $454,205.98. The Seafarers Pension Plan amounted to $163,366.75 of the total. Comparing the January, 1979 benefit totals with the payments made during the same time period ten years ago, or even five years ago, points out that benefits for Seafarers and Boatmen keep getting better. Better benefits are part of the SIU's overall goal of improving the quality of life for Union members and their families. Building the best job security in the U.S. maritime industry is part of that goal. Equally important is building better financial security. ~nd last montf) 's benefit payment totals prove that the Union is continuing to work towards achieving that goal for the crea tin g co ndition s unfavorable to the foreign trade of th~ lJ .S. Baltic has squawked o ver the i:MC's proposed rate suspension. charging thc Commission with " ilkga l. improper" proccdurc and promising to scek an injunction from Federal Court sta ying thc tariff suspension rending an appeal. I he company also claims they ha\'c partiall y complied with thc Co111 111i!'>"io11's rcqt11:sts for infor mat io n. But I- MC C hairman Ri c ha rd .1. I )aschhach wro te off Bait ic\ protcsts . saying there\ no such thing as partia l compliance. "Compliance. " Da!->chhach said. "is like pregnanc y. YPu arc. or vo u aren't." ·i-t1e rate cutting practices of Sm.ict operators who ofkr hids on prime cargoes too low for lJ.S . carrier!'> to match. ha ve touched off protest!'> from all sectors of l l.S. maritime as well as from European shipping natiom . In addition to the Co ntrolled Carrier Act which mandates that the I· M C can "s uspend . rejec t or ca11et.:I" the tariffs of .111y foreign flag carrier that rcluses to comply with U.S. law . F uropean Common Markt.:t countr ies recently issued a c halle nge to th e Russians over their shipp in g rates. Also. a maritime conference t111 derway in Ireland. sponsored hy the International Longshoreman' s /\ssnciation . set the \\·heels in motion to entire SIU membership. create an international association of unanimously to suspend th e Russian Baltic Sh ipping Co.'s tariffs effect ive this spring. Ra lti c has repeatedl y failed to comp ly with the FMC's investigation into the company's rates and shipping practices i n t he lJ . S. A t Ia n t i c & Ci u I f F u ro pc a n trades . Their lack of coo pc rat ion has lt:d the FMC to conclude that Baltic has been vio lating U .S. maritime laws a nd SIU Plans Paid Out $2.5 Million in January More than $2.5 million in pension, vacation and welfare benefits was paid out to SIU members and their families in the first month of 1979, indicating the Union's benefit plans, and the membership's financial security, are in good shape and getting better. For the period Dec. 28, 1978 through Jan. 24, 1979, the Seafarers Welfare, Pension and Vacation Plans paid a total of $2,579,250.18 to SIU members, pensioners and their dependents. The largest portion of that total was paid in vacation benefits which accounted for $1,961,677.45, to Seafarers and Boatmen. The welfare total for the month of January, which includ.es medical coverage and payments from the Union's Scholarship fund, among other pro- maritimt.: lahor and ma11 agcrnc 11t groups to protect Western s hippin g "against the encroac lrm e nt of predatory Snvie t rnarit im e policies on wor ld trade ." l{u"isiano; to Hctalh•fl• f"11e Russians. in tht.: meantime. ha\"C threa tened to "take appropriate mea s ures" in retaliation against any c o1111tr~· \\'hich. "discriminates" ag;1inst their fk....: t. A report from th e So viet news agency I ass said the Russian Merchant Marine M inistr\' would "cancel commercial a!!rct.:mcnts between the Soviet and fort:i gn sh ippin g enterprise:-- .. in those instances when the shipping authorities nf the countr~· restri ct the equality nf !->h ip" n~· ing th c So\'iet flag as compared to otlln participants in internal shippin g. The Russiam handy about words like "dis c rimination" and "equalit~ · " \Try Ii 1 htl~·· Sincc 1971. when I J. S. ports we re initial!\' reo pened to the Sm·iet ll cc t. th c Rus!->iart!'> ha\c heen "di!->cri111i11;tting" again!'>! lJ.S. flag operators hy 'ii phoning off incrl'asing shares of prime American ca rgoe s through selccti\·e rate Cllttill!!. l·ar from hcing discriminator~-. thc Contrn lkd Carrier Act wa :. drafted. passed and signed into la\\' to re!'>tore a halance in the ll.S. foreign trad r·s h~: gi' ing all carricrs an equal chance to hid for cargP. February 1979 I LOG I 5 �Don't Let a Friend Destroy Himself With Alcohol f a fri e nd of you rs was suffering from heart disease and needed yo ur aid, would you help him or look the other way'? Obviously. no one would even hesitate to assist someone who was sick and in need of help . Especially someone suffering from a serious disease. Well, there' s another se riou s disease afflicting millions of Americans that's just a~ c1 itkal as heart disease. It's called alcoholism. It's the number one health problem in this country today; and unless it's treated. it's fatal. Hut. unlik e heart illness. very few people take alcoholism seriously. I Too many of us pretend it doesn,.t exist or ignore the fact that so meone we know is an alcoholic. And that's the worst thing to do. Alcoholism can be treated. SIU members ha ve an option for themselves and their brother Union members who have drinking problems in the Seafarers Alcoholic Rehabilitation Center in Valley Lee. Md. At the ARC many Seafarers more than 250 in all have gotten the guidance and support they need to head back to an alcohol-free life. With the ass istance of the ARC's trained counselors and the su pport of fell ow Seafarers who are. them- s~lves. recovering alcoholics. the ARC has enabled many SIU members to become productive members of both their shipboard and shoreside communities. Those of our brothers who made it though the ARC did it for one reason. They recognized that they had a treatable disease and they got help for it. Sometimes. though. admitting you're an alcoholic is the toughest part of the fight back to good health. But there isn't any shame in recognizing that you. or someone you know. is suffering from alcoholism. The only shame is letting an alcoholic go on being an alcoholic. Especially when there are places like the A RC where alcoholism can be cured . Don't let a friend or shipmate destroy himself through alcoholism. Th ink of alcoholism simply as another disease, like heart disease, that can be treated. Then encourage him to get help - the best possible help available to alcoholic seamen anywhere in the country - the Seafarers Alcoholic Rehabilitation Center. To contact the ARC. call (301) 994-00 I0 and ask for the Center. Someone 1s always there ready to help. ~-------------------------------~ Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they w._ill not be kept anywhere except at The Center. Name ............................. Book No ............ . Address (Street or RFD) (City) (State) (Zip) Telephone No . ...... ..... .... . Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, ( 301) 994-0010 ------------------------~-------~ SIU members find out that th e Union 's ARC can help them kick a drinking problem when th e Alcoholism Report is read during Feb. 5 membership meeting at Union head quarters. Missi.fisippi River Systen1 Philadelphia !\ new three year agreement has hccn rat ificd hv 180 licensed and unlicensed SIU Boatmen with Mariner Towing Company. It pro vi des the same high pension and welfare hencfits and the SIU industry\\'idc Inland Vacation Plan which were estahlished in the landmark contract ratified h\' IOT Boatmen in this port last summer. Mariner I mring is a sep<;ratc IOT diYision. known as the "white fleet." I kadquartered in Philadelphia. it is an oil transport operation which run s principally in the Ciulf. Boatmen with D 'l;i\\'are Ri,-cr Barge l .incs . a mud1 smaller operation than Mariner. also achieved the s;1me pension. \\'elfare and vacation hendits in their nc\\' contract. The company is a suhsidiary of SI lJcon11 aL·tcd L1ylor and Ande rson !'owing Co mpan y. Norfolk . ·L'\\' contracts \\'ere also wrapped up and ratiried hy Boatmen\\ it! two pilot hoat operations in this port. l"he Ass ociation of Ma ryland Pilots and thL' Vi r12.i11ia Pilot Associat ion. \\'hich each emplm·s close to JO liL-cn sed and ~:nlicensed Boatmen. accepted the most suhstt;ntial increases L'\cr llL'!!.otiated h\' the llnion \\'ith these companies. Thecontraets include the ~an;c nc\\' pL';1silHl. welfare and \·acation henl'fits achie,·ed so far by Sll l Boatmen in the irHlustn-. ,\ /ohi/e Mohik I n\\'ing. a shirdod;ing company. ha s acquired an additional h;1rhor tug. thL· l>ori., .\lora11. She ,,·ill prm·ide I~ ne\\· johs for SI lJ Bn;1t111 en . 11011.\·( Oil ·\ !lL'\\ c.:0111 r;1L·t ha~ 11L·cn \\Tapped up here for Blum I o\\'in!!. a small L-: 111;rl hoat L'<Hnpan:- \\·hi ch also _just acquired anothL'r \'l'S\L'l this month. 6 I LOG I Feb1·ua1 y 1979 Towhoats ha ve not been ahle to navigate the Mississippi between St. l.oui s and Cairo. Ill. since .Jan. 9 because of a mammoth ice jam e.\ tcnding the 11'0 mile distance hctween these two key rivcrports . Nine hoats in an icebreaking operation had rammed through 70 miles or the jam as of .Jan. 26. but ice chunks driven downriver by their propellers \Ve n: clogging in the bends of this winding stretch and bottling it u p a !!a in. The cause of the jam is the combination of seasonal low temperatures with unusually high water pouring from the Ohio River into the Mississippi at Cairo. It creates a dam-like effect that prevents ice from moving southward into warmer waters . Tampa Dixie Carriers recently crewed a hrand new 5.600 hp. towboat in this rort and she is no w pushing coal between New Orleans and a power pla.nt in Crystal Ri\·er. F la. Another new hoat the same size is expected out of the shiryard in the spring. �Headquarters / by SIU Executive Vire Pre~ident Frank Drozak UST A tiantic-A Sign of the Times HE recent christening of the ultra large crude carrier UST Atlantic, in Newport News, Va., was a pig event both for the country and for the SIU. In the first place, the UST Atlantic is the biggest ship ever built in the Western Hemisphere. So her construction speaks well for the shipbuilding capabilities of the U.S., and shows the world what we can do when we set our minds to it. It also speaks well for the SIU, which will be manning the I, 187-foot, 390,000 dwt. ULCC. Yet, while the christening of the big ship was a cause for some celebration- since it means more jobs and security for Seafarers-it also brings to mind some sobering thoughts about the direction the maritime industry is heading in. The UST Atlantic is very much a reflection of trends now shaping the course of our industry. Trends which will have a great impact on Seafarers in the future -es pecially those who leave themselves unprepared for it all. Most ships built in the future won't be able to compare to the UST Atlantic, in size. But they'll be just as modern, with just as much if not more high technology equipment. Tlte Atlantic's systems make her a very modern, automated ship. But there's no telling what kind of new technology lurks just around the corner. T All this boils down to just one thing: smaller crews and bigger loads. The ULCC is twice as long as a T-2 tanker, and three times as wide. And her deadweight tonnage capacity is almost 20 times that of a T-2. She'll operate with a crew that would be needed in the same T-2: 32 men. It's obvious- to us anyway- that the productivity of the American •' seaman far exceeds that of his counterpart of 20 years ago. So the trends, dictated largely by modern technology, will call for fewer seamen per ship. And each seaman will have to know more and more as the ships get more modern. Whether Seafarers gain or lose by these trends will depend largely on their own individual motivation-or lack of it. Being motivated enough to take advantage of the educational opportunities now available to Seafarers could determine whether or not you'll be left behind in the wake of those who have kept up with the times. The SIU's Harry Lundeberg School makes a point of keeping up with the times. This is one of the main reasons why we're now manning the UST Atlantic, and why all seven American-flag LNG ships are SIU contracted. The Lundeberg School is now offe~ing courses especially designed for the Seafarer who wants to keep up with the times. Starting in April, courses in Pumproom Maintenance and Operation and Marine Electrical Maintenance will be offered. A Refrigeration Systems Maintenance and Operation course will be offered starting in March, and a Diesel Engine Course will begin in May. There are many other courses being offered at H LS. But they're not going to do anyone any good unless you sign up for them. When you help yourself by upgrading, you also help to upgrade the Union. When you make a commitment to yourself to upgrade, you help to ensure that the Union will be able to fulfill its commitments in supplying men with specialized skills in the future. They say that the road to hell is paved with good intentions. Well, we do know that good intentions alone won't guarantee anyone a job in the years to come. The christening of the UST Atlantic reminds us that the future is here now. Brothers who are serious about their own futures should make plans to upgrade the next chance they get. SIU Calls for Free-World Maritime Polic.y to Offset Soviets The growing dominance of the Russian fleet in free world trade was the numbe r one topic of a recent conference on the Future of the Merchant Marine Industry of the Free World. Sponsored by the International Longshorcmcn's A SOl.:iation, AFLCIO Employers' Educational Founda- · tion, the London and Dublin-based conference sessions were attended by European and American shipping company officials, and U.S. maritime labor and government representatives. Chuck Mallard was the SI U's spokesman at the four-day confab. Speaker after speaker called for a unified free world maritime policy to counter the Russian's slow but deliberate plan to dominate free world shipping. SIU representative Mallard told the conferees, "We must all realiie the simple realit y that as the USSR increases in seapower, the rest of us decrease. They compete with us for nonmarket reasons . . . to st rength en their own seapower and to influe ce third world countries." New Family Clinic Days: Tuesdays and Thursdays At N. Y. Headquarters Starting this Feb. 20, a Tuesday, new Family Clinic Days of the Seafarers Welfare Plan Medical Departme~t's Dependent Program at the N. Y. Headquarters will be held twice a week on both Tuesdays and Thursdays from J p.m. to 4 p.m. Previously, Family Clinic Day was just held once a week on Thursdays. Members dependents are eligible for medical treatment at the clinic located at 675 Fourth Ave., Brookl) n, N. Y. Dependents should call the clinic at 212-965-2440 (l-2-3-4) at least three days before visiting the clinic for a scheduled appointment. 1 "We have to come up with unified objectives," Mallard stated, "which will keep the world's sea la nes open to free market competition, instead of handing over world trade to the Russians ." The penetration of the Soviet fleet in the liner trades of free market countries through their anti-competitive ratecutting practices, has been generating heated protests from European as well as American shipping interests. "The Soviets," said Delta Steamship Lines President Capt. J. W. Clark, "are now concentrating on the high value liner cargoes where their predatory rateslash ing tactics are all the more destructive to established liner operatives." But the need to control the Russian fleet's inroads into international trade routes goes beyond the immediate threat to the liner trades. "U.S. maritime has to consider the penetration of foreign flag ships in all our trades," Mallard told the conference. "Half of our country's vast oil imports are already consigned to flagof-convenience tankers. " Mallard called for creation of a stro ng American fleet, capable of carrying a substantial share of U.S. imports and exports, as the primary means of countering the Russian's plan to become the number one seapower in the world. "We have to work to create a strong U.S. nucleus fleet," he continued, "and we need the cooperation of all free world maritime countries to build that fleet. Because a strong U.S. flag fleet is in the best interests of the entire free world our protection is their protection." Though the conference didn't yield an overall plan to keep any more of free world trade shares from being pirated away by the Russians, many of the conference speakers proposed alternatives which, they indicated, were first steps towards achieving those ends. Rep . John Murph ' , chairma n of the House Merchant Marine and Fisheries Committee, said the Carter Administration will issue a maritime policy statement soon which will "support stronger shipping conferences and the establishment of shippers' councils." ILA President Thomas W. Gleason spoke for the U.S. maritime unions present which, in addition to the SIU and the Longshoremen, included the International Transport Workers Federation; Masters , Mates and Pilots; Marine Engineers Beneficial Association and the National Maritime Union, when he said U.S. labor will work hard during this session of Congress "for effective legislation which will give U.S. shipping a fighting chance. to meet the Soviet threat." SIU, Sea-Land Working to Stop Unfair Immigration Fees in Philippines The Union's efforts to ease the burden of excessive immigration fees charged to seamen joining or leaving a vessel in the Philippines got off the ground in Manila, P.I. last month. Responding to the protests of Seafarers hit with $50 levies when they sign off or on a ship in the Philippines, SIU Yokohama Agent Frank Boyne met with U.S. Consul Charles Stephen and Philippine officials at the Department of Deportation and Immigration. Also attending was John DeLuce of Sea-Land, as the co mpany operates in the Philippine trade. Boyne presented the Union's view that Seafarers on fly-out jobs should not be subjected to immigration fees of any kind. Though Sea-Land is willing to pick up the charges for men "leaving the vessel at payoff or mutual consent," the company, too, would like to see these fees waived. Boyne reported the meeting was "interestiog but not conclusive. We had a long session discussing all phases of the immigration rules as they affect seamen," he said, adding "hopefully a smoother working agreement can be made which will provide a clearer set of rules covering the hand ling of Seafarers' clearance." Getting a government to revise a policy is, by its nature, a lengthy and time-consuming process. But the Union will stay on top of the immigration charge issue in the coming months , working to eliminate the unfair tax Seafarers have been forced to pay just for doing their jobs. Only 88 Years Apart Retired Seafarer Tom Bubar, a young 88, cradles his pride and joy, 2-month old great grand daughter, Jamie. Tom is in "pretty good hea lth " and lives with his son , John, in Burnham, Maine. We wish Tom , a trade unionist frorn way back, all the best in years to corr.e. February 1979 I LOG I 7 �.' The replicas are to-size models of shi~s moun~<:d on a chart of the ~rea~ Lakes. The project, Terry said, "is the life ofSh_irce~. Sailing has always bee~ m his blo~d and is a profession which he takes pnde m. He wants to share his story with others." The Lakes Picture A Igonae Most of the SIU-contracted Great Lakes fleet has gone into winter lay-up with two exceptions. The ore carrier Presque Isle (Litton Great Lakes Corp.) is still running between ports in Illinois and Indiana. The ship will continue operating until the stockpiles of taconite ore she's been hauling are de pleted . Also on a winter run is American Steamship Co. 's Sam Laud. The vessel wa s repo rtedly stuck in the ice last month in the Fox River off Gree n Bay, Wisc. She wa s freed a da y late r only to get stuck again in the harbor c ha nn el. When the ice was cleared enough around the Sam Laud to allow pa s age , dl10thc r ·v'essel enco untering the same problems was al so able to steer clea r. Both the Sa111 Laud and the Presque Isle a re due in for lay-up thi s month. The Pre.)que Isle will be berthed in Milwauk ee and th e Sam hwd in Muskegon . * * * * .. T he scvL" rc co ld and e xceptionally hca vy snows of thi . winte r make spring seem a ve ry dim possibility. But the first fit out of the 1979 shipping season is already schedu led and it's not too far off. The SIU-contracted Nicolet, the 74-year-old et , is slated for fit out on Feb. 15 in veteran of American Steamship o.'s Tol edo where she's spent the winter. n * * * * Though winter on the Great Lakes reduces most transportation to a crawl, the weather didn't keep· one ship from transiting the Soo Locks recently. The ship's name? The Edmund Fit z,;erald. The vessel, which is really the ore carrier V. W. Scul(1', is being used by c( Canadian film company in a movie about the sinking of the Edmund Fitzgerald which went down in Lake Superior if! 1975 with all ha.nds a board. The movie, described by the film company as a "documentary drama" will be titled "November Gale." * * * * . SIU reps are still in negotiations with the Michigan Interstate Railway Co . which runs th<.: cur ferries Vik inK, City <d. M ilwaukee and Arthur K. Atkinson. and the M: 1ckinac Transportation Co. which operates the car ferry Chief Wall'ata111. f\'l l RC is expected to come up with a contract offer on Feb . 15 and · f lninn re ps arc ho peful both agreements can be wrapped up by the end of Fcbrua ry . . Chien~o SIU member Carl Shi reel has been a Great Lake s seaman for the past 33 years, and a Union 1rn:111her ~ ince 1960. Shircel's son , Terry, the youngest of five brothers, '': ro te to the Log about his dad, who he said , "caught the sai ling fever you ng in lik wh n, a s a boy, he polishetj hrnss fixtures on tugs docked in his hometown port." Terry traced his father's seafaring career from brass polisher to wheelsman to his present job as bosun aboarq the SIU-contracted cement carrier Medusa Clwllenger (Cement Transit Co.) . And ht: told us about his father's hobbymaking hand-made wooden replicas of Great Lakes vessels, including those he worked on. Bradford Island Committee Carl Shircel displays his hand made replicas of vesseli he's sailed on in his career. Cleveland All the battling between the Republic Steel Corp. and the city of Cleveland over the terms of an iron ore transshipment facility the company was going to build in Cleveland's Harbor lras finally come to nothing. The company announced last month that it would build the new ore dock in Lorain, Ohio , instead of Cleveland. The ore dock would have meant $2.5 million in rent advances for the financially troubled city of Cleveland as well as an estimated $60,000 yearly in tax revenues. The Lorain facility will serve as a transshipment point for ore bound for other Ohio ports and is expected to be completed in 1980 . · Buffalo Continuing with its sh ipbuilding program begun in 1973, the SIU-contracted American Steamship Co. has applied to the Maritime Administration for a Title XI construction subsidy. Since passage of the Great Lakes Vessel Financing Act, which brings subsidies for Lakers up to a par with those received by deep sea operators, Am ... rican Steamship can request a maximum 87Yi percent in construction subsidies and loan guarantees. The company is asking for a construction guarantee of $40 million. Eighth in the company's new vessel series, the ship will be a -1,000 foot selfunloading bulk carrier. Scheduled for delivery by Bay Shipbuilding Corp. in 1979, the vessel will have a beam of 105 feet, a fully loaded draft of 34 feet and a carrying capacity of 62,100 dwt. Duluth The twin port cities of Duluth-Superior reported that 1978 marked the second largest volume of cargo handled in the history of the ports. _T otal waterborne tonnage figures for the year came to 45,988,618 short tons which is a 36 percent increase over 1977 . The 1978 totals for all commodities rose over last year's figures except for general cargo imports and ex po rts, both d own by nb out 47 pe rcent. Shipments of gra in, coal and limestone were all up. · Winter Navigation J, , I; 111 : q 11 <, :i r /1 11 ! • n r-1 1) ( ) r I o I c r1 II <i I /\ I!) il n \I . N Y . !11 c~ S 11 ip ·s · rn n in 1I t n c a n d a 1.11: ·.1 1 11· nil '1 tl 1 Iv· , 7 n1n(ifcJ1,f I ~In 7rl !IOM\ hwl ;i pr:1yo!f n l , ta rl c lon 1\rw 11t 11,1cH' SI NY SIU P;1i1(1 lr nc-1n 1);1 11 ci nci ~ r '.' (St'rilr~ d ror-1 1 r l h;i rl on hi s 1;L111 1 U )\.k Ut"'il'C1.1 1 • I c:i lc B All en and (c.;ca lc d lront I lo r.l Rccr: rtifi r.d Bosun W1ll i~1 m B0kt 1 c.; l1 1p·'-' chc=ii rmnn and En9i n , Dc loqal f.::: 11 a~ Mc ndnza. StC1nding (I. In 1 l '.\'( 'r e: Snlo c·n Mc"-;s1rnrn -.loh n Frat i. ErltJ CC'l ti onRI Dir ec tor John Mc Clelland ;:.111rl Cnok ann BRkcr F~ B. Wooda rd. stewa rd delegat e:. 1 8 I LOG I February 1979 The experimental winter navigation program on the Great Lakes and St. Lawrence Seaway will be scuttled this year unless Congress votes to refund it. T he program has met with opposition from various sources: the St. Lawrence Seaway Authority, which administers the waterway for Canada, and a variety of environmental conservation groups that claim winter navigation will upset Great Lakes/ Sea way ecology. The Winter Navigation Board, which is an advisory group to the Corps, is authorized to make recommendations to Congress on the off-season navigation program. The Board met last month to finalize those recommendations. One of the Board-' proposals calls for expansion of the winter navigation program to include ecological considerations raised by the NewYorkStateDept. of Environmental Conservation, the U.S. Fish and Wildlife Service and private conservation groups. A second proposal advises Congress to extend the experimental program at least through next year. This would give the Army Corps of Engineers time to make permanent some of their findings and to complete several necessary tests. To date, the Corps has concluded that an 11-month shipping season on the Great Lakes and St. Lawrence Seaway is both technically and economically . , feasible. The cost of full-scale winter shipping was estimated by the Corps at about $112 million, while $400 million would be added to th.e economy of the Great Lakes. �I I I I • ~ tn I I I I I Senate, House Approve Key Maritime Committee Assignments T he Senate and House have formally approved assignments to seve ral committees which deal directly with legislation affecting the maritime industry. In addition to the Hcrns Committee on . Merchant Marine and I I I I I I House Co1nniittee on Merchant Marine and Fisheries I I I I I I I I I I I • I I I I I I I I I I I I I I • I I I I I I I I I I I I - $1 OI m~llion to be used in building four new ships including three dry-bulk ships, and one LASH. I here remain s a balance of $2.3 million in CDS funds which are unu sed from the 1979 budget. I I I I I I Presid e nt Carter has su bmitted hi s Fiscal Year 1980 b11dgct to Congress. According to the Administration. "The 1980 (maritime) program wi ll emphasi7e the production of ~hips with national defense utility. and will include several ships built as part of subsidi1e<l <>perators' replacement obligations.'' In submitting his proposed budget. Carter also said: "Bulk cargoes represent a significant clement of total U.S. foreign trade, and new emphasis i' being ditected towa rd encouragin g con~truction of bulk . ,, s I11ps. Following i - a br 'a kdnwn of the Presid e nt's budget requests in areas or interest to the maritime industry: Cons1rucrio11 DU/erenrial Suhsilfr (C /JS) I OperarinK D~Ifere111ial Suhsid r (ODS) - • S11bcon1111ittee 011 Merchant Marine Democrats (J) D:1•1iL·I Inou ye (Ill) . l"li~1i1111an \V;1rren Magnuson (\V .t\) Ru ssell l. lrng (l..t\) lhpu blicans ( 2) .John \\'anll:r (\1 1\) * Rubert Pac"'-\\ood (0RJ *,'\'t' w ,\/emher House Conznzittee 011 Arn1ell Service!} Subconzniittee on Seapozver Republicans (7) Robert Packwood (OR) Barry Goldwater (AZ) Harrison Schm itt (NM) John Danforth (MO) Nancy Kassebaum (KS)* Larry Pressler (SD)* John Warner (VA)* *New Member Democrats ( 7) Char les Bennett ( Fl.), C hairman Jack Brinkley (GA) Robert Mollohan (WV) Vic Fa1. io (CA)* Beverly Byron (MD)* Joe Wyatt (TX)* Samuel Stratton (NY) Rcpuhlicans (4) Floyd Spence (SC) David Emery (M E) Paul Trible (VA) Charles Dougherty (PA)* *New Member Carter Sttbmits Budget to Congress for Fiscal Year 1980 De11artment of Coriunerce: Maritime Administration I I I I I I arroll Hubbard (KY) Don Bonker (WA) Les AuCoin (OR) Norman D'Armours (N H) .James Oberstar (MN) William Hughes (N.I) l-3arbara Mikulski (MD) David Bonior(MI) Dani I Akaka (HI) Michael Mvers (J>A) Edwa rd Stack (FL) * I rian Donnelly ( 1. ) * *.Vew tllember.\· Howard Cannon (NY). Chairman Warren Magnuson (WA) Russell Long (I .A) Ernes t Hollings (SC) Daniel Inouye (HI) Adlai Stevenson (IL) Wendell Ford (KY) Donald Riegle (MI) John Exon ( N 8)* How a rd Heflin (AL)* I I Senate Paul Mc:C loskey (CA) Cicne Sn yder (KY) Edw in For~ytlle ( NJ ) DaviJ l"ree n (LA) .Joel Pritchard (WA) Oon Young (AK) Robert Bauman (MD) . No rman l.cnt ( NY) David Emery (M F ) Robert Dornan (C A) Thomas E\ ans ()) L) Paul Trible(\';\) Ro be rt Da\·is (Ml)* \Vil 11a111 Cartney (:'\:Y) * Mehin F\·ans (V.1.) * *.Vew .llnnber Senate Conzniittee 011 Co111n1erce~ Science and T ran~portation Democrats (I 0) I I John Murphy ( NY ), Chairman Thomas A~hlcy (011) John Dingell (MI) Walter .Jones (NC) Mario Biaggi ( NY) Glenn Anderson (CA) E. lie la Garia (T X ) John Brea ux (LA) Gerrv Studs (MA) Da\·id Bowen (MS) .Joe Wyatt (I X)* Mic hael 1.owry ( W ) * Earl Hutto (Fl.)* maritime workers. We \viii report on these committees in subsequent issues of rhe /.og. Herc arc some of the key eL>mn1ittce anJ subcommittee a!'lsignments which ha\'e been appro\'cd !'or the 96th Con.grc.-s : Republicans (15) Democrats (25) I I I I I Fisheries. and the Senate Committee on Commerce, Science and Transportation 4 a number of other committees are involv d in maritime legislation which criticall affects the jobs and job opportunities of American $256. 2 million has been asked by Carter. Again, the budget message on maritime e mpha s izes the bulk cargo trade. It is written: "Bulk cargoes represent a substantial portion of total U.S. foreign ti·adc. and emphasis will continue to be placed . on assuring that U. S.-flag bulk sh ip operators will he ahlc to provide essentia l hulk services." Reseal"<'h <..~ /)e1 •e lo1J111c11r $ 16. J million rcq uested. Opera r io ns <..~ Train i11g - $6 I. 4 mi 11 iD11 rc4 uested . Department of Defens~: Nav)' $6.2 billion for ..;hipbuilding and conversion. Included in this figure arc fund .:.; for the procurement of six g uid ed missile frigates so nar ships. Also included arc requests for a number of fleeL support ships such as tankers and tugs. Department of Defense: C orps of Engineers $I . 7 billion requested for construction projects. Included in this re4uest is $165 million for Tennessee-Tombigbee Waterway in Alabama; $20 million for Locks & Dam #26 at Alton, Ill.. and $3.4 million for replacement of the Vermilion locks in Louisiana . Department of Energy S rrat egic Per roleum Resen·e (SP R) $8.3 million requested. The Carte r Administrat io 11 believes the level of protection afforded by a billion barrel reserve is ~t ill needed to ease the potential s hock nf any sudden cutoff of pctroleum imports. The 1980 budget includes funds for the continued development of the petro leum reserve program on a revised schedule. Department of Transportation U.S. Cuast (iuard --- $9.5 million is heing asked for the acq uisit inn of faL·i Ii tics to a id marine safe ty JHl)grams. /\ 1ll1ther $7.9 million is bein g asked for re search and de\·elopmcnt i11 the area l)r marinL· safety. Postal Refornz Bill Wn11ld RequireUseOf US-Flag Ships Rep . Cha rles Wil!-.nn (D-Ca lit.) has again introduced kcislatinn that \\'uuld require the l l.S . Postal Sen·icc to use lJ.S .-flag ships in th e carri<t!.!.C of' o T rseas sur f~!'"\.' m<til. I hi!-. lcgislat1011 v:ould mandate that the Postal Service contract wit h lJ.S .- flag carriers fort he transportation of all overseas surface mail. unless no American carrier sen-ed the route . (At present. by law 70 percent of' lJ.S. mail must be carried on !J.S.-flag shiJi~.) Under the new legisl a tion , the carriage rate would be based on full y distributed costs plus a fair profit. The Postal S..crvice would be barred from specif) ing the si1e or characteristi v , or the on-board containers. The Sill's Washington staff worked close Iv with our cont meted operators on a similar bill. which contained langua g<.: identical to the new Wibon Bill, passed the H ou~e last year by a vo te or 384-1 I. The bill died, howe ver, when the Senate decided not to cunsidcr. Postal Reform legislation. · Fctm1CH 1J 1979 ; L_OG / 9 �€ht ~111 in tt1ns11in11hMaritime On the Agenda in Congress . .. As the 96th Congress begins its first session. the following hearings have been tentatively scheduled by various House and Senate committees ... In the Senate l .i<flll '. fiecl (lases . f'h c Senate Co mm erce hearin gs I 'cl;. 8 ( "ornrnitt cc hcga 11 on sa fet y i:-.sue:-. associated v,:ith th e lr ~1 11 s portatio11 anJ Storage or liljLll:fied natu ra l ga:-. ( l.:\(i) and liy11 ·ricJ petroleum ga:-. ( I .l'G). The Office of Pipelin e Safety. the Coas t Guard a nd t)ther lkpartrnent or f'ran s port a tion officials will be called to testify. N a1·y f)ej'ense IJ1u~~e1 . Th e Senat e Armed Services Committee began hearings Fch. 6 on th e Defense lkpartm'nt' · 1980 budget. 1'11e comm ittee will beg in with consideration or the Na vy anJ Marine Corps bud ge ts . !:\port .· ld1J1i11is1ra1io11 A ct . The Subcommittee Oil Int ernational Finance nr the Se n a t e !fa n k i n g Co m rn i t t e e w i 11 h o 1d hearings hcginnin g Mar. 5 on ex tension o r the Export /\dministration /\ct. .· lg ricultural Trade H'i1h China. The h>rcign Agriculture Policy Subcommittee of the Senate Ag ricultural Committee plan s ll> hold hearings on potential agricultural tr ~ 1de \\'ith th e Peoples· Republic of C hin a. I lie first hearing is tcntati\'cl y scheduled for Ma r. 13 . .\/ultilatcral li"t1</c .Vcgo 1ia1io 11 .\ . 1'11c Senat e Finance Committee will hold hc<1rings nn th e current status or the M ultilatcral Trade Nei..:otiation s. The fir st three hearings <ire tentati vely scheduled for M;1r. () . ~and 15. Industry N ews Insular /\ !lairs Com mil tee will re view recent ;1ctions taken hy the Carter /\cf ministration in cstablishint! 17 national monuments to restrict the USC or 56 million acres or Alaska \\'ildcrncss . 111 cstahlishing these monuments or national parklands. the Admi ni stration ha:-. cl'kcti\·cly curtailed exploration and mining in th e:-.e res trict ed area:-.. These hcarini..:s hegan 1-'ch. 7 and w"ill co ntinue i11dcfi11itcly . f'hc y will be conducted hy Rep . Morris lJdall (D-Arizona). .\/11/1ila1eral Trade N eKotia tiuns . The House International Relations Committee has announced that it may conduct hearings into the M ul tilatcral Trade Negotiations agreements. If they arc scheduled. they will he held later this month or in ea rl y March hcfore the Co mmitt ee's Int er na tional h ·o nomic Policy Subcommi.ttee. .\'a1·a/ .\filitarr f'us rur e. The llousc /\ rmed Services Committee will hold a !:>cries or hearings on the na tional military posture. The hearings will begin early this month with an examination of the Navy's programs. 'iP \I) ;, thr SI l '"' politinl fund and our polilinl arm in Wa ,hlnl(lun. l>.t'. Th<· Sil ask' for and IK"crpls >'oluntary n1ntrihutinn\ unh. f'he l ' nion 11\C "' tht' mont"~ don alt!'d to 'ii'\ I) to '"l'I""' !ht• drrtion rumpu ii:n> of ki:hlntor< "ho h:n l' 'ho~ n u pru . maritiml' or pro ~ lahor rttord. 'ii' \II '" " ""'" lht· Sil lo "ork """'· ti ~r h on !he •·ital muririmt· i"'IH'' in fh1• ( 'unJ!ll'''· I ht' '-t' Hfl' i1., ,u f1ti rhat hiHt· a cl in·rt 1mp ur 1 1111 fht· jot" und joh w<· urit~ nf ull '\fl . mt•m· ht· r, , rlrt·p -.. t•a, inl und. un ct I n"-t''· I h1· " ' ' tlr)!l' ' ih n11'm lw n. 10 ronrintu· 1hl'ir tin r n ·nad of '"PfWrt lnr ,., \I> . \ nH"mht•r n tn ro nlrihuh· In l ht· "\ P \ll lunrt ·'' lw nr 'ht• Wl'' ht . or nrnL.t· no 1: un lr ih11tinn uf a ll n 1t hu11i fto :u ol rqn 1,:tl. \ \ 01H .ii 1 hl· ' I' \I• rqtor1 j, tih·cl "irh Ou· 1-\· dt·ral I h'l 111111 ( 11 1111111' ' '''" · It '' n :11l.1hlt· for p u rrh tll•l' from thl• I f ( in\\ w"h1nct1111 , 1• ( [LC '] •• Senator Inouye Submits Three Maritime Bills Three maritime bill s two of which are similar to bill s vetoed by President Carter la st year have been introduced by Senator Daniel K. In ouye (0-Hawaii). They are bills whi ch would stablish a Navy / Maritime Administration pa nel to meet with m:uitime indu :-.t ry leaders o n a regular bas is. a nd another \ hi c h would ha ve prohibit ed rebating pra cti ces in th e .S. foreign ocean trad e~. The third bill wo uld ex tend ca pit a l co ns tru ction runu pri vileges t o inland wa t ·rv,ay'i towboat and bart!e operators. Navy /M A l~ AO Panel This bill would amend th e Merchant Marine /\ct o f 1936 to require meetings four tirn s a y a r betwee n the Secretary of th e Na vy . th e Maritime Admini stration. and representati v ·s of the maritime indu stry '"to stud y. imrl'm cnt and develop the goC:tls of the Merchant Marine /\ct of 1970." It would also relj.uirc the Secretary of ~avy and Secretary of Commerce to s ubmit a nnual report s to th e Co ngress and to th e Pres ident rega rding the substance and recornmcnuation s of these mee tings. The purpose of the bill is tn formali1.e co op era tion betw ee n th e \a vy and the Maritime Administrat ion . and to insure po li cy input from th e maritime indu stry. \nti-Rebating I hi:-. k· g. islation wo uld amend the Ship- ping /\ct or 1916 to strengthen pro vision s prohibiting rebating practices in the U.S . foreign trades. The bill would J"CljUirc foreign-flag ocean In the House .· llaska l.a11d.,. The Hous · Interior and ~--L ..- - - - - I I I I I I I I I I I I I I I I carriers to comply with discovery or-ders from the Federa l Maritime Commission or face exclusion from our fore ign trades. The bi ll would ' also increase penalties for rebating vio lators. a nd authorize the FMC to reljuire cer ti fica ti o n from ca rrier s, shippers a nd forwarders rela tin g to their effo rt s to prohibit re ha tin g. In \'e t o in g a s imil ar bill la s t year. Pres id e nt Carte r sa id " imp o rtant discussio ns" were then go ing on with several Furopean countries a nd .Japan on a wide range or shipping p roblems, including rebating . and that he was hopeful of "coo pera ti ve Agreements" in these areas. I I I I I I I I I I I Capital Construction Funds This bill would extend Capital Construct ion Fund pri vileges to inland waterways towboat and barge operators, as well as lo domestic and ocean vessel operators e ngage d in coastwise and interco as tal shippin g. . The purpose of th e CC F agreements is to encourage replacement vessels. or addit io na I vessels as need ed by offe ring tax incenti ves . Under existing laws, qualified vesse ls for the Capital Construction Fund program must be operating "in the United States foreign. (ireat Lakes or non -co ntiguou s domestic traJe. or in the fi she ri es of the Un ited States." The purpose of the new legislation is to C.'<. pand th ' scope ur the Ca pital Co nstruction Fund so th a t it cou ld be used to upgrade vesse ls operating on the nation's inland waterways, anJ between ports in the 48 contiguous states. Seniority Upgraders Corne to New Rivers User Charge Washington For Briefing on Would Recover 25 Percent SIU Political Activities of Federal Projects Costs !\ new Inland Waterways '"User Charge" Eight more SI li "A" Se niorit~· ll pgraders came to Washington last month for a briefing on their union 's political and legislatin activities. aml for a first-hand look at the operations of the .\Fl.-CIO :\laritime T rades Department anti the Transportatio n lnstitutr. Seen here on the steps of the nation\ Capitol are l'pgrnders P:rnl Done .. Jo hn l\ane. Za haria h'.~ riacou , (;ilhert Uodrigm·1. l~ohl'rf Be""· .Ja me" Pcacork . .Jost•ph llradh.·~ ;rnd fhoma..; ( arroll. With thrm arc SI l " Pine~ Point Port \gt.•nt Pat Pills\\ orth. <llld II I.SS, l 11i 111 Edt11.:atio11 Instruc tor Nick :\larrone. •• bill was introduced in the House which wou Id sharply increase the costs of operating sha llow draft cargo vessels on the nation's inland waters. Introduced by Rep. Berkeley Bedell ( D-W . Va.), the Transportation Users Equity Act of 1979 would establish a sc hed ul e of user charges to recover 25 percent of the Federal costs of all navigation projects on the inland waterways, including new construct ion, repa ir and maintenance of existing proj ec ts (such as Locks & Dam #26), ar~d the operation of navigational sys tems on the rivers. The tax would be levied on all owners and operators of any and all commercial shallow draft vessels in inland and intracoastal waters . 1 he schedule of user charges would begin Oct. L. 1981. It would begin at five percent of th e overall Federa l costs on the inlanu waterways, and increase at the rate of five percent per year until the 25 percent cost reco\'e ry figure is reached , U nder the proposed legi s lat io n. the Secretary of the /\rmy (which has jurisdiction m r the Cor ps ol' Eng ineers) ma y le vy t hL· u:-.cr cha rges through s uch measures as !iCC llSL' !'cc:-.. "COl11!eStion" Charges. ton-mile rat e -. . lod::1ge kcs. or any ut her mean s. The bill has hecn rdcrred to the House l'om111iltLTS 011 Puh li c Works & Transponatitin . and \Vays & Mc.ms. • I I I I I I I I I I I • I I I I I I I I I I I I I I I I I I I I I I I I I I I I •• • I I I I I I I I I �SIU Position on Manning Rates High at IMCO London-Delegates representing maritime nations around the globe have agreed to use the SIU-backed U.S. positio_n on manning as the basis for working out what promises to be the first worldwide standards linking crew size to the safe ope ration of merchant vessels. The delegates ·were part of the International Maritime Consultative Organization (IMCO) which met here from Jan. 22-26. For the first time, IMCO focused its full attention on setting mandatory minimum manning. The SIU has played a major role in formulating the U,.S. manning position and was represented on the U.S. delegation to the IMCO Conference. Philadelphia Port Agent John Fay represented the Union at the conference and reported that the delegation was successful in "estimating ground rules for what we feel are the basic principles of minimum manning. "Now we have to get these principles accepted," Fay said. "It's not going to happen overnight but I feel we have a solid foundation now to build on in the meetings ahead." In addition to John Fay, U.S . maritime labor was also represented by Henry Disley, president of the SIUNAaffiliated Maritime Firemen's Union. The lJ .S. paper o'n manning was developed in a serit:s of meetings held in Washington , D.C. prior to the IMCO Conference and attended by maritime industry, labor and Government representatives. The SIU submitted a complete set of guidelines for unlicensed crew size at ~hese meetings, which figured largely in the final U.S. paper. Establishing guidelines for manning rather than actual numbers is the concept underlying the U.S . position and thi s idea received widespread support at the IMCO Conference. The delegates agreed to postpone an y discussion of crew size until a conse nsus was reached on the duties and responsibilities involved in sa fe vessel operation. That consensus remains to be worked out in future IMCO meetings. The next one i planned for Jul 9. But opinions aired at the January conference indicate that the U.S. still face s an uphill battle to preserve a ll of its ba sic principles. Delegates from so me countries wen.: reluctant to recognize the importance of underway vessel mainte nance in planning for ma nning leve l . For examp le, the Liberian delegates insisted that it is impractical to man for peak work load situations and to carry extra men in anticipation of automated eqi;ipment breaking down, which constitrte two crucial safety concerns in th e U.S. paper. There was also some oppos ition to the U.S. effort to emphasize the human element or social factors which affect manning. That is, the fact that fatigue and boredom contribute to inattention and possible casualties. Yet, while getting these critical principles accepted ma y require a tough fight, the U.S. mad e important gains at the conference in the recognition of other esse ntial areas . Manning leve ls in the steward departme nt , for example , origina ll y had not been included o n the I MCO agenda. But the delegates rccogni1ed the steward department's s ig nificant contribution to ove rall hea lth and sa fety of the crew and agreed to consider the duties and respon sibiliti es of this department . A not he r area of U.S. concern which was not contested was the importance of preserv ing entry ratings in a ll departme nt s in order to keep the career ladder ava ilable for seamen. In add ition to manning , a number of training requirements relevant to the safe operation of merchant vess~ls were discussed ·at the conference. Two which were strongly backed by the SIU received high priority by the delegates: mandatory requirements for firefighting training; and a higher level of shipboard medical care provided through better trained personnel. Lakes Members Get 1.3-Cent COLA Effective Feb. I, 1979, cost of living adjustments added 13 cents to the hourly wage rate of Great Lakes Seafarers working under SIU contracts with the Great Lakes Association of Marine Operators (GLAMO) and Kinsman Lines. The 13-cent COLA was based on the Dec. I, 1978 Consumers Price Index which rose to 202. 9. Ever~' .J point rise in the Index tacks a one cent per hour increasl' unto the wages of Great Lakes SI ll members. The next cost of livin~ adjustment will be made on May I, 1979. U.S. Un.e mployment Rate Dips to 5.8°/o in January WASHINGTON, D.C . - The nation's jobless rate dipped slight ly to 5.8 percent last month from December's 5. 9 percent, the U.S. Labor Department's Bureau of Labor Statistics reported on Feb. 2. There are now 5.8 million persons unemployed (one in four und er 20)' in the country today! In December 1977, the national unemployment rat~ was 6.3 percent. It averaged 4.6 percent from 1965 to 1974. The nation's civilian labor force is now over the JO 1.8 million workers mark - 59.3 percent of the population. Ttwre has been little change in the unemployment picture the last six months . However, black workers continue to bear the brunt of joblessness as 7.8 percent of black men are without work, 10. 6 percent of black women and 32. 7 percent of black teenagers . Only 4 percent of white men are jobless. The slight drop in the jobless rate, which has waffled between 5.8 pe rcent and 6.1 percent in 1978, came with an increase of 450,000 more workers in the labor force bringing total emp loyment to 96.3 million. Tota l black unemployment fell from 11.5 percent in December to 11. 2 percent last month. All tee nagers did well . Theirs dropped to 15. 7 percent from 16.5 percent. Female joblessness las t month dipped fro·m December's 5.8 percent to January's 5. 7 percent. T he Labor Department li sts 719 hig h jobless areas in the U.S. that will be given pr efere nce for Government contracts as their unemplo)?ment rate over a 12-month period was at least 20 sus tainable growt h path, a ll owing inflation to unwind ." Marshall de clared. "rhe challenge," h(,: continued, '•for emp lo yme nt policies will be to pro vide th training and job opportunities necessary to further r(,:duce structural unemployme nt and pla ce th e 4 percent unemplo yme nt goal within the reac h of non-inflati o nar y macru-econom1c policy." Dental Care Available to Bay Area Pensioners at USPHS For the very first time, San Francisco SIU pensioners and their families have been offered free, comprehensive dental care, limited to just fillings, by the area's USPHS Hospital's special, ongoing Dental Clinic Research Program . The purpose of the program is to investigate new and improved dental filling materials and restorative techniques which add to the durability of teeth. Fill ing s will be done with conventional and new materials under controlled conditions with ree xaminations of the filled teeth every year up to five years. T he hospital has been using Bay Area Delta Ecuador Committee ...... ;:. • 1!1!l>tiotl, trll'JU,~'1·~·., tlttl.UtJ~t1l pe rce nt over the national a vera ge . Rcccnt ly Sec retar y of La hor Ra y Marshal l told a news confcn.:nce that there has been " no reduction in om comm itmen t" to the jobs goal of th e Humphrey- Hawkins Full Emp loy me nt and Balanced Growth Bill. " I'm not going to be satisfied until the jobless rate gets to 4 percent." he added . "The challenge during the next five years will be to keep the eco nomy on n ., -i:::i ~;tt.~ !,;.. " .ia '. SIU Patrolman Teddy Babkowski (seated left) here early this month in the port of New York i~ with the Ship's Committee of the SS Delta Ecuador (D~lta Line) of (seated 1. to r.) Educational Direc:-tor Joseph O.liveri and AB Joseph V1olc;inte. The rest of the committee at the payoff were (standing I. tor.) Steward Delega!e Ra~dy Frazier. Deck Delegate 0. Manznnet, Reefe r Engineer Paul Hone~cutc, engine delegate and Recertified Bosun Vagn "Teddy" Nielsen, ship 's c hairman . military and civil service pensioners and their families (wives and children to 12) as dental patients. Two programs are held a year when 400 to 500 applicants are screened each time. Then 200 are selected who can keep appointments regularly. The first examination appointment lasts more than an hour. The second one will be two or three weeks later. SIU pensioner, Recertified Bosun Dan Ticer, already has his first appointment. For your screening appointment, c.aJJ 415-752-1400 Ext. 586-7. Ask for Mrs. Jones or Mrs. GFiffin. The hospital is at 15th Avenue and Lake Street. Running the program are Dr. Joseph P. Moffa, who began the project in 1966, and Dr. A. Jenkins, who came into the program in 1969. W. Paul Gonsorchik, 71, Dies; Retired SIU Official Sil char tcr member HJHi reti red offit:: i~tl W. Pau l Gon "orchi L I I. r;h-.cu awa\' ea riv this munth . Brnt hn ( iPll '> 1Jrchik- retir~d from th e Union in i\uguo.;t 1973 after ."U vc:ars of sen·icc. li t wa s la st a patro lm a-n in tht: port of Baltimore from 1966 until hi s rctin: mc nt . I le was born in Clarksburg. W. Va . and \\'a" a resident o f Baltimore. Gonsorchik sta rt ed sa iling in 19 28 a" a baker, chief cook and ch i ·f stewa rd . He joined the Union in 1938 in thL· port of New York. In 1940, he was elected di spatc her at the o ld Union Ha ll at 2 Stone St.. New York C it y. La ter o n he became a patrolman there. Before hi s sailing days, he wa s a veteran of the lJ .S. Marine Corps. In J942, he was elected as a rank-andfile committee member to th e War Defense Mediation Board for the War Bonus in Washington , O.C. Taking a leave of absence in 1943, he sa iled for six months. " Following the war, he took part as a negotiator and strike committee man in all major beefs , including the 1946 Ge nera: St ri ke, a nd thr, Citic :' · ~:· ,1ic<~ and Isthmian Lin~ beefs. W. Paul Gonsorchik From 1960 to 1962. he served as a patrolman, dispatcher and agent in the port of Norfolk. He then served as a patrolman in the port of Baltimore from 1962 to 1964, and iri San Francisco from 1964 to 1966 when he returned to Baltimore. S urviving arc his widow , Mary and a son, Ar t hur Pa u;. · February 1 979 I LOG I 11 ~ �; · I c /11isl Jn 1/1 e lh ' UST Al/antic .. M1 s. R nn Gr cJ O< 'S 11·1c' honrn ~. B hemolh or Ill es a. Ille UST Al/antic. Seafarers Crew UST Atlantic: Largest Ship N E ITH E R near-frce7.ing temperatures nor over<.:ast skies cou ld keep a crowd of so me 200 persons' from witnessing a traditional and hi storic event at the Newport News (Va.) Shipyard on Feh. J. It was the christening ceremony of the largest ship ever built in the Western Hemisphere : the 390:000 dwl. ultra large crude carrier UST Atlantic. All was tense and quiet as the ship's sponsor. Mrs. Elizabeth Kemp Renner. wife of Shell Oil Board of Director's membe r William B. Renner. s tood poi sed . champagne hot tic in hand. to do the hon ors that wou ld brin g good luck to th e sea-going be he moth. With the words "I c hri sten thee the UST A tla111ic." Mrs . Renner sw ung the bottle determinedly with both hand s. But. as if to demonstrate that the ship was strong and sound. a nd more than adequate to the task of carrying some 3 million barrels of crude oil , it took four attempt~ for the bottle to break, finally sending the bubbling. white foam streaming down the Atlantic's hull. After a loud cheer went up from the Eyes in th e fog: the Atlantic's radar system . 12 I LOG I February 1979 crowd of onlookers . the piped-in strains ot the "Song of th e High Seas" could be heard. appropr iate ly ending the ceremon y. Th e U.S T At la111ic has an overa ll length of 1. 187 feet and a beam of 228 feet (more than twice the length. and three times th beam of a T-2 tanker). She is 95 feet from keel to main deck and will have draft of over 70 feet when fully lnetd ed , The giant supertanker was built for he r owner. U.S. Trust. at a cost of$150 million over a 14-month period. She will · be permanentl y leased to . Shell Oil Co. and wi ll be operated by lnterocean Management Corp .. the deep-sea division of 1.0.T. The SIU has the res ponsibilit y of providin g unlicensed crew for the Atlantic, which will have a full complement of 32 seamen. In remarks given before the actual christening of the ship. Shell Oil's William B. R e nnt:r referred to 'the A tlantic a s an "awesome and beautiful thing." and went on to call the construction of the giant supertanker a "tremen- Looking forw::ird . showing the 228-f oot. beam of th e ship. �The modern galley on the UST Allontic . Ever Built in Western Hemisphere dous tribute to industry in the United States and the Newport News Shipyard . " Referring to shipbuilding efforts of. other countMe.s, he said, "Anything th"ey can do, we can do better." Those who complain, out of ignorance, that the American seaman is overpaid, should consider such things as productivity before making their pronouncements . In the case of the Atlantic, her 32-man crew will move in each trip enough o.il, when refined into gas, ·to drive 20,000 cars for 50,000 miles plus enough he~_ting oil to keep 30,000 homes warm over the course of a year. Twenty-six million gallons would still be left over for use in such products as garden hoses,. soap, aspirin, hosiery, clotliing, and light bulbs. The size of the Atlantic is almost mind-boggling. Her rudder is as tall as a four-story building and her propeller is over 31 feet in diameter. Her deck, equipped with several foam-gun fire stations resembling war-time gun tubs, is large enough to ~ccommodate four football fields. Roaming around her house, anc riding the elevator from d~ck One of several foam-gun fire statfons on the ship's deck. to deck. reminds one of a hotel. not a ship. Her rooms are moqern and spal:ious. But she is a ship, about which one shipyard supervisor said, "The jqb was no tougher really than (any other. We jusf had to think higger." That's it, you've just got to think bigger about ships like the A 1/a111ic, and remember that she's doing an even bigger jolJ...!:!t maintaining our standard of living, contrihuting to our economic growth, and supplying us with our energy needs -. The UST A 1/a111ic will be delivered by the end of the month and will soon be digging a trench across the ocean in search of her first cargo. Fven though the shipbuilding outlook isn't exactly bright in. this country. we can expect to see at least one more U LCC built in the near future. The Atlantic's sistership. the UST Pac(llc is already abuilding at the Newport News Shipyard (keel laid on Jan. 8) and should have her own christening before the year is out. The smokes tack of th e LJLCC The Bosun 's quarters on the ULCC . February 1979 I LOG I 13 �Lost Seafarer.ls 'Missed By All' LETTERS 0 TO TBE EDITOB On the Loss of 3 Dedicated Men I want to express personally to all my brother members, whether they may be ashore or at sea, that the SIU has lost three dedicated men with the deaths last year of SJ U Vice Presidents Earl Shepard and Paul Drozak and SIU Welfare Director Al Bernstein. These three men, with their strength and wisdom , helped to build a strong and democratic union that will hopefully live forever. I consider it an honor to have known these men, who during their SIU careers put the interest of the membership first and were always vigilant against those 1 who were our enemies. May they be regarded in deat h as they were in life - three fine Seafarers. Fraternally, Paul Capo, Retired Metairie, La. 'Enjoyed His life on the Tugs' · I wish to exp·ress my deep appreciation to the SIU for the check I just received representing the Death Benefit for my late husband Lloyd Cha lmers and for the promptness in sending it to me. Lloyd always enjoyed his life on the tugs and missed it very much after he retired. He was proud to be a member of the SIU and we both sincerely appreciated the benefits afforded to us. Again, my thanks for the SI U's kindness and consideration over the years. I wish to convey the sincere sorrow of the crew of the SS Delta Brasil at the loss of Seafarer Edward Eugene Arnold, who drowned in Belem, Brazil Nov. IO, 1978. Eddie was last seen as he fell from a launch into the water near the ship.· Despite immediate attempts to save him by the launch and others pre?ent at the scene, he was swept away and his body has not been recovered. Eddie is very much missed by all on board. He was well liked by all of his shipmates and was a good man who did his job well. · .A memorial service was held on board for Eddie at 1520 hours on Nov. I 2, 1978. The U.S. Flag, held by Eddie's shipmates at the service, will be sent to his mother when our ship returns to New Orleans. Also, the crew has donated a total of $700.00 in Eddie's memory which will also be sent to his mother upon our return. Fraternally, J. L. Cox, Master SS Delta Brasil SIU Waitress Saves Passenger Due to the alertness and quick action of our waitress, SIU member Dottie R. Regrut, the life of Mrs. Doris M. Smalian, a cruise passenger, was saved . The incident took place during dinner hour, departure Hong Kong Dec. 14, 1978. Mrs. Smalian choked on a piece of food. While her husband and fellow tablemates looked on helplessly, Dottie rushed over and successfully applied the "Heim lich method ." Dottie deserves the highest commendation. Not only that , she is a great asset to the ship. She is very competent, cheerful and helpful with the passengers and crew. When asked, Dottie replied that she had learned the Heimlich from shipboard demonstration s on this and other vessels. All of us are proud to have her aboard. Fraternally, Pieter Doele, Captain SS President McKinley Sincerely, Mrs. Edith Chalmers SS Stonevvall Jackson Crevv Came Through 011 behalf of myself and my family, I would like to thank the men abo.~rd the SS Stonewall Jacksvn, Voyage # 16, for their expressions of sympathy upon the death of my father. Also a special "thank you" to QMED Ronnie Laner, Bosun Carl Lineberry and Captain Schepis for their help in making my departure from the ship smooth and expedient. 'No Problem Was Too Big' The labo r movement has Jost one of its most highly respected leaders, just as the obituary notice in the Log states in the December issue. Earl "Bull". Shepard was one of the finest, most dedicated men in the labor movement in my humble estimation. No problem was too "knotty" for him to help unravel for a fellow union brother. If it was at all possible for him to solve, he would do it. His leadership qualities made Baltimore one of the finest Union halls to ship from in the United States. "Bull" epitomized true brotherhood in every way. We all miss him greatly. Fraternally, Larry Kincer, QMED Baltimore, Md. Fraternally, Clarence Cousins Butler, Pa. Cook and Baker /Ire You Getting Dishpan Hands? Well, get yourself out of the so(Jp suds! Upgr(Jr/e /11 t/Je Steward Dep(Jrfment (Jt HLS. Chief Steward-April 2r 30 Chief Cook-Apri I 2 Cook and Baker-April 2 Assistant Cook-April 16 0 0 0 0 Sign Up Now! See Your SIU Representative or Proudly displaying the certificate testify. inq to his recent successful completion of the cook and baker course at HLS is Ch erl8s Jon es . 14 I LOG I February 1979 Contact HLS 0 �SIU Fighting to Preserve 3-Watches on Towing Vessels ryile SIU has fired a hard-hitting 1 attack on the Coast Guard's current attempt to overrule legislation which for more than 40 years has mandated the three-watch work standards for crews of uninspected towing vessels (on voyages in excess of 600 miles). In an opposition letter sent late last month to the Coast Guard, the SIU spelled out the two pronged basis of its strong objection to the proposed ruling: • first, abandoning the threewatch system would create a serious threat to the health and safety of tugboat crews; • and second, that the Coast Guard lacks any legal or legislative authority to make such a change in maritime law. The three-watch standard was enacted by Congress in 1936 as a Section (673) of U.S. Code 46. Essentially, the 3-watch system sets an eight hourwatch(4 hrs..on-8hrs. off) for crews on vessels over IOO gross tons which operate on the Great Lakes and on coastal and offshore waters. Voyages less than 600 miles are exempted. However, now the Coast Guard has proposed an ••interpretive" rule which would replace the three-watch standard on these vessels with a 12hour, two-watch standard (6 hrs. on6 hrs. off). - "It is incredible," the Union protested, ''that the Government agency responsible for promulgating regulations to increase the safety of life at sea could propose a rule which seeks to regress to safety standards that existed a half century aeo. ,., The Union pointed out that the three-watch standard originally was enacted because Congress realized that the 12 hour work clause had been the cause of a number of merchant marine disasters at the time. The House Merchant Marine and Fisheries Committee has determined that the 12 hour clause placed vessels and crews in ••a constant state of jeopardy," the Union revealed, according to Congressional records from 1936. Furthermore, the SIU fee ls that the most telling legislative indictment ·of the impropriety of the Coast Guard proposal ••is that it has already been specifically rejected by Congress on a numbe r of previous occasions." In 1975, the Coast Guard lobbied for a bill seeking to extend the exempt ion of the three-watch stand- Official Publication of the Seafarers International Union of North America, Atlantic , Gulf, Lakes and Inland Waters Dis tri ct, AFL·CIO February. 1979 Vu l •II No;> Executive Bo rd Paul Hall President Frank Drozak Ext'cutive Vice President Cal Tanner Joe DiGiorgio Secre1ary· Treasurer Vice President Lindsey Williams Vice Presiden1 J B9 J ames Gannon Editor Ray Bourdius Assistant Editor Marcia Reiss Assistant Editor Edra Ziesk Assistant Editor Mike Gil len AJSistallf Editor Frank Cianciotti Photography Dennis Lundy I'lw tugraphy Marie Kosciusko Administrative Assistant George J. Vana Production/ Art Director Pu blished monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave .. Brooklyn, N.Y. 11232. Tel. 499·6600. Second class postage paid at Brooklyn, N.Y. (ISSN #0160-2047) ard from voyages of less than 600 miles to voyages shorter than 1800 miles. Congress considered it illad vised and did not even hold hearings on the bill. ··The Coast Guard evidently does not concur with the wisdom of their decision," the Union remarked in the letter. ··whereas the Congress thought it imprudent to extend the exemption of the three-watch standard to voyages of 1800 miles, you now propose to effectively ex te nd tha t exe mption to voyages of unlimited mileage and duration . With a single strok e of the regulatory pen, the Coast Guard seeks to promulgate a statute which goes beyond what the Congress finds unacceptable ." After stacking the leg islative arguments against the Coast Guard proposal, the SIU went on to charge the proposed ruling as being ··1egally suspect." Citing a 1977 U.S. District Court judgment, the Union revealed that the C oast Guard had been found outside its lega l authority in a previous attempt to undermine the three-watch standard. At that time , the Court determined that the Coast Guard has ··no authority whatsoever for nullifying the three-watch requirement of Section 673 ." It found that the Coast Guard cannot overrule the standard by its own regulations, as it is also trying to do in the current attempt, but must .. petition Congress for a statutory amendment." The Union a lso strongly objected in its letter to another Coast Guard proposal which attempts to define ••rest time " for a licensed operator on uninspected towing vessc Is ... Rest time" is meant to insure that the operator is sufficiently rested to perform hi s duties in a safe and alert manner. Hut the Union s:1id the Coast Guard\ new proposal is ··u nclear, inadequate , improper and totally mean in gless." Rather th a n issue regulation s which do nothing or do great harm to existing manning standards, it is the SIU 's position that the Coast Gu a rd shou ld initial meas ures lo more fully promote the safety of life and property at sea in stead of hind e ring it. Join the SPAD Checkoff Program in 1979 February 1979 I LOG I 15 �De lta Peru Committee At Sea SS Sa nta Mariana Cargo lashed to the deck of the SS Santa Mariana (Delta Line) included four speedboats which will next be seen in the next James Bond, Agent 007 movie. The unusual cargo was shipped from the port of Wilmington, Calif. to "on location" site in Buenos Aires. Three of the four speed boats will be used as props in the new movie thriller. They will be blown to bits during an action-packed scene. The last sp edboat will be put on display for publicity purposes. Washington, D.C. The National Maritime Council, a coalition of labor and management working for a stronger U.S. maritime industry named W. Patrick Morris, exchief minority counsel and staff director of the House Merchant Marine and Fisheries Committee, as its legislative director. Morris worked three years for the House committee and for two years earlier as deputy gene.ral counsel for legislation and litigation for the Maritime Administration. In 1973, he worked a year as special assistant of the general counsel of the U.S. Department of Commerce involving merchant marine and international trade matters. Egypt-Israel By U.S. law, half of the 100,000 metric ton cargo of $14.5 million in wheat Egypt will be allowed to buy in the United States under the Public Law 480 Program must be carried in U.S. flagships. The same applies to ·the $5.4 mi ll ion (or 400.000 metric tons) in wheat and wheat flour Israel bought under the same Title I agreement. New Orleans Ogden Marine Inc. has signed a contract with Avondale Shipyards, New Orleans to build two U.S . flag 42,000 dwt multiproduct tankers. The 5hips are set for delivery in 198 t. ST Beaver State The ST Beaver State(Westchester Marine) got the green light from MARAD early this month to make two voyages from Alaska's North Slope to the Exxon Benecia Refinery, San Francisco . The 91,849 dwt tanker replaces the supertanker 62.434 ton Manhattan (Hudson Waterways) undergoing repairs in the Bay area. The Beaver State's owner had to refund to the Government a part of the original construction differential subsidy as such ·1id is barred to vessels operating in the domestic trades. Th e ship ·s co mrnill ee of lhe SS Oeltn Pew (D elta Lin c l paid off last monlh at th e . 39 1h SI Dock . Brooklyn . N .Y. Sca led ( I. to r l wo r ' Recertifi ed Bos un Pe ter Sc rnyk . sh1 p·s c hairm an and St cwa rrl Do i ga te Carlo.:; Lop z. St anding (I lo r.l were Dec k l , lega te Arn e Bock man. Engin0 IJc loga lc Ro lJcrl Agrno . C hief Stewa rd Rob .rl H11 tch 1ns. scc rc lary-re port c r c=inrl Educa li onal D irec tor Ross Laa sc . Notite to Members On Jo/J Call Procedure When throwing in for work during a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers Take One Giant Step Toward Building a Better Future Upgrade at HLS Galliano, La. Construction started late last month on the country's first operating offshore super oil port (LOOP) project as drilling rigs began work near here in southern Louisiana. With the launching of the $513-million-'irst phase of the three phase superport, the project expects to off-load its first tanker in late 1980 and be fully operationa l in 198 1. The first phase will be able to.hand le 1.4 million barrels of crude oil daily. Final daily capacity shou ld be 3.5 m illion barrels. LOOP is composed of five big oil and pipeline companies. It is regulated by a new state agency, the Louisiana Superport Authority. Supertankers will offload at Gulf platforms 19 miles out into a 24,000 foot, 56inch pipeline connected to the Clovelly Salt Dome. The dome storage unit can store 4-million barrels of crude. By the year 2010, the superport is expected to increase Louisiana's refining capacity by 1.6 million barrels daily. The first phase of the project was financed through the public sale of a $450 mill ion revenue bond issue approved by the state. SS Puerto Rico The trailership SS Puerro Rico (PR MM) began .a new weekly run early last month between the ports of Charleston, S.C. and San Juan, P.R. via Jacksonville. Fla. She has 278 40-foot trailers and can carry I 30 autos. Baltimore Last year this port ;,et a record of 4.29-million tons of containerized cargo handled. Containers account for 56 percent of the cargo moved in and out of the port. Total cargo moved was 6.31 million tons. In 1977, Baltimore handled 3.38 million tons of containers. These Courses Starting Soon LNG-April 2, 30 FOWT-April 12 Pumproom Maintenance and .Operation-April 16 Marine Electrical Maintenance-April 30 Welding-April 16 AB-April 26 Towboat Operator Scholarship Program-April 9 Celestial Navigation-April 30 Chief Steward-April 2, 30 Chief Cook-April 2 Cook ·and Baker-April 2 Assistant Cook-April 16 Lifeboat-April 12, 26 Tankerman- April 12, 26 Washington, D. C. A new, JO-section Hall of American Maritime-Enterprise is open for visitors in the Smithsonian Institute here. On view includes the SS Charles W. Morgan whaleboat; liner Levi than paneling; working engineroom, towboat pilot house, the 1884 Capt. J. W. Collins National Watercraft Collection of hundreds of models of schooners. clipper ships and fishing and river boats, tattoo parlor. nautical art, scrimshaw exhibit and two theaters. 16 I LOG I February 1979 To enroll contact HLS or your SIU Representative Sign Up Now! Upgrading Pays Off When It's Time to Pay Off �LUNDEBERG REPORT / PINEY POINT, MARYLAND 20674 HARRY LUNDEBERG SCHOOL Starting At the Upon completing the 12-wee k ourse, e\ cr,v stud ent is p laced in his or her first job aboa rd a sh ip or boat-and a new career is begun . The stud ents who graduate from this program are the ski ll ed seafar ers a nd boatmen of tomorrow. And they are qualified for the tasks t h e~· must perform today. Their presence in the work force upgrades the qua li ty of the entire maritime indu st r y . In 1978, 1,082 yo ung m en and wo men enter ed the indu. tr~' . They went aboard S IU-conl rac.:ted vesse ls ready to do their work and build their futures. And for eHc h of these yo ung people. a job was avai labl e. Eve r~· one of them was helping to till the need in indu stry for ski lled workers. 614 of th ese g raduates s igned on ocean-go ing vessels as ent ry rating:. Another 408 r eported foi· work aboard boats and barger-;. 60 more of t h em are now working on t he Great Lakes . Some of the. e students are filling j obs left vacant by seafarers and boatmen who a<lvaneed their cai·eers. Oth er s have jobs aboanl brand new ves8e ls which enter ed . ervice vvithin the last year. _ In additi on to mee ting current manpowe1· needs, these gradua t es are al8o the potential AB's. FOW'T's, QMED's, Coo ks , Stewards and Bosuns of tomorrow. They assure SIU-contracted companies that their eq uipm ent w'ill be manned by competent, career-oriented v\·o rk ers . And these students are motivated to ad van ce . Th ey are t h e products of the Lundeberg- Scl iool's caree r-ladd er a pproach to edu cation. Such optimi sm about the future pote nt ial of th ese graduates is based on ., past experience. The reco rd sho ws that I !LS lrain ees return to the sc hool for further educati on and trainin g . In 1978 a lone, ove r 500 upg rade rs were former trainees. These arc upgrad ers \\h o. on ly a f ew years-or months - ago. were repo rting aboard sh ips. boats and barges for their first jobs- jobs that led to careers in the opportunity-filled SIU-contracted fleet. For them, and for the graduates of '78, the potential and the promise of t he basic vocational education program is being fulfilled . ....,. . . . �Nothing Less Than A N e-w Life 1 Real education leads to growthand all personal growth is educational. At the Seafarers Alcoholic Rehabilitation Center, a very important kind of education takes place-seafarers and boatmen are educated to lead new. lives free from dependence on alcohol. The prog ram offered at the ARC i one of the newest growth opportunities for seafarers. It began in 1976. Sin e that time 255 seafarers and boatmen have re-learned a po itive view toward life and self. During his six-week stay at the ARC, the resident spends his time learning about himself and his disease. Each week, he participates in educational groups, readings and lectures that cover such topics as the . disease concept of alcoholism, the basics of recovery, feelingshow to recognize and cope with them, the benefi~s of living . sober, the family a1:>pects of alcoholism, the 12 steps of Alcoholics Anonymous for recovery, going home and aftercare. Individual and group counseling sessions complement this curriculum of self-study. But the program is not all inward-looking.' Residents are helped to see the outside world, too, through eyes undimmed with the haze of alcohol. Many aspects of the program contribute to this new look at life-boat trips, arts and crafts, sports, museum tours, and fi shing for example. The residents also welcome visitors to the ARC for a cookout one Sunday each month during the spring and summer and host community AA group several times each week. . The strengthening influence of the ARC also reaches beyond the residents themselves to touch their families through a family counseling program. Similarly, the ARC works to prevent alcoholism through an ongoing alcohol education program which reached 1,050 trainees and 104 A-Seniority up·graders in 1978 alone. Although the ARC is located in Valley Lee, Maryland, the influence of this young program is felt throughout the maritime industry-every SIU port has ref erred residents to the ARC, and these residents have returned to the civman fleet with new hope and renewed talents and abilities. The majority of the 255 former re.sidents are t_oda.yr healthy, productive maritime workers-important · elements of the industry's moEt vital resource, its people. students develop .talents alcoholic rehabilitation program is helping many seafarers build new lives. Left. Upgraders and trainees alike use the Arts and Crafts Center at HLS to develop their talents and express their creativity. Probably no profession is more noted for t~rn development of its own art forms than seafaring. It is surely a profession that lends itself to self-expression through art. At HLS, the Arts and Crafts Center encourages artistic growth and appreciation in the students. Last year, approximately 10 percent of the upgrading students and 35 percent of the trainees used the facilities at the Arts and Crafts Center to express their creativity and develop new skills. Instruction offered at the Cen.ter includes stained glass, enameling, silver smithing, woodworking, leathercraft, model boat building, decoupage, drawing, painting, sculpture, and the seafaring crafts of macrame and scrimshaw. Additionally, two courses were developed which have received credit from Charles County Community College. In all the courses, ~ the emphasis is on creative expression through the use of available materials. Because seafarers and boatmen are removed from the shops and stores which carry hobby supplies, they must learn to enjoy their crafts through the use of materials which are easily trans. ported or readily available aboard ~a}vessel. The Arts and Crafts Center has also contributed much to the students' artistic appreciation through such varied activities as monthly field trips to area galleries and museums, art shows of students' work and sponsoring noted marine artist Peter Egeli as a speaker at the school. In summary, the Center provides yet an.other growth area for HLS students. It opens to them the world of art and the seafarer's heritage of contribution to this world. developing the human potential of seafarers What is it' about the L~ndeberg School that 111akes the growth of the whole person possible? It's the at111ospherethe '~feel"-of the place. Th e grounds and buildings are attractive and well-kept. They provide surroundings that are pleasant, peaceful, designed to foster learning. The staff are well managed and motivated-professional people devoted to education and encouraged to teach unencumbered by paperwork, forms and rigid systems. Their time and energies are required to be directed toward the student and his success-a requirement that lets the true teacher reach his professional goal of educating each student. The instructors and teachers at HLS have high expectations of . their students, and the students respond. They want to succeed and believe they can succeed because their teachers believe they can. · The feeling of mutual confidence is 18 . LO G Fr.; bn1 r=i ry 197 9 the ideal atmosphere for learning. The students want to lea_rn. The staff is dedicated to helping them. Yet, despite the Lundeberg School's concern for each individual, the trendy, sometimes-chaotic, do-:your-own-thing approach to education has never been part of HLS. The process of learning must be disciplined and orderly. So, standarcis are .et, attendance is re~ quired, rules will be obeyed. Thus, each individual is helped and encouraged to grow. But a framework . of positive discipline is provided. That's the atmosphere of HLSpeaceful surroundings, enthusiastic goal-setting, concern for each individual, direction-not distraction. And this atmosphe.re is the reason HLS and its students succeed. The atmosphere at HLS contributes much to the educational process. Above is the Vocational Education Building. Below is the Academic Scheolship Charles S. Zimmerman. �Seafarers Practice Safety .And these graduates have a fin e safety r(leor<l. Ov r the yea r s. students who have eompleted these courses hav e lieen co mmend ed for s uch di\. "l's ' achic,·eme nt. · as l'e;-;cuing a man overboard at sea, pre\'enting a disa ster after a har~e collision. and revh ing a heart attack victim. Ciearl y in today's workplace, the most valuable worker is one who is safety conscious. And the graduates of HLS-educated and trained to be Raf e worker. -make a valuable contribution to America's merchant fleet. helping those who served Obviou~ly, job seeurit.) <ind job opportunities ('Xist for the stu- dents at HLS. In an etf01t to assi st vetenlns in making thei1· re-ent1·y into civilian lif .>, the school ·rnd the S1 U an• cooperating to offer them training and the benetits of union mt>mbership. Through a spe~ial prog;ram, vets with the nece.::ary sea experience can attend courses at HLS and earn ratings i.n the deck, engine, and st eward departments. The program began in July, 1978. By the end of the year, 46 Vets had ca1·ncd cndon•ement. or certificate. in th fol1o\\'ing- area. Able Seaman FOWT Lifeboat Cook and Baker 16 11 26 2 Seafarers today ... Safe work habits are part of every course at HLS. One of the mo ·t universal concerns in industry today is safety on the job. The r sponsihjJjty for 8afety in the work place rests with both the employer, who mu st provide safe conditions, and with the worker, who must learn accident pre\'ention and em ergency procedures. The SIU membership have acce p ted thei1 · l'espons i!Jilit.'· fo1· saf'l'ty. They have done so by learning how to prevent and, if necessary. cope with emergencies aboard a sh ip or boat. HLS has developed a variety of rourses to assist seafarers and boatmen in learning and improving Lheir safety and survival skills. During 1978, HLS students took full advantage of these courses. 1,303 students took and passed the Coast Guard examination for the Libeboatman endorsement. They left the school with a full working knowledge of emergency --.nd rescue procedures at sea. Similarly, l ,649 students earned firefighting certificates after being instructed in fire prevention and attending a full day of practical firefighting training in Earle, New Jersey. Finally, 1,251 st udents earned Red Cross, First Aid anct 1 or Cardiopulmonary Resuscitation Certificates through the8e training courses at HLS. All of the~e students now bring lo their jobs safety consriommes~ and emergency preparedness-at·t.itudes and skills thal could not have been cteveloped without tniining and erlucation. They're Professionals Profession-not just a job, hut a career that IH'ing~ fe lings of self- worth and pride in ach ie,·eme11 t. Seafarers totlay se -' th e ir work as a profession. For th is reason, they are wi !ling to st ud y and to de\·elop new .. kills that go alJO\' and beyo nd the basic req uireme nt .. or an.v g iven job. Th e Lllnde!Jerg S ·hool offers a sen es of advanced and spec ial izcc.I ·ourses that arn design ed for prnfcssiona l st>afarcr . . Last y ar, ~Rfi seafa r r .· com pleted such courses. After intensive training in s uch areas as elertricity, ca l'go handling. refri geration systems, and automation, thl' grad11atcs rrtu r11 ed to the sh ip s of the ::SIU-co 11 traclec' fi e ,t ready to appl~r their advanced ski ll s. Today's SIU member sees himself as a professional and takes pride in his ski1ls. ~O\\', they ar c• se n ·i11 g- as chif'f. p11mpm n aboard s ttpt rtankl' l'." , n ·rrigeration mec hanic s 011 ('0!1laincrships . and clect ririan s ahoanl all typps of vessels . fn addition, 111any of the seaf;1rer s prepa red for .iobs that are st ill in th<' fnturc- .i olis nlioarcl L JC ra1Tie r s yet to \Je built and dicsclpowered vessels construclccl with fuel conservation in mind. Through th e advanced and sp0eialized courses at HLS, th.ese seafare1·s are reaching the top of their profession today anct are preparingfor a secure and challenging- f11t11re tomorrow. Serving A Motivated Membership HLS serves a uniqu e student population. In the main. this popu lat ion doe, not come to the sc hool with clearly defined goa ls for academic achievement. The students arc job-oriented. They want to beg-in, or advance, their career s. Yet. last year, 70 seafarers took advantage of an independent study pro rram in . pccri reading. Th e t acher in the evening mathematic s program offered assistance to students +who wanted to improve their skills 830 times. Other st udents vo lunlaril y asked for help in improving their reading skills 283 Limes. These numbers-while they are impressive in themselves-are most s ignificant because they represent human beings. They represent HLS students who were motivated to learn not only the skills of their jobs but also the important sur\'ival skills of reacting and ;1rnth. For most of these student , the moti\ ation to learn more than is required in the vocational class repre sents a r~al · change in attitude from the day they first arrived at HLS. And the c.hange comes ::i.bout because . t'h e students respond to the unique educational approach at HLS- an approach that has only r ecenlly rel'eivcd widespread r ecognition i 11 the United States. Th is approach is the conviction of t h e HLS staff that academie a nd \'ocational skills arc complemenbtry. They must be developed together if th e worker is to truly s ucceed in hi s profession. Th in st ru cto r s at HLS use lhis approach to mot ivate their students lo total educational ach ievcment. Th ey mphasizc the va lue of jol> skil ls for job sec urity and academic s kills as a foundation for career growth. And th e <tpproarh works! Thl' 11u mhc·r of :-:tudcnts who r<'spond ed to it <tl'e prnof of this. Sp<'Cd read in g, liasi<' 1nalh. remedial reading- ach sl udent's I v I of ;tchiev enwnt and 11rea or work is diffe r •nt. Bul there is a shared altitud e of motivation toward S( lf imprnvem 'llL Earh student secs himself as moving· 11 p to l>c th0 hl·st h e C";rn 11 •('Ome. Tl 1rou gh his e:q >l'ril 1H:e at HLS. he is lParning nol only .ioh :-:kills- h e's learning Lo tal<L' a Ill'\\ look at education and its place in his who le life as ;.1 worker and as a person. 1 0 At HLS, students are motivated to improve themselves through independent study programs. .. ; " . '. I ·.. I: l I 19 L, �An IndustryA Union- A School- The newly-contracted Delta ships (right) provided many opportunities for Reafarers with skills in refrigeration. Last year seven seafarers completed the maintenance of shipboard refrigeration systems course (left), seven more graduated from the reefer/utility course and 69 earned endorsements as refrigeration engineer. Gro"\t\'ing Together Seafarers in the black gang upgraded at HLS to take advantage of new job opportunities in tlie Engine Department. Many prepared themselves to work aboard diesel-powered sh ips s uch as the SIU-contracted Sea Land Adventurer (above, left). 70 Seafarers earned endorsements as QMED (above, right) , and 23 more took the specialty course in diesel engine fundamentals. , II • New ships mean new jobs. But new skills are required aboard the many SIU-contracted LNG carriers; all Seafarers aboard these vessels attended the LNG course at HLS (above, left). 294 graduated from the class in '78 and ·many more are enrolling now to prepare for the LNG ships to be launched in '79. Modern SIU tankers such as the Overseas Chicago (right) provide many job oppor.tunit.ies for the graduates of such HLS courses as automation (above, right) and Pumproom Maintenance and Operations (above, left). 437 Seafarers completed one or more such advanced courses in '78. a THE HARRY LUNDEBERG SCHOOL I A Message from the President of HLS As the staff of the Lundeberg School look back over 1978, a nd over the 11 years HLS has bee n in existence, we see a tradition in the making. A tradition of excellence in e du ca tion. A trad~ ition of helping both individual workers and a n entire industry. Collec tiv ely, the school, the SIU and the industry have come a long way. Today, thanks to the many programs at HLS, the school is r e presented by at l eas t one graduate aboard every piece of equipment i n the SIU-contrarted inla nd and de ep sea fl eets. And the i ndustry is better because of the s kills and motivation these graduates brin g to the job . Th e membership, too, is better because of HLS. SIU members enjoy job security and a better way of life because the school offers the way to help them prepare for the challenges of th e future -today. Sea Land Finance (above) is one of the many SL/7's which wm carry Quarterma&ters who earned this rating through . upgrading at HLS (below ) . These are our successes. But the future is an ever-present challenge. Th e re is still a long way to go. Changes are certain. HLS and the SIU membership mlUit prepare for them. We must continue to accept and meet the need for self improvement. All of us at HLS are motivated to continue our tradition of service to the SIU membership and the maritime industry . The key to our success is the willingness of eve ry SIU member to let u s work with him to meet his needs. This is the r eason HLS exists. With this philosophy in mind, it is clear that the school will continue to g row and will become as exce llent as th e SIU memb ers hip is willing to let it become. With the past as an indi cation of our future, we c;in be)iev e that the hori zons for lll .S , th e SIU and our i ndu stry ar e bright ind eed . On the waterways, new boats and barges are entering service daily (above). HLS helped meet the manpower need by graduating 408 trainees who've been trained as deckhands and t ankermen, 12 diesel engineers and 62 Vessel Operators who earned 128 licenses through t he Transportation Institute Towboat Operator Scholarship Program (right). 20 I LOG I lub ruary 1979 ~~ Haz el Brown, Pre sident Harry Lundeb e r g School 1-ebru;iry 19 79 ' l_OG i 21 '-· �• 202. That's the number of diplomas-and dreams-that were ach ievecl tlll'ough the High School Equiva lency (GED) Program at IIL ~ in 1978. No\\· in its ighth yea1·, t his program has helped 1160 people achieve their dreams. For each of these people, the moti\·ation to earn that diploma wa s different. One seafarer did it to keep his granddaughter from dropping out of school. Another becau se h e felt that h e needed high school level math to handle upgrading in th e Engine Department. Still another because, when he dropped out of school in the seventh grade, it was from the necessity to help ~upport his family-getting his <liploma was a chance denied him m his youth . .· although the goal is :-;ame. each stu<lent brings to program his own individuality. They are from every area of the country, of every race and nationality. The oldest student was 76the youngest, 16. And, because the teaehers recognize this individual· ity, the students succeed. In fact, they have a success rate of 95 o/l:' . Over 1,000 Diplomas Earned fare Plan "Charlie Logan" Scholarships have been graduates of the high sch ool equivalency program. They are now pursuing advanced studies in such areas as law, hotel management and electronics. So, the GED program has had,, and is having-a big impact on the SIU membership and on the maritime industry. As a result of this program, 1160 workers are stronger and more motivated because their dream came true; because the.\· are high school gra<luates. Individual attention for each student is the basis for the success of the GED program. 111 contrast, the national success rate for the high school equivalency exam is under 5orr-. Th e respect f 01· ench .stu dent a: an individual leads to a uniqu e teaching approach in the Academic lJe}JHrtmenL at HLS. A pre-te~t determ ine.s the st udent' s areas of :'trength and weakness. The teache1 .s then develop a program of .::;t ucJy especiall y for him. Thu s, every student concentrates his effort s on learning what he needg to know. No time is wasted coverin g material he has already grasped. To in sure the success of thi R approach, GED classes at HLS are kept small so the teach er can cone ntrate on each student's needs. She becomes involved in hi s goal. She cares . And the students respond to this caring attitude. As GED graduate Carl Barrett said, "The teachers are p~tient and give each student individual attention .. .. I know I would never have gotten my diploma on my own." Boatman Alex- ander Borawick added, "The teachers helped me with a problem until I understood it." Seafarer John Funk felt that, "I received a lot of individual help from the teachers." Of course, t h e success of these .QTaduates E: ncourages oth e L to tr,\· for their diplomas, too. Their achieve m ents motivate others to try. The combination of a n outsta nding record of success and a completely supportive atmosphere makes it poss ible for individuals to r ealize their dreams through hard \vork and motivation. And what impact does rr1aking a dream come true have on a person? He or she grows as an individual. they believe in themselves; they are motivated to do more and be more. HLS has ample evidence of· this in the numbers of GED graduates who enter upgrading courses, who enroll in advanced and special·· ized classes, who apply for scholarships. In fact, during the last few years, several recipients of Seafarers Wel- ....._ For each stcdent, the 1,11otivation to earn a diploma is different, but an share the goal of personal achieve- ment. :>:' " ' . ·m ··"' ;).:'"· Making Dreams · ComeTrue Reading Program Meets Basic Need The Armed Services are recog111zmg the problem-they can't frai n many new recruits because the recruits can't read. American high schools are recognizing the problem-students can't pass compete ney exams because the students can't read. HLS recognized the problem in 1970, and the school ha s been doing something about it ever s ince. HT ,S has offered instruction in J,a:' ic reading skill~ since that date, and thi s year 1,159 seafarers were h elped to achie ve new self-sufficienc y and t rainahilit>· th1·ou gh the :'thool's va riou s prng-rams in the reading la h. Th e 11 eeds nr tl1e:'<' studenb nuied greatly-some needed h elp in reading comprehension or vocab- · ulary lrnilding; sonw wanted to lea n1 effective study ski ll s; ~ ome s pok e Englis'h as a second language . And th e rending Jab respon ded to nncl met all ·these needs. 22 f • , · .- • , II/ " In fact, the role of the reading programs at HLS is vita l to the s uccess of many of the school' graduates . Because the question of students' success was never "Can they do the. job?" Of cou rse they could! Many of them had years of expe ri enc e aboard ships or boats. In the HLS reading Jab. teaching methods are tailored to the needs of every student. Their abi lities with lines, engines and other gear were ne\·el' dou btecl. Rather, the question \Vas "Can thes e people· read \\·ell enough to pass a test that will allow them to do the job~ for ·which they were t ·ainecl ?" In the case of the st udents who work ed in th e JILS reading lab, the answer was a · r esound ing "Yes!" Had iL IJl' C ll othen,:ise. th e failure of the students· would have heen a tragedy. Th ey would hav e hee n locked into lm\·-rnnking: .iok vith no opport unity to move up or contribute their expertise. It would ha.ve been a tragedy for industry, too. which would have lost the much-needed sk.ills that these ~tu­ dents possessed . · 1, 159 s u r h trage<l i es were pre\' en ted in 1978, hecause the reading lab met the ed ucationa l nee d~ of seafarers and boat1nen wh o a t tend Pd HT ,S. �A center for learning, reading, relaxing-this jg the Library at HLS as' seen by the students it erves. And certainly the Liln·ary's collections of fiction, periodicals. non-fiction and profes ·ional puLlications are a vital part of the learning system at HLS. But the Library goes far beyond its fundamental role as a central location fm· reading and reRearch. At the Lundebe1:g School. the Li brary is deeply involved in preserving maritime history and heritage. In 1978, all issues of the Lo.r1 from its first edition through today were microfilmed to preserve this vita l record of the growth of the SIU. More issues of the Lo,g were indexed, so that this newspaper may becoming a whole person ~· Library services are expanding to include videotaping of courses. H LS. Library More Than Just Books become a reference tool for maritime researchers. Ah:;o in 1978, the Library reached beyond its doors and into the HLS classrooms as its audio-visual specialists assisted many instructors in videotaping classes for independent study by students. A colleetion of other audio-visual aids was developed to help students study topics of interest on their own. Finally, the Library began sponsoring a series of films and speakers who discussed such topics of student interest as lobbying, in- Acquiring skill s and putting them to use on the job is the goal of the students at HLS. But the Lundeberg School's goal for its gtudents is broader. HLS is dedicated to developing the whole person. After exposure to the philo ophy of the school and after seeing this philosophy in action. the tudents come to accept it as their own. They come to see themselve as more than just workers. In light of this larger view, the \ital role of counseling services at HLS is evident. Through group and individual co unseling, the individual , tudent at HLS is helped to define his roles as family member. community member and crew member. The counselors at HLS strive to help each sludent in t h is process of definition-and the stud ents respond to this willingness to help. In 1978, 244 individual counseling , essiorn; were held with upgraders and 829 with trainees. Since HLS vestments and maritime art. In short, as the Lundeberg School has grown, the Library has grown also. The progress of HLS is reflected in the progress of the Library. As 1979 begins, plans are under way to constrl1ct a new library building at HLS that will offer the space and facilities for expanding all of the Library's services to the school. Most importantly, though, this building will· reflect the love of education, books and learning which is such a vital part of HLS. The HLS Library is a pleasant place for students to read and relax. students mu t be able to function in relation to others in a crew or community, group counseling sessions for trainees and for upgrarler. were also well attended. Through a better understanding of se lf, HL students are r aching a better understanding of their career de\·elopment and their role as \vorkers in 1he totality of their lives. \ \ Beyond the Campus The efforts of HLS on behalf of seafarer., boatmen and the maritime industry are not limited to the cla sroom . The school staff are regularly involved in national and international forums at which American maritime must be represented and heard. During 1978. the school staff represented the industry's interests to such diverse groups . as TMCO, the Oil Companies' International Marine Forum, the Federal Committee on Apprenti.ceship, and the Federal Railroad Administration. Within the United States, the ex pertise of the staff at the school is well-recognizerl. They are routinely reqt1ested to testify in congressional h ea rings on marine su hjects and to spea~ ~ in education3:l forums at in sti lutions of higher lea rning such as the U.S. Merchant Marine Academy and Yale Unive1·s ity. · The school . ta ff is also extens iv e !~· inYoh·cd in pro fessional ::;oc ieties concerned with education and the maritime indu stry . Among the many such societies in which staff members parti cipated in 1978 \V ere the National Transportation Appren Lic.:e.s h ip Co 111'e1·ence. the l\la ri time -Training Advisory Board, the International Reading Association, the Maritim e Transportation Research Board and the Cryogen ic Society of America. ThEse a<:ti\·ities of' the H !,S staff are n vitally imporlant se n ice to their students and to the indu s1T.\·. n,\' Laking tlH il' ex p >rt ise in \·a riou s areas of maritime into the pu lili<' forum, the staff are al)le to explain and advance the int~ r ests of the people and the industry. they · serve. 1 A Center for Industry, Labor, Learning Since HLS is operated jointly by labor and management, the school provides the ideal environment for conferences and meetings which contribute to the betterment of the entire industry . . In 1978, the school hosted many such activities. On several different occasions, seafarers and boatmen met at HLS to discuss the membership's needs in relation to contract negotiations. Numerous educational conferences were also held to info rm members about developments and concerns in thejr industry. To insure that membership communication remained effective and ongoing, monthly membership forums were held at the school and were attended by all studen ts. Frequently, representatives from SIU-contracted companies visited HL-S to discuss such training needs as pumproom operations, diesel The Trustees' Meeting was among· the many industry functions hosted by the Lundeberg School in 1978. engineering and refrige1·ation. In fact, industry involvement is continuous in the development of programs at HLS. Again in 1978, for example, the, school welcomed the Towing Advisory Board, a , group of representatives from the to\\'ing industry who annually ad\' '.'-' the HLS staff about curriculum and course content. Also in 1978, the Lundeberg .School welcomed the HLS Trustees for a meeting. The school extends its facilities to other union and industry organizations, too. LasL year memhers of the Sailors Union of the Pacific, the Marine Firemen and Oilers and the former Marine ( 'ooks and Stewards Union met at HLS to discuss and observe the training opportunities available to s eafarers. These varied activiti-es extend the educational process beyond the classroom. Since HLS h; a eentel.:' for inc!u stry and membership communication. the students enjoy an additional learning experi nee. They sec and hear first-hand the i~s11 es affecting maritime today and the people who are handling those issues. Perhaps even more importantly, the students learn the vital role they, as seafarers and as individm 13 play in the continued \ success of that industry._ Febru ary 1l1 79 LQ(, 23 �• & During 1978, 155 seafarers earned their AB tickets at HLS. Upon graduation, each new Ahle Seaman had a job waiting for him. The jobs were there, and HLS met the need for skilled manpower to fill them. This is an important key to the school's success in vocational ed u- 155 AB's c:alion. HLS is flexibl e. Its course ofTerings and manpower alloc:ations reflect the needs of the maritime inrlustry. In 1978, U.S.-flag ships needed AD's. In 1978, HLS provided trained AB's to man these ships. Based on this experience in meeting indu stry needs, the school can forecast its challenges for 1979. And the present forecast calls for eve n more AB jobs this year. In a way, HLS is partly responsible for the industry-wide demand for its graduates. The school has ga ined a reputation for quality of education. Students who graduate from HLS are trained, reliable workers. They spend their time at the school learning the theory of their jobs in class anc1 applying this theory during on-the-job training. When they leave HLS, they are ready and able to perform. Since quality is the halimark of a Lundeberg graduate, there is great demand in industry for his skills. For him, the job opportunities are numerous indeed. And seafarers can rely on their school to help them take advantage of these opportunities. In 1978, 155 Ordinary Seamen were able to seize job opportunities that were just waiting for them thanks to the AB program at HLS. 308 Ratings For any seafarer, holding a rating in his department is a big step -.. up in his career ladder. 153 Fireman !Watertender and 155 Oiler Engine department seafarers earned hundreds of ratings at HLS in 1978. For Each graduate a Job was waiting 1978 was an outstanding year for professional growth among seafarers and boatmen. Clearly, the numbers for last year really do speak for them selves: 155 Seafarers equipped themselves to take jobs as AB's through the Able Seaman Course at HLS. ratings "·ere earned at HLS last year. Anct eacli rating represented career growth for a seafarer. For the seafarers who achieved these ratings , there was a _lot of incentive to get ahead. Jobs were there waiting to be filled. In the engine department, 1978 was a year of opportunity, and 1979 looked , even better. This promi sing outlook is proving to be a reality. Many FOWT courses are scheduled to be offered at HLS, and the 1978 graduates are experiencing the security of full employment. Of course, this security is something they earned . They were "\i ·iJJing to work hard and to lea i;n ne\\· skills. Through their success, the SIU is meeting its manning commitments throughout its contracted fleet. It is m::iintaining its reputation for reliability. Thus, the individual success of each member is contributing to the strength cf the entire SIU organization. And each seafarer is contributing to the growth <tnd stability of his industry. As a result, HLS graduates in the engine department-and every department -are experiencing the benefits of trade unionism at its very best. Licenses earned through HLS-175 Endorsements earned through HLS-1,068 Certificates of Achievement-496 (courses not tested by U.S.C.G.) These figures reflect only upgrad, ers at HLS; they do not include students in the basic vocational education program. The SIU has accepted1the role of leader in the maritime indu~iry. Perhaps one of the most important characteristics of a good leader is foresight. The SIU's ctevelopment of a manpower pool. of Qualified Members of the Engine Department (QMED's) is a good example of how foresight pays off in job security and job opportunities. Years ago it became apparent that automation was the future iI1 the U.S.-flag fleet. It also became apparent that seafarers who possessed the many diverse skills of the QMED would be needed in large numbers. The SIU readied its membership lo meet thiH need through the QMED program at HLS. \.Vhen the time came. seafarers were ready to hoard new ships in the rating of. QMED. From the beginning, the QMED program was a success and made a big contribution to the vi- II More QMED's As more new ships come under contract with the SIU, more seafarers advance to QMED to fill the available jobs. tality and strength of the SIU. Because the SIU's contracted companies are among the . most prosperous U.S.-flag fleets, job opportunities for QMED's have remained constant. As a result, the QMED program at HLS has continued to be the road to the top f or engine department personnel. In 1978, 70 seafarers completed the QMED program and earned this rating. For these seafarers, this was no small achievement. The course is three months in length. During that time, the student passes Coast Guard examinations for 8 endorsements . . Clearly, these graduates really are qualified members of the engine department. Because of the foresight of HLS ·and the SIU in determining industi·y needs, the opportunities which await QMED's aboard U.S.-flag ships have never been better. The Numbers Speak For Themselves _,..... �For SIU Boatmen & Seafarers,SPAD Is the Strongest Weapon in Our Fight for Jobs & Job Security· o American industry is as regulated, controlled, monitored, governed. managed or influenced by the Federal government as is water transportation. No less than five Executive Offices in the White House, I 0 Cabinet-level Departments, and 31 Federal agencies. Boards. Commissions and Committees affect water carrier operations. This is all in addition to . the allpowerful and persuasive influence of the Congress. Boatmen and Seafarers - more than any other American workers have a direct stake in what is going on in Washington. To Boatmen and Seafarers, political action is a necessary way of life. "Politics Is Porkchops" is more than a slogan. It is important that we have in Congress legislators who urH.lerstand the need for a strong U.S.-flag water transportation industry. And people who are willing to make sure that American vessels, carrying American cargo. and manned by Americans once again becomes a commitment of our nation. N SIU Educating Congress It is also important that these same legislators understand that an integral part of the U.S .-flag merchant marine is the domestic tug and wwboat fleet. All too often this important sector of the water transportation indu stry is taken for granted and its problems minimized. For this reason.the SIU is working to educate the Congress as to the component 1Jarts of the merchant marine and of its overall needs. Not only is Congressional understanding and su pport necessary. but it is a lso important that the Executi ve Branch of governme nt. from the President on down. understands the need to maintain a strong domestic water transportation in'<lustry as th e core of our merchant marine. To this end it is essential that the govern ment strongly protect the .Jones Act. Th is law reserves all domestic water commerce to U.S .owned. U.S.-built and U.S.-manned vessels. It must be protected against efforts by industry opponents who would allow foreign interest s. vessels and workers to participate in our coastal and river trades. If it weren't for the Jones Act, foreign tugs with foreign crews would be docking ships, and moving barges in our domestic trade. It is important also to promote the tug and towboat industry against attacks by competing modes, such as the railroads and pipelines. The poor economic health of the railroads has forced many in Congress. to belie·ve that the only way to bail out the railroads is by limiting the ability of water carriers to compete. This has led to the recent attempts to hold back on money needed for maintenance and improvement programs on the inland waterways, such as Locks and Dam 26. and the recent successful effort to impose a fuel tax on inland water carriers. The domestic water carrier trnnsportation industry is today faced with many problems. Its opponents will continue to press hard for more user charges, for less maintenance of the waterways. Projects such as the Tenn-Tom Waterway. the Gallipolis Locks. the Industrial Locks in New Orleans. and the widening of the Gulf Intra- Doubl e dec ker. roll on / ro ll off barg es lik e th on e above arc be ing built toda y bec au se th e 1970 Me rc hant Marin e Ac t earmark ed fund s for th nir co nstru c tio n. Th e SIU ·work ed hard to get til e Merc ha nt Ma rine Act pas c cJ but tt1o se eff o rt s were onl y poss ibl e because Union memb ers support d SPAD . coasta l Waterways will be opposed not only by railroads but by environmentalists. New rules and regulations issued by agencies including tile Coast Guard and the Environmental Protection Agency are making barge operations less efficient and more costly . All this hurts our industr y's ability to survive in this nation's competitive transportation network. Boatmen. Seafarers Must Participate The SIU is active in Washington promoting the water transportation industry. T he efforts of the SIU must have the involvement and participation of every Roat man and Seafarer. Our involvement is to support those members of Congress whose legis lat ive views on maritime matters are simi lar to ours. We must get them elected.· That takes money. That's where our participation comes in. It is through SPAD th e Seafarers Political Activities Donat ion that we can make our voices heard in Congress. It is our SPAD donations that enable us to present our views to the legislators whose decisions and actions directly affect the jobs and job security for all of us. SPAD IS A VOLlJNTARY PllOGRAM. Your participation is through your voluntary vacation check -off to SPAD. With only JO cents per da y. Boatmen will join their brother Seafarers in helping to elect Congressmen who will list en to our concerns and will understand our needs and objectives. SP AD IS UN ITV. It is the unity of Boatmen and Seafarers working together to provide greater job opportunities for American maritime workers and better security for t hcmselves and their families. SPAD WORKS.It is your participation in this voluntary program that contributed to the passage of the Merchant Marine Act of 1970 which has helped build hundreds of new tugs and barges. In fact. a total of 341 new American tugs and towboats, as well as hundreds of barges have been built or arc on order as a result of the 1970 Act. Your contributions have worked to insure jobs for American maritime workers 10t only on the high seas but increasingl y in the coas tal and river trades. It has effect ivc lyhcatcn hack attacks on the Jones Act which could have destroyed thousands of maritime j obs . TllERE IS MUCH TO BE OONE. This nation needs a strong commitment to its merchant marine hot h in the foreign and domestic t rad cs. To achieve our objecti ves. rartiuira t ion in rolitical ac ti v ities is necessary . Our unity and our rarticipation arc the keys to our success. Throul!hout the .vcars we have .... achieved much thr.ough our strength of unity and rctrticirati t n. Together we can go fonrnrd to achieve our goals of johs and secur ity fnr Boatmen and Seafarers. ~ Th e U.S. LNG fleet. which in c ludes th e SIU-crewed El Paso South ern (above). is th e larges t LNG fl ee t in th e world . Am c ri cc=11 shipbuild ers were ab le ·to get in on the ground floor of th e liquifi ed gas indu stry becau se of funding provided by th e I '910 Merch ant Marine Act . Febru ary 1979 I LO G ~ 25 �4 * Transcolorado Crevv Foster Good Relations. Around The World The SIU crew of the heavy lift vessel SS Tran.,·colorado (Hudson Waterways Corp.) is a good. hard-working group. They move heavy military equipment and industrial equipment in and out of ports all over the world quickly and efficient Iv. But the Tran.\'colorado's crew is huilding up a reputation on and off the vessel for another reason. They go out of their wav to make life a little more pleasant for those they come in contact with . One recent example took place during a nine-day stopover in San Oiego when the crew took time out to guide a Naval Reserve unit on a tour around the ship. !"hat tour marked the first time any of the naval unit\ personnel had ever heen ahoard a heavy lift ship. The unit's Commander. Michael Adkins. expressed his gratitude to the crew for the ..vcrv informative" tour and for the ..enjoyable surprise dinner your capable stewards prepared for the unit. .. The officers and crew of the Transcolorado." Cmdr. Adkins said ... are most definitely a credit to the U.S. merchant fleet." The Tran.\'C'o/orado calls at ports throughout Europe and the United States and positive relationships with the military arc one of the crew's hallmarks. Ship's Chairman Nicholas Nagy reported that .. this ship has very good relations with all military personnel and units that we come in contact with all over the world." That spirit of cooperation has done a lot for the image of both the Transcolorado crewmembers and the U.S. merchant marine. "It is certainly reassuring for us to know." Cmdr. Adkins said. "that in the event of mobilization we can expect such enthusiastic cooperation from the crews of merchant vessels such as those embarked upon the Transmlorado." But it isn't just the military who are full of praise for the crew of the Trans. colorado. The Society for Seamen's C hildren. located on Staten Island. N. Y.. expressed their gratitude to the Seafarers who donated $128 around Christmastime to buy gifts for the underprivileged kids the Society aids. Responding to the good-wil l gesture. Betty van Stolk. president of the Society's Board of Managers. wrote to the crew to tell them \;1eir gift would be . "wisely and well spent. .. There is something very baste and heartwarming to give to child _ren at any time." Mrs . van Stolk wrote ... but especially at Christmas. and more so to our you~gsters who consrantly need to be reassured by lov ing gestures. .. Your kindness." Mrs. van Stolk went on ... will be remembered by our group." The crew aboard the Transcolorado are remembered by many people in many ports because of their willingness to help out anyone they can in any way possible. In the words of Naval Commander Adkins. "they are a credit to the U.S. merchant Oe~t." They are also a credit to their Union. Murphy Sponsors Bill to Protect U.S. From Convenience Flag Spills Congressman John Murphy (ON. Y.), chairman of the House Merchant Marine and Fisheries Committee, launched a new effort to safeguard American waters by introducing Congressional legislation aimed at curbing the "increasingly frequent" incidence of flag-of-convenience tanker tragedies. Addressing the newly-convened 96th Congress, Murphy said passage of the Oil Spill Liability Bill ( H. R. 85) is vitally necessary to prevent "A merican versions" of foreign flag tanker disasters such as the two that have already occurred in European waters this year. "It would be tragic indeed," the New York Congressman said, "if it was an oil Yearly Renewed Clinic Card, Exam Is a Must Whether a Seafarer, l.aker or Boatman is working aboard a vessel or is on the beach. he or she is required by U.S. Coast Guard regulations to pass a yearly physical examination thereby renewing their clinic cards. The exam and the clinic card can he had at SI l J medical facilities. Not keeping the clinic card up-todate, will lessen the SI l l member's opportunities for jobs because a current clinic card is one of the musts when throwing in for a job. Also. not being in top physical shape endangers the seaman's. his shipmates' •nd the ~hip's safety. sp ill off the coastal states of the U.S. which would finally spur Congress on to pass this legislation." The new Oil Spill Liability legislation is similar to an oil spill bill Rep. Murphy sponsored last year. That version of the bill was passed by the House but became the subject of great controversy in the Senate and never came up for a vote. Murphy called the new version of the bill "comprehensive in many ways." . "Its protection," he stated, "extends not only to the high seas, our territorial waters, the contiguous zone and the outer continental shelf, but also our inland waterways and tributaries, onshore and offshore facilities, pipelines and refineries ." Under the Oil Spill Liability Bill, vessel owners and operators would be held responsible for any oil discharge damages caused by their tankers. In addition, the bill would create a back-up compensation fund which would cover the cost of oil pollution damage, clean-up expenses and damage to property or natural resources when those costs are not paid in full by the vessel owner or operator, or when the responsible party cannot be identified. Murphy emphasized that "taxpayer dollars will not be used to carry out the requirements of the bill, as monies will be made available from the oil spill liability fund." That fund, expected to total $200,000,000 will come from charges "not exceeding 3¢ a barrel" on petroleum and its products received at terminals and refineries in the U.S. "This is an equitable bill," Murphy concluded. ''It guarantees our states full recovery for damages to property, restitution (or any tax loss and compensation for all cleanup costs. Every effort must be made to ensure that it indeed does become law in this Congress." 'That Cargo Has Gotta Move! ... And you 're the one who ttiakes it happen Responsibility. Respect. And more money. too. R p. John Murphy (0 - N .Y .). c hairman Hous e M e rc hant Marin e & Fisheries Committee. Overseas Vivian Committee These are the thin.gs you can. earn. when. you are so good at what you do that you're really the best. THEY'RE THE THINGS YOU EARN WHEN YOU'RE THE CHIEF PUMPMAN. Why settle for less? You're an. SIU Seafarer-the most profession.al maritime worker in. the "vorld. You're the best-make it pay. Rign up for the Pumproom Maintenance and Operation Course at HLS. See your SIU Representative today. ~~h Course Starts April 16 SIU Patrolman Darry Sand ers (seat ed I.) was at a payoff with Recertified Bosun Wallace Perry Jr. (seated r.) ship·s chairman of the ST Overseas Vivian (Maritime Overser.i s) at the Chevron Dock. Perth Amboy . N.J . late last month . The rest of the ship 's comm ittee are (standing I. to r.) Deck Delega te Gene Dakin; Engine Delegate Bob Ross : Chief Steward Joe Johnson . secretary-reporter. and Educa tional Direc tor Gilbert Otero . 26 I LOG I February 19 79 �Nevv Chief Cook, Cook & Baker Three Grads for the Pumproom Chief Cook Ernie Hoitt (left) and Cook and Baker Robert Gilliam display their sheep.skins achieved at HLSS earlier last month. Working over course mat erial last month for the Pumproom Op erat ion and Maintenance Course are graduates (I. to r.) Tom Woerner, Harry Horn and Terry Gi le. The Harry Lundeberg ·@· School of Seamanship • "For a better job today, and job security tomorrow.·• A Duo of Cooks Lifeboats for Tvvo Tankerman Ralph Race (left) of Philadelphia and Gregorio A. Blanco got their lifeboat tickets last month in Piney Point. Tankerman, Too New Tankerman Frank Pivik shows the diploma he got from Lundeberg School last month . · Ready to cook up a storm or better still a kettle of fish are (I. to r.) graduating Assistant Cook Thomas Brickley and Chief Cook Floyd E. Brown . 23-Count 'Em-Get AB Tickets AB Course instructor Jeff Gumport (nol. in photo) lined up his graduating clas s for this group photograph . Th ey are (I. tor. front row) Dennis Tinucci , Bill Soloan , Tom .Baez, Murray Hartiey, Rick Ca~alier, Michael .Mania, Spilios Kostu~os, R!cha'.d Conley , Evan Bradley and J. P. Vis ier. In the middle row (I. to r.) are Ha rry Collin s, Tom Rossi , Jose Gomez, Robbie White, Jim Powell, Edwin Tirado. John Bartlinski , Jim Hopson , George Swofford , Lanc e Zollner and Ken Bradley. On the mast are (I. tor.) Torn Engle and P. J. Burke. !=ebruary 1979 I LOG I 27 - �James R. Ryan Jr., 52, died of heart failure in the Galveston USPHS Hospital on Aug. 23. Brother Ryan joined the Union in the I port of Houston sailing as a captain for the G & H Towing Co. from 1965to1978. He was a veteran of the U.S. Navy in World War II. Boatman Ryan was born in Carmona, Tex. and was a resident of Rye, Tex. Burial was in the Galveston County Memorial Cemetery, Hitchcock, Tex. Surviving are his widow, Arlene; two sons, Charles and Russell; a daughter, Darlene and a granddaughter, Melanie K. Hodges. ... I .ackawanna 1969. Boatman Chalmers was born in the Rronx, N. Y. and was a reside nt of Bell rose, L. I., N. Y. Surviving are his widow, Edith and a son, Donald. Raymond L. Kirkpatrick, Jr., 25, died on Nov. 26. Brother Kirkpa~rick joined the Union in the port of St. Louis in 1975 sailing as a deckhand for the American Barge Line from 1974 to 1977 and also for National Marine Service. He was a 1974 HLS grad. Boatman Kirkpatrick was born in Linton, Ind. and was a resident of Jasonville, Ind. Surviving are his parents, Mr. and Mrs. Raymond L. and Patricia Kirkpatrick Sr. of Jasonville. George F. Lambly, 73, died on I Oct. 8. Brother Lambly joined the Union in the port of New Orleans in -~ \963 sailing as a t ' k f or c rescen . t .. • ·~ ~ coo 1 1 ~ Towing from 1971 to 1978 and for Coyle Lines. He was born in Gretna, La. and was a resident there. Surv iving are his widow, Anna; a <laughter, Shelia and ·his mother, Emma of Gretna. ,,.. Pensioner Louis E. Willis, 65, died in the Norfolk USPHS I lospitai on Oct. 6. Brother Willis joinl:d the lJnion in the port of Baltimore in 1965 suiling as a mate and capt~-tin for NBC Lines from 1963 to 1974 and for C G. Willis from 1972 to 1974. He was born in Smyrna, N .C. and was a resident of Harkers Is., N.C. Cremation took place in the Co lonial Crematorium, Norfolk. Surviving arc his widow, Mary and a grandson , Craig D. Gordon . .. Pensioner Linwood H. Wyatt, 63, died on Nov. 28. Brother Wyatt joined the Union in the port of Norfolk in 1959 sailing as a tanker. man and as a bridgetender for the Chesapeake and Ohio Railroad from 1947 to 1975. He also worked at the Newport News, Va. Shipyard in 1938. Boatman Wyatt was a veteran of the U.S. Coast . Guard in World War II. Born in Newport News, he was a resident of Hampton, Va. Surviving is his widow, Ruby and a son, Charles. Pensioner Randall H. Holmes, 72, passed awa~ on Nov. 4. Brother Holmes joined the Union , in Port Arthur, Tex. in 1963 sailing as a chief engineer for the Sabine Towing and Transportation Co . from 1948 to 1964 an9 for the W .C. Sheppard Construction Co. as a diesel mechanic from 1943 to 1948. He was born in Geneva, Fla. and was a resident of Nederland, Tex. Surviving is his widow Ruth. Ronald J. Wood, 42, died on Oct. 30. Brother Wood joined the Union in the port of Detroit in 1969 sailing as a wiper. t\ . He sailed 13 years l ·- for the American Steamship Co. and the Huron Cement Co. Laker Wood was born in Green Bay, Wisc. and was a resident there. Surviving is his sister, Mrs. Jean Kieffer of Green Bay. \ l _ J Pensioner Acsiclo M. Perez, 71, died in the Santa Rosa Medical Center, San Antonio, Tex. on Oct. 5. Brother .. Perez joined the .... SllJinl946inthe port of New York sailing as a chief cook. He sailed 50 years and rode the Bull Line. Seafarer Perez was born in Puerto Rico and was a resident of San Antonio . Burial was in Forest .Park Lawndale Cemetery, Houston. Surviving are a sister, Mrs. Gloria Benejam of Aquadilla, P.R.; a nephew, Ernest Quinones of San Antonio and two granddaughters, Mrs. Lisa M. Becerra of H uston and Noila Burcio. Norman F. Merckx Sr., 51 , died of a stroke on Nov. 16. ·Brother Merckx joined the Union in the port of Philadelphia in 1960 sailing as a mate, captain and pilot for McAllister Brothers from 1971 to 1978 and for the P. F . Martin Co. from 1961 to 1970. He was a veteran of the U.S. Air Forces in World War II. Bo.atman Merckx was born in Philadelphia and was a resident of Wenonah, N. J . Surviving are his widow, Lois and five sons, Norman Jr., Douglas, Christopher, Kevin and Steven . Michael J. Yunt died on Oct. 5. Brother Yunt sailed on the M (V Warren (Inland Tugs). He sailed out of the port of Paducah, Ky. Boatman Yunt was a resident of Louisville. Ky·:· Surviving is his father, Gilbert of Louisville. Pensioner Chester G. Spaeth, 6 7, died on Dec. 5. B rot her Spaeth joined the Union in the port of Frankfort, Mich. in 1953 sai ling as an AB for the Ann Arbor (Mich.) Railroad Car Ferries from 1971 to 1976. He sailed 47 years. Laker Spaeth was a veteran 'of the U.S. Army in World War 11. A native of Manitowoc, Wisc., he was a resident there. Surviving are his widow, Louise and a stepson, Richard. Pensioner Oskar Kaelep, 76, succumbed to heart failure in Greenville Hospital, Jersey City, N.J. on Aug. 24, 1978. Brother Kaelep joined the SIU in 1943 in the port of Norfolk sailing as a bosun. He sailed for 33 years. Seafarer Kaelep h.it the bricks in the 1965 District Council 37 beef, the 1962 and 1959 Robin Line strikes and the 1961 Greater N. Y. Harbor beef. He 'A)aS born in Estonia, U.S.S.R., and was ca naturalized U.S. citizen. He maintained homes in M1organville, N.J. and Mia~i, Fla. Crem·a tion took ' plac e in the Rosehill Crematory, Linden, N.J. Surviving are his brother and sister-inlaw, retired (Masters Mates and Pilots Union) Capt. and Mrs. Alex and Ena Kaelep of North Miami, Fla.; a nephew,. Walter Casper Jr. of Clinton, Iowa; a greatnephew and two greatneices. Sterling "Stan" Bailey, 22, died in Hartford, Conn. Hospital on Jan. I after being hit by a car while walking. in East Hartford. 1i r Brother Bai I e y ., ( • '/ ··' joined the SIU following his graduation from the H LSS in 1977. He sailed as an AB for Dixie Carriers. Born in Machias, Me., he was a resident of Co lumbia Fal ls, Me. Burial was in Mailey Hill Cemetery, Columpi'a, Me. Surviving arc his mother, Joan; his father, Stan ley and a brother, Jeffery, both of Columbia Falls. Pensioner Frederick "Pat" Hartshorn, 78, died of lung failure in Memorial Hospita I, Pawtucket, R. I. on Dec. 17. Brother Hartshorn joined the SIU in 1946 in the port of New York sailing as a bosun. He sailed 23 years. Seafarer Hartshorn walked i.h e picketline in the 1961 N.Y . Harbor strike, 1962 Robin Line beef and the 1965 M EBA beef. He was a veteran of the U.S . Navy in World War I. A native of Newport, R. I., he was a resident of Pawtucket. Interment was in Mount St. Mary's Cemetery, East Providence, R . I. Surviving is his widow, Norma. Pensioner Loren A. Snyder, 75, died of heart failure in the Alpena, Mich. General Hospital on July 7. Brother Snyder joined the Union in the port of Alpena in 1957 sailing in the steward department. He was born in Frankfort, Mich. and was a resident of Alpena. Interment was in Evergreen Cemetery, Alpena. Surviving are his widow, Mary; a son, Allan of Kalama1.oo, Mich., a daughter, Mrs. Marilyn Couillard of Alpena and a daughter-in-law, Mrs. Bernice Snyder also of Kalamazoo. Merrill E. .Johns. 63, succumbed to chronic bronchitis in St. Luke's Hosp it a I, Fort Thomas, Ky. on Nov. · 28. Brother Johns joined the SIU in the port of Baltimore in 1955 sailing in the sleward department. He was a veteran of t~e U.S. Army Signal Corps and lnfa'ltry m World War 11. Born in Dayton, Ky., he was a resident of Cincinnati, Ohio. Cremation took place in the Hillside Chapel, Cincinnati. Surviving are a brother, Harold of Furl Thomas and a sister, Audrey of Cincinnati. Pensioner Sam N. Bowser, 58, died on Jan. 17. Brother Bowser joined the SIU in the port of Seattle in 1957 sailing as a cook. He sailed 26 years. Seafarer Bowser was a veteran of the U.S. Army in World -W ar II. Born in Texas, he was a resident of Seattle. Surviving is his mother, Mrs. Ella Harris of Seattle. David E. Wilson, 52, died on Dec. 22. .Brother Wilson joined the SIU in the port of San Francisco in · 1965 sailing as a chief pumpman and . QMED. He sa iled 33 years. He attended Piney Point in 1967 and 1975. Seafarer Wilson was born in ·S an Francisco and was a resident o.f Redwood City, Calif. Surviving are a son, Richard; two daughters, Barbara A. Loveles of Redwood City and Shirley Freeman, and a sister, Mrs. Frances Anduha, also of Redwood City. Pensioner · Walter J. Zaleski, 61, died of cancer . . on Dec. I 0. Brother Zalesk i joined the SIU in 1944 in the port of Philadelphia sailing as an AB. He sailed 33 years . Born in Philadelphia, he was a resident there. I ntcrrnent was in St. Peter's Cemetery, Philadelphia. Surviving are two sisters, Mrs. Theresa O'Donnell and Mrs. Valentine Giordano, both of Philadelphia. Pensioner Harry Schultz, 78, passed away at Sailors Snug Harbor, Sea Level, N.C. on Nov. 4. Brother Schultz joined the SIU in 1946 in the port of San Francisco sailing as a pumpman a·nd fircman-watcrtender. He sailed for 23 years . Seafarer Schultz was a veteran of the U.S. Navy in World War II. He was a native of Rrooklyn, N. Y. Franklin M. Tanner, 63, succumbed to cancer at home in Crystal Lake,. Mich. on Nov. 14. Brother Tanner joined the Union in the port of Frankfort, Mich. in 1953 sailing as an oiler for the Ann. Arbor . (Mich.) Railroad Car Ferries in 1964 and for the Reiss Steamship Co . .from 1964 to 1978. He was born in Michigan. Burial was in Springdale Tw~p . Cemetery, Manistee County, Mich. Surviving are his widow, Lorna and four sons, ·Leo , Leroy, Samuel and Ario . 28 I LOG I February 1979 .• �Just One More Step, and Former OS Will Be a Master John Maytum claims to have had no particular desire to go to sea when he was a boy. But he was born and raised in close proximity to it in Providence, R. I. And even though he still calls Rhode Island home, he has been responding to the call of the sea now for some 22 years . At 4 7, Maytum, who started out with the SIU more than two decades ago, has accomplished · a lot in his merchant marine career. And his story is proof that a young ordinary eaman, if he puts his will and mind to it, can still become captain of an ocean-going ship. Whether he likes it or not, Maytum is well on hi s way to winning that mo~t honorable and distinctive title of the position of command: "Old Man" (even if he is still young). The LOG spoke with John Maytum at the MEBA District 2 Upgrading Center in Brooklyn , N. Y., where he is preparing to take the examination for "Master of oceans on vessels of any gross tonnage, steam and motor." Maytum began his sea-going career in 1956 when he shipped as wiper on the SIU-contracted T-2 Stony Creek. His next j b wa~ as OS on the Waterman freighter Topa Topa . He's been on deck - or on the bridge, as the ca e might be, ever since. Maytum upgraded to AB in 1962 and six years later went "from the fo'c'sle to the cabin" when he s uccessfu ll y upgraded to seco nd mate. Before getting his chief mate's li cense in 1971. Maytum worked for some seven month s as mate of th e trainin g vc se l Dauntle,·s. WW II Oags hir of Admiral Ern st J . Kin and no\\' rart of the SI U's Ha rry Lundeberg School fleet. The Daum les., wa then h i ng u sed for training cxcu rsion:-. - or " cruist.:s to nowht:rc ,'' as the_ were ca ll ed --on the Chesapeake. In the ea rly l 970's Mayturn mad e several trip s to Vietnam a s c hief mate on the tankers Falcon La<~1 · and Falcon Dw chess, and a lso on th e freighter Buckeye A rlanric. He has also served as chief mate of the 225.000 dwt. supertanker Williamsburgh, and late r on her sistership, the TT Stuyvesant, which he took fresh out of the yard. Maytum served in the same capacity on the Zapata Courier, also taking that 35,000 dwt. tanker out of the yard new. Even though Maytum has been sailing as mate for some 10 years now, he's still a dues-paying member of the SIU . As he says, "I still keep my book in KNOW YOUR RIGHTS the Union - I never returned it. It's a good thing." John Maytum will soon sit for his master's license. We trust he will do well 1he Professional Touch That's what graduates of the Marine Electrical Maintenance Course have- the professional skills to maintain electrical systems aboard ship. These are the skills that mean more money and more job security. They're the skills you get when Y<?U take the Marine Electrical Maintenance Course. So sign up Now! See your SIU Representative or contact: t-Iarry Lundeberg School Piney Point, Maryland 2067 4 (301) 994-0010 Course Starts April 30 • ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, KNOW YOUR Rl_GHTS FINANCIAL REPORTS. The constitution of the SiU all Union halls. All 111e111hcrs sho ulJ obtain cories of this cun:-.titution so as to fa111ili:1rizc themselves wt1l1 its contents. A ny time yn u feel ;111y 111cmber or otficer is attemptin g to deprive you o f ; 111~ cnn-.,tituti o nal right or ob li ga ti on hy :111 y rncthmb -; uch ;1s dc :tling w ith charges, tri:.d s, etc., a:-. \\ell as :di o thL'r dct :1rl s. thc11 the member so alkcteJ sho11IJ i111111cJi:1tely Illll if'y hcad4u;1rlers. 1 EQUAL RIGHTS. A ll 111 c mhcrs arc guaranlced eq ual right... in c 111plo~ · 111L'llt ;111d ,,.., 111L·111hers of the SIU. ' J hesc rights :ire ck:1rl~ ~cl forr Ii i11 thL· SIU cunslitution and in lhc L· o1llr: 1 c 1 ~ \\hich th e 11 1un h;i s nego tiated with the crnplnycrs. Co 11 scq ue11tl ). nn 111en1her ma y he Jiscrirn i· naled ;1g:1in:-.t hc c; 1u~c nr r:1cc. creed, co lor, sc.\ a11cl na ti o n:il or gcngr:1phic (ffl!.!in. If an y member feels thii't he is <l l: nieJ 1h~ cqu:il righh tu v. hi ch hi.: is entitled , he :-.hould notify Union heaJquarters. 1111lllU111UllU11111IU111111n1111111ll1111111t11111111ll 11111Ul IU111Ull11111IIIIU11111111111! 11111111 patrolman or ,Hhcr Uniun olli..:ial. in 1our <""pin ion, fail s to protect your cuntr;1ct nghl s properl y , c ontact the nearest SIU port agent. SHIPPING RIGHTS. Your shipping rights and seniorit y arc protected exclusively hy the contracts between the Union anJ the employer:-.. Get to know your shippi n g rights. Cop ies of these contracts arc po ·ted and available in all Union halls. If yo u feel there ha s been any violation of your shipping or seniority rights as contained in the contracts between the U ni on and the employers. notify the Seafarers Appeals Board hy certified mail. return receipt requesteJ. The proper adJrcss for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of conlracls as refcrreJ to arc available to ' OU at all times. either hy writing Jirectly to the Union r lo the Seafarers Appeals BoarJ. : (:0NTRACTS. Copi es of all SIU contr;;cts arc availble in ;ill SIU halls. These contracls specify the wages nd condit ions under wh id1 you work and live aboard our ship or boat. Know you~ contract rights , as well as our obligations. such as filing for OT on the proper beets and in the proper manner. If, at any time, an y SIU KNOW YOUR RIGHTS CONSTITUTI ON AL RIGHTS AND OBLIGATIONS. Copies of the S IU co nstitution' arc available in Atlantic, Gulf, Lakes and Inland Waters District mak es spec ific provision for safeg uarding th e member. hip's money and Union finances. The co nst itution requires a detailed audit by Ce rtified Publi c Accountants ever three months. which <1rc to be submitted to the membership hy the Secreta ry-Tr ';1s urcr. A quarterl y finance comm ittee of rnnk an d file memh ·rs. elc:c tcd by the membership. makes exa mination e:1ch quarter of the finances of the Union and reports fully th eir finding-; and re co mmcndatiom . Members of this co111111ittec ma y make dissen tin g reports, specific recomm e ndations ;111J separate finding s. TRtJST FUNDS. A ll trust fund~ of the SJ U Atlantic. (iulL Lakes and Inland \V:tters District arc administered in accordance w ith the prov isions of various tru:-.t fund agreements. All these <igrccments srec ify that the trustee s in· charge of these funds shall equal ly consist of Union and management representatives and their alternates. All expenJitures and Jishurscments of trnst fund-; arc made only upon approva l h y a m;1jurity o f the trustees. A ll trust funJ financial record s arc available at the heaJquarlcrs of the various trust funds. and will soon have his first command. Not bad for the kid from Providen ce who nev~r thought much about going to sea. EDITORIAL POLICY - THE LOG . The Log ha s traditionally refraincJ fw111 publishing any article serving lht.: pl1litical punoscs of :m y inJividu ul in the Union, . ollicer o r 111emher. It has :.tl:-.o refrained from puhlishing articles Jeemed harmful to the Union or its colleclive membership. This estab li shed policy h as been reatlirmcd by membership action at the September. I 9o0. meetings in all constitutional porh. The re:-.ponsibility for Log polic y is \·e-,t 'd in an editoria l board which consists of the Executive Board of the Union . T he Execu ti ve Board ma y Jelcgate. from among its rank s. one indi viuual to carry out th is re:-.pom.ihdity. PAYMENT OF MONIES. Nn monies arc to be paid anyone in any llllii..:i:d ca pacit y in the SIU unless an oflicial Union receipt is gi \·cn for :-.arm:. UrlLkr no circumstances shoul J any member p;iy :1ny m o ne y for any reason unless he i. given such receipt. In lhe event anyone attempts to require any such pa yment he made without supplying a re~eipt , or if a m ember is req uired to mnke a payment and is given an oflicial. receipt. but feels that he shou lJ not ha\ e been rcquirl' d to make s uch payment , this should immediately he reportcJ to Union heaJquarters. to SEAFAIU~RS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate scgrcgateJ fund. lts pro- cccJs arc useJ to ! urthL:r it' objects :ind purpo!>e:-. includ ing, but not limitl:J tu. furthering the political, social and economic interests of maritime workers, the preservation anJ furthering o f th e America n Merchant Marine with improved employment opport unities for seamen and ho<.1tmen and the advancement of trade union concept s. In cnnn ed ion with such objects, SPAD su pports a nd contributes to political candidales for elective otlicc. All contributions arc vo luntary. No contribution may be soliciteJ or receiveJ because of force, job discrimination, financial reprisal. or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made hy reason of the above improper conduct. notify the Seafarers Union or SPAD by certified mail within 30 days of the contributio n for investigation and appropriate action and refund, if involuntary. Support SPA D to protect and f urthcr yo ur economic, poli1ic <.d anJ soc i;d interests. anJ American trade union conce pts. If at any lime a member frcls that any of the above rights have been violated, or that he has been denied his constitutional right of al·ccss to Union records or informal.ion, he should immediately no:ify SIU President Paul Hall at headquarters hy l'ertified mail, return receipt requested; The addre ~s is 675 - 4th Avenue, Brooklyn, N.Y. 11232. February 1979 I LOG I 29 �Apply Now For Bosun Recertification .. SI lJ members who are qualified to participate in the Bosun's Recertification Program, whic~ was reinstituted by the Seafarers Appeals Board last month, are urged to submit their applications for the 1979 class sessions a s soon as possible. Applications can now be picked up ·at any Union hall or upon written request from the Seafarers Appeals Board (675 4th Ave., Brooklyn, N. Y. 11232). Seafarers may also use the application reprinted here. The three 1979 Bosun's classes are scheduled as follows: • Class I-May 7 through June 30, 1979 • Class II-August 6 through September 30, 1979 • Class III-October 8 through November 30, 1979 Each of the 1979 classes will be limited in size to 12 seamen who will be chosen by the Bosuns Selection Committee according to the same standards which were used until the Program was temporarily sus- pended in 1976. Seafarers who meet the following eligibility requirements are encouraged to apply promptly for the program: A.) Class A seniority. B.) At least one year seatime as Bosun aboard SIU (AGLIWD) contracted vessels. C.) Endorsement as a Green Ticket Able Bodied Seaman, any waters, unlimited. However, seamen who because of any condition such as eyesight, etc., are unable to pass the A.B. physical examinations but · are already certified to ship as Bosun pursuant to Rule 5.A.4. (a) of _the Shipping Rules, need not have such endorsement. Those members who do not meet "B" and " C" qualifications at present, but who have sailed 36 months as A.B. after May 1979 will be qualified to make application for this Program, or seamen who possess a certificate of satisfactory completion of the Harry Lundeberg School of Seamanship entry rating BOSUN RECERTIFICATION PROGRAM APPLICATION (PLEASE PR INT) NAME (In Full): MIDDLE Fl RST LAST ADDRESS: IP ( ST ATE) (Cl TY) (STREET AND NUMBER) PHONE#: AR EA CO DE PRESENT SENIORITY STATUS _ __ _ _ _ _ _ _ _ _ _ _ _ RATING: _ _ __ _ _ _ __ __ _ __ DATE OF LAST SIU CLINIC CARD--- - - - - - - - - - - - - - - - - - - - -- - - - - - - - - - - DATE OF Bl ATH: - - - - - - - - - - - - - PLACE OF Bl RTH: - - - - - - - - - - - - - - - - - HEIGHT: _ _ _ _ _ _ _ _ _ _ W E I G H T : - - - - - - - - - EYES: AMERICAN CITIZEN? - - - - - - - HAIR: - - - - - - - - Yes - - - No - - - If Naturalized, Answer the f o l l o w i n g : - - - - - - - - - - - - - (DATE) GERTI F ICATE NO.: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ PLACE: - - - - - - - - - - - - -- - - - - - - - If A I ien answer the fo I lowing: - -- -- - - - - -- - - - - - -- - -- - - -- - - - -- - , - - - -- - - - - (TYPE OF ALIEN) (ALIEN REGISTRATION NO.) How long have you sailed in the capacity of BOSUN? _ _ _ _ _ __ _ _ _ _ _ _ __ _ _ __ _ _ _ __ _ __ Have you ev e r attended any training program of the A ndrew F uru seth Training School and/or Ha rry Lundeb e rg School of Se ama n s hip ? If Yes, When? Yes From Di d you Grad uate? No ---------~ To - - - - - - - -- - Y es _ _ _ _ _ _ N o Port If no , s t at e rea son f or not gr aduating - -- - - - - -- - - - - - - - -- - - - -- - - -------- ----- --- ---- -- ---------- EDUC A T ION Highest Grade Completed Type School Name Length of Training Graduate Yes No T ype of Course Grammar Junior High High School Junior College College or Univ.-------------------~----~-~-__._-~----------~ Trade Schools: ,. 30 I LOG I February 1979 �Program: 3 Classes to Be Held This Year training program and possess a Green (unlimited any waters) Able Seaman endorsement shall be considered as qualified. The Seafarers Appeals Board shall have 'he authority and power to regulate the admission of applicants to this Bosons Recertification Program. 0.) A clean employment record aboard ship. No performers or narcotics users of any type should be accepted into this Program. E. A Boatswain who has been removed as Ship Chairman will not Committee, to be designated as the be eligible for recertification. Bosuns Selection Committee, who The following procedures shall be the following day at the office of the adhered to during the course of this Seafarers Appeals Board shall Program: review all applications submitted to • On the first Monday, following the Seafarers Appeals Board rethe first Sunday in the month of questing participation in the ProApril, July, and September, a gram. special meeting will be held in the • After due consideration to all Port of New York following the applicants, twelve seamen and monthly membership meeting with twelve alternates will be selected to all seamen registered as Recertified . each class. Alternates will be offered Bosuns or Certified Bosun, for the any openings caused by the unavailpurpose of selecting a three man ability of the twelve designees. • The Bosuns Selection Committee shall strive to provide a fair distribution of participants for the various areas: East Coast, West Coast, and Gu1f. They shail consider the applicants seatime as Bosun and seatime in other deck ratings, his performance aboard ship, his aptitudes and abilities. • The designees selected by the Committee shall be final. Any complaints regarding selection shall be determined by the Seafarers Appeals Board. -2- List below, your Bosun discharge time for a period of at least one year . YEAR VESSEL COMPANY RATING SIGNED ON SIGNED OFF NUMBER OF DAYS _ _ _ _ _ to _ __ _ __ _ __ _ _ to _____ __ _ _ _ _ _ to _ _ _ _ __ _ _ _ _ _ to _ _ _ _ __ _ _ _ __ to _ _ _ _ __ _ _ _ _ _ to _ _ _ _ __ _ _ _ _ _ to _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ to _ _ _ _ __ _ __ _ _ to _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ to _ _ __ _ _ _ _ _ ______ _ _ _ _ _ to _ _ _ __ _ _ _ __ _ __ _ _ _ _ _ _ to _ _ _ _ __ DA TE _ _ _ _ _ _ _ _ PORT _ _ _ _ _ _ _ _ _ _ _ SIGNED ------=---~:-::--:-:-:-:-:-:-:-:-:----------'FuLL NAME IN INK) =============================================================== At the meeting of the Bosuns Selection Committee, held on _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Brother _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ has been_.:.___ _ _ _ _ _~-:-=-:c-=-=-=--:-::-:-::-:=::-:-:-=-.---;-------1APPRovEo OR DISAPPROVED) for entry into the Bosun Recertification Program. SEl:..ECTION COMMITTEE (CHAIRMAN) February 1979 I LOG I 31 �. I Eugene R. Daoust, 45, joined the Union in the port of Alpena. Mich. in 1953 sailing as an oiler for the Huron Portland Cement Co. Brother Daoust was born in Alpena and 1s a resident there. Julius Silagyi, 65, joined the SIU in the port of New Orleans in 1952 sailing as a fireman-watertender and cook. Brother . Silagyi walked the picketline in the 1961 N. Y. Harbor beef. He is a veteran of the U.S. Army Infantry in World War I I. Born in ". Cleveland, he is a resident of New York City. William F. Simmons, 63, joined the SIU in 1942 in the port of New York sailing as an AB. Brother Simmons sailed 40 years. He attended the H LS in 1970. Seafarer Simmons was born in Alabama ana is a resident of Ellisville, Miss. I ; Maynard K. Adams, 65, joined the SIU in 1946 in the port of New Orleans sailing as an oiler. Brother Adams sailed 35 years and for the Isthmian Line for two years. He is a former member of the SUP. Seafarer /\dam s also worked as a heavy equipment operator. Born i'n Kansas. he is a resident of S nttl e. Calman Boggs, 68, joined the SIU in I 942 in the port of Mobile sail ing as an AB. Brother Boggs sailed 42 years. He hit the bricks in the 1965 District Council 37 beef. Seafarer Boggs was born in Newfoundland, Canada and is a resident of WilkesBarre, Pa . Stephen J. Frankewicz, 58, joined the SIU in 1938 in the port of New York sailing as as AB and firemanwatertender. Brother Frankewicz is a veteran of the U.S. Army during World War II being wounded by an exploding land mine. He was born in Mobile and is a resident of Ridgely , Md. .. Grover Cleveland Turner, 58. joined the SIU in the port of Houston in 1957 sailing as a c hief st eward. Brother Turner sailed 36 years . He was on th e Sea-Land Shoregang in San Francisco from 1972 to 1977. Seafarer Tu rncr also attended a Union Crews Conference in Piney , Point, Md . He is a veteran of the U.S. ~ /\nny in World War I I. A native of Wi chita F a ll s, Tex ., he is a resid ent of San F ran c isco . Willis G. Scribner, 68, joined the Union in the port of St. I oui!'> in 1964 sailing as an engineer for the I nl~nu Tugs Co. in 1958 and from 1964 to 1978. Brother Scribner also sa~led a s a mate for the Commercial Tran s portation Corp. from 1959 to 1964. H e wa s a m e mber of the N M U and the Pipd:ittcrs Union's Local 2 11. Boatman Scribner was horn in Albany , 111. and is a resident or Dickinson, T ex. .John R. Marshall~ 62. joined the SI lJ in 1938 in the port of Boston sailing as a chief steward. Brother M a rs hall sailed 44 years. He was borri in Cambridge, Mass. and 1s a resident of Allston, Mass. Milton J. Mouton, 62, joined the SIU in I 940 in the port of New Orleans sailing as a chief Cook. Brother Mouton sailed on the Delta Line in 1953. He was also on the Delta Line Shoregang in New Orleans from 1960 to 1961. Seafarer Mouton was born in Lafayette, La. and is a resident of Marrero, La. Rafael Ramos, 64, joined the SIU in 1942 in the port of New Orleans sailing as an oiler. Brother Ramos sai led 46 years. He is a veteran of the U.S. Navy during Wor ld War II. Seafarer Ramos was born in Puerto Rico and is a resident of Bayamon, P.R. Eugene F. Seuthe, 65, joined the Union in the port of Cleveland in 1953 sailing as AB . Brother Seuthe also worked as a rigger. He is a veteran of the U.S. Army Corps of Engineers in World War I I. Laker Seuthe was born in Germany and is a naturalized U.S. citizen. He is a resident of Buffalo, N. Y. ,t Clifford D. Thomas, 65, joined the Union in the port of Frankfort, Mich. in 1969 sailing a s an AB. Brother Thomas sailed 19 years. He also worked as a millman and machinist. Laker Thomas is a veteran of the U.S. Army during World War I I. Born in Benzonia County, Mich .. he is a resident of Bear Lake, Mich. Andrew C. Reed, 67, joined the SIU in 1945 in the port of Mobil e · sailing as a fireman-watertender. Brother Reed attended the H LSS in 1976. He was born in Uriah, Ala . and is a resident of Slidel l, La. Raymond Kaduck, 56, joined the SIU in the port of Miami in 1955 sailing as a fireman-watertender and chief cook. Brother Kaduck sailed 33 ears. He was born in Pennsylvania and is a resident of Miami . Luu is D. Lae, 63 , joined the SIU in 1938 in the port of New Orlean s sailing in th e steward department. Brother I .ae sai led for 41 years. He is a ve te ran of the U. S . Na vy Seabees during World War II. Born in New Orleans, he is a resident there. Recertified Bosun Raymond T. Lavoine Jr., 56,joined the SIU in the port of Baltimore in 1956. Brother Lavoine sa iled 26 years . He graduated from the Union's Bosun Recertification Program in December 1973. Seafarer Lavoine also attended a Piney Point Educational Conference and was on the picket line in the 1961 Greater N . Y. Harbor strike. He is a veteran of the U.S. Navy during World War II. Bosun Lavoine is also a cabinet maker. A native of Everett, Mass ., he is a resident of Baltimore. Robie J. Hall, 63, joined the Union in the port of Norfolk in 1974 sai ling as a diesel engin eer for the Steuart Transportation Co. from I 974 to 1978. Brother Hall is a veteran of the U.S. Navy in World War 11. He was born in Richmond County, Va. and is a resident of Heathsville, Va. a. Weldon L. Kitchens, 66, joined the SIU in 1949 in the port of Tampa sailing as a cook. Brother Kitchens sailed for 31 years. He is a veteran of the U.S. Army during World War II. Seafarer Kitchens was born in Escambia, Fla. and is a resident of Mobile. Felix P. Amora, 55,joined the SIU in the port of New Orleans in 1948 sailing as a waiter for nine years, deck engineer and chief · electrician. Brother Amora also sa iled during the Vietnam War. He was a crane maintenance electrician on the SeaLand Shoregan·g in San Francisco from 1968 to 1978. Seafarer Amora has been a SIU member for 31 years. with 22 years sea time. A native of the Philippines, he is a resident of Daly City, Calif. ·A MESSAGE FROM YOUR UNION I C4N h'ANL?Lc IT/ r- 'y ( I NARCOTICS ARE FOR LO$ERS II D IF CAUG/.IT YOU £0$6 5 YO/JR·PAPERS FORtl~e.' .I D TlllNK ABOUT/T.'. 32 I LOG I FebruRrv 1979 l '! t I j. �- The LNG's - A New Way of Life for Today's 5eafarer he I.NG Gemini came into Osaka, Japan recently. and SIU Yok-oT hama Port Agent Frank Boyne did . double duty, first servic ing the vessel and then taking some pictures of ship and crew. Though some would say that the Gemini isn't exactly the most photogenic of s hips, with her five huge, domelikc cargo tanks extending almost as high abov·e the main deck as the bridge, ~he is nonetheless a s hip with an especia ll y v ital mi ss ion - the transportation of energy. The I.NG Gemini is one of seve n Ame rican-flag LNG ships, all of which arc SIU-crewed . This growing fleet of L NG ships includes the Gemini and her four 936-foot s ister ships, L NG Leo. I.NG Capricorn. I. NG Aquarius, and U\ G A ries. All five were built by Genera I Dynamics for the Enc rgy Tran s portation Corp. Two other American LNG's. th e El Paso Southern and th e r ecc ntl ylaunchcd El Paso Ar.:c11·, arc sli gh tl y large r than the Gemini. a t 948 feet, and were built by Newport News Shipbuilding. Osaka doesn't see much of the Gemini. or her crew, at any one time . Unloading of the liquified natural gas (LNG) usually takes no more than 12 hours. But s he calls there frequently o n her regular run between Indonesia and Japan . Th e LNG Gemini. in all her splendor, on a recent vi sit to Osaka . Japan. The crew me mbers of the Gemini ma y not, a s ye t, know Japan ve ry we ll. But there's one thing that th~y all Jo know about - LNG. The SIU has pioneered in ' the manning of these ships because of 'the s peciali 7.cd training program offered at the Harry Lundeberg School. All crew members-regardles s of their specific ski ll s - must take the LNG course before being eligible for a job on an LNG ship. Though the Gemini a nd h r sisters might look like seagoing moon buggies to some, they are models of efficiency, sa f ty. and comfort on the inside. No ship can claim to have all the comforts of h ome. but the LNG'scomeclosc. And thl: Gemini docs it up right, esp~.c;; iall y • • •J when a spec ial occas1on. such as Thanksgiving Day rolls around. For the Gemini's first Thanksgiving at sea. last year, crew members were treated to an array of goodies besides the traditional gobbler. Her galley may well be better equipped and stocked than .most shoreside kitchens . Feast your eyes on this partial menu of the Gemini's fir st Thanksgiving: "shrimp cock tail . : . herring in cream sauce ... uyster cocktail ... roast turkey 11 ·ith orster dressing garnished ll'ith chilled cranherr.1 · sauce ... roast prime rib of' he£f . .. haked imported Danish ham . .. .fi'esh haked Italian hread ... (and assorted vegetahles. pies, and candies)" The LNG Gemini, and the other LNG ships, have had all sorts of things said about them s ince they first started sa iling. But these "ships of the l 970's " are proving their worth each day. and will become more and more co'm monplace as we enter the next decaqe. And, for hundreds of Seafarers in th e years to come, the challe~g es and quality of life offered by such ships as the I. NG Gemini, will make them look h tt rand be tter a ll the time. SIU Port Ag eJlt Frank Boyn e. center. visit s with OS Gary Snodgra ss . left. and AB Glen Mill er. on th e deck of the Gemini. The steward department of the LNG Gemini. L. to R .. Fra n'/ Costango. Chi~f Steward: Larry Dockwi.ller. Cook-Baker; William Christmas. GSU ; Carlos Ortiz. GSU: Steve Wagner. GSU. Setting up salads on the Gemini are GSU's Carlos Ortiz. left. and Steve Wagner . February 1979 I LOG I 33 �LNG GEMINI (Energy Transportation) December 24- Chairman, Recertified Bosun Charles Boyle; Secretary F. Costango; Educational Director John Fedesovich; Deck Delegate Gerald Lopez; Engine Delegate Tom Curtis; Steward Delegate Larry Dockwiller. No disputed OT. Secretary gave a vote of thanks to all, especially to Bill Mullins, for the fine job decorating the two lounges· and other areas for the Christmas holidays. Also noted that there will be a softball game in Bontang with the P.D. Badak employees and their wives. A cookout will be held after the game. The steward gave a vote of thanks to Kevin Thatcher, a new man who trained at Piney Point and is doing a fine job. Several communications were received from Headquarters and were posted on the bulletin board. A vote of thanks to the steward department for a job well done. Next port Nagoya, Japan. ARECIBO (Puerto Rico Marine Mgt.), December 17- Chairman, Jose A. Ruiz; Secretary J. G. Gui lies; Educational Director D . Manafe; Deck Delegate J. Montanez; Engine Delegate Carlos Bonefont; Steward Delegate Edgardo Vazguez. Chairman requested all crewmembers to wait for their replacement before getting off the ship . Some disputed OT in engine department. A notice was placed for all crewmembers to attend when there is a boat drill. Everyone must join in the boat drill except those who are on watch, deck or engine, and the chief cook who must standby in the galley. A vote of thanks to the steward department for a job well done. SEA-LAND GALLOWAY (SeaLand Service), December 10 Chairman Recertified Bosun George Burke; Secr~tary 0. Smith. s 'o me disputed OT in deck .and engine departments. Chairman noted that there was a delay in reporting the fire that broke out on 02 level and stressed the importance of reporting any fire to the bridge immediately. Secretary reported that all those who need upgrading should a·vail themselves of the opportunities a t Piney Po in t as soon a s possible. DELTA VENEZUELA (Delta Ste.11.1ship), December 17 - Chairman, R e certified Bosun Kasmoin Amat; Secretary J. Gonzalez;. Educational Director E. Harris .. Some disputed OT in deck and engine depa rtments . Chairman reported that the hand rail in the shaft alley and the escape ladder need to be replac~d. DELTA SUD (Delta Steamship), December 3 Chairman, Recertified Bosun Tony Radich; Secretary Edwin Vieira; Educational Director .Ja mes C. D ial; Engine Delegate M. Welch. $7 I in ship's fund. No disputed OT. Chairman reported that there are quite a, few LoJ,:s on board that were left by the patrolman and suggested that all should read them. There arc a number of interesting articles that everyone should read.The compan y put a new vid eo tape cassette reco rde r o n board thi s trip a nd all m e mb ~ rs should tak e go od ca re of it. A vote of thanks to ·the steward department for a job well done. SEA-LAND FINANCE (Sea-Land Service), December 3- Chairman, Recertified Bosun James Pulliam; Secretary A. H. Reasko; Educational Director Hacker. No disputed OT. All communications received were read and posted on the bulletin board. Chairman noted that all members should attend the ship's meetings so any differences can be discussed. Also that all who qualify should attend upgrading classes. Discussed the importance of SPAD and the ne·w SPAD checkoff program. It was requested that the ship be kept clean at all times, that SIU ships are clean ships. Observed one minute of silence in memory of our departed brothers. THOMAS .H. FFERSON (Waterman Steamship), December 17- Chairman, Recertified Bosun Donald Pool; Secretary Bill Kaiser; Educational Director Ben F. Cooley; Dr.ck Delegate Robert E. Hagood; Engine Delegate James P. Harrington; Steward Delegate Jonnie H. Green . $130 in ship's movie fund . Some disputed OT in deck department. The Lof? was received in Bremerhaven. Chairman spoke on the "40 Years of Progress" that appeared in the November LuK and all the other wonderful progress that ha s been made by the SIU and the SIU school at Piney Point. Discussed the importance of donating to SPAO . Educational Director also spoke on our "40 Years of Progress" and hoped thai we will continue to get the things that we are fighting so hard for. Observed one minute of silence (n memory of our departed brothers. BAY AMON (Puerto Rico Marine), December 28 - Chairman, Recertified Bosun Dimas Mendoza; Secretary R . Aguiar; Educational Director H. D. Jones . No disputed OT. A vote of thanks to the steward department for the excellent meal put out on Christmas day. Report to Log: "We the crewmembers of the SS Bayamon extend our deepest sympathy to the family of Brother Bull Shepard. We were sorry to read of his death in the Lo!(." SEA-LAND COMMERCE (SeaLand Service), December 17 - C hairman, Recerti fi ed Bosun Lothar G. Reck; Secretary E. C. Caudill. No disputed OT. Chairman discussed the importance of donating to SPAD. Asked everyone who liked to watch movies to donate to the movie fund . Also that all members should read the LuK so that they will be aware of all the programs that are going on in the Union. Observed one minute of silence in memory of our departed brothers. OVERSEAS ULLA (Maritime Overseas), December 31 - Chairman, T. Gregory; Secretary M. Ciampi; Educational Director T. Long; Deck Delegate S. Nicholson; Engine Delegate James Brewer; Steward Delegate John A. Williams. $320 in movie fund. No disputed OT. Chairman discussed the importance of donating to SPAD. A telegram was received from President Paul Hall wishing everyone a Merry Christma s a nd a Ha ppy New Yea r a nd was posted on the bulletin board . A vote of thanks to the steward department for a job well done. SANT A MAGDALENA (Delta Steamship), December 4- Chairman, Recertified Bosun J. Kingsley; Secretary R. Blackburn; Educational Director H. Ulrich; Deck Delegate I. Glass; Engine Delegate G. Smith; Steward Delegate R. Melville. $75 in ship's fund. Some disputed OT in steward department. Chief Steward R. Blackburn, wants to thank everyone for their cooperation in maintaining the high standards of passenger ship service with a special thanks to the Bosun Jack Kingsley. R. Ehleri said that the third steward had cleaned up the crew area and improved living conditions aboard the ship and had more things fixed in the crews quarters in the past three weeks than had been done in the previous four months and should be congratulated. I. Glass, deck delegate, complime'nted all steward department cooks, messmen, third stewards and galley help for the fine menus aboard ship and the cooperation and friendly attitude displayed by all. Chief Steward thanked everyone for their cooperation and said that the Mal(dalena was a clean ship with an excellent crew. Next port Bahia. SEA-LAND ECONOMY (Sea-Land Service), December 17 - Chairman, Recertified Bosun A. McGinnis; Secretary L. Nicholas; Educational Director H. R. Guymon; Deck Delegate B. Jarratt; Engine Delegate J. Mata; Steward Delegate R. Aumiller. $186 in movie fund. No disputed OT. Chairman discussed the importance of SPAD. A Merry Christmas and a Happy New Year to all at Headquarters from the SS Sea-Land Economy . Observed one minute of silence in memory of our departed brothers. Next port Jacksonville. CANTIGNY (Interocean Mgt.), December 27- Chairman, M. Zepeda; Secretary F. Nigro; Educational Director J. Singletary. No disputed OT. Joe Ebbole, AB, was hurt during bad weather and was taken ashore by the Coast Guard at Stapleton Anchorage, N. Y. A collection was taken up for him and the amount will be over $300.00. We, his shipmates, only hope this will be a little of our Christmas shared with him. The safety feature by Frank Drozak in November Log was read by all. A vote of thanks to the steward department for a fine Christmas dinner with all the extra trimmings. Next port Texas City. DELTA BRASIL(Delta Steamship), November I I- Chairman, Recertified Bosun William E. Showers; Secretary A. Estrada; Educational Director Hugh W. Wells Sr.; Deck Delegate Joseph A. Cane; Engine Delegate Joel W. Spell; Steward Delegate Carl T. Treitler Sr. It was noted that men should put on a lifejacket at the gangway that should be available there when going a sh ore via launch service and returning to ship. Whoever is on the gangway should assist the men to and from the launch. There was a long discussion on safety a nd the unfortunate accid ent that took the life of Gene Arnold. All the crew and officers of this vessel have made a voluntary financial donation to assist his family of four children as this will be a terrible time for them and his wife especially al Christmas. Observed one minute of silence in his memory and in the memory of all our departed brothers . GOLDEN MONARCH (Apex Marine), December 3- Chairman, Recertified Bosun M. Kerngood; Secretary E. Johnson. No disputed OT. Chairman held a discussion on safety. Advised all crewmembers to plea se be careful when walking on deck due to ice conditions. The decks arr very slippery with snow and you should hold on to hand rail when possible. A vote of thanks to the steward department forajob well done. 34 I LOG I February 1979 AMERICAN HERITAGE (Apex Marine), Chairman, Recertified Bosun A. Armanda; Secretary M. Deloatch; Educational Director J. Pazos; Engine Delegate Joseph Olson. Chairman discussed tfte importance of SPAD. Some disputed OT in deck department. A vote of thanks to the steward department for a great Christmas dinner. They really put out a big spre~d. It was noted that this is a very good feeding ship. Next port Stapleton , New York. PUERTO RICO (Puerto Rico Marine), December 3- Chairman, Recertified Bosun Barney Swearingen; Secretary T. Jackson; Educational Director H. P. Calloe; Deck Delegate Charles H. Fox; Engine Delegate George Lindsay; Steward Delegate Eddie Villaso. No disputed OT. Chairman reported that we are getting more and m'ore new ships and will need qualified men to crew them. In order to qualify to man these ships you have to upgrade at the Harry Lundeberg School. Observed one minute of silence in memory of our departed brothers. Next port San Juan. Official ship's minutes were also received from the following vessels: ALEX STEPHENS SAM HOUSTON BALTIMORE SEA-LAND VENTURE LNG ARIES WILLIAMSBURGH MAYAGUEZ OVERSEAS VALDEZ OVERSEAS VIVIAN SEA-LAND PRODUCER COASTAL KANSAS POINT MARGO COUNCIL GROVE SUGAR ISLANDER TRANSCOLORADO LNG CAPRICORN AGUADILLA COVE EXPLORER ALLEGIANCE SEA-LAND EXCHANGE BROOKS RANGE PISCES POTOMAC OVERSEAS ALEJ 'TIAN· COVE NAVIGATOR EZRA SENZIBAR OAKLAND DEL SOL JOSEPH HEWES WORTH DELTA AFRICA SEA-LAND CONSUMER BORINQUEN SEA-LAND McLEAN SEA-LAND LEADER GUAY AMA ALEUTIAN DEVELOPER PONCE OGDEN TR AVELER ROBERT E. LEE WESTWARD VENTURE GALVESTON OVERSEAS ALICE MONTPELIER VICTORY SANTA MARIA EL PASO ANCHORAGE JACKSONVILLE INGER STONEWALL JACKSON MASSACHUSETTS AMERICAN EXPLORER BOSTON CAROLINA MARY BANNER SEA-LAND MARKET PITTSBURGH OVERSEAS ARCTIC ZAPATA ROVER SANT A MARIANA DELTA PANAMA PORT TAMPA MOHAWK - - ~ ,, ,- •- - :..---.-r---G'" - __,,, . .,.. . ., > - • .JJ:~,,., - �Staten Island USPHS Has Extensive Kidney Treatment Unit Shown here are mines of the .I0,·1aten /.\·land (.'V. >f.) l SPHS llo.fipitarfi I\ idney-Hlood Dia~J 1 .\'i.\· Unit preparing a chronic kidney-failure patient for a 6hour "hlood cleami111:" lrc•atme11t l'ia the dia~J•.\I\· machine. .Vote patient (he/ow r.) who ha.\· lo.\·/ function of one or two kidney.\· through di\·ea.\·e. etc., wrile.fi a feller while in.\·erled tuhe.\· earn· hlood .from hi.\· hod•• . into the machil;e which doe.\· the joh of eliminating poi.\·01u, urine, etc. from the hlood a.,. a normal, healthy kidney does hy o.m 1mi.\· and filtration. The treatment is gfren three time.\· a week year round. !lto.,·t of the patient.\· in the End Stage Renal Diwa..·e Program funded hy ,\tedicare can't work or work al home. .·i nyone of a11y age in the area afflicted hy kid11ey failure i.\· eligible for treatment. Howe•·er, mercha111 women hm·e lop priority for treatment, Q('c.'urding to a ho.\ pital authority, .\'ince there are a limilc'd number of dia~J1 .\'i.\· machine.\'. s·ome pa)ient.\· with the di.\·ea.\·e lake the treatment simp~•' to "re.\·t their kid11ey.,·" helping to .\·trengthe11 them. Ogden Connecticut Committee A OMEIJ wllo doesn't ltnow llow to worlt on diesel engines could /Je waiting ti /0119 time • •• ~ • • • for Ills slllp to come 111. So learn diesel skills - you'll /Je reidy lo work a/Joard any of t/Je new tankers, ore·carriers and containers/Jips. Taite the 1Jle1el E111i11e1 Co1111e at NlS. It's just for QMED's and it will mean /Jetter jo/J opportunities and jo/J security for you. Course Starts May 28 To enroll, see your SIU Representative or contact HLS • '~-' e:::: ·, ' , ~-.. _ ~ ' <Y • ' o - I TOTAL REGISTERED All Groups Class A Class 8 ClassC 0 Nancy Kaiser Griffin would like you to call her at (713) 342-6394. Ted Daniel Your brother, William, would like you to get in touch with him at 1712 75th Ave., Elmwood Park, Ill. 60635. Edward C. Deaver Mike Piskin Your brother, James, would like you to contact him at Box 55, South Otselic, N.Y. Tel. (315) 653-4482. Michael Marcelio Your "old buddy and ex-sparring partner" G. Ripcord "the Caveman" Pulignano would like you to contact him at 6514 Keystone St., Philadelphia, Pa. 19135. Your nephew, Louis Nappa, would like you to call him at (212) 272-3894 or write him at 9501 Glenwood Rd., Brooklyn, N.Y. 11236. Rolando '' Roly" Quion Mike Phillips, SS #528-90-1436 TOTAL SHIPPED All Groups Class A Class 8 ClassC Your daughter, Patricia Sizemore, would like you to writ~ i1er at 2 mo Olive, Baytown, Tex. 77520. ••REGISTERED ON BEACH All Groups Class A Class B Class C 0 29 10 6 0 18 6 5 0 7 2 1 0 42 71 32 21 25 0 8 52 69 Totals All Departments ... . ... .. .... .. . . ... . * "Total Registered " .eans the number of men who actually registered for ,shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last mo ith. 96 89 44 26 6 1 14 9 ENGINE DEPARTMENT 9 Algonac (Hdqrs .) 4 1 7 6 STEWARD DEPARTMENT 4 Algonac (Hdqrs.) 2 0 4 6 ENTRY DEPARTMENT Algonac (Hdqrs.) ---- ·---. 30 40 6 0 0 Your brother and sister would like you to call rnr write them at 2204 E. 15th St., Long Beach, Calif. 90804, Tel.: 439-7473. Clarence D. Simmons SS #418-26-6584 DECK DEPARTMENT Algonac (Hdqrs.) - The coa 0 twi se tanker ST Ogden Connecticut (Ogden Marine) ti ed up Feb . 8 at th e Exxon Dock . Bayway, N.J . for a payoff. Here's the Ship 's Committee (1. tor .) of th e vessel headed by Recertified Bosun J . Broadus. ship's cha irman : Engine Qelegat e Cleveland Taylor: Deck Del egate S. McGowan and Steward Del eqa te R. E. Thomas. Disuatchers Reuort for Great lakes JANUARY 1-31, 1979 9 '/ Bill Thompson Your sister, Mrs. E. L. Patman, would like pm to call or write her at (813)345-0802,3691 62nd St. North, St. Petersburg, Fla. 337IO. All Seafarers William G. Greenman would like anyone who has received the Distinguished Senice Medal or the Meritorious Medal for service in the lJ .S. merchant marine from WW II through Vietnam to contact him at the following address, concerning research he is doing on the subject: 214 Wythe Creek Rd., Lot #65, Poquoson, Va. 23662. Feb ruary 1979 I LOG I 35 �SIU Scholarship Helping Seafarer's Son Shape Up & Ship Out When John M. Gallagher, Jr. got a phone call from the SIU back in 1973 telling him he'd won the Union's fouryear, $10,000 college scholarship, he immediately relayed the news to his father. Seafarer John M. Gallagher was on a ship at the time, and when a telegram wa s handed to him he got pretty nervous. .. He thought it was bringing bad news, .. his son explained, "bui. as soon as he opened it he got real excited and was very happy." The elder Gallagher's excitement over his son 's winning the SIU 'scollege grant was shared by John Jr. because it. enabled him to take the first step toward s a career in marine biology which , he said , "I think l've always been interested in. " John's chosen fi eld is a natural extension of the seafaring life he grew up with . "I've always wanted to go to sea like my dad," Gallagher said. "But I also wanted to ship out in such a way that I'd always be learning something and finding out new things. "Marine biology," John continued, "will allow me to do both- be at sea and do research at the same time. It's one of the newest fields around and one of the few frontiers left ." With his major all picked out, John attended Drexel University fo Philadelphia, Pa., graduating in 1978. As part of his studies, John worked on research projects in several different areas of biology. One study involved work on cell membranes. Another project, which was right up his alley, was a marine ecology study. Using marsh areas on and around the Philadelphia campus a s a laboratory, the project was designed to test the levels of a chemical known a s AT P, in the water. While Gallagher was attending college full-time , he wa s also working relief jobs on tugboats for SIUcontracted companies in the Philadel- John's father, Seafarer John M. Gallagher, has been an SIU member since 1941 when he joined the Union in the port of New York. His close to 40 years a a Union member induded participation in the 1962 Robin Line beef. Gallagher, who shipped in the deck department for many years, now sails as Recertified Bosun. phia area. Now a full-book Union member, John is still working as a deckhand on inland vessels, trying to save enough money for tuition for graduate. school. "I want to get a Masters degree and then a Ph.D. in marine biology," he said , ..a nd I can work on the tugs while I continue my schooling. " Galla gher's not sure exactly what direction his research work will take after he gets his degree. " It might be marine biochemistry," he said , "or an offshoot of whatever I'm working on at that time. " One thing he's sure of though is that he's interested in "anything to do with oceans. I'd even like to work as a technician on a deep sea research vessel," he said. Gallagher's hobbies and recreational interests also run to deep sea activities. He likes swimming and scuba diving but also finds time for motorcycling, music and reading. CreYI Heroics Save Seaman From River Current The Sil l-contracted S.S. Mu111icello 1"ictoJT (Monticello Tanker Co .) la y at anchor in th e Mississippi Ri ver off Baton Rouge. I .a .. on the night of Dec. 2. waiting for a loading hcrth and for a laun c h carry ing cre w repla ce ments to arri ve from shore. While he waited fort he new crewmen . third mat e Philip Rosenstein we nt up on deck to make sure cvcryt hing was read y for the launch\ arri val. "l.et's ge t thi s lin e stretched out." Rosenstein called to the watchstander. pointin g to the life ring's coiled line. "in case we ha ve to use it for an c1m:rgency. " Those words pro ved prophetic . .I ust a kw minutes later . at 11 :45 p .m. , as t\. B. ,l;1111es Bnr cc hegan climhin' the ship\ .lacoh\ l .addn. he lost his. tooting and kll into 1hr river. hitting the launch on his wa v down . Weighed down hy hea vy winter clothing and u n a h Ic to fight t hc st rn n g ·' to 5 knot current. Bruer lay hclplcs:-. in the wat er. supported only hy a small line from th· launch . Rosenstein immediatel y had the pilot ladder lowrrcd into t hr water and t hrcw a life ring to Bruce. But the third mate reported Bruce "appeared to he stunned a nd could not get hold oft he ring. I tried to get him to g rah the ladder." Roscn s!L'in continu ed . "hut he could not do so hccausc he was c omplctcl~· exhaust ed ." ('lirnhin g do wn the lad ckr . Roscn stci 1 t ied the life line around Bruce. :-.L-curing it tu t!i · lad der to h: ce p t he A B fro m hL·ing carri ed dow n st rea m hy t he powerful current. It took four men to pull Bruce n ut o f t he \q1tcr to safc t ~· . Ikea use oft he qu ick thin ki ng o f third mate Rosenstein and the cooperation of the rest of the crew. Bnr cc has recovered and is now srn·in g a:-. A B ahoard the .Ho11tic"l'llo I icto1or. 1"11 c ship. s M a s ter. W i 11 i a 111 II . Ba rrett. commend ed th e "heroic acti o n-;'' o l third ma te Rosrn stein durin g I he resc ue. ".lames Bruce was st un ned and in a :-. tal c of s hock and unahlc to help himself a lter falling into the water. " the Captain said . "With disregard for his own safety. M r. Rose nstein secured Bruce to the life rin g and the ladder until help arri\-cd and Bruce wa :-. lift ed from th e wa ter. Th e a ction s ol M r. Rose nst ein saved his Ii fe. " I hird mate Ro:-.c nste in wa s. himself. full o f prai se for hi s fe llo w crew memhers a hoard th e .\I ol/f i ff llo I ict oJT. "T he c re w on th is ship." Ro senstein said. is a 36 I LOG I February 1979 credit to the merchant marine. During the reset.IC operation s th <: rc wa:-. no panic and the cooperation wa s terrific. "1"11e C IT \\ of the .\/u11ticl'llo I ict(}/: 1-. .. Rnscmtein added. "is one oft he finest cre ws I ha\'c had the honor to sail with." John M. Gallagher, Jr. Dispatchers Report for Inland Waters JANUARY 1-31, 1979 '°' TOTAL REGISTERED All Groups Class A Class B Class C Port Boston . ................................. . New York ....... . . . .... . .. .... . . .. ... . ... . Philadelphia ... . .. ... .... .. . . .. . .... ... .. . Baltimore . . ...... . .. . . . ........ . ......... . Norfolk . ... .. . . .. . . .. . .... .. . . .. . . ...... . . Tampa ... .. ......... ..... .. . . . . .. .. . . ... . Mobile . ... . ... . ... . . .. . ... . . .. . .. . ...... . New Orleans . . . .. .. ... ... .. .. . .. . . . . . .... . Jacksonville . . . . . .... .. .... . .. . . . .... ... . . San Francisco .. . ... . . .. ... .. . .... . . .. . . . . . Wilmington ......... ................. .. . . . Seattle . . . . . ... . .. .... .. .. . .. . .. ..... .... . Puerto Rico .. ...... .. .. . .. . . .... .. . . .. ... . Houston .... . . . . . .. . .. .. .. . . .. . . .... ... .. . Port Arthur .. .. .. ... .. . .. ..... ..... .. . . .. . . Algonac . . . .... .. .. . .. . .... ... .. . . ... .. .. . St. Louis ... . . ....... .. . . . . . . . . . .. .. . . . ... . Piney Point . . . ... . ... .. .... . .... .. .. . .. . . . . Paducah .. . ... .. . . ... . . . . . . .. .. .. . . .. . . . . . Totals .. . .. ... . .. ... . . .. . . . . .... . . ... . . .. . *'°'REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 0 0 0 3 0 2 4 1 5 0 0 0 0 11 11 0 2 0 0 39 0 1 0 7 0 0 0 2 4 0 5 0 1 12 3 0 13 44 0 92 0 0 0 0 0 0 0 8 10 0 1 0 9 12 69 0 14 0 29 152 Port Boston .. ... . . .... ... . . . . . .. .. .. . . . . .. . . . . New York . ..... ... .. ...... . . . . . ... . ...... . Phi lade lphia . ... ........ . . . ..... . . . ...... . Baltimore . ..... . . . .. .. . ... ... . ... .... .. .. . Norfolk ... .......... . ... . . . ............ .. . Tampa . ... .. . . . .. .. .... ..... . . . .... . .... . Mobile .... ...... . . . ...... . ..... . ... .. . .. . New Orlean s .. .... ... .. .. ..... . . .. .. .. . .. . Jacksonville . . . . .. . .. .. . . ......... ..... . . . San Francisco . . ..... . . .. ... . .. . .......... . Wilmington ....... . . . ..... . .. . .. . .... . . .. . Seattle .......... . .... . ..... . ..... . ...... . Puerto Rico . . . . .. . . . . .. . . . ........... .. . . . Houston ... .. . . . . ... . .. ... ... . . . . . . .. . ... . Port Arthur ... . .. . .... . . .. .. .. ..... . ...... . Algonac .. . . .. .. .. . ... . ... .. . . ... . ... ... . . St. Louis ... . . .. .. ...... . ... . ... . ... . ..... . Piney Point ... . . .... . .......... . . . ...... . . Paducah ... . .... ... .... ......... . .. . . ... . . Totals .. ... . . . . .. ... . .. . . ..... .. . . TOTAL SHIPPED All Groups Class A Class B ClassC 0 0 0 0 0 0 0 0 4 0 1 0 0 5 14 0 2 0 1 28 0 1 0 2 0 0 0 0 3 0 0 0 0 0 0 1 0 3 7 0 0 0 0 6 0 2 10 5 3 0 0 0 14 0 2 0 6 3 0 0 0 0 0 0 13 7 0 8 44 3 81 0 1 0 0 7 5 0 7 0 1 47 2 7 13 0 8 0 13 54 7 0 1 5 3 0 14 1 1 57 0 0 0 5 0 3 1 12 13 0 4 1 13 5 125 0 15 0 51 248 ENGINE DEPARTMENT 0 0 0 0 0 0 0 0 1 0 0 0 0 2 0 0 0 0 0 3 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0 0 0 0 4 0 0 0 1 0 1 0 04 0 0 6 Port 0 0 0 0 0 0 0 0 2 0 8 0 .": v 1 0 0 0 0 0 J 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 3 0 0 0 1 1 0 0 0 0 0 5 3 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 l 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 1 1 4 2 1 STEWARD DEPARTMENT Boston .. . .. . ...... .. . . . . ... ...... .. . . . . . . New York ... ......... . .. .. ... . .. . . . ...... . Philadelphia . .. . .. . . .. . .. . . ........ . ... .. . Baltimore .. .. . . . .. . . . . . . .. . ... .. . .... . . . . Norfolk . . .. .. . . .. ..... . .. . ...... . .. . . . . . . . Tampa . .. ... ... ............ . . . .. .. .. . .. . . Mobile . .. .. . . . .. .. . . ... .. . .. . . .... .... . . . New Orleans . . . ... ... . . .. . . ... . .. . ...... . . Jacksonville . ... . .. .. .. . ... ...... ... . . . .. . Sa n franc isco . . ... . ..... ........ . .. ... ... . Wilmington ... ..... .. ... . .. . ...... . .... . . . Seattle . . . . .. . ... . . ... .. . ... .. . ... ..... .. . Puerto Rico . .. .. . ........ . . . . . . ... . .. . . . . . Houston ..... . .. . .. . . . .. . .... .. .. . . . .. . . . . Port Arthur . .. . . .. ... . .. . . . ... . . . .. .... .. . . Algonac . . . . . . .... .. .. ...... .. . . . . ... . ... . St. Louis . .. . .... ... . . .... . . . . .. . ......... . Piney Point ... . . . . .. ... . . ..... ... . . ... . . . . Paducah . ...... . ... .......... .. . . .. .. . . . . . Totals ..... . .. . ... . . . .. . , . . .. . . . .. ....... . 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 2 4 Totals All Department::. . . . .. . . . .......... .. . 46 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1 3 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 0 0 2 0 1 0 3 1 0 0 0 1 l 2 0 2 0 6 19 98 177 34 1 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 2 0 1 5 85 64 * "Total Registered" rn,eans the number of men who actually registered for shipping at the port last month. **" Registered on the Beach" means the total number of men registered at the port at the end of last month . 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 1 0 0 0 2 5 0 0 0 0 0 0 2 0 1 4 0 0 1 1 3 0 2 0 12 28 54 62 277 0 �SIU Cre\V Does Whirl\Vind, Record-Setting Job on 080 Ultrasea Anyone who thinks a sailor's life is a breeze can learn a few things from the SIU crew which recently completed a trip to Russia and back on the ore/ bulk/oil carrier Ultrasea. The work these Seafarers accomplished in the course of the voyage is a good example of what it takes to operate a modern merchant vessel and also strong testimony to the fact that Seafarers are more than able to do the job. The five year old Ultrasea (Apex Marine Corp.) is a San Clemente class OBO tanker of 81,500 dwt. On her latest trip, she carried grain to Odessa and picked up crude oil in Libya for the return voyage to the U.S. After unloading the ship in Russia, the SIU crew, under the direction of Recertified Bosun R. F. Mackert, "mucked" or cleaned out 18 ballast tanks. "This is not an easy task at best," the captain of the vessel, Richard A. McCl~an, explained, and it was compounded by the notorious Russian winter weather with temperatures in the sub-freezing range. "The sailors performed well under most adverse circumstances," Capt. McClean said in his letter sent last month to SIU Executive Vice President Frank Drozak. But "mucking" the ballast tanks was only a prelude to the crew's excellent performance throughout the voyage. After leaving Russia, they set a new record for this class of vessel by butterworthing nine huge cargo holds in only 27 hours. Capt. McClean explained that "the Bosun and crew worked day and night on this job to prepare the ship for taking on oil in Libya. "To top off the whole voyage," he added, "we had several days of good weather returning to the U.S. and the crew again proved their worth by painting the ship in only four days. This included nine hate.hes, decks and all trim. "It has been a pleasure sailing with Bosun Mackert and his fine crew," Capt. McLean concluded, and "I look forward to being shipmates again." "' •........f:.. .. .... .' .. '' ~ Seafar e rs se t a wo rk record on th e Ullr asea for thi s c lass of vess I by mu c king 11in , I uge ,argo l1old s 1n only 27 hours. Boatman Saved His Wheelhouse Job Thru HLSS To\Nboat Course "The way things are going," Capt. Leslie Gibbs says, "if a Boatman doesn't get some kind of training, he11 eventually be phased out of the industry." Brother Gibbs knows what he 's talking about through his own experience. He felt the impact of increasing regulations in the towing industry when the · Towing Vessel Licensing Act first went into effect in 1973. At that time, he had bee n working in the wheelhouse for close to ten years with G & H Towing of Texas. But he didn't have an operator's license, and without it, the new Act would have put him out of a job. "The law threatened to knock me out of the wheelhouse and back to the deck," he explained. "But then the SIU gave unlicensed Boatmen like me the golden opportunity to protect our job security." That opportunity was the Towboat Operator's course which the Union set up at the Harry Lundeberg School. Gibbs signed up for it in April, 1973. When the Act went into effect in September of that year, he was able to keep working as a fully qualified, licensed operator. He had high praise for the way the course prepared him to pass the licensing exam. "It was presented so that even a man set in his ways like me could learn," he said . Gibbs joined the SIU 27 years ago and has spent the fast 20 working for G & H Towing. Before he started on boats , he was a foreman in a non-union steel company. "I had a whole lot of responsibility and no pay to go with it." His stepfather was a cook with G & Hat the time and he told Gibb s about th e benefits of joining the SIU. "You can't beat the opportunities the Union has provided for so meone like me, who never finished high sc hool , to move ahead," he said. But over the years, Gibbs sa id he ·ha s come to see that education is "really the only way to stay ahead." He plan s to take the Mate and Masters course at the Lundeberg School so that he can ex tend the 200 mile limit of his present operator's lic e n se to unlimited. He works now as captain on the tug Grampus, doing shipdocking and deep sea towing. But the additional license will allow him to qualify for whatever kind of job G & H takes on. Since the company has shipyard orders for nin e new tugs and is rapidly expanding, this ab ilit y will be ver important in the years to come. "The en tire industry is moving toward stricter regula tions, which will mean greater sa fe ty and more training for everyone working on boats , " Gibbs sa id. "Education is your best bet in every way." Gibbs lives in Alta loma, Tex .. just outside of Ga lveston, with his wife, Patricia and his four children: C herylAnn, 17; Leslie "Bubba", Jr., 16 ; • Cy nthia, 11; and hristopher, six years old. You Can't Afford Not To Capt. Leslie Gibbs MEMBERSHIP MEETlltGr SCIEDULE Port New York .... .. . .... Philadelphia .... ... .. Baltimore .. . ........ Norfolk ..... .. ...... Jacksonville ......... Algonac ......... . .. · Houston ............ New Orleans ......... Mobile ............. San Francisco . . . . . . . Wilmington ......... Seattle .............. Piney Point ......... San Juan ............ Columbus . : ......... Chicago . . . . . . . . . . . . Port Arthur ......... Buffalo ............. St. Louis ...... .. ... . C leveland Date Mar. 5 Mar. 6 Mar. 7 Mar. 8 Mar. 8 Mar. 9 Mar. 12 Mar. I J Mar. 14 Mar. 15 Mar. 19 Mar. 23 Mar. 10 Mar. 8 Mar. 17 Mar. I J Mar. 13 Mar. 14 Mar. 16 Mar. 15 Deep Sea Lakes, Inland Waters .............. .............. .. . . . ......... .............. 2:30p.m . 2:30p.m. 2:30p.m. 9:30a.m . .............. 2:00p.m . .............. 2:30p.m. .............. 2:30p .m. . . ...... . ..... 2:30p .m. .............. 2:30p.m . ............ . . 2:3Up.m . ..... . .. . ..... 2:30 p.m . ........... ... 2:30p.m . .............. IO:JOa.m. .............. 2:30p.m . ............. . ............. . .............. 2:30p .m. ....... ...... . .............. 2:30p.m. ............. . UIW 7:00p.m. 7:00p.m. 7:00p.m . 7:00p.m. 7:00p .m . 7:00p.m. · The Transportation Institute Towboat Operator Scholarship . Program pays you while you go to school at HLS. It gives you free room, board and books. It helps you earn wheelhouse time while you learn boathandling skills. And HLS graduates get day-for-day worktime credit. l:OOp.m. You can.' t afford not to apply for a Towboat Operator Scholarship See your SIU Representative or contact HLS for details February 1979 I LOG I 37 �SIU Atlantic, Gulf. Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRET ARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRES! DE:\T Frank Drozak VICE PRESJ DEN S Lindsey William~ Cal Tanner HEADQ UA RTERS I Dispatchers Report for De~p 675 4 A vc •• Bklyn. 11232 (212) HY 9-6600 Sea Al~GON AC, 520 St. Clair River Dr. 48001 (313) 794-9375 ' ' JANUARY' 1-31, 1979 0 TOTAL REGISTERED TOTAL SHIPPED All Groups Class A Class B Class C Port Boston . ... ........ .. . . . ... . .. . ..... . .. .. . New York .. .. ..... . .. .. .. ..... . ...... ... . . Philadelphia . . ... .. ........ .... . . .. .. . . .. . Baltimore ........... .. ......... . ....... . . . Norfolk ....... .. . ....... .. . . ... ... ... . ... . Tampa . . ...... ... .. ... ..... . ... ..... . . . . . Mobile .... ........ . . . .. .. .... .. . . .. ... .. . New Orleans ............................ . . Jacksonville ............................. . San Francisco ... ... ... . .... .... ... ...... . . Wilmington .. . .. ... . . ... .. . . ... . .... .. ... . Seattle ........... ~ · ... .. .. . .. . ........ . . . Puerto Rico . ............. ... . ..... ..... .. . Housto·n . ........... . ... ...... . .......... . Piney Point ............ ........ . .. ....... . Yokohama .. ........ .. ....... .. .... .... .. . Totals . . .. C-::': ...... ......... . ...... .. . . 7 82 10 24 10 '6 20 83 51 44 21 50 18 1 29 2 10 9 3 2 10 7 14 2 12 1 2 3 2 1 9 4 5 6 6 10 15 4 0 13 1 1 106 17 0 2 534 2 0 122 80 2 85 9 14 8 8'- 3 30 7 12 6 4 0 5 0 0 3 0 21 34 23 5 30 12 5 3 7 0 37 22 22 10 70 0 1 373 8 10 0 9 3 1 2 22 9 0 0 0 149 0 40 Totals All Departments ...... ..... ..... . ... . Class B Class C 15 107 5 9 15 11 22 69 49 45 10 34 21 92 0 l 505 6 2 5 130 22 43 23 13 27 159 1 1 54 17 2 11 8 2 1 5 7 0 6 2 34 17 14 7 3 10 10 7 15 12 7 2 43 23 11 0 2 242 99 76 32 10 7 1 8 3 2 0 0 10 2 10 2 4 ') 19 12 61 45 71 24 149 21 0 5 853 0 0 144 11 11 5 3 1 17 8 0 1 12 0 0 67 46 6 6 7 7 4 3 40 5 11 6 4 13 31 13 10 12 15 11 36 0 2 212 0 10 1 3 2 0 0 7 4 6 2 4 3 3 4 0 49 0 2 0 0 0 4 1 6 0 1 0 7 1 2 21 9 14 1 0 0 5 8 l ? 26 6 61 0 0 350 11 9 27 9 0 173 3 1 10 0 1 29 1 1 l 0 18 2 6 0 6 0 0 37 1 0 0 9 8 7 11 1 6 35 20 19 11 17 9 39 1 2 250 0 2 50 13 0 2 2 0 0 2 1 31 2 8 3 18 1 0 83 3 2 23 12 4 4 6 11 22 46 0 192 2 132 12 22 15 14 35 113 47 39 .34 45 19 109 9 2 650 1 57 9 12 6 4 1 11 0 2 3 1 1 10 37 15 11 4 16 4 20 1 1 208 5 2 3 3 9 0 9 0 0 50 2 15 6 1 7 5 5 0 19 16 29 63 35 33 23 19 16 56 4 0 390 0 3 0 0 1 64 1 1 1 2 2 4 5 4 5 4 4 3 6 1 0 65 12 4 4 0 7 0 0 37 ENTRY DEPARTMENT 2 3 39 97 2 9 22 3 1 4 29 8 15 8 10 11 3 8 51 29 24 21 7 3 51 43 4 9 15 28 14 5 .1 19 6 9 8 61 12 7 55 26 8 36 3 12 154 24 190 38 39 4 18 1 4 22 15 68 41 27 38 4 51 17 84 87 40 11 69 0 0 0 164 26 16 61 62 0 444 293 0 0 0 300 2 562 628 1283 764 450 1105 607 211 2193 979 782 11 10 23 12 25 28 10 40 0 36 14 0 1 42 19 58 7 1 *" Total Registered " means the number of n:ien who actually registered for shipping at the port last month. ** "Registered on the Beach" means the tota l number of men reg istered at the port at the end of last month . . -~ T Shipping WO! S excellent last month at all deep sea A&G ports. A total of 1,923 jobs were shipped during that time period. Of this number, 1,105 were taken by "A" seniority members. 607 by "B" seniority people and 211 by ""C" seniority people. This indicates that shipping is good right across-the-board for aH seniority classes and all ratings. Shipping for Slll members will remain good to excellent for the foreseeable future. 38 / LOG I February 1979 (616) 352-4441 HOUSTON, Tex .. .. . . 1221 Pierce St. 77002 .JACKSONVILLE, Fla. 0 13 47 24 40 61 BUFFALO. N.Y •. . . . 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO~ 11.L. . 9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 . (216) MA 1-5450 DULUTH, Minn . .. . . . 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich • . . .. ... .. P.O. Box D 415 Main St. 49635 (713) 659-5152 4 98 ALPENA, !\1id1 •.... . 800 N . 2 Ave. 49707 (517) EL 4-3616 BALTl MORE, '1d. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOST O N, Mass . ·. . .... 215 Essex St. 02111 (617) 482-4716 STEWARD DEPARTMENT Port Boston . ................. ....... ......... . New York ... . . .. ....... .. . . .... ... .. .. . .. . Philadelphia . .. . ... ...... .. . . ..... ... .... . Baltimore . . . . ................. . .......... . Norfolk ........ . ......................... . Tampa . .. .. .. ...... . ..... . ..... ... ...... . Mobi: . . .. . . ... ... . .. . .... . . ... .. ....... . New Orleans ... ....... ... .. . . . . .... ..... . . Jacksonvill e .. . ............ . . ...... .. . ... . San Francisco . . ... . . .. .. ..... ..... ....... . Wilmington . ... ....... ......... . ......... . Seattle ............. . ... . ... . . ........... . Puerto Rico .............. . ..... .......... . Houston ...... ... . ... ....... . .. .. . . ...... . Piney Point ... . ... . ...... . ............. . . . Yokohama . . . . . ...... . ...... . ............ . Totals .. .... . ...... . ........ . . . ....... . .. . Class A ENGINE DEPARTMENT Port Boston . ... ................ . ...... . . . .... . New York ...... ...... .... ......... . .. . . .. . Ph iladelphia .... .... ... .. .. .... . . . ... ... . . Baltimore .... . .. ..... ...... . . . .. ..... . , .. . Nur f lk ..... . .. . . .. . . . . .. . ....... .. ...... . Tampa . . . . . ... .. .. ....... .. ..... . ........ 'Mobi le ......... .. ....... .. .... . ......... . New Orl ea ns . ....... ... . ...... .. . .. ... ... . Jacksonville ....... . ................... .. . San Francisco ....... . ...... . ... . . . ..... . . . Wilmington ....... . ................ . ..... . Sea ttl e .. . .............................. . . Puerto Rico ..... . ......... .. ............ . . Houston ................................. . Piney Point .. . . ................. . ... ... .. . Yokohama ........... . . .. ........ . ....... . Totals .... . . ... .. .... ..... . . .. .. ..... .... . REGISTERED ON BEACH All Groups DECK DEPARTMENT Port Boston . .. ...... .. . ... .. . ... . ... . .. . .... . . New York .. . .......... .. . .. . .. . . .. .. ..... . Philadelphia . ... ....... ... . .. .. .. ........ . Baltimore .. . ........ .... ... . .......... . .. . Norfolk ........ . .... . .... . .. . .. . .... . . . .. . Tampa .... . ... ..... . .... . . . ............. . Mobile . ... . ............................. . New Orleans . . . ........... ...... .... . . .. . . Jacksonvill e .............. . .. . ....... .... . San Francisco .... .......... .... ....... .. . . Wilmington . . . . . ...... .. . .. ... .. ......... . Seattle ............... . ........ . ... ...... . Puerto Rico ............................. . . Houston ..... ... ...... . . .... . .. .. .. .. .. .. . Piney Point ............ . ..... .. . . . . ...... . Yokohama ..... . . . . .......... ... ... ...... . Totals .. . ........ . ......... .... . . .. ..... . . 00 All Groups Class A Class B Class C Mich. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N ..l. 99 Montgomery St. 07302 (201) HE 5-9424 MOUILE, Ala . .... . I S. Lawrence St. 36602 (205) HE 2-1754_ NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va ... ..... .. . 115 3 St. 23510 (804) 622-1892 PADUCAH, K~· . ...... . . 225 S. 7 St. '42001 (502) 443-2493 PHILADELPHIA, Pa ... 2604 S. 4 St. 19148 . (215) DE 6-3818 PINEY POI NT, Md. St. Mary's County 20674 (30 I) 994-00 l 0 PORT Al~Tlll R, Tex . ... 534 9 Ave. 77640 (713) 983-1679 SA~ FRA 'L'ISCO, Calif 1311 \lission St. lJ.U03 (415) 626-6793 SA!\'.Tl ' IH~ I·: . P.R . . 1313 Fernandez, Juncos, Stop 20 00909 (801)) 725-6960 SEATTLE. Wash . . ..... 2505 I Ave. 98121 (206) l\1;\ 3-4334 ST. l.Ol llS. :\lo . .. 4581 Grnrnis An. 63116 (314 1 752-6500 T .- n1PA. Fla. 26IO W. Kennedy Uh·d. 33609 (813) 870-1601 TOLEDO. Ohio . .... 935 Summit St. 43604 ( 419) 248-3691 WILMl~GTON . Calif. 5 tO 1 •• Broad St. 90744 (213) 549-4000 YOKOHA\IA. Japan ....... P.O. Uox 429 Yokoha ma Port P.O. 5-6 N 1hon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls 110,01.l ' U ·. lla\\:tii . .. 707 .- \lakra St. t)6HU (HOH) 3J7-:-714 l'OIHI.:\"). Or. .... 421 S.\\ . :-th AH·. 97204 1:;0 .~1 .227-799.l \\'11 .\ll";n>,. C'a . .. 40H ,. \,alon Rhd. 90744 . (.:!U) HJ4-M:-JM SA:\ FRA,CISC'O. C'a. J50 Fremont St. 9-'10:' (-U3l 5-l.\- 5H55 �------------------------New Full Book : 'A' Seniority Upgraders-. I Why is this FOWT smiling? : -------------------------· Gilbert Rodriguez Bob Bess Seafarer Gilbert Rodriguez, 25, got his entry rating at HLSS in 1974.· He sails as a pumpman and he has a FOWT endorsement earned at the Lundeberg Schoo l. He also has firefighting, lifeboat and cardio-pulmonary resu citation training. Brother Rodriguez lives ·in Galveston and hips o ut of the port of Houston. Seafarer Bob Bess, 23, graduated from the Harry Lundeberg School of Seamanship Entry Training Program in Pin ey Point, Md. in t 973. He upgraded to fireman-watertender there in 1976. Rrother Bes . has hi s li feboat. firefig htin g and cardiopulmonary resuscitation trainin g. He li ves and s hips out of the port of No rfo lk. Zaharia J. Kyriacou Pau l Dowe Seafarer Zaharia J. Kyriacou, 23, graduated from the HLSS in 1976. Brother Kyriacou sails as a 3rd cook. Also to his credit, he ~. ~, :.:;,,,..~ has lifeboat, fire• '\ \ , fighting and card io-pulmonary resuscitation training. He lives in Annapolis, Md. and ships out of the port of Baltimore. Seafarer Paul Dowe, 20, gra duated from the Lundeberg School in March 1977. He upgrad ed to fireman - watertend e r at the School in November 1977. Brother Dowe has completed the lifeboat, firefighting and cardio-pulmonary resuscitation courses. He is a resident of Brooklyn, N. Y. and ships out of the port of New York. Evan Bradley , Seafarer Evan Bradley, 24, is a May 1975 graduate of the Lundeberg School Entry Training Pro. . •1 · gram. He upIf.·· graded to AB it.t~ ,'\ there in November 1978 .. H LSS also provided him wit h firefighting, lifebo at a nd cardio-pulmonary resuscitation training. Brother Bradley is a res ident of Sacra m ento, Ca li f. .and a ils from the Gulf ports . Tom Carroll Seafarer Tom Carroll, 24, graduated from the Lundeberg School in June 1977. Brother Carro ll got his AB tic ket las t year a nd is LNGtrained. !\ lso, he ha s hi s firefighting , lifeboat and ca rdi o-pu lm onary resuscitation tickets . He res id es in Sm ithtown, L. I., N. Y. an d sh ips ou t of the port of New York . / Because he's working. The best bet for wipers who want to improve their job. security is getting an FOWT ticket at HLS. Job opportunities for FOWT's have never been better. So. enroll now in the FOWT course at HLS. Course begins April 12 To enroll, see your SIU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Monticello Victory Committee James A. Peacock John Kane Seafarer James A . Peacock, 39, . Seafarer John graduate . from Kane, 23, is an the Andrew FurApril 1974 graduset h Training uate of the Lunde berg School. School in the He upgraded port of New Ort here to AB in leans getting his September I ~78. entry rating in He has lifeboat, : 1968. He got his firefighting and endorsement in 1971. Brother Peacock has his firefighting and cardio-pulmonary resuscitation cardio-pulmonary resuscitation training as well. Brother Kane is a resident of St. Louis and ships out of training and lifeboat tickets. A resident of Brunswick, Ga., he ships the port of New Orleans. out of the port of New Orleans. Deposit in the SIU Blo·o d BankIt's Your l,ife I' '' I: l -- Lc:itn la st mnn h !h o l1ir ·s Corn111111t~<' o Ill : 57 !lc>n/lcdh• V1c ·fnl\ 1 (Vi c c11y Cc:i rric;rsl pel id off Fl ! !h e; E ' XOf l) c1r·k 8rivn111w N J T1 ('\' 'J1, 1i-1 r! t1 1 l U<~c :k Dc lcqRI<· ,Jim Ba rbnccia . Ch1c~r Slc ".,';;:.11 ci Ut 1kc 1-1<1 11 sr'crc ' nrv - ·.:. porlc' r: ~lc "N n1i! Dcl ega t hol:imt Black anrl R0r.c:1 l1!1 ('rl 8n ·lln Anth flny ,;:ii lr'i rci s!11p s chn1ri nr1n February 1979 I LOG I 39 ·. �~ ..,.__ .._ - ..,. ------- _,._ ·- -~ - -- Support SPAD Checkoff Today For· Job Security J-omorrow . A strong U.S. maritime ind us try is the bread-and-butter of SIU members and it's also a crucial part of the country's national and economic security. A strong, growing American maritime industry can serve the nation in times of prosperity and national emergency. And the healthier the ind us try is, the better the job security is for SIU Seafare rs and Boatmen. The United States needs a commitment from Government for a national merchant fleet, built in American shipyards and crewed by American seamen and boatmen, capable of doing the job that has to ·be done in both the foreign and dom estic trades. And that means a strong U.S. fleet from th e largest supertanker to the smaJiest tug. These are the reasons the SIU spends so much time and effort fighting on the political front in Washington. But our ability to keep on fighting depends directly on SIU members supporting those efforts. That support means sign- ing a form like the one printed below, authorizing the Seafarers Vacation Plan to deduct 30 cents per day from your vacation benefits for the SPAD (Seafarers Political Activities Donation) fund. The 30 cents a day will be used,,, like every other voluntary SP AD contribution, to further the Union's political work on behalf of the entire SIU membership. Because of the new 30 cent SPAD checkoff, SIU patrolmen are no longer soliciting or accepting out-of-pocket SPAD donations. But Seafarers and Boatmen who wish to make direct contributions to SPAD can still do so at Union headquarters. Political activity is a way of life for the SIU and it always will be. Because even if the jobs of SIU members are secure for today, nothing says the ame will be true tomorrow, unless we keep on working. The harder we work in Congress for legislation that boosts the U.S. maritime industry, the better off every member of this Union will be. After all, our jobs are what keep us going. And 30 cents a day is a small price to pay to make sure those jobs will be there~.....ie. ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD) DATE :..................................................................................................... Seafarers Vacation Plan 275 20th Street Brooklyn, N.Y. 11215 Effective from this date, I hereby assign, direct and authorize you to deduct from payments required to be made by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which I am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue, Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the . date y u receive it and app licable only to vacation benefits both earned and payable to me thereafter. I ac knowledge advice and understand that SPAD is a separate segregated fund established and administered by my union to engage in polit ical activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions and i have the right to refuse to make any contributions, in cluding this authorization without fear of reprisal. I may contribute directly to SPAD such amount as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary contributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD 's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, O.C. ~o This authorization has been executed in triplicate, the original for you, copy SPAD and i:opy to me. I I Me~ber's Member's name (Print) Signature 'I ' Memh~rs Home Address Social Security Number ... I ' I ' ' ' ' City . State )'.. \\Port Book Number I ·.,:; OFFICE COPY ':/ , y / ·. I '·; ......... Zip ·~288 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1979 Description An account of the resource HEADLINES MTD LAUNCHES HIGH POWERED LEGISTLATIVE CAMPAIGN NMC SAYS U.S. NEEDS NEW POLICY TO GIVE FLEET 40% SHARE OF CARGOES MARITIME LABOR SEEKING COOPERATION OF U.S. NAVY LUNDEBERG’S LEGACY LIVES ON MEANY BLASTS COMMERCE SEC’Y ON TRADE POLICY SIU INLAND VACATION PLAN HITS TWO MILESTONES 90% OF ALL SIU INLAND COMPANIES NOW SIGNED UP: 3000TH CHECK SENT OUT FMC SET TO BOOT RUSSIAN LINE OUT OF U.S. FOREIGN TRADES SIU PLAN PAID OUT $2.5 MILLION IN January SIU CALLS FOR FREE-WORLD MARITIME POLICY TO OFFSET SOVIETS SIU, SEA-LAND WORKING TO STOP UNFAIR IMMIGRATION FEES IN PHILIPPINES SENATE, HOUSE APPROVE KEY MARITIME COMMITTEE ASSIGNMENTS CARTER SUBMITS BUDGET TO CONGRESS FOR FISCAL YEAR 1980 POSTAL REFORM BILL WOULD REQUIRE USE OF US FLAG SHIPS SENATOR INOUYE SUBMITS THREE MARITIME BILLS SENIORITY UPGRADERS COME TO WASHINGTON FOR BRIEFING ON SIU POLITICAL ACTIVITIES NEW RIVERS USER CHARGE WOUD RECOVER 25 PERCENT OF FEDERAL PROJECTS COSTS SIU POSITION ON MANNING RATES HIGH AT IMCO LAKES MEMBERS GET 13-CENT COLA U.S. UNEMPLOYMENT RATE DIPS TO 5.8% IN JANUARY DENTAL CARE AVAILABLE TO BAY AREA PENSIONERS AT USPHS W. PAUL GONSORCHIK, 71 DIES; RETIRED SIU OFFICIAL SEAFARERS CREW UST ATLANTIC: LARGEST SHIP EVER BUILT IN WESTERN HEMISPHERE SIU FIGHTING TO PRESERVE 3-WATCHES ON TOWING VESSELS STARTING AT THE BEGINNING… NOTHING LESS THAN A NEW LIFE DEVELOPING THE HUMAN POTENTIAL OF SEAFARERS SERVING A MOTIVATED MEMBERSHIP OVER $1,000 DIPLOMAS EARNED MAKING DREAMS COME TRUE READING PROGRAM MEETS BASIC NEED BECOMING A WHOLE PERSON HLS LIBRARY MORE THAN JUST BOOKS BEYOND THE CAMPUS A CENTER FOR INDUSTRY, LABOR, LEARNING FOR SIU BOATMEN & SEAFARERS, SPAD IS THE STRONGEST WEAPON IN OUR FIGHT FOR JOBS AND JOB SECURITY TRANSCOLORADO CREW FOSTER GOOD RELATIONSHIPS AROUND THE WORLD MURPHY SPONSORS BILL TO PROTECT U.S. FROM CONVENIENECE FLAG SPILLS YEARLY RENEWED CLINIC CARD, EXAM IS A MUST THE LNG’S- A NEW WAY OF LIFE FOR TODAY’S SEAFARER SIU SCHOLARSHIP HELPING SEAFARERS’S SON SHAPE UP AND SHIP OUT CREW HEROICS SAVE A SEAMAN FROM RIVER CURRENT SIU CREW DOES WHIRLWIND, RECORD-SETTING JOB ON OBO ULTRASEA BOATMEN SAVED HIS WHEELHOUSE JOB THRU HLSS TOWBOAT COURSE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1979 Format The file format, physical medium, or dimensions of the resource Newsprint Identifier An unambiguous reference to the resource within a given context Vol, 41, No. 2 Type The nature or genre of the resource Text 1979 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/6a0773ba95c1df656b41e69684079863.PDF aab0aefe2275830883c315fd3ff204a7 PDF Text Text •r..-—v-r^f^^f^'<^ if, 1 t -S;':' . . ' -H.: . -^r .•. ,: :j'- x-y X Frank Drozak Elected President of MTD page 3 i .'• x,-i ; •Xr t i 'i ! • •' •, . '-f.'f'', t i' "'#^V Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO ^ r-~" I FEBRUARY 1980 SlU Crews 1st of 12 Seo'Land Diesels r ..f. • X-"R^ r, •,•.• w• API CIO Mro Execufive m- Board l: -r- Meeting pages 11-14 . I. mM •mr^.-•' V- - 1. Summary Annual Aaip^- Report for Seafarers Pension Plan page 30 Boatmen Crew New Flagship of Notional Marine page 7 jjSry,- ••ilias Wl f- ' •vd/ n m. -m^t �AFL-CIO Sends Prayers, Best Wishes to Paul Ha ...V' When the 35 man Executive Council of the AFL-CiO met for their annual mid-winter meeting this month, there was one of their number not in attendance, SiU President Paul Hail. President Hail, who is senior Vice President of the AFL-CiO, has been hospitalized since last November. Hail's peers on the Executive Council sent him the following letter, which vividly shows the amount of respect and admiration Paul Mali commands throughout the labor movement. Following is the text of that letter:- February 18,1980 I hail the API Dei elecl Dn Tl Boai thei meet beini stati Presi Hf Dear Paul: Your friends and colleagues on the Executive Council want you to know how much we miss you at this session. The clarity of your thoughts, the precision of your language and the strength of your trade union principles have served this Council and the entire labor movement well. The difficulties besetting our nation and the challenges facing our movement summon from each of us the same qualities of leadership and vision that have been the hallmark of your career. The guidance you have long provided this Council will enable us to continue to chart the best course fjor this movements But, most of all, the fact that you and Rose cannot be with us deprives us of your fellowship and gracious friendship. Our prayers and best wishes are with you. Sincerely and fraternally, Signed by: •* LANE KIRKLAND, President THOMAS R. DONAHUE, Secretary-Treasurer Executive Council ^-CIO AFL '-VoOSTWW- • s:; ^ • v v-}^ i.,.: V 41'; Thomas W. Gkasoii S. Frank Raftlry Martin J. Ward Albert Shanker Edward T. Hanley William H. McClennan David J. Fitzmaurice Alvin E. Heaps Fred J. Kroll Wayne E. Glenn Robert F. Goss Peter Bommarito Jerry Wurf A1 H. Chesser Murray H. Finley Sol C. Chaikin Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic Gulf I akpc anH i.,. 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 42, No. 2, February'l980.'(llsN wiM-204^^ 2 / LOG / February 1980 •' .^4 John H. Lyons • Frederick O'Neal George Hardy William Sidell Glenn E. Watts Angelo Fosco J.C. Turner Kenneth T. Blaylock Wm. W. Winpisinger John J. ODonnell Daniel V. Maroney Charles H. Pillard Lloyd McBride Emmet Andrews William H. Wynn John DeConcini District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. and last �Frank Drozak Elected President Maritime Department I N a move that AFL-CIO captain of our good ship done over the years in President Lane Kirkland MTD than Frank Drozak." building the strength and hailed as "the best choice," The MTD Executive political clout of the MTD. the Executive Board of the Board then gave Drozak a Drozak said he is "deter­ AFL-CIO Maritime Trades tremendous vote of confi­ mined to carry out Paul Department unanimously dence by electing him Hall's dream of a U.S. elected the SlU's Frank unanimously as new MTD maritime industry second to Drozak as its new president. president. none throughout the world.w Drozak will now serve as After his acceptance The MTD Executive Board took this action at president of the Maritime speech, Drozak was pre­ their annual mid-winter Trades Department for the sented with the gavel—a meeting on Feb. 14 after remainder of this term of tradition—by MTD Vice being appraised of the health office. MTD officers are President Steve Leslie. Immediately thereafter, status of SIU and MTD elected every two years. The next election will be held at new AFL-CIO President President Paul Hall. the MTD Convention in Lane Kirkland entered the Hall has been hospitalized 1981. MTD meeting to pledge the and very seriously ill since (As reported by the Log Federation's support for last November. last month, the SIU Drozak and the MTD. To insure that the MTD's membership authorized Kirkland, who calls the functions continue to be Frank Drozak to discharge MTD his "old home town," carried out effectively, the the duties of SIU President said that the MTD Execu­ MTD Board made the pending Paul Hall's return tive Board showed "good difficult decision to declare to office. Therefore, in judgement" in electing the president's post vacant. addition to serving as acting Fr^nk Drozak President of After the post was SIU President, Drozak is the MTD. declared open, MTD Vice now President of the Kirkland said that both he President Steve Leslie Maritime Trades Depart­ and Drozak have "big shoes placed the name of Frank ment.) to fill." He affirmed that the Drozak in nomination. In accepting the steward­ best possible tribute that can Leslie, who is also an ship of the MTD, Drozak be paid to Paul Hall is that international vice president vowed to lead the Depart­ the MTD "continue to build of the Operating Engineers, ment in the same direction upon his achievements." said that there could be "no and with the same strength Paul Hall has been better replacement as and fervor as did Paul Hall president of the AFL-CIO for the past 25 years. Maritime Trades Depart­ Drozak paid tribute to the ment for nearly 25 years. INDEX unsurpassed job Hall has Hall built the MTD from a Legislative News Frank Drozak Elected MTD President Page 3 SIU in Washington Pages 9-10 Carter Budget . .Page 16 AFL-UIU"^ President Lane Kirkland called the election of Frank Drozak as President of the MTD "the best choice possible." small, fledgling organization to the largest and politically most potent organizational department of the AFLCIO. As Steve Leslie said, "when Paul Hall took over the MTD it was a leaking ship. But Paul gave it a new hull, overhauled the engines and put together a good crew." Frank Drozak now has the reins of the MTD, an organization representing 43 International Unions with a combined membership of 8 million American workers. As Lane Kirkland said, "I vouch for Frank Drozak's ability to do the job.' Union News Gal Tanner Retires Page 4 Headquarters Notes.. .Page 5 Letters to Editor Page 18 Brotherhood in Action Page 33 At Sea-Ashore Page 17 SPAD Checkoff ... Back Page Tug Triumphs in Fire..Page 8 Great Lakes Picture ..Page 24 Inland Lines Page 34 General News Ship's Digest Dispatcher's Reports; Great Lakes Inland Waters Deep Sea 1 Page 25 Page 28 Page 35 Page 32 Training-Upgrading "A" Seniority UpgradingPage25 Upgrading Schedule ..Page38 Membership News New Pensioners Page 30 Final Departures. Pages 36-37 .HLS Grads Page 22 MTD Vice President Steve Leslie, left, presents new MTD President Frank Drozak with the gavel formally marking the beginning of the stewardship of Drozak as President of the AFL-CIO Maritime Trades Department. Special Features MTD Executive Board Meeting Pages 11-14 More on MTD Mid-Winter Meeting on Pages February 1980 / LOG / 3 . -i i' �r. V- SlU VP. Tanner Retires; A Charter Member I •",1 •- M7" i'-Tk.:, M T was 1935 and a teenage boy wanted to leave the depression behind for awhile by seeing the world. So he took an OS job on a ship out of Tampa, Fla. Well he's back in Tampa now, but Cal Tanner has come a long way from his job as an ordinary seaman. Late last year he retired as vice president of the SIU. From ordinary seaman to organizer to port agent to vice president, Cal Tanner has helped build and strengthen the SIU, making it a powerful and secure labor union for seamen and boatmen. Bom Dec. 27, 1916 in Tampa, his full name is William Calton Tanner. During his first few years of shipping out. Tanner was a member of the old International Seamen's Union. But as soon as the SIU was formed in 1938, he became a charter member. During World War II he sailed in all the war zones as AB and bosun. In 1943 he wason the same ship with Claude "Sonny" Simmons when a torpedo blew • the ship out from under them. Sonny Simmons, like Tanner, later became a high ranking SIU official. Their ship, the 23-year-old Norwalk, was off Cuba when she was struck at about three in the morning. Tanner helped lower the lifeboat and then made it to a raft. When daylight broke the crew was picked up by a Norwegian ore carrier and then transferred to a Cuban gunboat that took them to Cuba. From there they were repatriated to the States. Just before the end of the War in the Pacific, Tanner was asked to come ashore by Paul Hall, who was then SIU New York port agent. Hall wanted Tanner to take part in an organizing drive. What followed in the next two years was the biggest deep sea organizing drive in the history of the maritime labor movement. Spearheaded by Hall, Tanner, Simmons, Lindsey Williams and Bull Shepherd, more than 120 Isthmian ships came under the SIU banner. Tanner was also involved in the Cities Service organizing drive which started during the Isthmian campaign. He took part in numerous other smaller organizing drives over the years. In 1946 Tanner was elected to the office of SIU Atlantic and Gulf District port agent in Mobile, Ala. He assumed that post in 1947 and held it until 1960. In 1947 he was also elected vice president of the Interna­ tional and remained in that post until 1972. While in Mobile, Tanner also became a member of the State Dock Board. In 1960 he was elected as the first executive vice president of the SIU A&G District. Stationed at Union Headquarters until 1970, Tanner returned to Tampa when he developed heart trouble. In the mid 1970's Tanner was elected to the post of vice president in charge of contracts and contract enforcement, the position he held until his retirement. Tanner has also played an active role in the Maritime Trades Department (MID) of the AFL-CIO. In 1946 he was a member of the original group that went before William Green, then president of the AFL, to receive the charter for the MTD. While in Alabama and Florida, Tanner served on the MTD's Port Councils. He also helped organize Port Coun­ cils on the Great Lakes. Tanner and his wife, Mary, have two children, Robert (Robbie), and Mrs. Sandra Hurley. Robbie is an AB who is studying for his third mate's license and Sandra's husband is a green ticket AB. From that first ship in 1935 until his retirement in late 1979, Cal Tanner's career spans 44 years as a seaman and top Union official. And coincidentally, when he joined the SIU back in 1938, the book number he received was C-44. Sea-Land Christens 3rd of 12 Diesel Containerships All 12 of the energy-efficient containers. Their carrying Japan, where she was built. containerships are expected to be capacity is 839 containers and Wielding thp traditional bottle of engaged in Sea-Land's trans­ space has also been allocated for champagne was Mrs. Charles F. atlantic and transpacific service refrigerated and bulk liquid Myers, Jr., wife of a member of cargoes. by the end of 1980. the board of directors of R. J. Like her 11 sisterships, the SeaThe Developer, like the rest of Reynolds, Inc., Sea-Land's Land Developer will be powered Sea-Land's diesel fleet, has a parent company. by a 27,135 BHP diesel en^e. draft of 31 feet, enabling her to A total of 10 of the D-9s will be She'll operate at the relatively call at just about all of the 121 built in Japan with the remaining slow speed of 22 knots. But she ports around the world serviced two under construction in Korea. was built for fuel-efficiency, not by Sea-Land. No crewing date has yet been for breaking transoceanic Christening and launching set for the Developer but she will records. ceremonies for the Developer be manned, like all 12 of the All 12 of the 745-foot D-9s can were held at the Mitsubishi brand-new diesel containerships, carry either 35-foot or 40-foot Heavy Industries shipyard in by SIU members. ^TH the christening of the W SlU-contracted Sea-Land Developer this month, SeaLand's brand-new D-9 class diesel-powered fleet rose to one quarter of its planned strength. The Developer is the third of 12 D-9 containerships which will make up Sea-Land's $580million diesel construction pro^am. Seafarers crewed the first, the Sea-Land Pioneer, this month. The Sea-Land Defender, christ­ ened last November, will be aewing soon. 217 Boat People Owe Lives to Sharp Eyes of Ch, Steward HE SIU is full of unsung heroes. Whole crews or individual sea­ men's actions have uncountable times made the difference between life and death to those they helped. The Seafarers themselves, though, often shrug it off with, "I was just doing my job." One S<^arer who acted in the best tradition of the sea is Brother Hemell E. Edwards, a chief steward from the West Coast. Brother Edwards was awarded an Admiral of the Ocean Seas (AOTOS) Mariners Rosette award, presented to individual seamen "in recognition of outstanding courage and devotion to duty," for his role m a rescue of Vietnamese boat people. On Oct. 22, 1978, Edwards was serving as chief steward aboard the T President Roosevelt (APL). The ship was about one and a half days steaming time from Singapore carrying a full load of containers. **1 was standing on deck," Brother Edwards recounted, '*and happened to see a small boat in the water. I was able to detect a blur, which looked like someone waving a flag." Closer inspection through a pair of binoculars confirmed Edwards' guess. "We found 217 Vietnam^ refu­ gees packed into a fishing boat which was lying low in the water, Edwards said. "They had been adrift for 14 days. They were out of water and their food was very low." While part of the crew set up quarters aboard the President Roosevelt for the refugees, Edwards 4 /-tOG / February 1980 Sit 1 and the rest of the steward department prepared a hot meal. The crew set fire to the Vietna­ mese fishing boat where it wasn't a hazard to navigation and sunk it. Though none of ibt Roosevelt's crew spoke Vietnamese, some of the refugees spoke English and were able to talk about their ordeal. "They had shipped out under darkness," Edwards related. "Their engines had broken down several times and were pretty well shot. When they ran out of food and water, the Indochinese tried to wave at three different ships," Edwards continued. "A German container ship gave them water but wouldn't give them any food." Brother Edwards said the whole crew pitched in to help the boatpeople, who were detained aboard the Roosevelt for one day by local authorities in Singapore, given shots and then let ashore. Hcrnell Edwards �•-. ::--K--;'Ait.;: r-vv:'^?t •.: k "• •• - i- , .•":;::.iL'J^V^--.v f ' This is—and has always been—the basis of our political strategy. We help our friends and punish our enemies. The only problem is that labor's political friends have been declining in number, while our enemies grow stronger. •"J^HATS why the 1980 elections are so important to us. We have a chance to inflict real damage on our enemies this year, while at the same time, key some important victories for our friends. You should be glad to know that the SIU is already deeply involved in the 1980 elections. We are constantly meeting with other unions to develop an effective, coordinated campaign policy. Our people have been, and will continue to be active in state caucuses and primaries. We will be in there all the way. Our chances of ^ing a big winner in 1980 are reasonably good. But dont kid yourself. Building a successful political campaign takes time. And time is not on our side. It takes manpower to hit the streets with the proper literature, to organize rallies and to man the phone banks. But most importantly, it takes money. You cant do a thing in politics today without money. It takes money—and lots of it^for T.V. and radio time, and all the other things necessary to a successful campaign. For us, that's where SPAD comes in. For those who have signed the SPAD checkoff, be proud of it. For those who havent signed up, give it some serious thought. ET'S face it. The American maritime industry lives and dies by politics. We have no lock on our future. We have to work hard and fight hard every day to make a little headway. We have accomplished a lot as an organization through political action. It is our number one responsibility to protect it and make it better. And thB most effective way of doing just that is through continued political action. You see, brothers, people make politics and politicians make laws. If the wrong people are making the laws, our whole way of life—the seafaring life—can be jeopardized. Again, 1980 is an important year for us. We can win some big fights if everyone participates through SPAD and by volunteering some time when you are on the beach. The SIU is in there pitching right now. Well be in to the end. Plan on doing your part. Headqiiart4%r»« by SIU Executive Vice President Frank Drozak HINGS happen fast in politics. A few months ago, Jimmy Carter's re-election campaign was barely treading water, while Ted Kennedy was coming on like gangbusters. Now, Jimmy Carter is riding the crest of the wave of the Iranand Afghanistan crises, and Ted Kennedy is wondering what hit him. Who knows! In another few months, the tide may very well turn back to Kennedy. Either way, you can be sure of one thing. The 1980 presidential race is going down to the wire. Politics is a hard, tough, heartless business. Voters forget what happened last year or last month. In politics, the voter asks one question of a candidate. What have you done for me lately? This year, the voters are going to be asking a lot of politicians that question. Because this year, the presidential election, as crucial as it may be, is just one of hundreds of important offices up for grabs. HE entire House of Representatives—all 435 seats—will be contested. So will nearly one third of the Senate, as well as numerous important gubernatorial races. The SIU and the labor movement in general have a lot of friends in that number. Most of them will be in political dogfights to keep their jobs. It is our unshakeable responsibility to see that our friends do keep their jobs. At the same time, there's a whole flock of politicians in office who we would love to get rid of. These are people who have fought against our own political initiatives in regard to the maritime industry, as well as doing their damndest to block the goals of the labor movement. To us, these politicians are dangerous adversaries. You can be absolutely sure that well be doing our best to get these politicians un-elected. T T L U.S.C.G. Stall on Asbestos Blasted By Unions S POKESMEN from mari­ time labor and industry told a House Subcommittee last month that the Coast Guard and the Maritime Administration are playing "Russian Roulette" with the health of U.S. merchant seamen. The Subcommittee on Coast Guard and Navigation of the House Merchant Marine and Fisheries Committee, chaired by Rep. Mario Biaggi (D-NY) held the first of two planned hearings on Jan. 24 to determine the risks of asbestos exposure to maritime warken. SIU Executive Vice-President Frank Drozak submitted a statement oulining the SIU's vieviv for the hearings. Testimony from. witnesses before the Subcommittee also included National Marine Engineers Beneficial Assn. President Jesse Calhoon and medical expert who sounded the same note; merchant seamen especially engine department personnel, are exposed to the i: known cancer-causing effects of asbestos daily and little action has been taken to offset that exposure. "The Government addressed the asbestos problem for ship­ building and other occupations in 1972," MEBA President Calhoon told the Subcommittee, "when OSHA promulgated regulations limiting asbestos exposure." (OSHA, the Occupa­ tional Safety and Health Admin­ istration, is one of the federal agencies charged with overseeing on-the-job health and safety). "However, OSHA does not have jurisdiction over vessel personnel," Calhoon added,"and we have j^ef to see any reflations come out of the agency that does exercise ^thority in tl^ area: the U.S. Coast Guard." In spite of their laxity in guarding engine room amen from exposure to asbestos, which is found in insulation on boilers, steam pipes and other engine room equip­ ment, the Coast Guard is aware of the problem. In 1978, the Coast Guard received the results of x-ray testing conducted by Dr. Robert W. Jones of Tulane University's Pulmonary Diseases Section. The testing revealed asbestosrelated lung abnormalities in 12 percent of 6,671 seamen ex­ amined. That 12 percent takes on even graver implications when com­ pared with asbestos-related illness rates of 4.8 percent for factory workers and 3 percent for shipyard employees. The Coast Guard's response to the Tulane University study was that they were engaged in the "active development of marine occupational safety and health regulations which will address chronic exposure problems directly." Two years later, the Coast Guard has still not come up with protective regulations for merchant seamen. Letters introduced by wit­ nesses before the Subcommittee also indicated that the Maritime Administration is dragging their feet on asbestos regulation. MarAd is conducting a surv^r to determine the extent to which engine room seafarers are exposed to asbestbs contamina­ tion. But the study will not be concluded for two years. The only other step taken, or planned, by MarAd in asbestos exposure regulation was a 1975 ruling. Since that time, asbestos materials have been banned for use in new commercial ships built under Mar Ad-administered government aid programs. MarAd has said that asbestos regulations are the province of OSHA, the Environmental Protection Agency and the Coast Guard, not of the Maritime Administration. All the witnesses before the Subcommittee warned that while the Coast Guard and MarAd continued to argue over whose jurisdiction asbestos regulations falls under, maritime workers are continuing to work around the carcinogenic material ' I. I i -f- t !,' * I -••4 •••,!_ 7 i r'» i • 'Tt' •1 { I 4 fv •h, • 'A •J •-^1 'A '-K February 1980 / LOG / 5 - -i �Carter's Budget Asks $567M for Maritime WASHINGTON, D.C.—The $616 billion budget proposed late last month by President Carter for Fiscal Year 1981 contains . many important maritime items. Of special concern to seamen are" the merchant marine subsidy re­ quests made by the Maritime Administration (MARAD). For 1981, MARAD has asked for $135 million in Construction Differential Subsidy (CDS) funds and $348.5 million in Operating Differential Subsidy (ODS) funds. CDS and ODS monies help American shipbuilders and ship operators function in the face of cut-rate foreign competition. In the budget it is noted, however, that despite Federal subsidies the U.S. merchant marine "faces an increasingly uncertain future." In order to "reverse the existing unfavorable trend and to promote the industry more effectively," the Administration referred to its proposed legislation "to reorient the subsidy programs toward the growing market in the transpor­ tation of bulk commodities." That's why the CDS of $135 million is basically slated to be used for the construction of five new dry bulk cargo ships in the 35,000-45,000 d wt range. This is a planning figure, though. There are no specific applicants as yet. Concerning the $348 million for ODS, the budget noted that • "emphasis will continue to be placed on assuring that U.S.-flag bulk ship operators will be able to provide essential bulk services." Some of the other items in MARAD's budget request in­ clude $18.7 million for Research and Development and $65.6 million for Operations and Training. Under Research and Develop­ ment are projects, such as, a study on Great Lakes Inland Feeder services, and the comple­ tion of research in the areas of ship operations, design and ship maneuvering. Operations and Training in­ clude such items as development of waterborne transportation systems, and the operation of the U.S. Merchant Marine Academy. Also, as part of Carter's overall budget, an estimated $1.5 billion in ship construction loan commitments will be guaranteed by the government for 1981. Further, outlays for water resources programs will be $4.1 billion, and monies for water transportation programs amount to $2.3 billion. The Federal Maritime Com­ mission has requested $12.2 million for its expenses. According to the budget, the FMC's "major program objectives for 1981 will continue to deal with the issue of illegal rebating and other forms of malpractice by carriers operating in the ocean trades of the United States; and achieving compliance with the statutes through an effective regulatory program." Other budgetary items relating to maritime include the monies for the Coast Guard and the U.S. Navy. For the Coast Guard, the fiscal Year 1981 budget includes $1.8 billion in budget authority, an increase of $123 million over last year. Among some of the highlights of the Coast Guard budget are: $17 million for a new icebreaking tug and one new river buoy tender; $104 million for continuation of a replacement program for overage and obsolete cutters, and $22 million for continuation of modemization programs for buoy tenders and patrol boats. Also in 1981, the Coast Guard will take over from the Navy full responsibility for the operation of OMEGA, a world-wide navi­ gation system. The Navy budget is part of the national defense budget which is estimated at $146.2 billion. For 1981, the Navy request for shipbuilding and conversion amounts to $6.1 billion. This would include such vessels as a fleet ballistic missile ship, mine warfare and patrol ships, and auxiliary craft. The President's budget also calls for a resumption of the Strategic Petroleum Reserve Program (SPR). The Adminis­ tration believes that the protec­ tion afforded by a billion barrel reserve is still needed. The budget notes that "no oil purchases for the strategic petroleum reserve have been made since March 1979, but purchases could be resumed in 1980 depending on international market conditions." According to the budget, the Program had $4 billion available for oil acquisitions, "$2.3 billion of which is proposed for reappropriation in 1981." The budget assumes that delivery may be resumed in June, 1980, at a level of 100,000 barrels per day. U.S. ships are guaran­ teed half of these cargoes. It's planned that by the late 1980s, 750 million barrels of SPR oil will be in government storage. Also, the Administration proposed a 1981 P.L. 480 food and aid program budget author­ ity of $1.1 billion. This would "permit shipments of 6 million metric tons of food, the same volume as in 1980." U.S. ships get half of these cargoes, as well. The Administration has also proposed a "food security re­ serve" of up to 4 milliqn metric tons for use in the food aid program. Maritime Authorization: Another Battie Brewing? A LTHOUGH the maritime . industry is complex and often filled with uncertainties, one thing is readily understand­ able: no single development affects seamen more directly than passage each year of the Maritime Authorization Bill. Congress is required to pass a Maritime Authorizations Bill annually. The legislation is exactly what the title suggests: a budget.Federal money is allotted to those programs considered to be in the public's best interest. Last year, over $400 million was authorized for the following items: operational and construc­ tion differential subsidy pro­ grams, maritime research and development, and maritime education and training. The operational subsidy (ODS) and construction subsidy (CDS) programs alone ac­ counted for over $350 million of the monies approved by Congress for development and maintenance of the maritime industry. These subsidy pro- grams were established under the terms of the Merchant Marine Acts of 1936 and 1970. The Merchant Marine Act was enacted because Congress recog;nized the need for this country to maintain a merchant marine manned and huilt hy American citizens. Congress has had an unfortu­ nate tendency to disregard the spirit of the Merchant Marine Act. They have in fact, allowed the merchant marine to deteri­ orate badly. Were it, not for careful monitoring by the SIU and other maritime interests. Congress might conceivably cut back on the Federal funding of opera­ tional and construction differen­ tial subsidies, even though these subsidies are among the few constructive actions taken by Congress to keep the American fleet aloat. Last year. Congressional opponents of the subsidies waged an all out war to have the subsidies reduced, or changed in such a way as to totally negate their effectiveness. Briefly, the ODS and CDS programs help close the gap between the cost of buildingships in the U.S. and crewing them with Americans as opposed to foreign vessels. Soon, no doubt, you'll be reading stories in the Log detailing the progress of the Maritime Authorizations Bill for fiscal year 1981, even though the Maritime Authorizations Bill for 1980 was just signed into law. Don't skip over these stories, even though you may be sick of reading about facts and figures and maritime authorizations. For behind these stories will lie an important consideration: Your job. Allegiance Committee / payoff laJt month KefBS^ secremry-reforter Delegate Ed Sf ® crewmember of the ST Allegiance (lOM) at a Linden. N.J. They aFe (I. to r!) AB Mike Chief Steward George Rusholt, Maintenance Jim. Elwell. deck delegate and Engine 6 / LOG / February 1980 ir" .C'. VLfl ' v:,- �• •.. 1 .;r= SfU Boatmen Crew New Flagship of National Marine In the wheelhouse of the National Energy on the day of christening in New Orleans, La. are, from the left: Gerry Brown, SlU port agent in New Orleans; Capt. Red Benoit; Joe Sacco,- SlU vice president, and Relief Capt. Lindley McDonald. Shown underway is the National Energy, the impressive new flagship of SIUcontracted National Marine Service. To emphasize the energy efificiency of the inland waterway industry, a new SlU-contracted boat was christened last month in New Orleans, La. as theTVdtiono/ Energy. Owned by St. Louis, Mo.based National IVbrine Service, Gulf Intracoastal waterway and the lower Mississippi River system. Measuring 140 feet in length, she has a beam of 42 feet and is powered by two turbo charged diesel engines. She was built by Dravo Corpo­ the 5,600 horsepower hoat has become the flagship of the company. Her name also symbolizes her role in the carriage of America's energy resources. She will be moving bulk petroleum and chemical products, mainly on the ration's Engineering Works Divi­ sion and launched from its Neville Island shipyard near Pittsburgh, Pa. National Marine, where SIU Boatmen recently won an historic contract, operates 22 other tOwboats and 163 barges. Buffa/o Union Hall Closed: Cleveland Facility To Be Reopened As of Feb. 1,1980, the SIU hall in Buffalo, N.Y. was officially closed. The Union hall in the port of Cleveland, Ohio, which has been closed for the past two shipping seasons, will be reopened after renovation work is completed. The SIU made the decision to close the Buffalo hall and reopen Cleveland based on two factors: the needs of the Great Lakes Union membership and a shift in Lakes shipping traffic. Though Buffalo was once one of the busiest of Great Lakes ports for SIU members, tbat is no longer true today. In spite of the fact that the 611,000 tons of ore, coal, grain and general cargo which moved through Buffalo during 1979 was the second highest total reported in the port's history, most of those cargoes were foreign-bound and moved on for­ eign ships. In addition, Buffalo's former status as the biggest winter lay-up port on the Lakes has declined sharply in recent years. In the past. Buffalo had wintered as many as 20 to 30 ships loaded with storage grain. This year, there are only two or three such ships laid up in that port. But shipping activity at the port of Cleveland is booming. Located two steps away from the Cuyahoga River (which locals call the Cleveland Creek) many SIUcontracted Great Lakes vessels pass by the hall. And several Great Lakes ship operators are headquartered in the city. The winding, Cuyahoga River is an important artery for Great Lakes shipping. In fact, American Steamship Co. is building a vessel, to be delivered in the fall of 1980, especially for transit on the Cuyahoga. Hull #724 will be making a regular run from Lorain, Ohio with ore for steel mills on the upper river. The specially designed ship will be crewed by Great Lakes Seafarers as are all American Steamship Co. vessels. Another factor involved in the decision to re-open the Cleveland Union hall is the presence of an SIU clinic in the area. Buffalo has no clinic and those Seafarers shipping out of Buffalo had to travel to Cleveland for their physicals and then make the return trip back up to Buffalo. Finally, when the Cleveland hall is Ogden Leader Committee Vietnam Seaiift Vets Any merchant seamen who might have visited Vietnam between 1946 and 1975, and would like to contri­ bute either stories or photographs for a book project now nearing completion, is urged to contact the author, Michael Gillen, at the following address: Seafarers Intei> national Union, LOG Office, 675 4th Ave., Brooklyn, N.Y. 11232. Or call: (212)499-6600 ext. 243. All letters will be answered promptly, and all photos will be returned upon request. Shipmates shaking hands are (I. to r.) Steward Delegate Earl N. Gray and En^ne Delegate Ernest Ramirez, members of the Ship s Committee of fhe ST" Ogden Leader (Ogden"Marine). Also on the committee are (I. to r.) Recertified Bosun Macon Welch, ship's chairman and Deck Delegate Mike Cramer. The tanker paid off late last month at the Exxon Bayway (N.J.) Dock. active again, SIU reps will grease the wheels to get the Cleveland Maritime Port Council, inactive for the past several years, going again. The painting and other repair work on the Cleveland hall will be. completed in time for the start of the 1980 shipping season. A port agent will be assigned to the hall but has not yet been named. The Cleveland SIU hall is located at 1290 Old River Rd., Cleveland, Ohio, 44113. The phone number is (216) MA-1-5450. Lakes Seafarers Get COLA Increase Under the terms of the SIU's contract with the Great Lakes Association of Marine Operators (GLAMO) and JKinsman Linl^, Great Lakes Seafarers received the first cost of living adjustment for 1980. Effective Feb. 1, Great Lakes SIU members received a 21 cents per hour COLA, added on to their regular hourly wage rates. During 1979, Great Lakes Seafarers received cost of living adjustments totalling 82 cents which were rolled in and included in wage rates effective at the New Year. COLA'S are based on increases in the Consumer Price Index which is published quarterly. For every .3 point rise in the CPI, Great Lakes Seafarers receive a one-cent-anhour add-on. The Index for December rose to 230, a 6.3 point increase over September's Index. The next adjustment date for 1980 will he May 1. February 1980 / LOG / 7 vC .t » • - ;• ' J:L "I J n �Tug Crew Triumphs in Firefighting Ordeal Spearhead Week'Long Effort to Squelch Tanker Fire ttyVE been scared before, but A I've never been scared like M. that." Larry "Sea Dog" Evans, a young Deckhand on the SIUcontracted harbor tug The Judge (G & H Towing Co.), probably wasn't the only one scared, amongst those who fought the fire on the stricken Liberian tanker Burmah Agate last November. The 772-foot tanker was loaded with 16.3 million gallons of light crude oil when she collided with the Liberianregistered freighter Mimosa, 4.5 miles off Galveston Bay, during the early morning hours of Nov. 1. Both ships immediately burst The Judge, up close, pours it on in the week-long firefighting ordeal, into flames, and all but four of aided significantly in putting out ski (who manned the Monitor), the Burmah Agate's 36 crew- the fire on the SS Mimosa, then "was when the Coast Guard told members were lost. turned their attention to the SS us it was 'perfectly alright to go The entire 26-man crew of the Burmah Agate. On the evening of back in.' So we went back in Mimosa was saved, but not until November 1 they were joined by close, put a line on the ship, and after they had left their ship, with the tug Laura Haden. started to pour it on again. But engines still running and the The Log caught up with The the line broke and we drifted wheel hard over, to run amok Judge in Galveston recently, and back about 50 feet. Then the ship through a section of the Gulf spoke with the second watch to blew again. It's good thing the that's dotted with gas and oil man the boat after the collision line broke." wells. Fortunately, the ship was took place. (Those on the first The explosion ripped the brought under control before any watch, who we did not have a pumphouse off the deck of the further damage could be done. chance to speak with were: Capt. ship, and "that's when the The flames, smoke, intense J. B. Niday, Engineer Harold heat and periodic explosions of a McDaniel, and Deckhands Ray kingposts started crisscrossing," burning oil tanker is enough to McGuire and Otto Bruggeman. said Jankowski. The heat was so scare anybody—especially if you Both McGuire and Bruggeman intense that the ship's bell melted are up close. The men who work are graduates of the SIU's Harry before the firelighters' eyes. While Sarvis, Evans, and The Judge were up close. Lundeberg School.) Jankowski worked feverishly In a recent letter to the Log, Bobby Sarvis, Mate on The Capt. R. D. Fasano of G & H Judge, comes from a family of topside. Engineer J. C. Tilsdale Towing explained the initial Texas boatmen, and we were told kept the pumping equipment sequence of events that followed that he can "drive a boat better'n going down below, lending an the collision of the two ships. anybody." At 27 Sarvis already able hand elsewhere when he "Immediately after the accident," has 10 year's experience -with could. Those who manned the hoses wrote Fasano, "it became G & H Towing. When asked to apparent that proper firefighting give us his impressions of the could clearly see the Burmah equipment was not available. As Burmah Agate disaster, Sarvis Agate's tank tops "huffing and a result, three of our tugs were said: "The first watch was out puffing, and fixin' to blow." eventually dispatched to aid the there for about a day, and then Green smoke (the sign of boiling U.S. Coast Guard in their we were brought out to take over oil) seeped out from under the efforts." for them. During the crew change First on the scene was the tug the ship blew up again and we all C. R. Haden, followed shortly by had to leave. After a while we The Judge. These two boats went back alongside and did what was possible. Our orders were kind of vague: 'Do what you can do'." Ship Blew Again ' •• The Judae's monitor poured 1,000 gallons a minute on thie burning tanker. VA •. I . : rr-,. The idea was to contain the fire as much as possible to the aftersection of the stricken tanker, to keep the forward tanks from blowing. Using two standard firehoses, plus a swivel "monitor" with a six-inch hose, the crew of The Judge poured seawater onto the flames and tank tops of the Agate. "What freaked us out the most," said Henry C. J. Jankow- warped covers. "It was very, very hazardous," said Jankowski, a veteran of several trios to Vietnam in ammo-laden ships. "And there wasn't a piece of paint left on that ship anywhere," he added. ' •> Fought Fire a Week The three G & H Tugs stayed on the scene of the burning tanker for about a week, providing the primary firefight­ ing effort during that period. It was finally decided that the fire could not be put out altogether, so it was allowed to smolder and burn until early January when, on Jan. 8, it was declared officially out (after 69 days). Though it is expected that as many as 6.3 million of the original cargo of 16.3 million gallons may still be salvaged from the Burmah Agate's forward tanks, the vessel itself will eventually either be towed to sea and sunk, or scrapped. As for the crew of The Judge, and the other boats that participated in the effort to contain the flames on the Burmah Agate, not enough can be said about them. The Coast Guard had high praise for the performance of the G & H crews. Mate Bobby Sarvis summed things up by saying that it was "a well run operation, and there were no injuries amongst the G& H crews." But perhaps the most fitting comment came from Capt. Fasano in his letter to the Log. when he concluded by saying: "1 would like to take this opportun­ ity to congratulate all these men for their fine efforts which gave evidence of the skill, seamanship, dedication and courage of your membership and the American seaman. They fought the fire on the Burmah Agate: I. to r.. Mate Bobby Sarvis. Engineer J. C. I iisdale, Deckhand Larry Evans, and Deckhand Henry C. Jankowski. 8 / LOG / February 1980 --•ssi.wiie'rtwfc. - C • • V- �si' •^•"1• El V -• « u 'siV-^rss TO in to I I I I I I I 1 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I II I I I I I Seafarers International Union of North America. AFL-CIO February 1980 Legislative. Administrative and Regulatory Happenings Fra/z^ Pecquex Assigned to Washington: Adds New Dimension to SIU Team In the vital area of legislation, the SIU has taken another step to insure that its members' interests are protected. Frank Pecquex, who worked at Union Headquarters as assistant to Executive Vice President Frank Drozak, has been assigned by Drozak to the SIU's legislative staff in Washington, D.C. Because of his many years with the SIU in New York, Pecquex brings an in-depth knowledge of Headquarters' operations and the needs of the membership to his new assignment. Pecquex began working for the SIU in October of 1967. He received a B.A. from St. John's University in New York and his first job with the SIU was in its Research Department. During his years with the SIU, Pecquex continued to study at night at St. John's and earned his Masters degree in history. 14 Towboat Scholarship Winners Attend TI Seminar in Washington In 1974, Pecquex began working closely with Dro^k as his assistant. In that year and in 1975, he spent a.lot of working time on the Union's Sabine Organizing Drive. More recently, Pecquex worked in manpower operations at Headquarters, both in the deep sea and inland fields. Because of this wide ranging knowledge of Headquarters and of the membership's needs,. Pecquex will add a new dimension to the important work that must be done in Washington, D.C. Talking about his new assignment, Pecquex said that the "job \^ill require constant contact with Congressmen in an effort to explain how proposed legislation will affect the livelihood of all SIU members—deep sea. Lakes, and inland." He pointed out that the SIU has "long recognized the direct impact that legislation has on maritime affairs." He added that in light of recent increased "opposition to the On the Agenda in Congress... CONGRESSIONAL HEARINGS Two hearings—one in the House and one in the Senate—are scheduled later this month to address some important maritime matters. MARITIME AUTHORIZATION The Merchant Marine Subcommittee of the House Merchant Marine and Fisheries Committee will begin hearings on Feb. 22 on the budget authorization for the Maritime Administration for fiscal year 1981. In­ cluded in the MARAD budget requests are substantial appropriations for the various ship construction and ship operating subsidy programs. Committee Chairman John Murphy (D-NY) will chair the hearings. A second hearing is planned for Feb. 25. SHIP CONSTRUCTION Another group of inlarid waterways boatmen— participants in the Transportation Institute's Scholarship Upgrading Program—went to Washing­ ton earlier this month to attend a legislative and political action seminar. During their visit to the nation's capital, the SIU boatmen attended meetings at the Transportation Institute'and the AFL-CIO. Maritime Trades Department. Later, they visited a Congressional office and toured the Capitol. The boatmen were accompanied on their tour by SIU Legislative Representative Betty Rocker, and Lundeberg School Instructor Capt. Irwin Gros, and SIU Representative Nick Marrone. They all got together on the Capitol steps for this photo. Seen here with Ms. Rocker, Capt. Gros and Mr. Marrone are: James Parese, Edward Waldon, Clifford Goss, John West, Dana Ard, Michael Harat, David Lucas. Stepften Plach, Richard Stropich, Alan Watts, David Jones, Jeff Gainey; Max Sowell and Kenneth Killian. The Merchant Marine and Tourism Subcommittee of the Senate Commerce, Science and Transportation Committee will hold a hearing on' an application filed by Sea-Land to trade in eight SL-7 class containerships. (See story in this section of the LOG). The hearing will take place Feb. 22. Subcommittee Chairman Senator Daniel K. Inouye (D-HI) will preside. CONGRESSIONAL ACTION Congress this month took floor action on three items of particular concern to the maritime industry. maintenance of a viable American maritime industry, the Union realized that it must step up its activities on the legislative front." Frank Pecquex and his wife, Linda, have two children, Genevieve and Andrew. WAR RISK INSURANCE (S. 1452) On Jan. 25, the Senate passed legislation to extend the provisions of Title XII, War Risk Insurance program. As amended, S. 1452 extends the program for a period of five years until Sept. 30, 1984 instead of permanently, as originally provided for in the legislation. In the House, the bill was passed under a special procedure on Feb. 11. NEGOTIATED PROCUREMENT (H.R. 5913) ^ On Feb. 12, by a vote of 324-36, the House, under a suspension of the rules, passed legislation granting the Secretary of Commerce permanent authority to accept negotiated bids for ships to be constructed with the aid of construction differential subsidy. ' TERMINATION OF U.S./RUSSIAN MARITIME AGREEMENT (Res. 269) On Jan. 30, Congressman John Murphy (D-NY) and Congressman Paul McCloskey (R-CA) introduced a resolution calling for the termination of maritime agreements betvyeen the United States and the Soviet Union. In a statement released on Jan. 29, Congressman Murphy stated that the termination of the Agreement on Maritime Matters which the U.S. entered into with the Soviet Union on Jan. 1, 1976, would "effectively deny Soviet merchant vessels access to at least 60 U.S. ports." Congressman McCloskey further stated "the resolution will make it clear to President Carter that it is the will of the Congress and of the American people that the Soviet Union be punished... until it withdraws all of its troops from Af­ ghanistan." This measure has been referred to the House Committee on Merchant Marine and Fisheries and Foreign Affairs. # I i i L "J February 1980 / LOG / 9 2V immy mm �Industfy Neivs (Die B\X\ in l\lQSl)inato^^^fit /• Sen. Warner Tells NMC He's 100% for Strong U.S. Maritime Sen. John Warner (R-Va.) told the NMC gathering that he Is 100 percent for a strong U.S. maritime industry. EN. John Warner (R-Va.) told a gather­ ing of 300 shippers, shipowners and representatives of maritime labor that the U.S. maritime industry can count on him for support in the Senate. Warner made his remarks at a forum sponsored by the National Maritime Council, a labor-management promotional group for U.S. maritime. The former Secretary, of the Navy said that the U.S. must recognize the importance of seapower to the national security of America and our allies. He said that Russia's program to build up her merchant and naval fleets is a serious threat to U.S. security, especially in light-of America's declining maritime position in relation to other world fleets. Sen Warner also stated that the American shipbuilding industry is in deep trouble. He said that a total of 66,000 shipyard workers face unonployment lines in the next decade unless proper steps are taken to insure work S for U.S. yards. Warner's home state of Virginia employs 25,000 shipyard workers. Warner made it very clear that the industry should not expect Congress to do a thing unless pressured by the industry. He suggested the formation of a maritime caucus in both houses of Congress. He said that the caucus system has worked well for the coal industry, in particular, Warner said that the industry must make an all out effort in Washington to educate Congress on the importance of seapower to national security. He also said that the industry must make serious efforts to stimulate the Administration into action to support maritime. Blackwell, Gibson Attend T WO former Secretaries of Commerce for Maritime Affairs were in attendance at the NMC gathering. Andrew Gibson, now president of Delta Lines, and Robert Blackwell, now a private consultant for maritime, gave their views on the situation. The two agreed that maritime's big problem is that neither Congress nor successive Administrations believed that a strong U.S. merchant marine is necessary to national security. Gibson said that he felt there was little or no comprehension in Congress of the important international tool seapower can be to a nation. Blackwell stated that the only time America looks to her merchant marine is in time of national emergency. He said, "we need a long range program with long term goals so that 10 or 20 years down the line, America will be ready for any eventuality, at least in regard to seapower." ILA President Teddy Gleason wants a firm decision by the Supreme Court concerning contested work rules in the ILA contract. ILA's Gleason Gives Address . S PECIAL guest speaker at the NMC forum was ILA President Teddy Gleason. He told the shippers and ship­ owners in no uncertain terms how upset the ILA is over court rulings which attempt to destroy certain job preservation work rules in the ILA contract. Gleason noted that the ILA contract expires in September 1980. He said that the ILA desperately needs a "firm decision by the Supreme Court on the validity of'Rules on Containers' under its historic work preservation doctrine. We need this in order to know whether we are properly charting our collective bargaining courses." v Gleason said that the ILA wanted a new contract without a strike. But he said, "we demand decent wages and job security for our membership." Capt. Stone Is Named US Maritime Attache; Was11 Representative Captain Richard W. Stone was appointed this month to be the U.S. Maritime Administration's foreign representative in Athens, Greece. The announcement was made by Samuel B. Nemirow, Assistant Secretary of Commerce for Maritime 'Affairs. Prior to his appointment. Captain Stone was Director of Maritime Affairs of the Transportation Institute, an organization which represents 130 maritime companies engaged in the nation's foreign and domestic commerce. In this position, he acted as liaison with Federal agencies whose policies and programs affect the maritime industry. In his new position. Stone will be responsible for maintaining contact with foreign governments in his area of responsibility, and shipping industry executives. He will monitor foreign shipping laws, regulations, and policies which could affect the competitive operation and construction of U.S.-flag merchant ships. Although stationed in Athens, Stone U.S. Announces It Will Rejoin ILO President Carter has announced that the President Carter said his decision to again United States will again be a participating participate in the organization is based on member of the United Nation's Interna­ his belief that the ILO "has successfully tional Labor Organization. The U.S. returned to its original purposes." severed its ties with the international labor The ILO was founded in 1919 under the body two years ago when it became clear Treaty of Versailles which ended World War that the organization was injecting politics 1. It is the only international organization into its deliberations and "began straying with labor, industry and government too far from its fundamental principles." representatives from each member country, The U.S. is scheduled to officially rejoin and it is the only international organization the ILO as of Feb. 18 when Secretary of surviving from the Treaty of Versailles. State Cyrus Vance presents a letter from the The mission of the ILO is to improve President to the labor organizations director world-wide labor standards and working in Geneva. conditions, and to promote human rights. will also be the Agency's liaison with the maritime interests and governments of Italy, Turkey, Israel, Yugoslavia, Egypt,and other countries of the Middle East and Africa. During his career with the Transportation Institute, Stone was instrumental in formulating private industry positions in support of negotiations which led to the landmark U.S.-U.S.S.R. Maritime Agreement. He also participated in the development of concepts and provisions of the Merchant Marine Act of 1970. Capt. Richard Stone 10 / LOG / February 1980 -JtSTT-. . i ly -' • — �.-^ri i T'.;^ AFL-GIO Maritime Tj;ades Department ESOLUTIONS and reports R ranging from energy to wage standards laws to the ments strengthened and extended the restrictions against the export or exchange of Alaska North dredging industry were handled Slope crude oil. by the Maritime Trades Depart­ • Defeat of bills to repeal the ment's Executive Board at its 1931 Davis-Bacon Act which annual midwinter meeting in Bal requires that contractors on Harbour, Fla. Federally-funded projects of Representatives from the 43 $2,000 or more pay locally national and international "prevailing wages." • Enactment of legislation unions, including the SIUNA, also voted unanimously to make providing for the operation of acting SIU President Frank five U.S.-flag passenger vessels in Drozak president of the MTD. the domestic passenger trade. This action was taken because of • Defeat of efforts to tax the President Paul HalTs serious fringe benefits of American illness. (For a full story, see page workers. 3 of this Log.) Following are some of the A number of important repre­ issues still before the U.S. Con­ New MTD President Frank Drozak, left, chaired the MTD Executive Board meeting this sentatives from labor and the gress: Congress spoke to the Board at Ocean Mining: The MTD is month with the able assistance of MTD Vice President Steve Leslie, right. the two-day meeting. They were, working hard to insure that new Farms in Laurel, Miss. Members FOREIGN VESSEL TRADE-IN from the AFL-CIO: President jobs and other benefits created by of one of MTD's affiliates, the Sea-Land Service, Inc. wants Lane Kirklahd; Secretary- ocean mining legislation will flow International Chemical Workers to trade-in to the governntent Treasurer Tom Donohue; Legis­ back to the U.S. and to American Union, have been on strike against their repressive employer eight SL-7 containerships. The lative Director Ray Denison, and workers. MTD urged that the government Omnibus Maritime Legisla­ since Feb. 27, 1979. Research Director Rudy Oswald. take no action on this trade-in There is a national boycott of Speakers from the Congress tion: The purpose of the Omni­ until all the facts are made were: Representative John Mur- bus Regulatory Reform, Revital- the company's product, labeled available and until there is some phy(D-N.Y.), who is chairman of ization and Reorganization Act as Miss Goldy's. contractual agreement to build the House Merchant Marine and of 1979 is to significantly increase new vessels in the U.S. Fisheries Committee, and Repre- the amount of cargo carried on COAST GUARD sentative Leo Zeferetti (D-N.Y.), U.S. vessels. The MTD, which is MARITIME POLICY Because of the Coast Guard's who is on the important Rules fully in support of this idea, is STATEMENT Committee. Stories on some of watching this bill carefully poor performance, the MTD The MTD contends that a the speeches appear on page 14 of however because of provisions Executive Board voted to return comprehensive and aggressive which might badly affect certain to the Department of Commerce this Log. national maritime program must the Guard's functions and re­ be enacted if the U.S. maritime Following is a brief rundown segments of the industry. of some of the resolutions and re­ Alaska Lands: The MTD is sponsibilities relating to the industry is to be rejuvenated. ports handled by the board: working for enactment of legisla­ civilian merchant marine. Among the things it recom­ The Coast Guard is the Federal tion which strikes the proper mends are: balance between conservation agency with jurisdiction over the ENERGY • promotion of bilateral ship­ and commercial development in inspection and operation of U.S. ping agreements with America's The U.S. must develop a Alaska. merchant vessels and the licens- trading partners. national energy plan that will Refinery Incentive Plan: The ing and certification of shipboard • utilization of the U.S. lead to greater energy self-suffi­ development of a refinery incen- personnel. merchant marine as a military ciency for the country. Yet, since the Coast Guard auxiliary fleet. tive program in the U.S. has long Among the MTD's recommen­ been a goal of the Department. obtained this jurisdiction from • implementation of a na­ dations are: That's why it's closely watching the Department of Commerce, its tional energy and minerals policy • utilizing domestic resources the Domestic Refinery Develop­ efforts in both these areas have which recognizes the essential at home rather than exporting ment and Improvement Act of been lacking. So has its efforts to role of the U.S.-flag fleet. them. implement the goals of the 1979 which is in Congress. • elimination of the Virgin • establishing goals for alter­ Occupational Safety and Health Small Vessel Manning: The Islands' loophole in the Jones nate forms of energy to replace MTD opposes legislation, H.R. Act of 1970 and the Outer Act. specific amounts of imported oil. 5164, which would erode existing Continental Shelf Lands Act of • initiation of incentives to re­ • building up the strategic safety regulations as well as 1954 as amended. build the U.S.-flag dry bulk fleet. petroleum reserve. manning and working conditions • diversifying our energy on small vessels. imports. SHIPBUILDING Maritime A uthorizations: • constructing the Northern MTD remains committed to the The U.S. shipbuilding indusTier Pipeline System. proper and adequate funding of try, the MTD feels, must work U.S. maritime programs. harder than ever to support LEGISLATIVE REPORT Corporate Democracy Act of activities and legislation that The MTD has participated in 1980: The Executive Board promote and expand the ship­ numerous efforts and worked supports this Act which would building market. vigorously for the enactment of reform the internal governing Also, the MTD supports legislation which would improve structure orTJbrporations. certain legislative moves in the job and economic well-being Congress that would benefit U.S. STRIKE AT of American workers. Among shipyards. These include a SANDERSON FARMS them were: proposal to expand the U.S. • Enactment of the Export The MTD pledged to play a fishing industry as well as the Administration Act Amend­ strong and continuing role in the Deep Seabed Hard Minerals ments of 1979. These Amend- struggle of workers at Sanderson Resources Act. •'''u-X -1 X ] • • 5 Special 4 Page Report February 1980 / LOG / 11 . (- n,'' : I �••H. .r'r Vv-:; -? Frank Martino, president of the Chemical Workers, hits the deck on the Sanderson Farms strike. Roman Gralewicz, president of the SID of Canada, is Eastern Area Executive Board member of MTD. Bill Lucy, secretary-treasurer of AFSCME, gave fylTD Board report on threat to public employee jobs due to proposition 13 tax cuts. Leon Schacter, vice president, United Food and Commercial Workers. Executive Board Meeting, Feb* 14-15, 1980, Jesse Calhoon, president of National MEBA, delivered report on legislation to MTD Board. Ed Panerello, officer of the MTD Port Council for Greater New York and Vicinity. Here are, from the left Whitey Disley, president. Marine Firemen's Union; George McCartney, of the SlU, and Roy "Buck" Mercer, head of the Military Sea Transport Union. 12 / LOG / February 1980 mmm Julius Isaacson, president of the Novelty Workers, asked MTD for help to pressure professional sports franchises to buy American. Frank Raftery, president of the Painters Union. Mrs. Jean Ingrao. Executive Secretary-Treasurer of the MTD. �':V •:» ,4 '' .. iJ.JI,..: . -I'i".?' Xy, Sf^LPfS^ P-'"-' Workers Union. BobSm,,h,pres,d.m;;^,heRaS;o«ice;s Union. Midwest, and an international vice presi­ dent of the SiUNA. 1 Maritime Trades Department, AFL-CIO • I •••V'r I f -r;? r -- ; :;, fr .l?/': -i i- ^ •":;- i' X- : . n r,•4,: "1 •HSII rd workers, George Poulin, vice president of the '™"- Aerospace su-ar-u-ni^rorMis,^ and Workers. Dominick Carnevale, of the Plurribers and Pipefitters Union. I f?iil 4'..; # • •• -s'' The MTD Executive Board meeting listens in as AFL-CIO President Lane Kirklanddelivers keynote address. February 1980 / LOG / 13 i'ES"".; • ;. <r : i ,-i • .- .:,. -'i .-P < �J oeakers at MTD Exec. Board ., Kirkland Wants Teamsters, UAW, UMW Back inAFL-CIO I '••'' i . -f 'C , i :i • V #-• :i • r-. • t: . -Ir- •t !ia "'HE AFL-CIO's new president Lane Kirkland is far from being old fashioned. But Kirkland is a firm believer in the oldest and most basic concept of trade unionism—unity. Kirkland is also a believer in telling it like it is. And he told the mid-winter meeting of the AFL-CIO Maritime Trades Department ex­ actly how he feels about unity. Kirkland bluntly said that he wants the labor movement reunited under one banner—the AFL-CIO banner. He affirmed that it was time that the Teamsters, the United Auto Workers and the United Mine Workers come back into the AFLCIO after years of separation. Kirkland told the MTD that he had already "begun discussions" with the three prodigal unions on rejoining the Federation. He said simply, "I see no great obstacle standing in the way. There is no good trade union reason today why there should be this separation. In another area concerning unity, Kirkland told the MTD Board that he supported President Carter s move to rejoin the International Labor Organization. The U.S. pulled out of the ILO two years ago. Concerning the 1980 elections, Kirkland stated that individual Unions could support whomever they pleased for president. But he warned, "don't do it for free. Make sure you have a commitment of mutual support from the candidate you support." On the economy, Kirkland said that Carter's Fiscal 1981 Budget "was not a real good one. But it could have been worse." He said that the AFL-CIO was able to punch up Carter's Budget in at least four important areas dealing with job creation programs. Kirkland also reaffirmed the AFL-CIO's position that the burden of wage and price controls must not be thrown totally on the worker. Industry must share eqiially in keeping down inflation. AFL-CIO President Lane Kirkland Murphy: 'Omnibus BiU Will Secure 50% Share for U.S. Ships' ^ ^ EP. John Murphy (D-N.Y.) would like to see American ships carrying 50 percent of all American foreign commerce as opposed to the paltry 5 percent our fleet carries now. Murphy, who is chairman of the House Merchant Marine Commit­ tee, told the MTD Executive Board that this 50 percent goal can be achieved if his "Omnibus Maritime Bill" is passed into law. The Omnibus bill is very compli­ cated. And as Murphy found out in 25 days of hearings, the original draft of the bill did not have the complete support of all segments of U.S. maritime. • So, as Murphy told the MTD, he R • redrafted the bill to encompass the idea and suggestions of labor and industry. Now Murphy feels that "this could be the year of the U.S. flag if we can hold the divirgent interests of maritime together." More hearings, however, must be held on the new "Omnibus" bill before any action can be taken on it. Rep. Murphy also outlined other legislative issues he's been involved in lately. He told the MTD Board that he supports the ILA boycott of Russian ships. Murphy has introduced a resolution to terminate the U.S.USSR shipping agreement which allows Russian vessels to enter 42 American ports. Murphy has also introduced a bill to extend the use of USPHS hospitals to retired and disabled seamen. USPHS service has always been denied to retired and disabled seamen in the past. Oswald: 'US. Taking a Beating on Trade' One of the toughest jobs in the AFL-CIO is director of research. Rudy Oswald has this unenviable position. But he knows his business and is doing an outstanding job in providing the Federation with all the facts and figures on a wide variety of important issues, legislative and otherwise. Oswald told the MTD Executive Board his office is deeply involved at this time in disecting the proposed Federal budget for 1981. He also talked about the Multilateral Trade Negotiations and how once again the U.S. was allowing itself to get the dirty end of the stick in international trade. He said in the long run. it is the American worker who gets hurt when the U.S. allows nations like Korea, Taiwan and Hong Kong to flood the U.S. market with imported goods. Rep. Leo Z^erettv U.S. Needs National Maritime Policy I T'S important to know who your friends are and who your ene­ mies are in Congress. Rep. Leo Zeferetti (D-N.Y.) is a friend. He's a friend of maritime and a friend of labor. He has distin­ guished himself in only his second term of office as an intelligent and able Congressman. His first assignment after being elected in 1976 was to the House Merchant Marine and Fisheries DenisotK' Must Fight to Keep What We Have' The new Legislative Director of the AFL-CIO is Ray Denison. That's good for maritime, because he is a former editor of the Log, which he says has given him"a good understanding of the problems of maritime." f i But in his new job, Ray will have a lot more to worry about than maritime. He told the MTD Executive Board that "we have our work cut out just to hold onto what we have." However, Denison said that"even in this atmosphere we can move forward." Denison also pointed out the "potential horrors" facing labor should "we fail to be effective in the 1980 elections." In closing, Denison said that his immediate concern is "Senate con­ firmation of William Lubbers as 14 / LOG / February 1980 T t- HaeteS head of the NLRB." He said Lubbers is being opposed by busi­ ness interests. Committee. However, since his re-election in 1978, he has been serving on the Rules Committee, one of the most important and influential Commit­ tees in the House. Virtually, every major legislative initiative must travel through the Rules Comnittee. Any maritime bills that go through Rules will have the support of Leo Zeferetti. in fact, as Zeferetti told the MTD Executive Board this month, he believes "the U.S. needs a real national maritime policy." He told the MTD that part of a maritime policy "must include bilateral shipping agreements." The Brooklyn Congressman also stated that the U.S. "simply doesn't have the merchant fleet or Navy to get the job done" in the event of a national emergency. Donahue: 'Well Help Affiliates Organize' Tom Donahue has been Secre­ Donahue said other major con­ tary-Treasurer of the AFL-CIO for cerns of the AFL-CIO at this time only a few months. But already he is includes: wage and price controls; completely emersed in his job and the Federal Budget; attacks on has a lot of ideas on how the Occupational Safety and Health, Federation can help affiliated and the Iran and Afghanistan crises. unions. Donahue said (hat one of the prime concerns of unions should be "to organize new workers." He said that the Federation will be supplying increasing aid to affiliates to help them organize. In the past, organiz­ ing has largely been left as the responsibility of individual Interna­ tional Unions. He said the Federation would also be conducting programs on Pension Rep. • Rep. Investment Management. Jtrfin Murj^y Leo Zeforefti Rudy Omid �i'"-">a'ir-t.r - I • •(-. Review fioord to Decide y.A. Benefits for Seamen Issue Unions Submitting Appiieation On Behaif of Wartime Seamen O N the day President Frank­ lin Delano Roosevelt signed the first GI Bill into law, in 1944, he recommended that merchant seamni should abo be awarded veteran's benefits. "I trust," said Roosevelt, "that Congress will abo soon provide similar opportunities...to mem­ bers of the merchant marine who have risked their lives time and again during this war for the welfare of their countiy." Merchant seamen rbked their lives to the extent that 3.8 percent of their number perbhed, as a result of enemy action, in the first year of the war, compared to a 1.0 percent loss rate for members of the armed forces in the same time period. The overall loss rate of the merchant marine during the war was 2.8 percent, second only to the Marine Corps' 2.9 percent. In spite of their losses, and the tremendously vital role merchant seamen played in winning the war. President Roosevelt's rec­ ommendation was brushed aside as soon as the war was over. Many seamen who had high hopes of receiving "GI" benefits after the war—^who had been lead to believe so, by draft boards and other government.agencies— were sadly disappointed when it was all over. They became, as one writer called them at the time, "Heroes Without Priv­ ileges." Sure, they had their service ribbons and medals but, as the saying goes, "that and 50 cents '11 buy you a ride on the bus." All the prombes of future Ibenefits, and all the pats on the back for a job well done, didn't amount to a hill of beans. After 35 years, this long­ standing injustice might soon be rectified, thanks to Title IV of the GI Bill Improvement Act of 1977. Title IV paved the way for civilian groups, with wartime service, to receive veterans' benefits, and establbhed specific criteria by which their applica­ tions for benefits would be evaluated. Review Board to Decide But whether or not any group will eventually receive these benefits depends on the verdict of the three-member Civilian/Mili­ tary Review Board, the Depart­ ment of Defense body charged with evaluating all such ap­ plications. The SIU, along with other maritime unions, will soon pre­ sent its own application to the Review Board, on behalf of the thousands of merchant marine vets of World Warn. The basis for the joint mari­ time union application to the Civilian/Military Review Board is a 700-page study recently completed by Proskauer, Rose, Goetz, and Mendelsohn, a pri­ vate research firm. The applica­ tion formally proposes what Presideiit Roosevelt suggested 36 years ago: that merchant seamen be given the benefits they earned, the hard way, during World War II. The criteria specified in Title IV, by which determinations for benefits to civilian groups will be made, was also the basis for the conclusions made in the applica­ tion. This criteria specified consideration of the extent to which: (A) such group received mili­ tary training and acquired a military capability or the service performed by such group was critical to the success of a military mission, (B) the members of such group were subject to military justice, discipline, and control, (Q the members of such group were permitted to resign, (D) the members of such group were susceptible to assignment for duty in a combat zone, and (E) the members of such group had reasonable expectations that their service would be considered to be active military service. Using various published arti­ cles, sworn affidavits, wartime training manuals and memoran­ dums, and a multitude of other documents, the application con­ cludes that "Although Title IV does not require that all statutory criteria be met, this application demonstrates tl^at the members of the American Merchant, Ma­ rine who were in active ocean­ going service during World War IIsatisfy all statutory tests." As it to emphasize its point, the application f^urther states that, "A review of the history of World War II reveals no other group that satisfies the statutory criteria to the same extent" and, because of it, merchant seamen who served during the war "should be treated as veterans for purposes of all laws administered by the Veterans Administration." The application will be sub­ mitted to the Civilian/Military Review Board by the maritime unions this month. It's anybody's guess as to how long it will take the Board to reach a conclusion. But it's sure to come later on this year. For those who've already waited 35 years, for something they feel is that many years late in coming, an extra few months won't make too much difference. But for many merchant sea­ men—those who could've used the benefits years ago and have now passed on, feeling betrayed by the country they served—the benefits (if, indeed, they are to come) will arrive too late. Convenience Flags:3 Mishaps in 5 Days, Including Sinking a Bridge HE Liberian flag of-convenience fleet crewed by foreign seamen has started off the new year, and the new decade, true to form with disastrous and tragic accidents recorded all over the globe. In what may well be the most costly ship disaster in history, the Liberian-flag tanker Salem ex­ ploded and burned off the West African Coast, on Jan. 17, and subsequently sank. All crewmembers were rescued, but ship and cargo loss could result in an insurance payment of $84 million —making it the costliest marine disaster ever. The day after the loss of the T Aflmtfion Seamen WritarsI The Seamen's Cboreh Institate is putting together an anthology of stories, poems, etc. written by seamen. PnbiiBlied or nopnbiisiied seamen writers interested in contri­ buting to the anthology should contact: R. Wrfk or B. Goii^ly at the Smen's Chnrcfa Institote, 15 State Street, New York,N.Y. 1M04. Pbonr. (212) 269-2710, ext. 216. Salem, the Liberian-registered bulk carrier Star Clipper rammed into the 500-yard-long Alno Bridge in Guttenburg, Sweden, causing most of the span to topple into the drink. Though there were no reports of injuries to any of the ship's crew, at least six cars and one truck plunged into ice-strewn waters as a result of the accident. Eight people only a few miles from where the remain missing. , earlier collision took place. Then, almost ,in a repeat per­ Fortunately, the out-bound, formance of last November's 701-ft. tanker Cephalonia had collision of two Liberian-regis­ already discharged its cargo of tered vessels off Galveston Bay crude oil when it rammed into the (resulting in the loss of 32 377-ft. Lord Frontenac. The crewmen), another Liberian latter vessel, a Panamanian tanker collided with a Pana­ banana boat, almost sank before manian freighter on Jan. 22— it was finally towed into Gal­ veston. There were no deaths reported in this latest mishap involving "convenience" flaggers. We can't help but wonder: how many more marine disasters will occur throughout 1980, and the rest of the decade, as a result of the bumblings of Liberian and other flag-of-convenience car­ riers, manned by improperly trained foreign seamen? Notice on Weifare Pian Draped in a section of the Swedish bridge it brought down is the Liberian-fiag bulk carrier Star Clipper. __ In answer to several recent requests for information, the Sea­ farers Welfare Plan wishes to notify the membership that no Welfare benefits are payable to pensioners, members and/or dependents resid­ ing in the Philippine Islands. February 1980 / LOG / 15 •f %/ I i f tI iI 3 �'t. -I 1 '.t 1 \ :\ .'1 -# •. •) fl' . - A • '^y •y\- I' MSC 'TWE U.S. Navy's Sealift ComX mand (MSC) is trying to com­ pound its error. In the Spring of 1979 it awarded the contract for the operation of nine tankers to a company the SIU feels is operating with a substandard labor agreement. Now the MSC has applied to Secretary of Labor Ray Marshall for an exemption for these tankers from the Service Contract Act. The SiU, the AFL-CIO Maritime Trades Dept. and the Building and Construction Trades Dept. have , sent letters to the Labor Secretary strongly urging him to refuse any such request. The Service Contract Act is a part of a group of protective labor laws. They were passed to make sure that government contracting does not adversely affect prevailing labor standards. In the letter from the SIU, E::|ecutive Vice President Frank Drozak said, "Non-compliance by the Military Sealift Command would seriously compromise the integrity of these protective provisions." He added, "We also believe that such an exemption would establish a dangerous precedent for those attempting to avoid compliance with the Service Contract Act." Writing to Marshall on behalf of the MTD, Executive SecretaryTreasurer Jean Ingrao noted,"... we believe the language of the Service Contract Act itself clearly precludes the granting of exemptions unless the exemption would enhance the remedial labor standards provisions of the Act." She added, "... such is not the case with respect to pending requests for exemptions made by the Military Sealift Command." The MSC seems to be trying to justify the move it made in the Spring of 1979. At that time it awarded the contract for nine tankers on the basis of what the SIU feels is a substandard agreement. The Union presently has a case pending in the U.S. District Court in Washington, D.C. concerning the issue. A judgment is expected soon. In addition to the SllTs argument that a substandard contract was used, the Union maintains that the winning bid for operating the equivalent of 14 days pay for every 30 worked, representing the vaca­ tion benefit. However, Trinidad's bid reflected a vacation benefit of only five days for 30 worked. In addition, Trinidad's bid included a $7 per man, per day reduction in standard contributions to the NMU Pension and Welfare Plans. When the SIU first took itscase to court, a stay on the turnover of the crews was obtained. However, the court eventually ordered that the transfers be made. This was done in early summer. The SIU then took its case back to U.S. District Court where a judgment is awaited. In Drozak's letter to Marshall, he also suggested that interested parties have voice in exemption requests made by the MSC. "Parties affected by any exemption determination should be able to comment on the request to determine whether it will in fact serve to protect existing labor standards and not, as in the case of , the Military Sealift Command's requests, allow a government agency to ignore the mandates of the law." 23 Coast Guardsmen Dead in Collision With Tanker Capricorn A Coast Guard buoy tender and the tanker Capricorn{A^tx Marine) collided in the channel at the mouth of Tampa Bay last month, leaving23 of the cutter's 50-man crew dead. No injuries were reported to the Capricorn's crew. The 605-foot tanker ran aground following the accident. But the 150,000 barrels of bunker fuel she was delivering to a Florida power plant fi-om the Virgin Islands was in no danger of spilling. The Jan. 28 collision sent the 180 foot Blackthorn to the bottom within minutes. The Coast Guard vessel's crew had no time to get to their life rafts because the Black­ thorn's collision alarm sounded only five seconds before impact. Almost immediately after the collision, which occurred at 8:30 on a calm, moonlit night, fishing trawlers and other Coast Guard vessels began picking up the Black­ thorn's 27 survivors. But the search for missing crewmen was aban­ doned two days after the collision. The Coast Guard convened a Marine Board of Inquiry made up of five Coast Guard officers and one National Transportation Safety Board representative to'determine the collision's cause. Lawyers representihg the owners, operator and crewmen aboard the Capricorn immediately petitioned the Board to disqualify itself and be replaced by a civilian panel. Watemum Christens New LASH Ben/. Harrison in New Orleans The Avondale shipyard in New Orleans was the site of a christeiung earlier this month. Waterman Steamship Corporation, an SIU contracted company, gave birth to a brand new LASH container ship, the Ba^amin Harrison. Samud B. Nemirow, the head of the Maritime Administration, told an assembled audience that the Benjamin Harrison was the twentyfirst LASH container ship to be buih at Avondale. As such it is represen­ tative of two trends: the excellent quality of the LASH design and the highly competitive position of the Avondale sUpyard. The Benjandn Harrison, which will be able to carry up to 80 lighters and 119 containers, is one of two LASH ships being built for Waterman at Avondale. 16 / LOG / February 198Q yM'' tankers does not meet the require­ ments of the Service Contract Act. Until the Spring of last year, the nine tankers—five T-5's and four Columbia-class ships—had been operated by two SlU-contracted companies. They were Hudson Waterways and Cove Tankers. As per government policy, every few years the contracts are opened up for new bidding. Three SlUcontracted companies submitted bids—the two mentioned above plus Zapata Corp. Also among the bidders was NMU-contracted Trinidad Oil. According to the request for bids, "The contractor shall pay the officers and crews serving aboard these tankers equal to the applicable standard union agreements for the industry...." Hudson, Cove and Zapata used the SllTs Standard Tanker Agree­ ment in figuring their bids. But Trinidad, with the permission of the NMU, submitted a contract with lower benefits than the standard NMU contract. According to the NMU agree­ ment, their seamen receive the The other LASH container ship, the EdwardRutkdge, is expected to be launched sometime in April. The two ships, whose combined cost will total just under S140 million, are part of an overall effort by Waterman to expand its fleet of LASH ships. Waterman has also asked the Maritime Administration for permission to charter three LASH container ships from Central Gulf Lines for a period of 12 years. If its request is approved, it will have 8 LASH vessete in operation by the end of 1982, including the three it presmtly operates, and the two that are being built in the Avondale yards. The Benjamin Harrison is scheAded for delivery and crewing in June. "We object," said Arthur Abarbanel, the attorney for the SIU and MEBA crewmen, "to the Coast Guard investigating facts and cir­ cumstances in an accident in which a Coast Guard vessel was involved." The Coast Guard denied the protest motion and began hearing testimony on Jan. 31. A harbor pilot aboard the Capricorn at the time of the accident testified that the Blackthorn appeared to have missed a critical turn in the channel and wound up in the tanker's path. Backing up the pilot's opinion were two fishermen who had as­ sisted in the rescue effort following the crash. The fishermen told the Board that one of the Blackthorn crewmen they'd picked up said "the order to turn the Coast Guard vessel npver came." A final determination from the Board is not expected in the near future, if past history is any guide. The results of a Marine Board of Inquiry investigation into what had been called the worst peacetime disaster in Coast Guard history until the Blackthorn claimed that grisly title, took ten months to release their findings. That tragedy occurred in 1978 when the Coast Guard cutter Cuya­ hoga collided with an Argentine freighter in Cheasapeake Bay. Eleven of the 29 crewmen on the cutter died. Mount Washington Committee Recertified Bosun Sven Jansson (2nd left) ship's chairman of the ST Mount Washington (Victory Carriers) leads the Ship's Committee of (I. to r.) 3rd Cook Abdul Aziz, steward delegate: AS Frank Reynolds, deck delegate; Chief Pumpman W.C. Weekley, educational director and Chief Steward Judd Lamb, secretaryreporter. The tanker paid off at Stapleton Anchorage, Staten is.. N.Y. in Gravesend Bay late last month. �• - <» ,•'>••, ; • ' .r- '• • At Sea Ashore Delta Line Delta Line moved its six-cargo ship operations late last month from Brooklyn's (N. Y.) 39th St. Dock to Port Newark, N.J. The company laid the pullout to the increased use of containers and the better road and rail facilities. Delta had a ship a week coming in to the 39th St. Dock from the west coast of South America. ST Potomac, Merrimac By Feb. 24 from a Gulf port, the ST Potomac and the ST Merrimac Marine) will sail to port Said, Egypt carrying 22,800 metric tons and 24,900 metric tons, respectively, of wheat. d.-.', ., .^-.• --£17" j»=at. ,4ry- _•.;«• •- ST Cove Sailor The 34,904 dwt ST Cove Sailor (Cove Shipping) will be able to haul gram to the Soviet Union—when and if the program resumes. Thirty-one U.S. companies had 42 vessels engaged in the trade. Portsmouth, Vq. ST Aries Twenty-two of the crew of the 14,156 dwt ST Aries (Westchester Marine) had to take to the liferafts and boats early this month when an afternoon blaze raced through the engine room. Nine of the crew stayed aboard the 600-foot tanker to douse the fire 80 miles west of Drv Tortucas Is., Key West, Fla. As the Seafarers left the stricken vessel heading for the port of Houston, winds blew at 10 to 15 knots with 70 degree seas running 2 to 4 feet. The fire began with a series of explosions that spread to the pilothouse threatening to ignite her cargo of 6 million gallons of bunker ^ crude. < Steaming to the rescue were the 95-foot Coast Guard cutter Cape York, the Ml V Guadelope and ST Texaco North Dakota, three other cutters, a Coast Guard plane and six helicopters—two U.S. Navy choppers with flight surgeons aboard. Later five crewmembers waited for a tow by the tug Explorer to the ports of Jacksonville or Norfolk. The cutter Diligence took the rest of the crew to Key West. JL Construction of a new crude oil refinery here backed by the U.S. Army Corps of Engineers got the green Ught from the U.S. Environmental Protection Agency late last month as the project was granted airpollution permits. The refinery had been seen as an environmental threat to Chesapeake Bay. The granted permits were the last Federal administrative hurdles to be clewed. Previously, the U.S. Interior Department had opposed the project. However, environmentalists' court challenges may take years to settle. ^ But the permits will allow the start of construction of the $650 million refinery on the polluted Elizabeth River at Chesapeake Bay. It will be the first refinery built on the East Coast in 22 years where only a quarter of the petroleum products it consumes are produced. Freeport, Tex. A planned Texas deepwater crude oil superport terminal—despite insurmountable roadblocks—is still alive today. The Texas Deepwater Port Authority last month filed a new request with the U.S. Department of Transportation to slim down the plans for the $1.1 billion Gulf facility 27 miles off here to spark new interest among seven oil companies involved. The new scaled-down plans see a stage-by-stage construction of a monobuoy system built bit-by-bit meaning lower costs to potential users. Financial backing of the oil companies would cover 50 percent of the required 1.4 million barrels of crude daily required to make the monobuoy facility capable of meeting its bonded debts. A second deepwater supertanker terminal, the Louisiana Offshore Oil Port (LOOP) is now under construction 18 miles off the state's Gulf coast. Civil War's Monitor Ogden Marine has asked MARAD for a loan of $118 million to build two chemical tankers. They wiU be built at Avondale Shipyard, New Orleans with deliveries set for March and June 1981. ^gypt Egypt bought 210,000 metric tons of U.S. wheat and wheat flour worth $44 million under U.S. Public Law 480. Under the law, American ships must carry half of the cargo. The sunken Civil War "cheese box on a raft" ironclad Monitor will be left in 210 feet of the Atlantic 16 miles southeast of Cape Hatteras, N.C. A Government underwater probe of the 172-foot shipwreck last year revealed that 117 years of salt water had weakened her thick oak timbers supporting the armor. Only the round gun turret and her steam engines could be salvaged. Much of the upside-down hull had collapsed inward, probably from the force of depth charges mistakenly dropped by U.S. Navy antisubmarine ships during World War II. J Another Seafarer Gets High School Equivalency Diploma at HLS The high school equivalency program offered at the Lundeberg School has helped many SIU member get their high school diplomas. Another name has been added to the growing list of Seafarers and Boatmen who have gotten their diplomas at HLS. Seafarer Mike Harrell of Balti­ more, has been in the SIU since 1978. In December, he successfully finished the GED program and got his diploma. Even though this was Brother Harrell's first trip to HLS, he feels that the school has helped him out a lot. He said, "the program can help any person who doesn't have their high school diploma." The high school program at Hf^S is not like other programs. "In public school systems, the classes are so large. It is much different at HLS. The teachers can devote time to each person since the classes are small," commented Seafarer Harrell. He dropped out of school in the ninth grade. But because of the special kind of program at HLS, he was able to pick lip where he left off. He learned a lot and passed the GED exam. Seafarer Harrell works in the deep sea industry and he hopes to upgrade in the engine department soon. The high school equivalency program is open to all seafarers and boatmen. If you would like to get your high school diploma, contact the Academic Education Department, Harry Lundeberg School, Piney Point, Maryland 20674, Phone: (301) 994-0010. Do it today so your name can be added to the list of Seafarer graduates of the High School Equivalency Program. u '!s Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Watm New York Mar. 3 ..... Philadelphia .... • ••«>••«• 2i30p.ni. Baltimore ...... ..... Mar. S ..... Norfolk ••••••••a* 9^303.ni. ••••••••»•• Jacksonville ..... Algonac Mar. 7 laaaaaaaa 2.30p«lXl* Houston New Orleans Mobile .... Mar. 12 San Francisco ... Mar. 13 • ••*•••• 230p.in. aaaaaaaaaaa. Wilmington ......... Mar. 17 • ••••••a 2l30p.tn. aaaaaaaaaaat Seattle .... Mar. 21 Piney Point ......... Mar. 8 ...... 10:30 An San Juan uiw 7:00 p.m. 7:00 p.m. 7:00p.m. 7:00p.m. • I:00p.m. Seafarer Mike Harrell I Chicago Port Arthur Buffalo St. Louis Cleveland • ••••••a i 2*30p«nia aaaaaaaaaaaa Mar. 12 .... Mar. 14 February 1980 / LOG / 17 A -y'f '••irnmrm a �Telegadas #1 in Cleveland 'ff>~ ;v '••• l-fc;- -#• V- ^•Nl; y? :• Thanks Prom Towboat Grad I graduated from the Towboat Operator Scholarship Class of June, 1979 and would like to express my thanks and appreciation to the Lundeberg School and its fine staff. It has to be the finest in the land. Also, I would like to thank the Transportation Institute for sponsoring such a fine upgrading program. I highly recommend this program to my SIU brothers who are considering moving up the ladder of success and into the pilot house. "Take advantage." Sincerely and Fraternally, Brother Don Thayer, T5388 Chicago, 111. ••.^^:' . f ; .-M •- . •• i\ r L •! • . f • Masterful Steward Department '•T:\ gsSfeM:- I would like to take this time to commend the total Steward Department of the SS President Adams for the exceptional job they did during the two days of 30 to 40 degree rolling. The meals were on time and very good. The service, in all areas, was excellent under the circumstances. Any group of people that can still give their best under those conditions, deserves all the credit they can get, and my personal thanks for a job well done. Respectfully, Wayne E. Lien, Master SS President Adams, Voy. 48 ^ Oldtimer Says Thanks As a pensioner and long time member of the SIU, I would just like to pass along a word of sincere thanks to the Union for all it has done for me over the years. Fraternally, William Bickford Marana, Arizona ' -•> ;. ,i- .• • I- Pensioner's SIU Thru and Thru I first want to thank you for sending me the LOG each month so that I can keep up with my old shipmates and to follow the tremendous headway the SIU has made since I first joined the Union in 1942. It really makes me proud and happy to show different rank-and-file members of other unions the advantages that the SIU membership enjoys. We have the best in wages, sickness and hospital benefits and a vacation plan that is unequalled anywhere in the world. Plus death bejiefits that would cost a fortune if the oldtimers had to pay the premiums. I am really proud of our Union hall here in New Orleans. It is the showplace of all union halls. Even the tour buses here in New Orleans show it off to visitors when they pass Jackson Ave. Our members know that their dues are being spent for a good cause. All I regret is that I did not have the foresight to enjoy it like these youngsters coming in today. Our leaders, like Paul Hall, Lindsey Williams, Buck Stephens and the late "Bull" Shepard formed the backbone of the SIU. I worked under these men and it was a tribute and an honor to be associated with men like them. I had my share of the picket lines during the General Strike in 1946, the tugboat strikes and the Chicago Cab Beef. We not only helped ourselves but we were called out to help others because other trade unions knew that the SIU could be counted on td deliver the manpower. I am 75 years of age and still active. I go to the Fairgrounds often because, at my age, I can't chase the women so I chase the horses home. I wish all my Brothers and shipmates the best, and smooth sailing as always. -fraternally, Vic J. Miorana, M-32, retired New Orleans, La. Dear Brother Bickford: The Union would like to pass along a word of thanks to you for all you have done to make the SIU a better organization. Fraternally, The Editor Offkiof PubBcotion cH tha Saofarara intarfwtional Union of North AmaricD, Atlomk, Gulf, loka* ond Inlond Wbtan DtHrict,. AH-QO Fabruory, 1980 Vol. 42, No 2 Executive Board .r r'h .•¥ In November, the LOG announced that George Telegadas had retired from the SIU. Your article enumerated many of the activities in George's background including his work as the Cleveland Port Agent. However, for those of us who shipped from Cleveland while he was the Port Agent, more needs to be said. George was a notably conscientious advocate for the SIU members he served. His approach to the routines of settling overtime disputes, interpreting contract rules, etc. was patient and realistic. He provided a personal kind of assistance to members (and to their families) that included encourapment, advice, even reassurance at times. Locally, we viewed him as the man who calmly got things done. Fraternally, Eric Sager Reston, Va. Don't Forget... . - That new LNG ships are under construction now and that you can be aboard one soon —IFyou've got the skills and know-how. DON'T FORGET the LNG Course begins at HLS on April 28. DONT FORGET to enroll... To enroll contact HLS or fill out the application in this issue oi the Log Paul Hall President Frank Drozak Leon Hall Joe DiGiorgio Executive Vice President Secretary- Treasurer Angus "Red" Campbell Mike Sacco Vice President Ray Bourdius Assistant Editor Don Rotan fVest Coast Associate Editor Vice President Joe Sacco Vice President Vice President James Gannon 389 Editor Edra Ziesk Assistant Editor Marietta Honuyonpour Assistant Editor Mike Gillcn Assistant Editor Max Siegel Hall Assistant Editor Frank Cianciotti Writer! Photographer Dennis Lundy Photography Marie Kosciusko Administrative Assistant George Vana Production!Art Director Published monthly by Seafarers International Union, Atlantic. Gulf, Lakes and Inland (Jstage District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class i paid at Brooklyn, N.Y. (ISSN #0160-2047) 18 / LOG / February 1980 •A �HR 5164 a Dangerous Bill: SlU Will Fight It A SIX foot man, checking into a roadside hotel, found the bed in his room was only four feet long. The man went to the Registra­ tion Desk and complained to the hotel manager. "Oh, I'm sorry sir," the manager answered. "Wait right here." And he disappeared into a back room where, the guest assumed, he was making arrangements to change the bed. A few minutes later, the hotel manager reappeared, a hack-saw in his hands. "Here you are, sir " he said, holding out the saw. "I think just below the knees should doit." There's a bill in Congress right now that seeks to solve a maritime manning problem in exactly the same manner: by chopping off a section of the law to make it fit the immediate needs of one, localized industry, instead of forcing the industry to comply with the law. The mineral and oil industry operating offshore in the Gulf of Mexico claims it's faced with a shortage of qualified licensed officers and able bodied seamen to operate the increasing number of crewboats needed for offshore oil drilling and mineral ex­ ploration. Spokesmen for the industry cite a host of improbable reasons for their manpower problems. They say unemployment in the First, and most important, HR Gulf area is very low generally. They claim that young people 5164 would allow vessels of 300 entering the workforce today just gross tons or less carrying freight aren't attracted to the seagoing or passengers for hire to operate without a licensed pilot or life. It seems odd that the offshore engineer. The bill would also skip oil industry on the East Coast has no comparable manpower around the current training and shortage. It seems odd, that is, seatime requirements for ABs until you take a look at the and allow untrained and inexperienced deckhands to difference in wages. Pay scales in the Gulf offshore become ABs overnight. Every shoreside and maritime industry are not competitive with the salaries on the East Coast and union in the U.S. is dead set they don't reflect the high risk against HR 5164 because it's a level of the work involved. If the dangerous piece of legislation. It industry paid wages commen­ would lower existing manning surate with the hazardous work and safety standards and put performed, it wouldn't have a crews, passengers, cargo and the marine environment in serious manning problem. But rather than changing jeopardy. Yet the bill is being supported inadequate wages and limited training programs to accommo­ by the Coast Guard, the very date the needs of offshore work­ agency charged with policing ers in the Gulf, the induWy ^^lealth and safety in the maritime industry. wants to change the law. The Coast Guard wants this As introduced by its sponsor. Rep. Mario Biaggi (D-N.Y.), HR bill passed because it would 5164 includes several provisions relieve them from enforcing which rock the very foundation manning requirements they dont of safety on which the U.S. comply with anyway. Current law mandates that a maritime industry was built. • • '" 'r t r p|- ''"r •• 'T licensed pilot and engineer must be carried on all vessels over 15 gross tons carrying freight for hire and above 15 gross tons and in excess of 65 feet long carrying passengers for hire. But for the past 20 years, the Coast Guard has applied personnel require­ ments only to vessels over 100 gross tons. HR 5164 would just make it legal. The Coast Guard's support of HR 5164 is blatantly self-serving because that support followed on the heels of a report by the General Accounting Office that commercial vessel accidents have risen 100 percent in the last four years. And it followed a report by the National Transportation Safety Board which urged the Coast Guard to upgrade navigation requirements for equipment and licensing of crewboats. In spite of the clear indications from the GAG and the NTSB that more vigorous enforcement of U.S. manning and vessel safety laws was required, the Coast Guard and Navigation Subcom­ mittee bowed to pressure arid passed HR 5164 hands down. The bill is slated to be considered by the full House Merchant Marine & Fisheries Committee in the near future. U.S. maritime labor, through the AFL-CIO Ad Hoc Maritime Committee, will pool our united resources to keep this damaging and misguided measure from going any further. The answer to a manning shortage lies in training programs to develop a competent, qualified workforce. It lies in wages which must be brought up to reflect the difficulty 'and the danger involved in offshore work. We are willing to work with the offshore mineral and oil industry to solve their manpower in a fair and practical way. But we arent willing to allow sweeping changes in laws which were designed to protect the health and well-being of seamen and the marine environment. Changes which serve only to line the pockets of the industry. And we're going to fight like hell to keep them fron^appening. February 1980 / LOG / 19 1 - �• % ['^:j^_ J" i'^'v r-ji'M.".^ >• ^ •• . - ^ i:>.. • • •. _* • ^'Ti%i- -'r MSiMSt . * r • -'A -i?, • ••. • -'j. ' • . ' --.l. ' ; ./V "I- -J N-- 1--^ ' K. •p,z:^tm-^- C:' ; -^7 'i^r; •^'•rv HE American merchant marine headed into a new era this month when the SIU crewed the X first of 12 new diesel-powered Sea-Land containerships. The Sea-Land Patriot, a 745-foot, D-9 class containership, and her 11 sisterships belong to a new generation of shipping; a generation governed by rapidly rising fuel costs. . The 12 D-9s will all enter service in Sea-Land's worldwide network of 121 ports in 45 countries in the coming year. They all have a carrying capacity of 839 40-foot containers and can also handle the 35-footers most other Sea-Land cOntainerships haul. They'll all be crewed by SIU members. Powered by MHI/Sulzer diesel engines, the dozen D-9s will operate at cruising speeds of 22 knots. Slower cruising speeds, coupled with the D-9 engine's lower power range, make for an energy-efficient sWp. And the D-9s were designed to^make the most of every drop of precious fuel. _ Equipped with automatic waste-heat boilers, the D-9s will use just about all the heat expelled by their engines to create steam. That steam is then converted into enough electricity to power the whole ship when she's running at or above 80 percent power. In addition, the waste-heat boiler system will provide heat for crew quarters and convert sea water to drinking water. Construction of the 12 D-9s, which are scheduled to come out of Japanese and Korean shipyards at a rate of about one per month during 1980, were part of an ambitious upgrading project by Sea-Land. The vessel construction, along with the company's port facility improvement program, came with a price tag of $580 million. But Sea-Land believes the D-9s will pay for themselves many times over. Following christening ceremonies for the Sea-Land Patriot in Kobe, Japan, last July, Sea-Land Service Chairman Henry Gilbertson commented: "...the D-9s give us the flexibility to follow the freight and take advantage of changing conditions in world trade. They can burn a wide variety of fuels, including most of the least expensive ones in the world today. They can carry 40-ft. and 35-ft. containers. At 31 feet, their draft would permit...them (to) call at nearly any port in the world." The efficiency of diesel-propulsion over steam power has long been a factor in , new vessel construction internationally. Of some 23,000 vessels which make up the world's merchant fleeft, about 70 percent are diesel-powered. But less than five percent of the merchant vessels which sail under the U.S. flag are cuirently diesel-propelled. Sea-Land, traditionally a pace-setting U.S. carrier, first took a look-see at diesel back in 1978 when they introduced four D-6 containerships. The company found the D-6s burned 17 percent less fuel than their steam-powered counterparts, for a daily savings of $1800 per ship. The D-9s do even better. Even though diesel fuel is more costly than the Bunker C type fuel used for steam-driven vessels, the diesels are better tban 35 percent more efficient. As the construction of 12 new diesel ships for Sea-Land indicates, diesel conversion and construction is the future of the U.S. maritime industry. SIU members will be playing a key role in that future. Seafarers will crew the 12 new Sea-Land D-9s. And as the 1980s progress, more and more SlU-contracted companies will be making the change to diesel. That means Seafarers, especially members of tbe engbie department, will have to be prepared for the new demands of the diesel era. The Harry Lundeberg School offers several diesel courses, which enable Seafarers to leam the demands of a diesel engine room. With the cost of fuel topping aU other costs for ship operators for the first time ever, the more economical diesel-powered vessel is clearly here to stay. It's up to Union members to meet the diesel challenge head-on. • 3I L 'or Sea-Land 1^" m i, • • -Tf.jvisias " "..i'J •M Tff ,, .'-nt ' . } .v.y'•".r'X^ "" I.-; PRINCIPAL DIMENSIONS LENGTH OVERALL .....221 METERS (APPROX. 7449") BREADTH, MOLDED 30.60 4ETERS (APPROX. 10043^") DEPTH MOLDED ...16.50 HETERS (APPROX. 45'-!%") DRAFT MOLDED (DESIGNED JJO METERS (APPROX. SV-T) GROSS REGISTERED TONNAi IE 26^ LONG TONS SERVICE SPEED AT DESIGN >RAFT 22 KNOTS TOTAL CONTAINER CAFACT 1B9 40FT SPACES • •' '* •- '.'iV fiP' '•[y ii ',i .".7 • ,^v , ' , r- ^ - V.._ , I "T v • . .ivvrr:;;-. «- ••• - -I - •?' if Jf -, it \ ",v .: 7,:'T. 15^ t;'' ''.t/ '{r •» . 11'.if ill I -'ism <* • 1' ;si'? 7 77:-. : ' 7f( ' 'W* 20 / LOG / February 1980 February 1980 / LOG / 21 '' 7fI I - iff 7^7 '£• fI _ fj= �V-- /.p....;. g's»s;iia»j«sa^ -..v..,-.,^- Qualified Men in the Engine Department v//-" , inoH wiison G. Fain and S. Roznowski. Bringing up the rear are (I. to r.) M. Murphy. A. Thaxton, H. J. Kling, M. S. Kraljevic, A. R. Bryant, D. Brien, J. Michael, R. Utterback and S. Bigelow. The Harry Lundeberg Tankermen R. Elmobdy (left) and R. Brown are HLS Tankerman Course grads. School of Seamanship "For a better job today^ and job security tomorrow. 99 Weiders Ready to Weid Here are some very good reasons for upgrading to f .fe-i-; I? J. '• To enroU, conlocl the Horry Lunddierg SchooL In the front row (I. to r.) are first class tugboat pilots K. Rickley, A. Borawick and J. Kruger. Standing (I. to r.) are M. Adams, T. Guggenheimar, G. Lukowski, J. Brown, L. Mach and A. Schmitt. 22 / LOG / February 1980 • •. (An upgrading application is in this issue of the Log. Fill it out and mail it today!) . •, ' - -T . �SAGA of the R/V ANTON BRUUN, Part IV FoUowingisChapterIVinthesapanf • Ml • M W This may sound funny to some, ever craved by SIU but I'll bet it was never funny to the manbers. She was a research vessel, Sv rrMhefaf u hucks-in advance. Well, I was ones (and there were plenty of them) which participated in a 28-month O.W "> haggle about this that were eaten by lions. research cruise in the Indian Ocean in o r lUdio Officer sent pages and delicate commodity. Dui But 1I did not f ° um noi Mombasa is still in the last the early '60s. It was quite a trip. I Chapter I appeared in the August 1979 pages of reports each night to the have this much with me. And her Century except for night-clubs and National Science Foundation (at motto was; "In God We Trust—and issue of theLog, Chapter II tqtpeared in entertainment, of which there were night was the only time he could only if he has CASH." So she gives plenty (modern Night-Clubs too). the Sept. issue and Chapter III was in I the January 1980 eddion. contact the USA). At sixty-cents a ole Saki Jack the heave-ho right out My favorite was the Florida Club, word, this must have cost plenty, in the dark. By *Saki Jack' Dolan and I was there every night we spent But what the hell, the tax-payers Well, here am I, miles from no in port. My girlfriend was the star of DMIRAL Richard E. Byrd were footing the bill as usual. where and out in the dark at three in the show, and I had to wait each made five long voyages to the On our day of departure, all the the morning. So naturally, I start Antarctic. We made one to the soldiers were lined up on the beach yelling for help. The guy upstairs night until the last show was over to Arctic Circle, and that was plenty to wave farewell. We weighed . opens his window, and wants to take her home. This was at 2:00 a.m. Mombasa is a hangout for the last of for yours truly. anchor for Durban, South Africa. know what the hell all the noise is the big-game hunters that take On the perimeter of the Arctic The Arctic Circle is beautiful. But about. I tell him, I want a taxi to get Safaris out into the jungle on Circle is Amsterdam Island, a it's full of icebergs, snow, below back to Durban, as my Frauline has hunting parties. And their prices are French weather station inhabited by freezing weather, and cold Arctic just given me the old heave-ho. not cheap. Our Second Mate went a company of French regular winds—things we humans can do He says fine, "I'll call you a taxi. ^ and it cost him ten for ten days soldiers. They get two-years credit without nicely. It may be Paradise to Well, the rat calls the local Fuzz, and thousand dollars, I guess its worth it for one year service here. I think they some folks, but I'll take Miami. in a few minutes the Black Mari if you like hunting. I never could kill should get at least five for one. The pulls up. Two very large British animals. whole island is nothing but solid DURBAN) THE MIAMI Policemenstepout, and Saki Jack is There was a bar-hangout, and I rock, no vegetation of any kind. OF AFRICA off to the hoosegow. In the process spent many nights there killing time The day we arrived, the Com­ Durban is a very modem city on of throwing me in the wagon, they ""til 2:00 a.m. I even got my mander declared a Holiday. He slam the wagon-door on my thumb, drinking license there (no easy invited all hands ashore for food and the southern coast of Africa. It has a My thumb starts to inflate like a gas- matter). You must down a full liter drink. Everything is kept in caves real international flavor. There is a baloon. • not as of beer in one-i—^ breath, and it is mixture of many nations here, a real carved into solid rock. The desk-sergeant at the local easy as one might think. Enough The soldiers were glad tb see us 'Cornerstone of the World.' lockup was a very friendly person. Mombasa! But, there are few, if any, coun­ arrive, especially with four lady We shoved off for Madagascar, He asked me if I wanted to make any scientists aboard. They only have a tries that discriminate as much as calls. Naturally says I, I want to call and all hands hated to leave, as South Africa. Here in Durban there supply ship that comes every six are separate places for whites, non- the American Counsel. At 4:00 Mombasa was an excellent port. We months with mail and supplies and A.M. says he? I do insist, and he anchored offshore, as there were no replacements. So you can see we whites, natives, non-natives, Euro­ hands me the phone. docks at the small f^ishing villages we peans, non-Europeans, Indians and were very welcome indeed. stopped at off Madagascar. I awake the American Counsel We were to stay but two days, but Africans. You cannot believe it out of bed, and he is very cross (I The Captain flipped his lid here, until you see it. the Frenchmen talked the Chief and had to be sent home. Our very Seamen consider Durban, South wonder why). He says, "if I tell them Scientist into staying a week. The Africa an excellent port. There are to take you back to your ship, will well-liked Chief Mate took over the soldiers were in our hair everyday, h®re until we returned to plenty of women and mucho booze you go?" Most assuredly, says Saki and came out to the ship in force just Durban. Jack, and they did, escorting me on of all descriptions, at a very reason­ to oogle our lady scientists, espe­ Captain John Rothrock, out of board to my foc'sl. able fee. Personally, I prefer other cially the young one. Did she ever My luck, the following Saturday, Eastern Shore, was sent out as a ports, though I do like Durban. love it. We berthed right in front of one of the chief scientist has a cocktail replacement. He was an old IsthWe anchored about 500 yards the few whaling stations left in the party on board, and invites everyone main Skipper and most of us had offshore. And do you know, those World. It was really a sight to see the from the American Embassy. I was sailed with him in previous days on crazy Frenchmen swam in and out ships. He was well known. the bartender this Isthmian voxxvwxxvtwi at CAir the |>UW party, l.^ y and Aim llllo 11 1* 'mother' ship come in. to our ship everyday, in frigid beautiful blonde comes meandering well liked by SIU members It was only a few hundred yards to waters. He was perfect for this Cruise. the whaling factory. We used to over, and asks me if I was the Chief The French Commander was very walk down and watch the operation. Steward. Naturally, I admit to same. And aU hands agreed. Our new kind giving us permission to wander There were thousands of sharks in She then says "you must have been Captain liked the Scientists, and the Island. The Sdentists loved this, the water, attracted by all the blood, the one that awoke my husband they in turn thought he was just as there were all sizes of penguins, and if one was foolish enough to fall from a sound sleep the other night at great. This made for a much happier birds and fish to be had. They overboard, 'Good Night Sweet four A.M." I asked her what took crew all around. The Captain that brought many species aboard for hina so long to answer the telephone? went home had a great hatred for all Prince.' return to the National Science There was also an excellent Zoo, This Went over like an Arab at a the Scientists, for no other reasor. Foundation and the Smithsonian in Durban, opened on weekends. I Synagog. Her husband came over than they were in charge of the ship's Institute. visited it several times with my and introduced himself, and he location, There were caves carved into the girlfriend, Frankie. turned out to be a prince. We got Captain Rothrock fit right in at all rock for everything including living along swell (especially after a few the cocktail parties, and was ever so Frankie lived in a new apartment quarters, storerooms, ammo-lock­ house overlooking the Bay. She cocktails). grand at telling good sea-stories, and ers, and animal quarters. They had a worked as a laundrygirl in a local The scientists had mucho scienti- excellent horse-race-stories (he, few Nanny-goats for milk. fic meetings here, and considered being a race-horse owner). This hospital. She had just taken the One cave was full of casks of wine apartment and only had a bed and Durban one of our best stops on our made him popular with all the crew (my favorite cave). Cruise. From here we sailed further as well. Plus he was always good for several orange-crates to sit on. But it There was a whole herd of walrus, was a lovely place on the 22 floor up the African Coast to Mombasa, a 'Draw', even ashore. very vicious. Only the lone soldier overlooking the whole Bay and and Madagascar. We made several cruises between that fed them the garbage every day harbor. Durban and Madagascar, and sailed Mombasa & Madagascar could go anywhere near them. They from Durban for home. There were many all-nite-clubs in Were monstrous sea-cows. Durban, and believe me, the crew Remember Lon Chaney in 'East The Frenchmen were in our hair was familiar with all of them. of Eden*? Well if you do you are too on board everyday, trying to score One of them was the favorite (I old like me, and you can tell what Next is Chapter #5, our final With our young lady scientist, to no forget the name, as usual). I was Mombasa is like. It is really on the ®vail. She played them just like there one night, and along in the edge of the jungle, and it is not Chapter: I'll try to teU what I can Arthur Fiedler playing the 'Boston wee-hours I latch onto this lovely uncommon for lions to visit the remanber about Port Suez, Suez Pops.' blonde. We grab a cab for her pad, place, especially at night and eat a Canal, Port Said, Las Palmas, etc... The scientists were a hard work­ which is way out in the 'boondocks.' few natives, or anyone else that may ing lot. They spent all day collecting We had a slug or two at her pad, and be available. ^"Thevco"!!?' ®'''-"J"'"'"'"" ??? "'^5'™'''''f hands on. ""ything went alonggreat until she quotes her little fee-one hundred A T— _ 1_ '• 'i •"V V.-:". J: y a' if •" 'f l'. ; '"f - - 'i' ''Wl'i 1 .« Hi •>1 • >• % "i ;' J ? -r , 'M February 1980 / LOG / 23 - » TiM.ji m'i-. ,1^ �A- ME ;) I:";-- Winter Navigation The Lakes Picture The Soo Locks at Sault Ste. Marie, Mich., closed to inter-lake ship traffic at midnight, Jan. 15, bringing the 1979 shipping season to an official end. This was the first time the locks had been shut down, except for forced closing due to ice conditions, since 1970 when the experimental winter navigation program began. The program was discontinued this year because Congress didn't refund it. Its future is still in question. Meanwhile, the Board of Engineers for Rivers and Harbors has extended the deadline for comments on the Army Corps of Engineers' feasibility study on winter navigation to March 15 from Jan. 31. The Corps recommended a 12 month shipping season on the upper four Great Lakes and a 10 month season for the Welland Canal, Lake Ontario and the St. Lawrence River. GrainTrade ALGONAC Winter lay-up for the SIU Great Lakes fleet was completed at the end of January when the last Union-contracted laker, the S. T Crapo (Huron Cement) headed for her winter berth. Another cement vessel, Huron Cement's ^lAf. Fort/, which sank at Milwaukee, Wise, on Christmas Eve was raised last month and it looks like she's salvagable after all. The Ford had a hole torn in her bow after being ripped from her moorings by heavy winds. Though repairs on thg^ 80-year-old cement carrier are expected to run several million dollars, renovation work is still a lot cheaper than replacing the vessel for about $30 million. SIU reps held a meeting with the Great Lakes Association of Marine Operators (GLAMO) last month, the employers group which operates many of the Great Lakes vessels under SIU contract. GLAMO indicated they planned to run "everything that floats," at the start of the 1980 season, according to a Union rep. The announcement was good news for Great Lakes Seafarers because it followed on the heels of predictions that Great Lakes shipping would be tight in 1980 owing to production slow­ downs by auto manufacturers in the region. Hull #723, under construction for SlU-contracted American Steamship Co. at Bay Shipbuilding yard is reportedly going to be christened the American Mariner in honor of American^ merchant seamen. The vessel was originally slated for christening as the Chicago. In the wake of President Carter's decision to cut off U.S. grain sales to the Soviet Union, Great Lakes port officials raised questions about the effects of such an embargo on Great Lakes shipping. "Assuming that 1980 would otherwise be a good year, it could have a very negative effect on the port unless other markets are found," said Duluth's port director Davis Helberg. He added that about one million tons of the 6.5 million total of grain loaded in Duluth in 1979 was bound for Russia. Other Great Lakes port officials indicated that it was too early to judge the effects of the grainr cutoff on the region. • ; -'L. More on grain: Last month the U.S. Dept. of Transportation reported that the three-day extension of the St. Lawrence Seaway's closing allowed more than 15 million additional bushels of grain exports to move through the waterway. Clean Waters A study by the Michigan Dept. of Natural Resources said underground water supplies in the Great Lakes ar^ are threatened by 50,000 sources of potential pollution. The report pinpointed 268 sites where underground water is already contaminated and 381 places where underground pollution is suspected.-The sites run from the Detroit metropolitan area across the state to the shores of Lake Michigan. Hazardous wastes, like poisonous chemicals and metals, make up almost half of the pollution. Oil and natural gas accounts for another 34 percent. Howard Tanner, director of the Dept. said, "there are some areas we may not be able to clean at reasonable cost." American Steamship's Detroit Edison is being overhauled during winter lay-up in Buffalo. For a price tag of $500,000, the coal carrier will have her turbine engines inspected and have a sewage treatment system and a Loran-C installed. She'll be ready by the opening of the 1980 shipping season. Prankfort Work is progressing on the carferry Arthur K. Atkinson (Michigan Interstate Railway Co.). Several SIU FOWTs are now aboard the AKA working in the engine room. •• j • Fire Safely The National Transportation Safety Board issued a recommendation last month urging the U.S. and Canada "to establish common structural fire protection and fire detection standards for Great Lakes vessels" to replace the separate regulations which now apply. The NTSB's opinion came after an investigation of a fire last June aboard the Canadian bulk carrier Cartiercliffe Hall in which seven of the 25 crewmen died. Crewmen were members of the SIU of Canada. The U.S. Coast Guard and NTSB held hearings following the tragic blaze because the Cartiercliffe Hall burned in U.S. waters and, though operated by a Canadian company, the vessel is owned by an American. Because that investigation was inconclusive, SIU Great Lakes attorney Victor Hanson filed a $37.5 million law suit on behalf of the families of the deceased seamen, in Wayne County Circuit Court, Detroit. The suit was filed against the former owners of the ship, U.S. Steel Corp., and ttfe present owners. Hall Corp. Shipping Ltd. of Montreal. The suit charges that the vessel was constructed with flammable materials such as wood-panelled crew quarters that contributed to the rapid spread of the fire. In addition to wood construction, none of the living areas on the vessel were insulated with fire resistant material nor were they equipped with smoke or fire detectors or sprinkler systems. 24 / LOG ^February 1980 is*'-. •Yi "•.? if, Upgrade in the Steward Department at HLS Chief Stewcird—throughout April Chief Cook—throughout April Cook and Baker—throughout April Anistant Cook—throughout April To onroll, oontact the Lundeberg School or fill out tho opplico lion in this issuo of the log. �• ^Seniorit/ David Bonefont ^ Seafarer David Bonefont, 28, started sail­ ing with the SlU in 1969. Brother Bonefont is a graduate of the HLS, He now sails as an AB. Bonefont has his firefighting, lifeboat and CPR endorsements. He lives in and ships out of the port of New York. Patrick J. Geary Seafarer Pat­ rick J. Geary, 25, first sailed in January 1978 following his graduation from the HLS. He then sailed on the LNG Aquar­ ius (Energy Transport) and later on the maiden voyages of the LNG Leo and LNG Taurus (both Energy Transport). Brother Geary now sails as a chief cook after upgrading to 3rd cook, cook and baker and chief cook in 1978 at Piney Point. He earned his LNG, CPR, lifeboat, safety and firefighting tickets. Geary was bom in New York, lives in Brooklyn, N.Y and ships out of the port of New York. Gary R. Hetherington Peter Glennon Lawrence A. Cline Seafarer Gary R. Hetherington, 25, graduated from the Harry Lundeberg School (HLS) Piney Point, Md. in August 1975. [Brother HetherI ington upgraded to AB there in January 1979. He sailed almost a year in the steward department first on the STCantigny (lOM) and three years as an OS and AB. Hetherington completed the Firefighting, Lifeboat and Cardio­ pulmonary Resuscitation (CPR) Courses. He was born in Ovid, Colo, resides in Williamstown, Kans. and ships out of all ports. Seafarer Peter Glennon, 23, is an Entry. graduate of the Lu n deb erg School. He sails as an AB. He is I from the Bronx, N.Y. Brother I Glennon ships out from the West Coast. Glennon has his lifeboat, firefighting and cardio pulmonary resuscitation training. Edward Marks Seafarer Law­ rence A. Cline, 26, graduated from the HLS in 1975. He now sails with the firemanIwate rterider l(FOWT) rating and upgraded to QMED in Piney Point. Brother Cline has the lifeboat, CPR and firefighting tickets. Born in Detroit, Mich., he sails out of all ports. Kevin Hetherington Seafarer Kevin Hether­ ington, 22, is a December 1977 HLS Entry Trainee Pro­ gram graduate. He upgraded to AB there in December 1979. Brother Hetherington has his life­ boat, firefighting and CPR tickets. He's now from Topeka, Kans. and ships out of assorted ports. Steven Kayser Seafarer Steven Kayser, 25, graduated from the HLS Trainee Pro­ gram in 1978. Brother Kayser ^upgraded to AB there in July 1979. He holds the LNG, first aid, firefighting, lifeboat and CPR endorsements. Kayser is originally from Colorado and ships out of the ports of Houston and New York. Ogden Connecticut Committee Seafarer Ed­ ward Marks, 24, began sailing in' 1977. He was a Piney Point trainee graduate in September 1978. Brother Marks upgraded to FOWT there in November 1978. He has lifeboat, firefighting and CPR tickets. He was bom in Seattle, lives there and ships out of that port. Jeffrey K. Minner Edward T. Sullivan Jr. Seafarer Jef­ frey K. Minner, 21, is a March 1978 graduate of the HLS Entry Program. Bro­ ther Minner upgraded to FOWT in Sepitember 1978. He has his CPR, firefighting and life­ boat training. Minner lives in Sikeston, Mo. and ships out of the port of New Orleans. Bradford L. Wheeler Seafarer Ed­ ward T. Sullivan Jr., 24, is an Ap­ ril 1977 graduate of the HLS. He upgraded to AB there in April 1978. Brother ISiillivan first I sailed on the maiden voyage of the LNG Aquarius (Energy Transport). He has the LNG, firefighting, lifeboat and CPR tickets. A native of Boston, Mass. he ships out of that port and the port of New York. Seafarer Bradford L. Wheeler, 24, graduated from the HLS Entry Trainee Pro­ gram in 1977. Brother Wheeler upgraded to. AB I there in March 1979 and completed the LNG Course in Piney Point in May of last year. He has the CPR, first aid, firefighting and lifeboat endorse­ ments. Wheeler is from McLean, Va. and ships out from all ports. •t5 A V Is 'Monty • • '( / 'Make your time as an OS pay, Upprade ta 48 at HIS, Deck Maintenance Roy Meffert (seated) deck delegate of the ST Ogaen Connecticut (Ogden Marine) waits for the payoff early last month at the Lxxon Dock, Bayview, N.J. With him are a couple of crewmembers and the Ship s Committee. They are (I. to r.) Messman Jerome Williams. Chief Steward Sam W. McDonald, secretary-reporter; Chief Cook Willy S. Harris, steward delegate. °osun Joe Broadus ship's chairman; Wiper Bob Land, engine delegate and Engine Utility Ray Joslin. etsfu riartt OyrH 24. To enroll, contact HIS or fill oat the application in the 106. February 1980 / LOG / 25 ' rL-. • ' .f 1 �OGDEN WILLAMETTE (Ogden Marine), December 23—Chairman, Recertified Bosun F. C. Cooper; Secretary R. De Boissiere; Educational Director J. Singletary; Steward Dele­ gate W. Smith. No disputed OT. Chairman reported for everyone to make sure thay had their shot cards for the trip to Panama. Wished all of the crew a very Merry Christmas and a Happy New Year. A special vote of thanks to Chief Steward, R. De Boissiere for a very special Christmas dinner with wine, egg nog, turkey and all the goodies. Also to Willie Smith, chief cook and R. B. Woodward, baker whose talents are the very best in the SIU. Observed one minute of silence in memory of our departed brothers. AMERICAN HERITAGE (Apex Marine), December 23—Chairman, Recertified Bosun Leo Paradise; Secre­ tary M. Deloatch; Educational Director C. Merrit. $30 in ship's fund. No disputed OT. All communications received were read and posted. Chair­ man held a discussion on the import­ ance of young men upgrading them­ selves at Piney Point. Everyone who is eligible should take advantage of it. Also that more members should apply for the LNG course as it offers a better opportunity for more jobs and better pay in the merchMt marine. The crew agreed that this is the best feeding ship in the fleet and the best prepared menus. They are always good. Next port St. Croix. • PISCES (Apex Marine), December 2—Chairman F. Goethe; Secretary J. Reed; Deck Delegate M. C. Cooper. No disputed OT. Chairman reported that he could not get a repair man in the last port to fix the dryer. Would try again in port in New Jersey. Report to Log; "There is a serious shortage of men in the steward departments Stewards, cooks, bakers and GSU menare needed. The President's report was read to the membership about this shortage and what the Union was doing about this matter." SEA-LAND MARKET (Sea-Land Service), December 21—Chairman Recertified Bosun W. R. Kleimola; Secretary H. H. Alexander, Educa­ tional Director Donald Keller. No disputed OT. All communications received were read and posted. Chair­ man reported that a safety meeting was held. How to protect the seaman during bad weather was discussed and also the precautions to be taken by men who have special medical needs. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. 4 ; ./ LNG TAURUS (Energy Transport Corp.), December 16—Chairman Joe Morrison; Secretary V. Pizzitale; Deck Delegate E. A. Gousson. No disputed OT. Chairman reported how necessary it is that all men who qualify should go for upgrading. New ships are being built and some of them will be coming out soon to be crewed. He also talked of the new medical plan explaining that the SIU now has a choice to go to a private doctor or stay in the Marine hospital. Noted the importance of donating to SPAD. Observed one minute of silence in memory of oiir departed brothers. COUNCIL GROVE (Interocean Mgt.), December 23—Chairman R. Burton; Secretary G. Richardson; Educational Director J. Green; Steward Delegate R. G. Connolly. $70.50 in ship's fund. No disputed OT. A vote of thanks for the the cassette movies that were received on board. Report to Log: "We are very grateful to the negotiating committee and Brother Paul Hall for the cost of living adjustment increase. To you and yours a prosperous New Year." Next port in the Azores. VIRGO (Apex Marine), December 30—Chairman, Recertified Bosun L. R. Smith; Secretary Fred R. Smith; STONEWALL JACKSON (Water­ Secretary Fred R. Hicks, Jr. No man Steamship), December 2—Chair­ disputed OT. Educational Director gave man, Recertified Bosun C. Linebeiry; a lengthy discussion on the subject of Secretary W. Braggs. Some disputed new members taking advantage of OT in engine department. Chairman upgrading at Piney Point. This could reported that the trip was a very good mean monetary gains for all members one and thanked everyone for their who participate. Also discussed the cooperation. A vote of thanks from the importance of donating to SPAD. chairman to the steward department for Chairman thanked steward department a fine Holiday dinner and also to the for a very nice Christmas dinner. radio officer for putting out the news Observed'one minute of silence in memory of our departed brothers.: bulletin./ Report to Log: "Crew spent an enjoy­ able time ashore in Ft. Lauderdale, MOUNT WASHINGTON (Victory Florida and St. Croix, V.L Many of the Carriers), December 15—Chairman, crewmembers marvelled at the ancient Recertified Bosun S. E. Jansson; buildings and other sights in St. Croix. Secretary J. Lamb. $25 in ship's fund. One of our crew, David Bouthillier, who Some disputed OT in deck department. was crew messman on this ship recently AH communications received were read attended Piney Point and came back and posted. Chairman held a discussion aboard as A.B. He has really noted the .on upgrading at Piney Point and the difference in the money he is earning importance of SPAD. A vote of thanks now, thanks to the SIU." Next port to the steward department for a job well Bayonne. done. 26 / LOG / February 1980, SEA-LAND ECONOMY (Sea-Land Service), December 4—Chairman M. P. Zimbro; Secretary Roy R. Thomas; Educational Director L. A. Acosta. No disputed OT. Chairman noted that the crew must check with the patrolman before leaving the ship. Everything is running smoothly with no major beefs reported by department delegates. Also discussed the importance of donating to SPAD. Thanked the crew for a good trip. Advised all members of the various classes now in session for upgrading at Piney Point. Asked all members to stand by for customs and immigration upon arrival to speed up clearance. A vote of thanks to the steward depart­ ment for a job well done. Observed one minute of silence in memory of our departed brothers. Next port New Orleans. BALTIMORE (Sea-Land Service), December 16—Chairman, Recertified Bosun Robert C. Gorbea; Secretary George W. Gibbons; Educational Director W. J. Dunnigan; Deck Dele­ gate Vincent Ratcliff; Engine Delegate Alton Green; Steward Delegate Stone­ wall Jackson. No disputed OT. $15.25 in ship's fund. The chairman read the communications about the raise. Noted that all repairs have been taken care of. If there should be anymore needed please let the delegate know. Everyone should report to ship one hour before sailing. Discussed the importance of SPAD. Secretary thanked the bosun and the day man for the repairs in the steward department. Also a vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Boston. TEX (Alton Steamship), December 23—Chairman, Recertified Bosun Robert K. Lambert; Secretary E. Hagger; Educational Director R. Carter. Some disputed OT in engine department. Gave a double vote of thanks to E. M. Hagger and the steward department for the good food on the voyage and the special Thanksgiving dinner. The officers also extended a vote of thanks. SEA-LAND MC LEAN (Sea-Land Service), December 2—Chairman, Recertified Bosun E. D. Christensen; Secretary B. L. Scarborough; Educa­ tional Director R. J. Blyth; Deck Delegate Robert Hyer; Engine Dele­ gate Erik Persson; Steward Delegate E. H. Jackson. Some disputed OT in deck department. Chairman held a discussion on the importance of donat­ ing to SPAD. Report to Log: "The Captain, Chief Engineer, officers and crew gave compliments on a fine Thanksgiving dinner. It was served between Yokohama, Kobe and Koahsiung." Next port Seattle. ALEX STEPHENS (WatermOT Steamship), December 2—Chairmai Henry Jones; Secretary C. CorrenU Educational Director Anthofiy Pr^ inop; Deck Delegate D. Meado\ in ship's fund. Some disputed OT deck department. Chairman thanked' the crew and said they were the best he had sailed with in many years. The Log was received and read and eirjoyed by everyone. Report to Log: "Colombo, Sri Lanka was enjoyed by many of the crew. Houses that rest on stilts were rented on the beach." Next port Tampa. MONTICELLO VICTORY (Victory Carriers), December 9—Chairman, Frank Smith; Secretary Duke Hall; Educational Director O. A. Hess; Steward Rayfield Crawford. No dis­ puted OT. Secretary reported that everything is running smooth and all members are urged to apply for upgrading at Piney Point. This can be to your advantage for a better job and better pay. Also watch for the new classes in the steward department. To find out what is going on in the Union, read the Log. Observed one minute of silence in memory of our departed brothers. Next port Baton Rouge. Official ship's minutes were also re­ ceived from the following vessels: BORINQUEN OGDEN WABASH SEA-LAND RESOURCE SEA-LAND EXCHANGE OVERSEAS ANCHORAGE EL PASO SOUTHERN SEA-LAND PITTSBURGH DELTA PERU PANAMA DELTA PARAGUAY OGDEN CHALLENGER JACKSONVILLE COVE LEADER ARECIBO SEATTLE HOWARD BOYD POET BANNER OVERSEAS ALASKA INGER COVE NAVIGATOR COVE RANGER OVERSEAS VALDEZ LNG GEMINI TAMPA EL PASO ARZEW ALLEGIANCE DELTA NORTE DELTA PANAMA OVERSEAS WASHINGTON DELTA ARGENTINA OVERSEAS NATALIE BEAVER STATE WESTWARD VENTURE ANCHORAGE DELTA VENEZUELA OVERSEAS HARRIETTE TAMARA GUILDEN HOUSTON SAN JUAN PUERTO RICO CANTIGNY SEA-LAND ADVENTURER CAPRICORN DELTA ECUADOR MERRIMAC OGDEN CHAMPION PENNY OVERSEAS VIVIAN POINT SUSAN JOHN TYLER MONTICELLO VICT^V GOLDEN ENDEAVOR OGDEN LEADER MANHATTAN SEA-LAND PRODUCER * GREAT LAND COVE COMMUNICATOR OVERSEAS NATALIE LNG LEO DEL SOL LNG VIRGO SEA-LAND LEADER . COVE SPIRIT SEA-LAND FINANCE COVE ENGINEER SUGAR ISLANDER id a/s ;d w Jg :k He rt ke to ?d D tie al Id ne al so n't to a �./• Dr. Ricky Abrams Still Loves the Sea, the SlU Brotherhood T HE sea has cast her spell over many an unsuspecting sailor. Very few, however, have been smitten by her charms as much as Ricky Abrams. Ricky Abrams, or rather Dn Abrams, as his patients prefer to call him, no longer sails with the SIU. He has been a practicing dentist for over eight years now. But he refuses to sever his connection to the sea. Every year around this time, he sends a $100 donation to SPAD, along with a short, yet warm, letter. The $100 donation is, he says, just his way of saying thank you to the SIU. "I could never repay the union for what it's done for me. One hundred dollars is really nothing when you consider how much shipping has changed my life. You know, I always enjoyed it out there. Sometimes I think about going back." At 33, Ricky Abrams is the epitome of what a dentist should look like: distinguished, only slightly overweight now that he has stopped jogging, soft-spoken. The image fits his position in the community. At the present time he is the head of the Department of Community Dentistry at Marquette University in Milwaukee. Behind him lies a lifetime of upgrading. He joined the SIU and the merchant marine in 1963. Though his first job was as a crew pantryman on the Steel Chemist, he soon switched over to the engine department. When he wasn't shipping, he was either upgrading or collecting college credits. By 1972, Ricky Abrams had graduated from Temple University School of Dentistry. He had also accumulated the following endorse­ ments: wiper, oiler, fireman, second electrician, deck engineer, junior engineer. Like many other people, he had been leary of upgrading, wondering if he was capable of handling the reponsibility. That all changed one summer when he was onboard a run­ down vessel headed for Northern Europe. The whole crew was talking about the Chief Electrician. It seems that the fans were always breaking down. The Chief fixed every one, even those that seemed beyond repair. And the fans were always as good as new. No one knew how he did it, least of all Ricky Abrams who felt highly intimidated by the Chiefs mechanical prowess. As it turned out, the Chief Electrician had a sure-fire method: he would throw all the broken fans overboard and steal new ones from the supply locker. Ricky Abrams learned something from that experience: it doesn't pay to count yourself short. Chances are, the guy who is filling the job that you don't consider yourself qualified for, isn't any more talented than you are. That lesson wasn't the only thing that Ricky Abrams remembers from shipping out. He remembers a lot of other things: yi'consider myself extremely fdrtunate. You know, by the time I was 20 I had done more travelling than most people do in a lifetime. At work I listen to other dentists talk about their 'Big European Trip.' I have to smile to myself, because I've made at least twenty trips there, not to mention Africa, Asia, South America. I've been exposed to so much." "One of the things I've carried from my maritime days is the urge not to stay in one place. I've had so many jobs since I graduated from dental school. I was in the Navy for a few years, then I worked for Johns Hopkins in Maryland. I guess I'll always be reaching out for some new experience." "Perhaps the one thing I miss about shipping out is going to the union hall. There was such a warm atmosphere there. It was like one big family. Guys were always helping each other out. If someone was short $10 bucks, he'd always be able to go to the union hall and someone would give it to him. There was such a feeling of camaraderie there. I guess I'll never experience that again." VH Plucks 3It allCubans From Drifting^ Boat Off Key Larao, Fla. Another SIU crew showed their began about 9:30 p.m. on .. ^ ^ professional touch one night last month when they plucked three Cubans from their drifting boat off Key Largo, Fla. - • Carter Okays Northern Tier Oil Pipeline President Jimmy Carter okayed a private company's bid last month to build a $I.23-billion, 1,500-mile Northern Tier Oil Pipeline to carry Alaskan crude from Port Angeles, Puget Sound, Wash, to the oil-short Upper Midwest at Clearbrook, Minn. The pipeline, which could carry 933,000 barrels daily, will get quick service from Federal regulatory agencies if the firm can come up with the project financing within a year and meet Washington State envir­ onmental regulations. If not, the Transmountain Oil Pipeline Co. Canada plan is waiting in the wings. Northern Tier Pipeline Co. (U.S. Steel, Burlington Northern, West'nghouse, MAPCO, etc.) says the pipeline could be built in three years, "would create 5,500 new jobs. crud?'.n l*"' whfch wiiicn I'M would f go 30 miles"""T under P"get Sound through Idaho, Mentana and North Dakota feeding refineries enroute. Today 400,000 of the daily 1.2 million barrels of crude coming out of Alaska's North Slope can't be refined on the West Coast because of a lack of refining capacity. Jan. l9!LstheSTOgden Willamette (Ogden Marine) passed by Key Largo, Fla.'s Alligator Reef. The lookout spotted a distress signal from a small craft drifting in the water. In a flash, the tanker's master, Capt. Ferguson was on the bridge ordering the ship to slow down to intercept the boat. Later Recertified Bosun Arthur C. Campbell and his deckgang made the small craft water. The mates gave them medical secure to the Ogden Willamette. attention. The rest of the SIU crew Upon inspection, they found three saw to their needs in the way of persons in the Suzy. One, Edward blankets, etc. as the Coast Guard Verde of Miami, Fla. revealed they arrived. had left Cuba five days before, ran Rescued Verde thanked God for out of fuel, had one engine out and the food and help given them and no food or water. exclaimed he would never forget this Immediately, Chief Steward Tony for all his life. He also expressed a De, Boissiere provisioned them with tremendous appreciation to the a week's supply of rations. The captain, chief steward, bosun and cooks fed them and gave them the whole crew and officers. Paul Dempster Reelected SUP President Paul Dempster, president-secretary-treasurer of the SUP, was reelected to those posts for the 198081 term by the union's rank-and-file In the biennial election on Feb. 19. Dempster beat SUP San Fran~~ ^ San Francisco Hall Moved to 350 Fremont disco Business Agent Charlie Russo by 564 votes and former SUP Vice President Jack Dwyer by 1,182 votes. SUP Vice President Jack Ryan, who ran unopposed for reelection, got 2,046 votes from members at the San Francisco headquarters and the outlying ports. A total of 2,170 voting ballots were cast in the election. This Includes 313 absentee ballots and 151 contested ballots cast by permitmen. In the port of New York, incum­ bent Bill Armstrong ran unopposed and was reelected as business agent. Elected as five trustees of the S UP Effective March 1, the San Francisco Union hall located on 9th and Mission Streets will be closed. All Union business In the port of San Francisco will now be conducted out of the hall at 350 Fremont St., formerly the headquarters of the Marine Cooks „ & Stew»ds ... .. Union, ... WASHINGTON, D.C.-Janu^ By consol.dal.ng op^hons .n ary's U.S. unemployment rate San Frttncsco under the roof of climbed to 6.2 percent of the Union hall, SIU reps will be country's work force from Decem­ better able to serve the needs of ber's 5.9 percent, the Labor Depart­ the West Coast membership ment reported. which expanded with the merger This is the highest joblessness of the MC&S Into the SIU A&G level since July 1978. And it is the District last year. first time in 17 months that the :•' '::r «;-! i'g. - •4 •|l J-' • Paul Dempster was reelected Presi­ dent of the SUP this month. Building Corp. were Dempster, Ryan, Russo, Seattle Agent John Battles and Business Agent No. 1 Bill Berger. Unemployment Rises to 6.2% unemployment rate has broken out of the narrow range of between 5.7 percent and 5.9 percent. The jobless rise was largely due to layoffs and plant closings in the nation's automobile manufacturing industry. Hit hard were married men, fulltime workers and blue collar workers, February 1980 / LOG / 27 • ••11 • •"'tS !• �Drugs: Pay Now, Pay Lata*! ESSING around with taking is safe. And that lack of drugs could cost you your knowledge applies to every drug career. Or your health. Or your right across the board. There are no exceptions. A life. That might sound like over­ '^cientist can test the properties stating the case. Plenty of people and the physical and psycholog—especially young people—say ical effects of a drug for years. He drugs make them feel good, so can report on what its effects what's wrong with them? They should be. Or what happens to say "I have a handle on it. I never most people when they take it. But he can never make an take too much." But the fact is, not enough is absolute judgement on its safety, known about the effects of Because the properties of a drug drugs—particularly the long- have so many variables. Even marquana! Its short-term term effects—for anyone to be sure their "moderate" drug- effects depend on how much you M smoke. And on where it came from. Ifits grown in the U.S. chances are it's pretty mild. Most domestic marijuana has a chemical concentration of less than 0.5 percent. The marijuana that comes out of Colombia and Mexico is a lot more potent, with a chemical content as high as 4 percent. And the dope coming out of Spain has a dangerously high 6 percent, What happens to you when you smoke a joint depends oh where the stuff came from. As iaihlKR hMlfv trot likB JAN. 1-31, 1980 •TOTAL REGISTERED AIIGnMipc CtattA CteMB ClanC TOTAL SHIPPED AIIGiotifM CISMA ClaSiB ClawC ••REGISTERED ON BEACH AIIGroups ClaMA ClaaaB CtafaC DECKDEPARTMENT Algonac (Hdqs.) — 17 5 1 7 8 0 ENGINE DEPARTMENT Algonac (Hdqs.)— 18 10 2 5 4 0 STEWARD DEPARTMENT Algonac (Hdqs.).. , 1 2 1 1 7 0 ENTRY DEPARTMENT Algonac (Hdqs.) 17 29 6 0 0 0 TotabAllDapartmante. 53 46 10 13 19 0 •'Total Registered" m^ns the numt>er of menwho actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the pixt at the end of last month. KNOW YOUR RIGHTS 30 3 2 23 12 2 4 2 4 28 85 56 73 16 24 KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20lh Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to arc available to you at all times, cither by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SlU contracts are avail,-ablc in all SlU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such ;is filing for OT on the proper sheets and in the proper manner. If, at any time, any SlU 28 / LOG / February 1980 patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SlU port agent. EDITORIAL POLICY—THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful, to the Union or its collective membership. This established policy has been reaffirmed by membership action at the &ptember, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one. individual to earry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone m any official capacity in the SlU unless an official Union receiptiis given for same. Under no circum­ stances should any member pay any money for any reason unless he is given'such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official, receipt, but feels that he should not have been required to make such payment, this should imrnediately be reported to Union headquarters. i lod KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA* TIONS. Copies of the SlU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and repyorts fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SlU Atlantic, Gull. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. well as what it's cut with. And if you buy a couple of joints off a guy on the street, you don't know a single thing about it. Which means you don't know what it's going to do to you. Even in its pure state, the effects of cannabis, the plailt both mari­ juana and hashish are derived from, vary widely. In high doses, the Drug Enforcement AgenQr says, it may cause "image distortion, a loss of potential identity, fantasies and hallucina­ tions or a toxic psychosis." The "side effects" of drugs aren't limited to physical and emotional issues. There are legal issues as well. And those issues are gravely important to Sea­ farers. If you get caught with drugs in a foreign country they'll slap you in jail so fast you won't know what hit you. And they'll keep you there. For a very long time. In addition, for a seaman, a drug-related conviction meaps the Coast Guard will take away your seamen's papers. That means you'll never work in the merchant marine again. Messing around with drugs is dangerous. It's stupid. And it'll get you in trouble. And that's the only sure thing about it. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SlU. These rights are clearly set forth in the SlU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as. a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any tinie a member feels that any of the ahove rights have been violated, or tbat he has been denied .his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested, the address is 675 - 4th Avenue, Brooklyn, N.Y.11232. :ers �•i.#: Eight more SlU Chief Stewards are now attending titlcation Program stresses work scheduiino reoui^fton Progfarifthe'St^^^^ '"«• -ven1o;"®c"nrr'Td Program at the Harry Lun- menu pianning. Advanced deberg School. The program culinary skills firet add^plf iefon ar struction at HLS and two weeks at Unron Headquarters. Because the Chief Steward is the Department Manager aboard his ship, the Recer___ ... The CPR ana First Aid in"w. Tw Struction was the roughest part of the program but it was one of the *!"?.'yP-9andcom: munication' techniques" are among the many practical skills that are taught The Stewards also receive special training for their job as secretary-reporter of the ship's committee. The Kiv^ioiii program is designed to to IS uesigneo *esch SlU Stewards the skills and want on the decertification ProI M f • .. . . ' gram is s Kin best. Ihave not been fn ® ''i® success beschoo/ /or 40 years. Vnd®1h°i Janet Cook really taught maritime industry. , For the seafarers attending Bob Liegel the program now—and for all Since the Chief Steward is the head of the Steward Depart­ SlU Steward Department ment, the program stresses work scheduling, requisitionino and invenioiy ana inventory control. Recertification Program Gives Stewards The Skills They Need Jose Colls Jee Dong Charies Scott Carl Jones Frank Adkins Francis Smith Members—the Steward Recertification Program is a golden educational oppor­ tunity. Recertified SlU Stewards are the best-trainpd in the whole maritime in­ dustry. And graauates of the program can count on topnotch job security. -9. -j 61. ..V, Robert Llegel Carl Tebell Reuben Blackburn Willie Smith Chester Moss Jack Utz The Chief Stewards learn ad­ vanced culinary skills In the HLS Cooking labs. ? i '- " "" i - Ail of the teachers should get a vote of thanks. They go out of their way to help each of us. There has been a teacher available to help me whenever I needed It. Frank Adkins Every Steward Department Member who is eligible is en­ couraged to apply for the Recertification Program. It's easy to apply. Just contact the SlU Representative in your port for an application. The Recertification Program is a great opportunity for all SlU members In the Steward Department. Take advantage of it today! Mike Mannlon has been a very good Instructor. The knowledge I have gained about nutrition and bacteria will be helpful to me when I go back to work. Francis Smitfi Jr " Fimt Aid classes are among the practical skills that ® ""©certified Stewards learn. , 4 February 1980 / LOG / 29 V • •I �a!:!.*;!'*""" - Summary Annual Report for Seafarers ? * This is a summary of the annual report of Seafarers Pension Plan (I.D. #13-6100329) for January I, 1978 to December 31, 1978. The annual report has been filed with the Internal Revenue Service, as re­ quired under the Employee Retire­ ment Income Security Act of 1974 (ERISA). Basic Financial Statement The value of plan assets, after subtracting liabilities of the plan, was $141,660,432 as of January I, 1978, compared to $151,436,402 as of December 31, 1978. During the plan year, the plan experienced an increase in its net assets of $9,775,970. This included unrealized appreciation and depreci­ ation in the value of plan assets; that is, the difference between the value of the plan's assets at the end of the year and the value of the assets at the beginning of the year or the cost of assets acquired during the year. During the plan year, the plan had total income of $26,725,613 includ­ ing employer contributions of $15,460,278 and $11,265,335 from earnings from investments and net realized gain (loss) from sale or exchange of assets. Plan expenses were $10,156,683. These expenses included $1,242,079 in administrative expenses and $8,914,604 paid in benefits. Your Rights to Additional Information You have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report: 1. An accountant's report. 2. Assets held for investment. To obtain a copy of the full annual report, or any part thereof, write or call the office of Mr. A. Jensen, 675 Fourth Avenue, Brooklyn, New York 11232. The charge to cover M2W ^ Now you can improve your math skills In fractions and decimals in your spare timel HOW? HLS has courses for you In fractions and decimals. They are self-study courses. HLS will send them to you. You can study them while you're aboard your ship or boat! Here's how you can use the skills you'll get in these courses: f: • • in your everyday life (for measuring, counting, etc.) • in your job • to improve your math skills for upgrading • to get started on your high school equivalency program (REMEBER: GED is offered at HLS) • to review old math skills or learn new ones I Send for the course you want today! Just fill In and mail the coupon below. Check the course you want. (Why not take both of them?) ( ) FRACTIOnS ( ) DECIMALS (<'• i ( ) Information on GED at HLS Send my course(s) here: Name^ street. Clty_ state -Zip. / Cut out the coupon and mall It to this address: i. ;. Academic Education Department Harry Lundeberg School Send It today! PIney Point, MD 20674 ATTN; Lois Knowles, Mathematics Department copying costs will be $1.00 for the copying of these portions of the full annual report, or $. 10 per page report because these portions are for any part thereof. furnished without charge. You also have the right to receive You also have the right to from the plan administrator, on examine the annual report at the request and at no charge, a state­ main office of the plan, 675 Fourth ment of the assets and liabilities of Avenue, Brooklyn, New York 11232^ the plan and accompanying notes, and at the U.S. Department of or a statement of income and Labor in Washington, D.C., or to expenses of the plan and accom­ obtain a copy from the U.S. Depart­ panying notes, or both. If you ment of Labor upon payment of request a copy of the full annual copying costs. Requests to the report from the plan administrator, Department should be addressed to these two statements and accom­ Public Disclosure Room, N4677, panying notes will be included as Pension and Welfare Benefit Pro­ part of that report. The charge to grams, U.S. Department of Labor, cover copying costs given above 200 Constitution Avenue, N.W., does not include a charge for the Washington, D.C. 20216. Vega Is Alive and Well and LMng in Tampa F OR a guy who specialized in keeping his ships cool, the sunny hot clime of Tampa, Fla. might seem an unlikely place to drop anchor. Pensioner Alvaro Vega doesn't think so. But just to make sure things don't get too hot, the 64-year old retired Seafarer now specializes in keeping cars cool. That is, he repairs air-conditioners and just about anything electrical under the hood. He learned the trade of an electrician from years of working on Pensioner Alvaro Vega the ships. Brother Vega points out one more When he retired about six years thing. He says everytime he sees an ago at the age of 58, he was already old shipmate he hasn't seen for one of the real "oldtimers" in the years, the shipmate usually says, Union. Vega joined the SIU in 1939just a "hey, where the hell you been. I thought you were dead." Pretty few months after the Union received typical! its charter. He proudly points out Well, this retired Seafarer has that his Book Number is V-4. some news for everyone. Alvaro His first job on a ship was as a Vega is alive and well and living messman. But when WWII broke happily with his wife in Tampa, Fla. out he switched to the engine room because "they needed people down below." John W. Wiciunan As it turned out, the move to the It Is Important that you contact Mr. engine room was a good one for James Orlando. Tel. (219) 228-6260. Vega. He applied himself and learned the trade. When he finally Kashnlr Puchabkl retired after 35 yeare of shipping, he Please contact, your son, Caslmir at was sailing as a chief electrician and 4207 221 SW Mountlake—Terrace, reefer engineer. Wa. 98043. Tel. (206) 778-6144. Important! His specialty on the ships was— what else—air conditioning systems Michael Robert LaGasse and refrigeration maintenance and Please contact, Sonia Prleto. Tel. repair. His last job before retiring (212) 639-3887. Emergency! was on the Sea-Land containership Newark. Mark JablonskI After he called it a day on the Please contact, your brother, ships. Brother Vega had no definite James—Urgent. plans of getting into a new business. Jim Downey He used to fix a/c systems in friends' Please contact, Ben Henderson— cars. But the word got around that 2016 SE 122-Apt. 57-P0rtl8nd, Or. he was an A-1 mechanic, and the rest 97233. is history. A devoted father (he has two John Robert Splcer daughters and a son), Vega is Please contact, Benny Splcer, as soon helping his son to start his own airas possible. Tel. (615) 289-3527. conditioning repair business. He says, "I finally have the time to Ron PolIIno help. I have a little saved. So I want Please contact, your mother, at 34420 to put it to good use. After all, you SW 188th Avenue—Homestead, Fla. can't take it with you." 33034. Persimals 30 / LOG / February 1980 WiWIBiil! �-Si Helge Hobnstrom, 60, joined the SIU in the port of New York in 1963 sailing as a chief electrician. Brother Holmstrom upgraded in 1964. He I also worked at the Bethlehem and Todd Shipyards, Hoboken, N.J. Seafarer Holmstrom was a former member of the Swedish Seaman's and Labor Unions. He is a veteran of the Swedish Army during World War II. A native of Shellettea, Sweden, he is a resident of New York City. WiHlam Denny Johns, 62, joined the SIU in 1948 in the port of Mobile sailing as a deck and junior engineer. Brother Johns was born in Ever­ green, Ala. and is a resident of Clanton, Ala. Hugh Lloyd Meacham, 65, joined the SIU in 1941 in the port of Norfolk sailing as a bosun and ship's delegate. Brother Meacham sailed 47 years. He was bom in North Carolina and is a resident of Chesapeake, Md. Robert Calvin Meloy, 58, joined the SIU in 1946 in the port of Jacksonville sailing as a recertified bosun. Brother Meloy sailed 34 years. He graduated from the Union's Recertified Bosun's Pro­ gram in February 1976. Seafarer Meloy was on the picketline in the 1946 General Maritime beef in Jacksonville, organized in the 1947 Isthmian drive and in 1948 hit the bricks in both the Baltimore and New York's Wall St. strikes. In 1960, he was in contention for the N.Y. joint patrolman post. Meloy is a veteran of the U.S. Army in both World War II and the Korean War as a sergeant in the Transportation Corps. He also attended the Infantry Officers Train­ ing School and the Army's Plans, Training and International School. Born in Cleveland, he is a resident'of Seattle. Anthony Mravec, 66, joined the SIU in the port of New York in 1967 sailing as a wiper. Brother Mravec sailed 19 years and during the Vietnam War. He was born in Cleveland and is a resident of Seattle. Sebastino Alleluia Pires, 70, joined the SIU in 1947 in the port of New York sailing as a chief cook. Brother Pires sailed 43 years and walked the Picketline in the 1962 Robin Line beef. He is a veteran of the U.S. Army's Hdqs. 241st Service Co. Engineers in World War II. Seafarer Pires holds the Asia-Pacific Service, Philippines Liberation Service and World War II Victory Medals. A native of Portugal, he is a resident of Brooklyn, N.Y. Daniel Covington Gatewood, 65, joined the SIU in the port of New York in 1965 sailing as an AB. Brother Gatewood sailed 28 years. He is a veteran of the U.S. Coast Guard in World War II sailing aboard the 55 Cactus. Seafarer Gatewood also attended the U.s>. Merchant Marine Service School, Sheepshead, Bay, Brooklyn, N.Y. during World War IL Born m Carthage, N;C., he is a resident there. Charles Wflson Bartlett, 58, joined the SlU in the port of Baltimore in 1955 sailing as an AB. Brother Bartlett sailed 29 years and during the Vietnam War. He hit the bricks in the 1961 Greater N.Y. Harbor beef. Seafarer Bartlett is a veteran of the U.S. Army in World War II. Born in Hingham, Mass., he is a resident of Dorchester, Mass. James Robert Bergbower, 52, joined the SIU in the port of Wilmington, Calif, in 1956 sailing as a bosun. Brother Bergbower sailed 27 years. He is a veteran of the postKorean War U.S. Army. Seafarer Bergbower was bom in Newton, 111. and is a resident of Preston, Md. Eiadio Grajales, 65, joined the SIU in 1944 in the port of Boston sailing as a chief steward. Brother Grajales---^ also sailed during the Vietnam War and as a ship's delegate. He walked the picketline in the 1961 N.Y. Harbor beef and the 1962 Robin Line strike. Seafarer Grajales was bom in Ponce, P.R. and is a resident of Gretna, La. George William Duncan, 63, joined the SIU in 1943 in the port of New York sailing as a bosun and 3rd mate. Brother Duncan sailed 48 years, first on British vessels. He also worked on the Delta and Waterman Shoregangs in New Orleans from 1973 to 1979. Seafarer Duncan was born in Russia where his father was on assignment as a journalist. He is a naturalized U.S. citizen and is a resident of Slidell, La. Angel Garcia, 65,joined the SIU in 1949 in the port of Tampa sailing in the steward department. Brother Garcia is a veteran of-the U.S. Army. He was born in Tampa and is a resident there. Kenneth J. Nelson, 60, joined the Union in the port of Corpus Christi, Tex. in 1957 sailing as an engineer for G & H Towing from 1951 to 1979. Brother Nelson sailed 28 years. He was a member of the Marine Allied Workers in 1951. Boatman Nelson was bom in Humboldt, Tenn. and is a resident of George West, Tex. Burvil Wilbert Owens, 62, joined the Union in the port of Philadelphia in 1960 sailing as a captain, pilot and mate for McAllister Brothers from 1972 to 1977, Taylor and Anderson from 1958 to 1972 and the Warner Sand and Gravel Co. from 1941 to 1958. Brother Owens is a veteran of the U.S. Army in World War II. He is a former member of the NMU, MM&P and District 50. Boatman Owens was born in Columbia, N.C. and is a resident of Philadelphia. Leroy Gibkenis Sawyer, 63,joined i the Union in the port of Norfolk in 1961 sailing as an AB for Norfolk Towing and for C. G. Willis from 1969 to 1971. Brother Sawyer also sailed for McAllister Brothers from 1953 to 1961. He was a former member of the UMW. Boatman Sawyer was born in North Carolina and is a resident of Chesapeake, Md. Verner Rudolf Ylitalo, 62, joined the Union in the port of Saulte Ste. : Marie, Mich, sailing as an AB and tankerman for the Atlantic Richfield Co. from 1964 to 1976, the Great Lakes Dredge and Dock Co. from 1955 to 1959 and for the Price Brothers-McClung Co. Brother Ylitalo sailed deep sea for the SIU from 1947 to 1956. He is a veteran of the U.S. Coast Guard during World War 11. Boatman Ylitalo was born in Marengo, Wise, and is a resident of Ironwood, Mich. , •..-•J ./• ^7 Lamar Matthews Lett Sr., 66, joined the Union in the port of Mobile in 1957 sailing as a cook for the Mobile Towing Co. from 1949 to 1979. Brother Lott was born in Mobile and is a resident there. • v -.V J Recertified Bosun Raymond War­ ren Hodges, 59, joined the SIU in 1944 in the port of Baltimore. Brother Hodges graduated from the Recertified Bosuns Program in 1974 and attended a Piney Point Crews Educational Conference in 1970. He is also a graduate of the GED Program where he was close to being a "perfect student." Seafarer Hodges also attended the U.S. Government's maritime training classes at Sheepshead Bay, Brooklyn, N.Y. in 1943. And he received a Union 1960 Personal Safety Award for sailing aboard an accident-free ship, the 55 Alcoa Patriot. He was bom in North Carolina and is a resident of Balti­ more. Orlan Auoid Midkiff, 65, joined the SIU in the port of Houston in 1970 sailing as an oiler. Brother Midkiff sailed 22 years. He is a veteran of the U.S. Army's Medical Corps in World War 11. Seafarer Midkiff was born in Remlin, Tex. and is a resident of Himphill, Tex. Frank Paul Russo, 67, joined the SIU in 1944 in the port of Norfolk sailing as an AB. Brother Russo sailed 39 years. He also attended a Piney Point Educational Confer­ ence. Seafarer Russo was bom m Norfolk and is a resident of Harvey, La. Edward James Ponis, 65, joined the SIU in the port of Baltimore in 1952 sailing as a recertified bosun. Brother Ponis sailed 42 years. He was born in Boston and is a resident of Baltimore. "••• V-j ^ ' fi i -p \ 'J Michel Joseph Dunn, 60, joined the SIU in 1947 in the port of New Orleans sailing as a chief steward. Brother Dunn sailed 32 years. He attended a HLS, Piney Point, Md. Crews Conference in 1975. Seafarer Dunn is a veteran of the U.S. Navy's Seabees in World War II. He was a former member of the Bakers and Confectionery Workers Union, Local 35 in New Orleans. A native of Louisiana, he is a resident of New Orleans. • February 1980 / LOG / 31 I �SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak i:^4 i PJ 1' ^ i. k' • vi > -h' JAN. 1-31,1980 •TOTAL REGISTERED All Groups Class A Class B Class C Port .1'^ ••-•-;;;f— .;. '• #":• Boston New York Philadelphia .Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT '.,, 6 91 6 23 22 13 20 79 46 28 18 25 13 68 1 0 459 6 39 7 9 10 2 3 16 8 5 9 5 2 17 0 0 138 1 16 4 4 7 5 2 7 2 4 8 12 2 5 0 0 79 Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point .... Yokohama I'A TOTAL SHIPPED All Groups Class A Class B Class C Totals Totals 4 98 ,9 12 11 7 10 40 20 24 7 24 2 49 0 0 317 1 43 1 12 9 2 5 16 5 6 4 6 3 13 1 0 127 1 8 1 0 2 3 0 0 5 2 7 5 0 3 0 0 37 Totals Totals All Departments r\ 0 17 1 1 6 7 . 0 11 0 3 7 13 0 4 0 1 71 7 130 8 39 26 9 36 154 54 50 26 66 25 118 0 2 750 4 ! 2 48 - ' 12 8 - 3 5 12 14 5 5 2 7 2 13 22 13 4 8 6 17 15 11 19 3 3 22 11 0 0 0 0 191 105 1 68 7 10 7 7 12 37 17 16 4 16 9 33 0 0 244 1 4 136 20 21 15 6 30 95 33 35 24 49 4 102 0 0 574 4 85 3 14 9 6 9 32 13 11 10 13 4 17 0 1 231 2 16 2 2 4 1 0 2 4 2 7 13 0 5 0 0 60 1 10 0 0 4 1 0 4 3 1 5 6 0 1 0 0 36 1 52 6 14 15 4 35 67 15 20 15 29 10 62 0 0 345 2 30 6 5 3 0 4 6 2 3 2 2 5 8 0 0 78 0 10 1 1 1 3 0 6 2 2 13 14 3 4 0 0 60 2 33 7 20 7 3 11 49 9 15 2 17 17 27 0 1 220 7 205 34 36 24 15 23 93 39 21 31 36 27 88 7 3 689 6 147 8 13 26 6 3 39 19 17 99 41 15 67 0 0 506 1,889 1,189 731 5 48 2 6 13 3 10 14 9 10 5 8 9 14 8 0 164 2 2 1 2 3 0 1 0 2 0 2 3 1 0 0 20 STEWARD DEPARTMENT 1 32 3 11 15 4 14 35 17 10 9 17 6 27 0 0 201 4 27 5 5 3 1 1 7 1 1 1 1 3 3 3 0 66 0 5 1 1 1 2 0 3 2 1 7 6 1 3 0 0 33 Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans.. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point ... Yokohama 5 48 14 4 16 6 3 28 13 7 6 16 12 24 19 0 221 ENGINE DEPARTMENT Port Boston ....... New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans.. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point ... Yokohama - 5 87 17 9 17 14 14 46 32 28 14 22 25 65 1 0 396 0 5 51 53 1 4 8 . 4 8 11 3 1 6 2 25 27 18 10 13 5 1 3 6 6 4 4 26 13 0 41 0 0 170 189 ENTRY DEPARTMENT 3 22 1 11 6 2 2 21 11 8 1 6 10 17 0 0 121 14 130 21 19 21 12 18 56 24 10 11 13 17 43 68 2 479 4 51 10 6 12 4 1 19 4 17 27 16 4 29 0 0 204 1,098 1.098 810 353 810 574 127 •'Total Registered" means the number of men who actually registered for shipping at theport last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. • Shipping m the month of December was good to excellent in all A&G deep sea ports, as it has been for the last several years. A total of 1,511 jobs were shipped last month to SlU-contracted deep sea vessels. Of these onlv 810 or slightly more than half, were taken by "A" seniority members. The rest were filled by "B" and "C" senioritv people. Shipping is expected to remain good to excellent for the foreseeable future HEADQUARTERS 675 4 Ave., Bklyn. 11232 ALGONAC, Mich. ^212) HY 9-6600 520 St. Clair River Dr. 48001 (313) 794^9375 ALPENA, Mjch 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass. .... 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y.. .290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL.9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 COLUMBUS, Ohio 4937 West Broad St. 43228 (614) 870-6161 DULUTH, Minn. 705 Medical Arts Building 55802 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 GLOUCESTER, Mass. 120 Main St. 01903 (617) 283-2645 HOUSTON, Tex..., 1221 Pierce St. 77002 JACKSONVILLE, Fla. 659-5152 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. ..IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. ; 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. 2604 S. 4 ^t. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. .534 9 Ave. 77640 (713)983-1679 SAN FRANCISCO, Calif. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P.R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEATTLE, Wash 2505 I Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813)870-1601 TOLEDO, Ohio... 635 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6NihonOhdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLULU, Hawaii 707 Alakea St. 96813 (808) 537-5714 PORTLAND, Or.421 S.W. 5th Ave. 97204 (503) 227-7993 WILMINGTON, Ca. 408 Avalon Blvd. 90744 (213) 549-4000 SAN FRANCISCO, Ca. 350 Fremont St. 94105 (415) 543-5855 32 / LOG / February 1980 m:.. �IRS Adopts New Procedur-es in Regard to Allotme.�ts The Internal Revenue Service seaman's gross income in the taxable seamen, as well as modifying the recently set forth new procedures special "end of voyage" reporting relating to the reporting of wages, payment of taxes and collection of income t_axes, with respec:.t to year the allotments are paid. procedures. A seaman does not have to report Now, the allotments paid to a seaman must he: in gross income other wages, such as induded in the advances or slops, until the taxable year in which the voyage ends. As a Norwe1y offers pension to result of this Revenue Procedure, the seaman will be receiving an IRS WW II seamen W-2· form (sta tement of wages received in a calendar year) for the Seamen who were Norwegian citizens and served on Norwegian ships allotments paid during a calendar during World War II may be eligible for pension benefits from Norway. year, . To be eligible generally the seaman must be 60 years old and must have had a minimum of 150 months of sailing on Norwegian ships. Merchant Federal income taxes. He will then Service on Norwegian or Allied ships as a Norwegian Citizen; $2.88 Seamen who served in the Norwegian Army, Navy or Air Force as a year, and the amount of FICA and income taxes withheld. In the instance when a voyage '-·begins in one year and terminates in a subsequent year, it will be a tax advantage to the seaman, who has authorized allotments, by avoiding all of the taxable income being bunched into the year the voyage terminates. For Waterway Proiects There are over 55 separate naviga­ tion projects listed in the legislation, Seamen who served ashore either in an administrative capacity or in the Army Corps of Engineers. The the most prominent of which are legislation allocates $2.8 billion to Locks and Dam 26 at Alton, Ill. and Considered seamen are also those who served actively in the the Corps so that it can carry out a the Terine�ee-TombigbeeWaterway variety of duties· essential to the in Alabama and Mississippi. . Norwegian or Allied Navy withoUt any service in the merchant marine. In addition, a special bonus pension is allowed for wartime service.A ·· seaman who was a Norwegian citizen when he sailed and has since become a citizen of another country remains qualified. A widow or ' reflecting the balance of his wages, after allotments paid in the prior Jaw the 1980 Appropriations Act for Seamen who served in the Allied forces, Army, Navy, Air Force as a defense-related work as a Norwegian citizen; • When the voyage ends, the sea­ m a n will r e c e i v e a W-2 f o r m· President Carter has signed into Norwegian citizen; • · ducted as well as withholding for Norwegian citizen; • voyage ends in a FICA (social security) taxes de­ to Dec. 31, 194) (outside occupied Norway) would be"-eligib/e. Following are kinds of service which may be considered for a pension: • the The form will also reflect the seamen who served at least 18 months during the period of Sept. 1, 1939 • if subseqpent year. use this information for inclusion on his personal tax return. children of a deceased Norwegian seaman may also claim the bonus. Those who qualify may write to the following address for further information: Norwegian Seaman's War Veterans Club, c/ o Birger Lunde, 84 Hillcrest St., Staten Island, N.Y. 10308. economic well-being of this nation. The legislation highlights one ·Included in the legislation are important fact: commerce on the provisions which call for the con­ inland waterways is heavily depen­ struction of nearly $490 million dent upon the Federal government dollars worth of navigation projects for its survival. The good Lord may on the inland waterways and in the have given us the Mississippi River, coar;tal harbors. but it was the U.S. government who d "17: "'LJ" l . a R e .i w t t o D o o o B h. h ' r r _ er e u n. rp _,_ _ constructed the· locks and dams which make inland shipping economicall y feasibl e. _ _ _ S ee�ng a blind man walk down a street makes the rest of us thankful _ for our. sight. Perfect strangers, as well as friends, don't hesitate to offer a g uiding arm to the blind because we all think it must be a terrible thing to be unable to see where you're going. An alcoholic can't see where he's going either, only alcoholics d.9n't have friends. Because a friend wouldn't let another man blindly travel a c��rse that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy-and just as important-as steering a blind man across a street. All .:::::! "\ you have to do is take that Seafarer by the arm and· guide him to the Union's Alcoholi� Rehabilitation Center in Valley Lee, Md. Once h�'s there. a n alcoholic SiU member will receive the care arid counseling he needs. And he 11 get the support of brother SIU members who are fighting the same tough battle he i� bac� to a healthy, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the dista�ce alone. � LU � � _...... ..._.._ . And by guiding a brother Seafarer in the direction of the Rehab Center, youll be showing him that the first step back to recovery is only an arm's length away. �-------------------------------� Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic ·Rehabilitation Center.I understand that all my medical and counseling records will be kept strictly co nfidential, and that they will not be kept anywhere except at The Center. Name ............................. Book No, ............ Address .. . .. ............ (Street or RFD) Mail to: . ... ....... ..... ... .. .. ... .... (City) (State) (Zip) Telephone No................ . THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-da)', (301) 994-0010 L-------------------------------� February 1980 I LOG I 33 �• I'-? . -1 1 ? S •' 1. ~ JV. S.-J?"." "i .'r.' ••'-•-•Np.it 'JV- -i' " Mobile More than 100 miles of the 232-mile Tennessee-Tombigbee Waterway were open to river navigation last month from its southern end at Demopolis, Ala. north to Columbus, Miss, pending the raising of the water level at the Aliceville Lock and Dam. Almost $1 billion of the estimated $1.67 billion Federal cost of the entire project is now under contract. PMlade^hia lOT has placed into Gulf service the new 480-foot barge Ocean 192 to carry 180,000 barrels of crude or petrochemical products in 12 coated compartments. The twin-screw 5,600 hp new tug Freedom (lOT) will push the barge which has a redesigned streamlined hull. She was built by the Galves­ ton Shipbuilding Co., Houston. GreatLakes uf '• i Barge G.L. 33—a new 4,000 cubic yard Manitowoc hydrodump barge—was launched last month by the Great Lakes Dredge & Dock Co., Chicago at the Maxon Marine Industries Shipyard, Tell City, Ind. The steel, deep sea barge measures 234 by 53 by 23 feet. She has a longitudinal divided hull hinged at each end above deck. Hydraulic cylinders open the hull hopper to dump and close. MARAD has okayed the $11.2 million bid of the Great Lakes Dredge & Dock Co.'s Tidewater Dredging of Oakbrook, 111. in building a 4,300 hp trailing suction hopper dredge. WasMnglon,D.C. V;lv President Jimmy Carter in his 1981 budget request to Congress has asked for $30 million for construction and rehabilitation of 34 inland waterways, locks and dams projects. M Port Arthur, Tex. Sabine Towing has on order a 103 foot, 3,200 hp twin screw harbor tug from Delta Shipyard, Houma, La. You Can't Afford Not To St Louis Contract negotiations with Orgulf and Ozark Marine have been completed and a ratification vote by the membership was under way early this month. The U.S. Corps of Engineers here has issued a "notice to proceed" to contractors for the first stage of construction at Locks and Dam 26 near Alton, 111. The first stage is the building of a cofferdam on the Missouri shore extending 1,000 feet into the Mississippi. The resulting 25-acre area enclosed by the cofferdam will be dewatered for the construction of the first six gates of the new dam. Comple­ tion in 1981 of the $41.7 million contract will restrict the river to a 700-foot width along the Illinois shore. National Marine Service has asked MARAD for $30.7 million in subsidy to build 46 double-skinned oil-chemical tank barges and five diesel-powered towboats with delivery before 1982. The barges will be built by Hillman Barge, Brovmsville, Pa., Nashville (Tenn.) Bridge and Jeffboat, Jeffersonville, Ind. Dravo of Pittsburgh and Ortis Boat, Krotz Springs, La. will build the towboats. On her maiden voyage downriver from Dravo, the towboat National Energy (National Marine) had as her crew: Capt. J.A. Benoit, Pilot Norman East, Trip Pilot V. Ward, Port Engineer C. Webb, Engineer F. Stanley, Mate S. Lamb, Tankermen J. Bowman and T. Stewart, Deckhands G. Coleman and E. Renshaw and Cook P.W. Chambers. New Orleans Opening contract negotiations began early this month with both Dixie Carriers and Gulf Canal. h Radcliff Materials has three 1,650 hp towboats on order for future delivery from the Dravo Shipyard, Neville Is., Pa. 'h Cook Duncan V. "Pat" Patterson reported late last month that he's "back on the river again." That is on the Mississippi aboard the towboat Dixie Power (Dixie Carriers). Pat says the run from here to Meyers, Miss., a few miles north of Vicksburg, takes 48 hours going upstream and 24 down, past Baton Rouge, La. Previously, Pat had got off the deep sea tug Alice Moron (Moran Towing) in Ft. Lauderdale, Fla. Seems before he got off the tug was having problems coming across the Gulf towing a 510-foot barge. Assisted by two other tugs, the Alice Moran was "comin' through the notch" of Port Everglades, Fla. Harbor when she lost the towliqe. •<. • I Cove Navigator Committee . i I J - '} 'i h J ^ . u 4 I) The Transportation Institute Towboat Operator Scholarship Program pays you while you go to school at HLS. It gives you hee room, board and books. It helps you earn wheelhouse time while you leam boathandling skills. And HLS graduates get day-for-day worktime credit. You can't afford not to apply for a Towboat Operator Scholarship The next class begins April 7. • •, Contact your SIU Port Agent or your Company to apply. 34 / LOG / February 1980 SIU Patrolman Teddy Babkowski (seated center) fills out dues receipt for (seated left) Steward Delegate C. Harmanson of the ST Cove Navigator (Cove Shipping) Ship's Committee recently. The rest of the committee (I. to r.) are Chief Steward Ray Casanova, secretary-reporter; Deck Delegate Patrick i_escot, Bosun Tom Ratcliffe, ship's chairman and Chief Pumpman Jim Emidy, educational director. The tanker paid off at the Con Edison Plant. Brooklyn, N.Y. �Legal Aid In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: NEW YORK, N.Y. Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 Tele. #(212) 279-9200 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. Archer & Peterson Americana Building Sll Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879^9482 SAN FRANCISCO, CALIF. John Paul Jennings, Henning and Wash 100 Bush Street, Suite 1403 San Francisco, California 94104 Tele. #(415) 981-4400 Philip Weltin, Esq. Weltin & Van Dam No. 1 Ecker Bid. San Francisco, Calif. 94105 Tele.#(415) 777-4500 ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112, Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 GLOUCESTER, MASS. Orlando & White Two Main Street Gloucester, Massachusetts 01930 Tele. #(617) 283-8100 SEATTLE, WASH. Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Ratz & Friedman 1 South Dearborn Street Chicago, Illinois 60603 ^Tele. #(312) 263-6330 Arbitrator Rules for Company in Dixie COLA Beef An arbitration involving the application of cost of living add-ons in determining the daily wage due to SIU Boatmen employed by Dixie Carriers Co. in New Orleans was settled last month. In a decision dated Jan. 7, 1980, the impartial arbitrator ruled that the cost of living adjustment which Dixie had rolled in to the wages of Union Boatmen as of Apr. 6, 1979 was correctly computed by the company. The arbitrator's ruling on the Dixie COLA arose from a grievance filed by the SIU against the company, based on differing interpretations of the cost of living clause in Dixie's collective bargain­ ing agreement. Because of the differing interpre­ tations of the contract, the Union and the company arrived at a different 1979 COLA amount and, therefore, a different wage rate. The Union's 1979 COLA figure was slightly higher than the COLA worked out by Dixie. As an example, under the SIU's computations the new daily wage rate with 1979 COLA figured in due to a Canal Captain as of Apr. 6,1979 should have been $102.74. By the company's figuring, the new wage rate for Canal Captains came to $101.20, a difference of $1.54. COLA'S apply to all ratings. The amount differs with the pay scale but the method of computation is the same across the board. An impartial arbitrator was named to settle the matter. Both the Union and the company agreed to abide by the arbitrator's decision. In his seven page ruling the arbitrator said that "the contract calls for a 5 percent increase in the daily wage each year. It does not," he continued, "provide for a 5 percent increase in 1979 plus the 1978 cost of living adjustment. "The cost of living adjustment for 1979," the arbitrator concluded,, "is based, in Dixie's contract, not upon 'wages being paid' but upon the Base Daily Rate and the adjustment of CPI thereon over the 5 percent wage increase." Based on the arbitrator's interpre­ tation of the Union's collective bargaining agreement with Dixie, the cost of living add-ons Dixie Boatmen have been receiving, rolled into their wages since Apr. 6, 1979 are correct. This is the final COLA Union members at Dixie will receive under the terms of the current contract which expires this year. When Siy reps sit down at the bargaining table later in 1980 to negotiate a new, three-year agreement with Dixie, one of their priorities will be to clarify the contract language so that there can he no question about cost of living adjustments due to Union Boat­ men at Dixie in the future. Dispatchers Report for Inland Waters JAN. 1-31,1980 •TOTAL REGISTERED All Groups CiassA CiassB CiassC TOTAL SHIPPED AHGrauns ClatsA aassB ClassC Port Boston New York Philadelphia Baltimore....... Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico ,.... Houston Port Arthur Algonac St. Louis Piney Point Paducah. Totals DECK DEPARTMENT ' 0 0 6 0 3 2 3 0 0 6 5 10 12 0 0 0 8 0 3 1 2 0 0 4 0 0 4 5 0 2 2 3 34 0 0 0 2 0 3 0 0 1 0 4 0 1 8 12 0 7 0 46 84 0 0 0 0 0 0 0 0 2 0 0 0 0 0 1 0 0 2 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 , 0 0 0 0 0 1 0 0 1 0 0 0 0 1 0 0 0 0 1 4 Totals AllDepartments 0 0 0 0 0 1 0 0 0 0 0 0 0 1 6 0 2 0 0 10 0 0 0 0 0 1 0 0 0 0 0 0 0 2 3 -0 0 2 0 a 0 0 0 12 0 7 3 10 3 0 7 0 0 6 14 0 9 0 32 103 0 2 0 16 0 5 2 11 0 0 12 0 0 9 5 0 5 1 9 77 0 0 0 5 0 5 0 12 . 3 0 13 0 1 7 19 0 34 0 131 230 ' 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 ^ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 2 0 0 0 0 2 1 0 0 0 1 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 1 0 0 1 0 0 0 0 3 7 0 0 0 0 0 0 0 1 1 0 1 0 0 . 0 '0 0 2 0 4 9 0 0 0 1 0 0 0 2 0' 0 0 0 0 0 0 0 1 0 2 6 0 0 0 1 0 2 0 2 0 0 1 0 0 0 0 0 0 0 16 22 120 STEWARD DEPARTMENT Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Port Arthur Algonac St. Louis Piney Point ... Paducah Totals 0 0 0 0 0 0 2 1 1 0 0 0 0 2 11 0 2 10 1 30 ENGINE DEPARTMENT Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans.. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Port Arthur— Algonac St. Louis PineyPoint ... Paducah Totals ••REGISTERED ON BEACH All Groups Class A Class B ClassC 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 1 3 6 76 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 - 0 0 1 2 0 0 0 1 0 1 0 2 0 0 0 0 0 0 1 0 0 0 7 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 2 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 1 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 5 36 100 34 11 15 0 • •' • V- i .'tj 83 259 •'Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. February 1980 / LOG / 35 • -f �.- !»• isS'- •'ii-'-• M. • N' ^ -! •«) .r ^ Pensioner Nicholas Mallette, 67, died of heartlung failure in Mobile on Sept. 24. Brother Mallette joined the SlUin 1946 in the port of Mobile sailing as a AB. He sailed for 32 years. Seafarer Mallette was bom in Broussard. La. and was a resident of Bayou La Betre, La. Interment was in the Odd Fellows Cemetery, Mobile. Surviving are his widow, Mae; three sons, Donald, Ronald and Bernard and a daughter, Wanda. Pensioner David Alfred I Lewis Sr., 72, was dead on arrival of I a probable heart attack at the Lake I County Memorial Hospital, East Painesville, Ohio after being taken ill at home in Madison, Ohio on Oct. 23. Brother Lewis joined the Union in the port of Ashtabula, Ohio in 1961 sailing as an oiler and dredgeman from 1947 to 1966. He sailed for the Dredge Engineers and Cranesmen Union from 1935 to 1949 and from 1957 to 1959. Laker Lewis also sailed for the American Dredge Co. from 1960, 1961 and the Great Lakes Dredge Co. A native of Concord, Ohio, he was a resident of Cleveland. Burial was in Evergreen Cemetery, Painesville. Surviving are his widow, Diantha Eloise and four daughters, Mrs. Donald (Beverley) G. H. Gordon of Cleveland, Donna Lee, Juanita Louise and Bonnie Lou. >' . a Robert Wayne Guthrie, 56, succumbed to lung failure in the John Sealy HospitaL Galveston on Sept. 30. Brother Guthrie joined the SIU in 1943 in the port of Boston sailing as a chief pumpman with the Union for 19 years. He also sailed as a 3rd assistant engineer with MEBA for 14 years. Born in Des Moines, la., he was a resident of Coldspring, Tex. Burial was in Woodlawn Cemetery, Crowley, La. Surviving are his widow, Maudrey Margaret; his mother, Zola of Houston and sister, Mrs. Thelma Cornwell of Des Moines. Lawrence Cur­ ry "Larry" Boyd Jr., 33, died in Gainesville, Fla. on Nov. 10. Brother Boyd joined the SIU in the port of Jacksonville in 1971 sailing as a fireman-watertender and en^neer. He sailed on the 7T Manhattan (Hudson Waterways) in 1977. Seafarer Boyd was a veteran of the U.S. Coast Guard during the Vietnam War. Bom in Philadelphia, he was a resident of St. Petersburg, Fla. Burial was in the Maypop Cemetery, Branford, Fla. Surviving are his mother, Muriel of Branford and his father, Lawrence of St. Petersburg. Thomas Edwin "Tom" Shoe­ maker, 32, died on June 7. Brother Shoemaker joined the SIU following his graduation from the HLSS in 1967 sailing as an AB. He also sailed during the Vietnam War. Seafarer Shoemaker also attended a Piney Point Educational Conference in 1971. And he was an aviation machinist. Born in Linneus, Mo., he was a resident of Tujunga, Calif. Surviving are his widow, Yvonne; his parents, Mr. and Mrs. Andrew Shoemaker of Brookfleld, Mo. and a sister, Mrs. L. J. Bachtel. Arthur Robert Peter Ralo, 62, died on Aug. 23. Brother Raio joined the SIU in the port of Phila­ delphia in 1969 sailing as a chief cook. He sailed 20 years and attended a Piney Point Crews Conference in 1975. Seafarer Raio was a veteran of the U.S. Air Forces in World War 11. A native of Philadelphia, he was a resident there. Interment was in the Gate of Heaven Cemetery, Berlin, N.J. Surviving are his parents, Mr. and Mrs. Alfonso and Virginia Raio and two brothers, Thomas of Williamstown, N.J. and Alfonso Jr. of Philadelphia. Bernard Mac­ Kinnon, 49, died on July 29. Broth­ er MacKinnon joined the Union in the port of Detroit in 1961 sailing as a deck­ hand for Dunbar and Sullivan from 1954 to 1968 and Western Contracting from 1961 to 1968. He also sailed as a mate for the Great Lakes Dredge and Dock Co. in 1978. Laker MacKinnon was bom in Nova Scotia, Canada and was a resident of Detroit. Surviving are a daughter, Janine of Detroit and a brother, John. wnue Sims, 58, died of lung fail­ ure in the Port­ land (Ore.) U. S. Veterans AdminI'istration Hospital I on Oct. 3. Brother Sims joined the Union in the port of San Francisco in 1967. He sailed in the steward department on the SSSanta J/ar/fl (Delta Line) from 1977 to 1978. He sailed 23 years. And he was a veteran of the U.S. Navy in World War 11. Sims was bom in Smithville, Tex. and was a resident of Portland. Burial was in Smithville. Surviving are his widow, Mary; a daughter, Mrs. Adrilla Fondal of Smithville; a sister, Mrs. Sewilla A. Watkins of Los Angeles; seven nephews, 12 nieces and 31 cousins. Allan A. De Hart Ames, 24, died in the Seamen's Church Institute, New York City on Nov. 27. Brother Ames joined the jSIU in 1972 Ifollowing his graduation from the HLS,sailing out of the port of New York in 1975. He also eamed his GED in Piney Point. Seafarer Ames was born in Washington, D.C. and was a resident of New York City and Upper Marlboro, Md. Cremation took place in the Evergreen Crematory, Hillside, N.J. Surviving are his parents, Mr. and Mrs. Allan and Mildred Ames of Upper Marlboro. Pensioner Joseph Ferenc, 86, passed away from natural causes in the Lenox Hill Hospital, New I York City on Aug. 7. Brother Ferenc [joined the SIU in 1942 m the port of New York sailing as an AB. He hit the bricks in the 1965 maritime beef. Seafarer Ferenc was born in Hungary and was a resident of New York City. Cremation took place in the Garden State Crematory, North Bergen, N.J. Surviving are his widow, Josie and a son, Steven. Pensioner Bennie Johnson, 78, died of cancer in the port of Cleveland on Oct. 15. Brother Johnson joined the MC&S in 1947 sailing as a waiter and officers'BR for the State Lines. He was born in Mississippi and was a resident of Cleveland and Mississippi. Burial was in the Highland Park Cemetery, Cleve­ land. Surviving are his widow, Bassie; a son, Walter of Praire Pt., Miss, and a stepsister, Mrs. Lavenia Brown of Detroit, Mich. Pensioner Joseph Elrln Gardner, 62, died of a liver ailment at home in Sebastopol, Calif, on Sept. 12. Brother Gardner joined the Union On the West Coast sailing as a chief cook. He sailed for 26 years. In 1959, he sailed on the 55 Flavia (Grace Line) and on the 55 President Cleveland (APL). Seafarer Gardner was born in Texas. Surviving is his widow, Edith. Cremation took place in the Pleasant Hill Cremetery, Sabastopol. Sorella Kaiser, 72, passed away on Oct. 16. Sister Kaiser was a member of the Union for seven years sailing as a chief steward and chief cook for the Kelly Island Sand Co. She was also a member of the International Cleaning and Dye House Workers Union for the Mullaire Dry Cleaning Go. She was a resident of Cleveland, Ohio. Burial was in Edgewood Cemetery. Surviving are her widowef. Pensioner Chester Kaiser and a sister, Mrs. Inez Lahti of Ashtabula, Ohio. Pensioner Remlglo Mangayam, 84, died of heart failure in the Broadway Hospital, Vallejo, Calif, on Oct. 25. Brother Mangayam joined the MC&S in 1943 sailing as a cook for APL and Pacific Transport. He was bom in the Philippine Islands and was a resident of Vallejo. Seafarer Mangayam was a naturalized U.S. citizen. Interment was in the Sunrise Memorial Cemetery, Vallejo. Surviving are a daughter, Mrs. Rosita Callenta and a sister, Mrs. Jean Antolin of Vallejo. 36 / LOG / February 1980 Robert William Mateo, 48, died of a heart attack on arrival at the Chesapeake (Va.) 'General Hospital on May 19. Broth­ er Mateo joined ! the SIU in the port of Norfolk in 1968 sailing as a 3rd cook. He sailed 20 years. Seafarer Mateo was a wounded veteran of the U.S. Army during the Korean War. Born in Portsmouth, Va., he was a resident there. Burial was in the Olive Branch" Cemetery, Portsmouth. Surviving are his widow, Marie; two stepsons, Arthur and William Edwards; his mother, Mrs. Elsie Barber and an aunt, Mrs. C.L. Pickett of Portsmouth. Pensioner Manuel Rosende Perez, 84, passed away from natural causes in Muros, La Coruna, Spain on Sept. 9. Bro­ ther Perez joined ithe SIU in 1939 in the port of Baltimore sailing as an AB. He sailed 50 years. Seafarer Perez was bom in Muros and was a resident there. Interment was in La Coruna. Surviving are a daughter, Mrs. Dolores Vasquez, of Union, N.J.; a grandson, Manuel Vasquez of East Stroudsburg, Pa.; another grandson, John Vasquez and a granddaughter, Marie Vasquez, both of Union. Pensioner Paul Andrew Switch, 65, died of heart failure in the Harrisburg (Pa.) Hospital on Nov. , 9. Brother Switch I joined the SIU in the port of New York in 1958 sailing as a firemanwatertender. He sailed 35 years and during the Vietnam War. And was on the picketlines in the 1955 and 1963 maritime beefs and the 1965 District Council 37 strike. In 1960, he was awarded a Union Personal Safety Award for sailing aboard an accidentfree ship, the SS Steel Architect. A native of Martin, Pa., he was a resident of Harrisburg. Cremation took place and his ashes were scattered on the seas. Surviving are his widow, Barbara and a brother, Joseph of Martin. Pensio ner I William Mathews Turpln, 69, died of heart-liing failure in the Houston USPHS Hospital on Oct. 12. Broi ther Turpin joined the SIU in the port of Houston in 1964 sailing as a firemanwatertender. He sailed 32 years. Seafarer Turpin was also a machinist and a former member of the Iron and Steel Workers Union. Born in HordenWharton, England, he was a resident of Dime Box, Tex. He was also a naturalized U.S. citizen. His remains were donated according to his wishes to medical research at the Baylor (Tex.) College of Medicine, Houston. Surviving are his widow, Nathalee; two sons, John and Thomas; a daughter, Christy Ann and a brother, John of Chicago, 111. �Pensioner A l P e n s i o n e r ­ Th o m a s berto Atilio Aran­ natural causes in cumbed to cancer failure in the Bin­ Calvary Hospital, m Dec. · Greater N.Y. Harbor beef and the 1962 Robin Line strike. Seafarer Arancibia . was born in Valparaiso, Chile and was a the Bronx. He w as a naturalized U.S. citizen. Cremation t o o k p l a c e in t h e G ar d en S t ate C r e m a t o r y , N o r t h B e r g e n , N .J . are t w o daughters, Mrs. Rizal, P.1. on Oct. 4. Brother Este­ in man-watertender. He was a veteran of sailing as a chief cook. He sailed 21 years the U.S. Army's Field Artillery in World and walked the picketline in the War IL Seafarer Gower was born in N.Y. Harbor beef. Seafarer Esteban North Carolina and was a resident of also sailed during the Vietnam War. He Chesapeake, Md. Interment was in was born in Paete, Laguna, P.1. and was Rosewood Memorial Park Cemetery, a resident of San Francisco. And he was Virginia Beach, Va. Surviving are two a naturalized U.S. citizen. Interment sisters, Joy ce and Mrs. Shirley attack at home in Brooklyn, 77, died of on Dec. heart failure in the SIU in Hospital, Seafarer Curry was born in Ohio and w as a resident of Mobile. Interment was in the Elam Cemetery, Mobile County. Surviving are two sons, Horace Jr. of Mobile and Maurice; a daughter, Mrs. 1961 N.Y. Harbor beef. A native of Finland, he was a naturalized U.S. citizen. Cremation took place in the Greenwood Crematory, Brooklyn. Surviving are his widow, Martha of Huntington, L.1., N.Y. and a sister, Ruth of Borga, Finland. f a i l u re 62, died of cancer .·i�r-li.a&,t,, . StH)µ-4�-. burg, Pa. on Dec. York sailing as a bosun. He sailed 36 years and was on the picketline in the 1961 N.Y. Harbor beef. Seafarer McDaniel ugraded at Piney Point in 1974. He was a veteran of the U.S. Navy in World War II. A native of Uvalda, Ga., he was a resident of Stroudsburg, Pa. S u rviving Bernadette; a ar e son, his Michael w i dow, and a ther joined the SIU in Ehlers of Bellview, Wash. : 58, died of heart-lung failure in the Nassau Bay 11. Brother Matthews joined the Union in the port of Houston in 1977 sailing as a deckhand on the towboat Robert B. (Western Towing) from 1975 to 1977. during World War II. Boatman Mat­ thews was born in Livingston, Tex. and was a resident of Liberty, Tex. Burial was in the Menard Chapel Cemetery, Polk County, Tex. Surviving are his widow, Louise; a brother and sister-in­ Iaw, Mr. and Mrs. Earnest L and Josephine C. Matthews Sr. of Houston and a sister, Mrs. Esther Scott of Liberty. Pensioner Clarence Harold Mc­ Hei nri c h Lohse, 80, passed away from natural (Tex.) USPHS Hospital on Dec. He was a veteran of the U.S. Army P eter in Booth , Memorial causes Medi­ cal Center, Flush­ ing, Queens, N. Y. on Dec. ther Lohse joined the SIU in 14. Bro­ 1946 in the port of New York sailing as a bosun. He sailed in 45 years. Seafarer Lohse was born Bremen, naturalized Germany U.S. and citizen. He was a was a resident of Flushing. Interment was in Flushing Cemetery. Surviving are his widow, Irma; two sons, Peter Jr. and Reinhard and a daughter, logo. Pensioner Charles Clarke, 75, passed Cemetery, Portland. Surviving are his widow, Betty; a stepson, Richard M. Stuck of Portland; his parents, Mr. and Mrs. Issac a sister, Mrs. Lona Smith of Portland. 0. Boggs of Clay, W. Va. and 14. Bro­ Samuel Mixon , Jr., 22, died in City Hospital, St. Louis, Mo. on 30. Brother Mixon joined the Union in the port of San Francisco in 1976 sailing as a chef utility. He sailed for the Delta Line from 1978 to 1979. Seafarer Mixon Mary of Dorado, P.R. and a daughter Julie of Brooklyn. Training School, Santa Rosa, Calif. in 1976. A native of St. Louis, he was a Pensioner Eg­ bert Williatmson "QI' War llorse" Goulding, 76, suc­ resident there. Interment w'as in Greenwood Cemetery, Hillsdale, Mo. Surviving is his mother, Mrs. Annette Mixon of St. Louis. cumbed to emphy­ semia at home in the Bronx, Pensioner Leon N.Y. Mars Sr., on Oct. 3. Brother the 1939 in the port of New York sailing as a chief steward. He sailed for tal, a naturalized U.S. citiz.en. P i c ay u n e , Miss. on Nov. Brother No. 9. He was born in Jamaica, B.W.I. was L.O. Crosby Memorial Hospi­ 41 years. Seafarer Goulding attended the 1970 Piney Point Crew Conference and 74, died of lung failure in Goulding joined the SIU in Interment was in Woodlawn Cemetery, P e n s i o n er Portland. was a graduate of the MC&S Steward machinist. Seafarer Kusmierski was a Lillian and a daughter, Mrs. Sandra of Brooklyn, N . Y . Brooklyn. Surviving a r e his widow, former member of the NMU and a Pearland, Tex, Surviving are his widow, resident attack at home in Hills Cemetery, New York sailing as a bosun. He was a place in the South Park Crematory, a Gatmaiton was born i n Manila, P.I. and Kusmierski a resident of Houston. Cremation took was � Cypress t he Seafarer Boggs' burial was in Rose City 1961 N.Y. Harbor strike and the 1962 R o b i n Line b e e f . S e a f a r e r in in 1953 sailing as a steward for the Matson Line from 1946 to 1978. He was born in West Virginia the 7. Bro­ II. Born in Grand Rapids, Mich., he was U n i on , Oct. wa s 28. Brother port of Portland in years. And he was on the picketlines in the veteran of the U.S. Navy in World War Nov. Boggs joined the 1946 in the port of New York sailing in the steward department. He sailed 42 1945 in the port of daughter, Elizabeth. Jarnes Edman Matthews, in on Sept. 21. Brother a heart H o s pit al , Portland, Ore. on joined the SIU in . N�!iaU aay(Tex.) : USPHS . Hospital . i n the port of New 65, died of heart-lung B�ddy McDaniel, · W a l ter K u smierski, Pensioner Paul 7 6, was a naturalized U.S. citiz.en. Burial P e n s i o n er Bess t h e r G a t m a i ton Seafarer Grahne was on the picketline in the of on Dec. 46 years. J oseph 1947 died port of New York • R e ye s Ga tmai t o n , 1942 in the sailing as a bosun. He sailed a mother-in-law, Mattie. the SIU in E ugenio 8. Brother Elizabeth Wiggins of Satsuma, Ala. and McDaniel joined .• N . Y. 57, died of pneu:nonia in the and P e n s i o ner Grahne joined the Springhill Mem­ 1945 in the port of Mobile sailing as a chief steward. He sailed 46 years. of Binangonan. 75, died of a heart ace Stanley Curry o n Nov. Grahne, also of San Francisco; Bayani and Diva Anderson B oggs, was in the Municipal Cemetery, Paete. San Francisco and three sons, Nathan P e n s i oner P e n s i oner James 1961 Surviving are his widow, Simplicia of Ambrose, both of Chesapeake. Gu nnar 11. Brother Curry ' joined the SIU in the SIU in the port of San Francisco in 1955 Pensioner Hor­ Mobile b a n joined 1947 in the port of New York sailing as a fire­ Angelina Cortez and Mrs. Maria Smith, orial General Hospital, Morong, 2. Brother both of the Bronx. Sr., angonan Norfolk ; Gower joined the ' SIU 1942 in the port of New York sailing as a saloon the on Dec. Arancibia joined pantryman. He hit the bricks in the 1961 62, USPHS Hospital N. Y. on 9. Brother the SIU in Surviving Esteban, 72, died of heart 71, died of Bronx, of Crespo suc­ cibia, resident Gower, Pensioner Pedro Met r a 9. Mars joined the Union m the port of New Orleans in 1954 sailing as a chief engineer for Coyle the Bronx. Surviving are a son, Rodney Lines. He was a former member of the and a daughter, Mrs. Lorraine R. Rivers MAW of the Bronx. Pensioner Bergljoth Irene Skram­ stad, Union Local 58, died of arteriosclerosis in the San Francisco USPHS Hospital on Nov. 29. Sister Skramstad joined the Mc&S in 1962 sailing until 1976. She was also a beautician for 15 years. A was a resident of Picayune. Burial was in New Palestine Cemetery, Picyum:. Surviving are his widow; Mineola; a son, Lawrence and two daughters, Lynita and Betty Ann. P e n s i o n er native of Norway, Seafarer Skramstad J a me was a resident of San Francisco. He yward Maxey, Cremation took place in the Olivet sclerosis at home Calif. Her ashes were sent to Norway. in Parkers Ferry, S urviving is her brother, Arne of Charleston, Gyesasen-Flisa, Norway. on Oct. Penioner Juan Fuentes Ramos, 68, died of Hodgkin's Disease in the San 5. 53, suc-: cumbed to arterio­ Memorial Park Ce metery, Colma, Francisco USPHS Hospital on Nov. 1356. Boatman Mars was born in Gainsville, Miss. and S.C. 8. Brother . Maxey joined the SIU in the port of New York in sailing as an AB. He sailed 1953 26 years and away from natural causes in the Port Brother Ramos joined the Mc&S in was a ship's delegate. Seafarer Maxey Antonio (JaP.lai ca) Public General 1946 sailing as an officers BR for States was born in Smoaks, S.C. Burial was in San Francisco USPHS Hospital on Hospital on Apr. 30. Brother Clarke Lines. He was born in Gregario Ramos, Live Oak Cemetery, Walterboro, S.C. Nov. 26. Brother McKnight joined the Union in 1934 on the West Coast. He sailed 33 years. Seafarer McKnight was joined the Union (the merged MC&S) in P.I. and was a resident of San Fran­ Surviving are his mother, Mrs. Lillian Knight, 75, died of lung failure in the 1942 in World War II on the West Coast cisco. Interment was in the Woodlawn Adicks of James sailing as a chief steward later on the SS Memorial Park Ce metery, Colma, brother, Paul T. ls., Charleston; Capo, also a of born in Colorado and was a resident of Angelo Petri (United Vintners). He was Calif. Surviving are his widow, Fely and Charleston and two sisters, Mrs. Gwen Sonoma, Calif. Burial was in Evergreen a resident of Port Antonio. Surviving a daughter, Joan of Macaladat, Ca­ Herron Wren and Pamela Adicks, both Cemetery, Oakland Calif. are his widow, Ruby and a son, Ian. bauan, Isabela, P.1. of James Is. February 1980 I LOG I 37 �•KM) I ;-«6lWeWi*eiW '/• 1980 Upgrading Course Schedule Here is the tentative schedule of upgrad­ ing courses to be held at the Lundeberg School in 1980. As you can see, the School is offering a wide range of programs for all ratings, both for deep sea and inland members. SlU members are reminded that this Starting Dates Course Name LNG QMED FOWT (I';. ¥ Marine Electrical Maintenance -""V £f • • • --'yf- -.. February 4 March 31 April 28 May 26 June 23 July 21 August 18 September 15 November 10 Able Seaman May 22 September 25 Steward Recertification Program March 10 May 12 July 14 September 8 October 13 Bosun Recertification Program February 11 April? August 11 A Seniority Upgrading Program February 4 .March 10 April 7 May 5 June 9 July 7 August 11 September 8 October 6 November 10 December 8 May 12 August 18 Refrigeration Systems maintenance & Operations February 18 June 23 September 29 Pumproom Maintenance & Operation March 31 August 4 November 10 Diesel Engineer (Regular) March 31 May 12 July 7 September 15 October 27 Diesel Engineer (License) March 3 July 7 October 27 Welding April 14 June 9 October 27 Conveyor March 27 April 24 May 22 June 19 July 17 August 14 September 11 November 6 .,V: ' 'V'. • • -A'.':'- : February 18 June 23 September 29 m • s-l starting Dates Course Name March 13 April 10 May 8 July 3 July 31 September 25 October 23 November 20 Marine Electronics ,J schedule is tentative. In other words, courses may be changed or cancelled de­ pending on response from the member­ ship. So think about upgrading this year. And get your applications in early to assure yourself a seat in the class of your choice. ' • f' ! • Lifeboat February 14 February 28 March 13 March 27 April 10 April 24 '^1 ' ji-S-' . • ,''i.11^,7 .6#" Tankerman May 8 May 22 June 5 June 19 July 3 July 17 July 31 August 14 August 28 September 11 September 25 October 9 October 23 November 6 November 20 December 4 December 18 Assistant Cook These courses will be scheduled as needed to accomodate applicants. February 11 Engine Room Automation May 12 September 15 Tovyboat Operator January 21 Towboat Operator Scholarship Program April 7 July 7 September 29 V • Celestial Navigation March 17 August 4 1st Class Pilot October 6 Quartermaster March 3 May 26 October 13 Cook & Baker Chief Cook Chief Steward 38 / LOG / February 1980 .I . V *•, • - ». ^ ' -rr- - " �Why Not Apply for on HLS Upgrading Course Now HARRY LUNDEBERG SCHOOL UPGRADING APPLICATION (Please Print) Name. Date of Birth. (Last) (First) (Middle) Mo./DayAear Address (Street) (City) (State) Telephone. (Zip Code) Deepsea Member • Inland Waters Member Q Book Number (Area Code) Lakes Member • . Seniority. Date Book Was Issued. Port Presently Registered In^ Port issued. Endors6ment(s) or License Now Held. Social Security #. Piney Point Graduate: • Yes No • (If yes. fill In below) Entry Program: From. to (dates attended) Upgrading Program: From. Endorsementis) or License Received . to. (dates attended) Do you hold a letter of completion for Lifeboat: •Yes I Dates Available for Training Nop Fireflghting: • Yes ^ — No • —— I Am Interested In the Following Course(s). • • [• • • Q (• • • • • Q STEWARD ENGINE DECK Tankerman AB 12 Months AB Unlimited AB Tugs & Tows AB Great Lakes Quartennaster Towboat Operator Western Rivers Towboat Operator Inland Towboat Operator Not More dian 200 Miles Towboat Operator (Over 200 Miles) Master • Mate Pilot ^ D FWT • Oiler • QMED - Any Rating • Others • Marine Electrical Maintenance P Pumproom Maintenance md Q Operation Q Automation • Maintenance of Shipboard Itofrigeratlon Systems 0 Diesel Engines • Assistant Engineer (Uninspected Motor Vessel) • Chief Engineer (Uninspected Motor Vessel) • • • • G Assistant Cook Cook & Baker Chief Cook Steward Towboat Inland Cook ALL DEPARTMENTS • • • G G LNG LNG Safety Welding Lifeboatman Flro Fighting RECORD OF EMPLOYMENT TIME —(Show only amount neaded to upgrade In rating noted above or attach letter of service, whichever is applicable.) VESSB RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE SIGNATURE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTBL PINEV POINT. MD. 20674 February 1980 / LOG / 39 I;.,:-., ^ '•v;. �'• >•' -;• v.""- . •' Official Pubftcalion of the Seafarvrs liilrrnaliunal Union • AtfanliL, Oulf. LjkoN and Inljiul Wjii-rs OHtrict • AFL-CIO PSbfUSry 1 97-9 •.5? M'-:I • "• in !"• .. Washington ' "'W-' -ifi: hi/ I/•.& • V J! I 30C A Day Is All It Takes . V. w- • -yy^'- - as: L :• -" :• , vrf- <'„'\<''i, • -::'i � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1980 Description An account of the resource Headlines: AFL-CIO SENDS PRAYERS, BESH WISHES TO PAUL HALL SIU'S FRANK DROZAK ELECTED PRESIDENT OF AFL-CIO MARITIME TRADES DEPARTMENT SIU V.P TANNER RETIRES; A CHARTER MEMBER SEA-LAND CHRISTENS 3RD OF 12 DIESEL CONTAINERSHIPS 217 BOAT PEOPLE OWE LIVES TO SHARP EYES OF CH. STEWARD U.S.C.G STALL ON ASBESTOS BLASTED BY UNIONS CARTER BUDGET ASKS $567m FOR MARITIME MARITIME AUTHORIZATION: ANOTHER BATTLE BREWING? SIU BOATMEN CREW NEW FLASHIP OF NATIONAL MARINE BUFFALO UNION HALL CLOSED: CLEVELAND FACILITY TO BE REOPENED TUG CREW TRIUMPHS IN FIREFIGHTING ORDEAL FRANK PECQUEX ASSIGNED TO WASHINGTON: ADDS NEW DIMENSION TO SIU TEAM SEN. WARNER TELLS NMC HE'S 100% FOR STRONG U.S. MARITIME CAPT. STONE IS NAMED US MARITIME ATTACHE; WAS TI REPRESENTATIVE U.S. ANNOUNCES IT WILL REJOIN ILO AFL-CIO MARITIME TRADES DEPARTMENT EXECUTIVE BOARD MEETING, FEB. 14-15, 1980, MARITIME TRADES DEPARTMENT, AFL-CIO SPEAKERS AT MTD EXEC. BOARD... REVIEW BOARD TO DECIDE V.A. BENEFITS FOR SEAMEN ISSUE CONVENIENCE FLAGS: 3 MISHAPS IN 5 DAYS, INCLUDING SINKING A BRIDGE MSC TRYING TO UNDERMINE SERVICE CONTRACT ACT 23 COAST GUARDSMEN DEAD IN COLLISION WITH TANKER CAPRICORN WATERMAN CHRISTEN NEW LASH BEN. HARRISON IN NEW ORLEANS ANOTHER SEAFARER GETS HIGH SCHOOL EQUIVALENCY DIPLOMA AT HLS HR 5164 A DANGEROUS BILL: SIU WILL FIGHT IT SEAFARERS CREW 1ST OF 12 NEW DIESEL CONTAINERSHIPS FOR SEA-LAND SAGA OF THE R/V ANTON BRUUN, PART IV DR. RICKY ABRAMS STILL LOVES THE SEA, THE SIU BROTHERHOOD SIU CREW PLUCKS 3 CUBANS FROM DRIFTING BOAT OFF KEY LARGO, FLA PAUL DEMPSTER REELECTED SUP PRESIDENT CARTER OKAYS NORTHER TIER OIL PIPELINE SAN FRANCISCO HALL MOVED TO 350 FREMONT UNEMPLOYMENT RISES TO 6.2% DRUGS: PAY NOW, PAY LATER! RECERTIFICATION PROGRAM GIVES STEWARDS THE SKILLS THEY NEED SUMMARY ANNUAL REPORT FOR SEAFARERS PENSION PLAN ALVARO VEGA IS ALIVE AND WELL AND LIVING IN TAMPA IRS ADOPTS NEW PROCEDURES IN REGARD TO ALLOTMENTS NORWAY OFFERS PENSION TO WWII SEAMEN $2.8B FOR WATERWAY PROJECTS ARBITRATOR RULES FOR COMPANY IN DIXIE COLA BEEF Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1980 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 42, No. 2 1980 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/8fde12cc280a08158aadcb4a4a89494b.PDF 686be68e280f1bb31caf97c9e5694d13 PDF Text Text -«J..-, - • •-U. •• ii . ,7 *• "•J •i 'IT' i' 9QLIS NO^iavw iS 3iViS 9X9 :vsi«-30S ivoiaoisiH is N0li33S SNOIlSin'DD^ If. V8^t6 . I' •- f Official Publication of the Seafarers International Union • Atlantic^ulf^ake^mHnlan^Water^District^^tFL-€IOj2[2!i^^2S2S^MS2*£2'^ Mdiden Voyage for New LASH Edward Ruttedge ^•A . '.f y • y page IS '"'• "' •" • •''.-vf" ' ' •,• f-- •'•^'''' fcSs7®5»-®sa»':£S^ A _ -,• '•. . :-."s''' • y • •••x;-vt '••...• • JV '-' r,"^' I a»V O V H-^YTV" \Xf,. '—"• 4'- ' .if '.' !. •x:,::..-'r ..'•J:: V'- Stl'-'" ' ' ^ -•• . " Winter Shipping on •-,- ;• - , ,:.y • . . -1 Lakes Is Tough Duty paac:7 •• '. v-VP' >'. vi-v >*: !,•>»'...: ";"' >!:- i; - 4 ^jdl i. Board fi-W- Acts on Maritime Special Supplement pages 17-24 ^;'i^ > i. Lundeb^g Upgrading ! pages f f-fS ^'9. -v If. �PREsidENT^ REPORT HE state of today's American maritime industry can best be described in a military term— condition'red alert.' Our industry is approaching a crisis level. And unless there.are some funda­ mental changes in government policies toward U .S. maritime—and very soon— the American flag is in very serious danger of disappearing from the world's .sealanes. ^ The threat to our industry goes far, far beyond the immediate threat to the jobs Frank Drozak of thousands upon thousands American workers on ships, in shipyaT|[s and in related industries. Very simply, an America without an aa^quate merchant marine, capable of carrying a significant share of all vital cargoes and capable of serving as an effective military auxiliary to the Navy in peace and war, is an America that can be isolated. Ahd in today's world, isolation means economi'c and political disaster. The mood of the country today is to talk tough about America's interests worldwide. But all that tough talk is just a lot of hot air without the logistic seaborne capability to back up those words. Our nation needs ships to be strong. Successive Congresses and Administrations have chosen for the most part to overlook this fact. The stakes are too high for this country to continue to sweep the plight of the maritime industry under the rug. The time is now for the Reagan Administration and the new Congress to act forcefully and quickly to reverse the decline of our industry. We in the SIU are prepared to work with Congress to enact the needed legislation into law. We have laid out a five point program T of action, which, if passed, will propel the American fleet to the forefront of world maritime shipping. This five-point program has the support of the AFL-CIO Ad Hoc Committee on Maritime Industry Problems. This committee is made up of the key seagoing unions. The program also has the support of AFL-CIO President Lane Kirkland, who chairs the Ad Hoc Committee. These programs, which we now call on Congress to enact, are reasonable, achievable answers to the nation's maritime problems. In brief, these programs seek: • A commitment to revitalize the virtually non-existent U.S. dry bulk fleet, by guaranteeing a fair share of exported coal for American ships. ' • Greater use by the U.S. Navy of the private merchant fleet for routine auxiliary functions, and a transfer of operation and construction of auxiliary support vessels to the private sector. • An easing of stifling over-regulatiop of U.S. maritime, and revision of tax laws that will encourage companies to build ships in America instead of overseas. • Negotiation of bilateral trade agreements, particularly with developing countries that include guarantees of an equitable share of U.S. international cargoes for U.S.-flag ships. • Ratification by the U.S. of the United Nations Conference on Trade and Development's proposed code of liner conduct, which would guarantee 40 percent of all liner cargoes in the foreign trades for U.S. ships. What must be remembered here is that these are not programs we would like to have. They are strong, accurate initiatives we must have if America expects to have a merchant fleet in the future. At the same time, we in the SIU are' not naive. We realize there are many people in government and in the multinationals who would just as soon see the flags of Liberia or Panama flying in our harbors instead of the Stars and Stripes. But we are ready for the battle. And I am extremely confident it's a battle we are going to win. New Commerce Sec. Advocates Bilateral Shipping Pacts As he begins the task of administering the programs of ythe huge and unwieldy Com­ merce Department, Malcolm Baldridge, the new Commerce Secretary, has the hopeful eyes of the maritime industry upon him. Little is known as yet about Baldridge, who calls himself "a complete newcomer to .Washing­ ton." But some of the statements he made during his Senate confirmation hearing last month give indications of the shape U.S. maritime policy will take during the tenure of the Reagan Administration. "I think this country needs a strong merchant marine," Baldridge told his Senate Commerce Committee exami­ ners. "In recent years we've been falling behind, we've got to stop that." Responding to a question by the new Senate Commerce Committee Chairman Robert Pack wood (R-Ore.), Mr. Bald­ ridge pointed to bilateral shipping agreements as one method of revitalizing the U.S. merchant fleet. "This country has been against bilateral agreements in the past and for good reasons," said Baldridge. "However, most of the rest of the world seems to be headed toward bilateral agree­ ments. Perhaps, whether we like it or not," the new Commerce chief added, "we should investi­ gate that direction." Ronald Reagan's inauguration. He takes charge of a Commerce Dept. which has 30,000 em­ ployees and oversees, among Former Labor Secy Marshall to Toil lor AFL-CIO Unit Ray Marshall, former secre­ tary of Labor under the Carter Administration, has accepted a part time role with the Industrial Union Department Institute of the AFL-CIO. Marshall, who proved himself a true friend of the labor move­ ment during his tenure with the "I think we should have a Carter White House, will lend his strong merchant marine," considerable experience and Baldrige said in reply to a knowledge of government and question from Slade Gorton (R- regulatory policies toward the Wash.), the new chairman of the development of ecomomic and Senate Subcommittee on Mer­ social issues affecting workers. chant Marine. "The only thing Prior to the announcement of standing between the U.S. and a Marshall joining the AFL-CIO viable merchant marine," team, the labor movement hon­ Baldrige added, "is rnoney and ored him at a reception at AFLbilateral treaties." CIO headquarters in WashineBaldrige, who was unani­ ton, D.C. mously endorsed for confirma­ Ray Marshall has been a man tion by the Senate Commerce who has stood with us on every Committee was confirmed by the basic and important objective of full Senate and sworn in as the trade-union movement," Secretary of Commerce after AFL-CIO President Lane Kirk­ Later oh in the Jan. 6 confirmation hearings, Baldrige returned to the issue of bilateral agreements. (The SIU has long been a vocal advocate of such agreements which the Union believes are necessary to keep the U.S. merchant marine afloat.) Change of address cards on Form 3579 should be sent tb Seafarers International Union Atlantic fiulf i aUoc =.r.H i i . 11232. Published monthly. Second Class postage paid at Brooklyn. N.Y. Vol. 43. No. 2. February"1981 (ISSN #01M-204^^ 2 / LOG / February 1981 other things, the National Fire & Control Administration, the Census Bureau, forecasting the weather and registering patents. land said at the reception. "He's fought with us. He's been our friend and our co-worker, come fair weather or foul. And we in the trade union movement have a tradition that we do not forget our friends." Several hundred friends of Marshall in both government and the labor movement listened as he thanked them for their support during the past four years. He said that he intends to continue to "work for the things that we fought for" during the Carter Administration, whose labor record he called the best of any Administration since Frank­ lin Roosevelt's New Deal. Vice President Walter Mondale, who also addressed the gathering, said that "the measure of a government that cares and responds to the needs of working men and women will be the record left by Ray Marshall. , MT District. AFL-CIO. 675 Fourth Ave.. Brooklyn. N.Y. �i,; ! '• V" '. a Navy Stonewalling Use of Private Sector In recent months, the relation­ Sealift Command. The Navy has ship between the U.S. Navy and tended to discourage private the private merchant marine has participation in the program. come under close scrutiny. Lead- Industry officials estimate that a ing American figures, from, good number of the nearly 150 President Ronald Reagan on auxiliary vessels that are presdown, have stated publicly that ' ently operated by the Navy could the maritime industry and the be leased out to private com­ Navy must develop a close panies. Were the Navy to utilize working relationship if this long-term leasing programs, new country's seapower is to be vessels could be manned and strengthened and revived. , built by the private sector at President Reagan alluded to substantially lower costs. this lack of co-operation during When asked about their re­ the recent Presidential campaign. luctance to utilize private sector He issued a seven point program expertise. Navy officials have which stated,among other things, questioned the private industry's that Americans "must insure that ability to adequately man the tli^re^ ^s active co-operation ' vessels. These same officials also between the Navy and the mer­ produce cost estimates that chant marine and the govern­ contradict the findings of private mental departments responsible economists. for each." Navy Hides Costs Differences between the Navy The cost estimates that the and the maritime industry have Navy likes to refer to, however, arisen over a number of issues. tend to distort the overall picture These differences tend to boil by underestimating or even down to the following phil­ hiding actual costs. osophical question: what role, if One such hidden cost can be any, is the private sector mer­ traced to the manner fn which the chant marine supposed to play in Navy determines its own pension providing auxiliary naval sup­ liabilities. Agencies of the federal port? government do not fall under the Perhaps the most drawn out provisions of ERISA. These ^ disagreement has arisen over the agencies are therefore free to use management of the Military less stringent accounting figures Delta Que^ "Life" Extended to 1988 SIV-contracted Delta Queen (Ddta Queen Steamboat) will be allowed to delight passengers at least through 1988. Exemptions for operation of the famous steamboat that plies the Mississippi River would have ex­ pired in 1983. But legislation passed late in the last Congress has ex­ tended that time to 1988. A Coast Guard law required a certain amount of steel in the superstructure of vessels like the Delta Queen. However, the historic riverboat is constructed of wood. Senator Russell Long (D-La.), who sponsored the recent legisla­ tion said that the ship had under­ gone rewiring, boiler retubing, hull replating, deck replacement, and other renovations. He added that "all fire safety equipment-is main­ tained to meet quarterly inspection specifications by the U.S. Coast Guard." Further, in 1979 when President Carter and his family vacationed on the vessel, the ship passed a strict safety inspection conducted by the Secret Service, Long said. to project their own pension liability costs. The private sector has proven over and over again its ability to adequately carry out Naval auxiliary duties. Most recently, the S.S. Washington, a Hudson Waterways vessel, was highly praised when it participated in NATO exercises late last year. Many experts^ including Peter Luciano, director of the Trans­ portation Institute, a highly respected non-profit organiza­ tion aimed at promoting mari­ time research and development, feel that the Navy is not getting the most out of its limited resources when it tries to exclude private sector participation in naval auxiliary planning. The money that the Navy uses to build and operate support vessels could be better used''in securing badly needed combat vessels. The reluctance of Navy offi­ cials to utilize private sector expertise has not helped the American flag merchant marine. That damage, however, has been compounded by the inability of competing governmental agen­ cies to work closely with the maritime industry to establish a firm set of priorities. The maritime industry is sub­ ject to a dizzying number of •t! li governmental regulations. More duties admirably. than 70 different Federal Agen­ Experts now doubt if the cies issue regulations that must be ~ American flag Merchant Marine followed. Often, companies must is large enough to support the submit the same licensing ap­ Nayy in any major international plication to several different crisis. agencies, any one of which can, The American flag Merchant and usually does, hold up ap­ Marine has deteriorated to the proval. These delays have sub­ point where Americans must rely stantially increased transporta­ on foreign countries to transport tion costs. 95% of their ocean-borne com­ While the federal government merce. has been busy regulating the It is therefore imperative that American flag Merchant Marine the Navy and what remains of the out of existence, it has allowed maritime industry work closely numerous tax and safety loop­ to reverse some disturbing trends. holes to stand which make it profitable for owners to use The" Navy could begin by foreign flag vessels. utilizing private sector expertise The gradual extinction of the in the Military Sealift Command American flag Merchant Marine program. It could also stop by governmental neglect and leasing and purchasing foreign mismanagement would not be so flag vessels when it can easily unfortunate were not the welfare procure readily available Ameri­ of the country endangered so. can vessels. , The Merchant Marine has Recently, the Navy bought the been traditionally called the British flag RA F Lynes. It plans Fourth Arm of the American to lease six vessels from Hansa, a Defense System. During World bankrupt German company, War I, World War II, the Korean once it gets permission from the War, and the Vietnam War, it Maritime Administration to do performed its naval support so. V . f'Iv: f ' 'If. I l;= ,VV' »+i: Wilmington Members Hold Services for Lost Poet Crew Memorial services for the 34 crew members lost aboard the S.S. Poet, were held on January 22,1981, at the Maritime Museum in San Pedro, Calif. Luige Jo vino, SIU port agent and staff, along with 40 SIU members were in attendance. Also present at the services were; Clyde. Dodson, Port Agent, MEBA-Dist. 1, Msgr. Tom Keifer, of the Archdiocese of San Pedro, Fathers Bartlett and Moses of the Seaman's Church Institute and members of Dist. 1 and Diet. 2—MEBA, and MM&P. Bro. Dodson called the final roll call of our departed brothers. Fathers Bartlett and Moses read passages from Scripture. .• .T' The ship's bell, salvaged from the battle cruiser USS Los Angeles was tolled eight times, the knell and "end of watch" for our departed brethren. The service was then adjourned to pier-side and while Msgr. Keifer read a prayer a wreath was tossed into the waters. "I sought my death, and found it in my womb. I looked for life, and saw it was a shade; I sailed the seven seas, and knew it was my tomb. And now I die, and now I was but made. My glass is full, and now my glass is run. And now / live, and now my life is done." r? .' •> >< - .k-4 " % \p: , ul] , 'lis • Monsignor Tom Keifer reads from the bible as Wilmington Agent Luigi lovino listens at the wreath ceremony in honor of our lost brothers on the SS Poet. Similar rites were held in New York and Philadelphia. February 1981 / LOG / 3 fft • p? • • f--. • • 4'' •; . #s.:r �• xSr; U') SlU Crews Conference to Convene in April R spending to the upcom­ ing deep sea Crews Con­ ference, scores of Seafarers have already returned the questionnaires sent to their homes by the Union last month. The deadline for return of the questionnaires, which are also available at all Union Halls, is Mar. 15, 1981. The questionnaires cover the topics that will be dis­ cussed at the Crews Confer­ ence set to be held the week of Apr. 20 at the Seafarers Harry Lundeberg School of Sea­ manship in Piney Point, Md. These topics include such items as education and train­ ing; legislation; shipboard meetings and membership communication; the SlU Con­ stitution; Pension, Welfare and Vacation Plans, and the SlU Contract and Shipping Rules. You are urged to make your opinion known on these im­ portant topics. So if you have not returned the question­ naire, please do so immedi­ ately. The purpose of the Confer­ ence is to help the SlU p/an for the 1980's, as well as for the upcoming A&G deep sea con­ tract negotiations. The three-year deep sea Tanker and Freighter/Pas­ senger Agreements that were signed in 1978 expire on June 15 of this year. The Crews Conference will be attended by 69 elected delegates representing all ports and the three shipboard departments. The rank and file delegates, 23 from each department, wiH be elected at a specialmeeting to be held at 2:30 p.m. on Apr. 16 at the ports of the SlU, Atlantic, Gulf, Lakes, and Inland Waters District. Based on shipping and registration and the past year's activities in each of the ports, representatioii will be as follows: New York, 12; New Orleans, 6; Houston, 6; San Francisco, 6; Baltimore, 3; Boston, 3; Detroit, 3; Jacksonville, 3; Mobile, 3; Norfolk, 3; Philadelphia, 3; San Juan, 3; Seattle, 3; Tampa, 3; Wilming­ ton, 3; St. Louis, 3; and Piney Point, 3. If any port fails to elect its quota, then Headquarters will hold a special meeting on Apr. 17 at 2:30 p.m. to elect that port's quota. Following are the qualifica­ tions a deep sea member must meet if he or she wishes to be elected as a delegate: (Proof of these qualifications must be produced at the special meet­ ings held on Apr. 16, and if necessary, on Apr. 17). • Possess a full book with "A" Oceans Seniority in good standing. • Have 24 months seatime with SlU-A&G contracted deep sea operators in ratings above entry. • Have at least 90 days of such employment in the per­ iod from Apr. 1,1980 to Apr. 1, 1981. "Seatime" will be consid­ ered as any time for which contributions have been made toward Pension and Welfare eligibility. In talking about the Crews conference, SlU President Frank Drozak said that "the input of the membership at this Conference is an absolute necessity if we are to meet the challenge that the coming years will bring to our Union and to the whole maritime industry." Conference delegates will be aided in making recom­ mendations by the responses of the members in the ques­ tionnaires. That is why it is so important that you fill out and return this form. SlU Faces in the Crowd..... Smilin' Frank Prisock, chief pumpman on the Coye Ranger, flashes his pearly whites for his friends and shipmates throughout the SlU. Doing some welding In the engine room of the Cove Ranger prior to setting sail is Mack Philip, wiper. 4 / LOG / February 1981 •"it-;.-- �John Dwyer Retires After 27 Years With SiU N EARLY three decades ago, Johnny Dwyer's enemies hung him in effigy from the West Side Highway in downtown Manhattan. His friends on the docks warned him to watch where he went. One of his friends was shot dead as he walked out the front door of his house on his way to work. The purpose of this article is to announce Johnny Dwyer's retire­ ment after 27 years of loyal service with the SIU as a Welfare and Pension representative. He's probably one of the best known faces in the Union, having doled out more than his share of wit, Irish charm and cigar smoke to the membership from the counter at the Brooklyn union hall. But Johnny Dwyer's story of courage, maybe mixed in with a bit of craziness, starts in 1935 when he began working as a long­ shoreman on Manhattan's West Side. He was a hard working, aggressive, tough kid from Green­ wich Village and he worked his way up to some of the top jobs on the docks. He worked just about every job, including the hole, hi-lo driver, hatch boss, hiring boss and dock superintendent, directing the loading and unload­ ing of ships. He spent the War in the Navy. Then in 1953 he had to make probably the toughest decision in his life. At that time, George Meany threw the ILA out of the old AFL for racketeering. He could have kept his mouth shut and continued working in Fcraonate Walter Nathan Fleishman Please contact, your wife, as soon as possible, at 3309 Cobb Street, Dallas, Texas. Robert Allen Masters Please Contact Jack Bluitt at the Algonac haU (313) 794-9375, or Mr. Victor Hanson (313) 532-1220. \ Richard Tapman Please contact, your wife, at 2000 Ramblewood Road, Baltimore, Md. 21239, as soon as possible. Albert (Abby) Bluitt Please contact, your mother, urgent. Tel. (516) 668-2366. Caspar Martinez-Alfred JonesBaldwin Augustin ^ Please contact, James Terry, 20862nd Avenue, New York, N.V. 10029, as soon as possible. Donald E. Dates Please contact, your brother, Bryan Gates, as soon as possible. Business phone (202) 363-1300—Home phone (202) 265-7805. Daved A. McKinley Please contact, your daughter, Anna Roxann, urgent. Tel. (212) 429-2443 or contact Anna Napoli at 72-45 Calamus Avenue, Woodside, N.Y. 11377. Here's Johnny Dwyer in a familiar pose behind the counter at the hail in Brooklyn. This photo was taken the day before he retired. the best, highest paying jobs on the docks. He didn't, and put his life on the line in the process. With the help of Meany, ILA officials Larry Long and Buster Slaughter from the Great Lakes pulled Iheir division out of the ILA, creating a new union known as the International Brotherhood of Longshoremen. Meany enlisted the support of many New York area labor leaders, including Paul Hall, to help the IBL get a foothold in the busiest pbrt in the world. Dwyer was well known on the docks as an honest straightshooter. He threw his lot in with the new IBL. He initially met with Paul Hall, Teddy Babkowski and other leaders at the St. George hotel in Brooklyn to discuss strategy. The first move was Dwyer's own Local 895. Within weeks, an election was held in his local with a near unanimous vote to break away from the ILA and join the IBL. Dwyer recalls, "a lot of people promised to stick with me all the way. But Paul Hall and the SIU are the only ones who did." With the SIU's help, Dwyer and others from the IBL suc­ ceeded in getting an election for the entire Lakes and the port of New York—22,000 longshore­ men. It was a tough campaign, filled with threats and animosity. In the end, the IBL lost by 213 votes out of 22,000 cast. It was a tough loss. But considering the odds the IBL were up against, it was almost an incredible victory. Dwyer remembers, "people used to tell me I either had guts or was just plain crazy. I still haven't found out which." After the IBL episode was over, Dwyer came to work for the SIU at the request of Paul Hall. He's been here ever since, and pitched in his talents on some of the SIU's toughest beefs. He was on the front lines in the Robin Line beef, the Chicago Cabdrivers beef against the Teamsters and the Hussman beef in Philadelphia also against the Teamsters. But Johnny Dwyer is best known in the SIU as just a nice guy, someone who is always willing and able to lend a hand or a good word. He was also well known at the USPHS hospital.in Staten Island where he visited beached Seafarers once a week for years to give them their benefits and do favors. Just before he retired, John got a letter from an old timer. In brief it said: "If someone were to compliment you on your work you would probably say 'I'm j.ust doing my job.' But in my opinion you go beyond and I wapt tQ express my apprecia­ tion." That's the way most people feel about Johnny Dwyer. He's a guy that always does his job, but adds a little something extra that people appreciate. Looking back on his long ca­ reer with the SIU and as a long­ shoreman, Johnny Dwyer is most proud of a sign that reads simply "Pier 45." It's positioned down by the dock in Piney Point near the Zimmerman. Paul Hall had it put there to say thanks. Pier 45, on Manhattan's West Side, is where Johnny Dwyer started out in 1935, and nearly pulled off a miracle. We all wish Johnny Dwyer good health and smooth sailing in his retirement. He's looking forward to taking it easy after all these years at his home in Floral Park, N.Y. with his wife Mary. He's also looking forward to spending more time with his two sons and four grandchildren. Good luck and smooth sailing, from all of us at the SIU: Drozak to Chair N.Y. Harbor Festival Dinner Chief Stewanf John Reed (right) stands alongside o| his ship, the ST Pisces (Westchester Marine) with stoved Jn bow last month in the port of Jacksonville. The tanker collided with a passing Liberian ship in the port of New Orleans in a signals mixup. SIU President Frank Drozak will be dinner chairman for the midApril, 3-day annual N.Y. Harbor Festival. The festival's Labor Committee hopes to get AFL-CIO President Lane Kirkland to he the honored guest speaker for the testimonial fund-raising dinner. Last year, the late SIU President Paul Hall was honored. The festival, which grew out of the 1976 Bicentennial Celebration's "Operation (Tall Ships) Sail", raises funds to promote New York's Harbor. Last July 4th, and on the same date in 1976, the Tall Ships from all over the ^^orld, sailed in parade in N.Y. Harbor before thousands of spectators. February 1981 / LOG / 5 �SIU Holds First Agents Confab of T • %> ^ . -..i;,-'-:- i- 'V! :.'X- HE SIU Executive Board and Port Agents met earlier this month in Florida to discuss the progress of the Union since the last Agents' Conference in August and to target specific goals for the immediate future. SIU President Frank Drozak presided over the day-long meet­ ing and led general discussions on the upcoming deep sea con­ tract; the Union's Washington activities; hew or changed train­ ing and upgrading requirements and courses at Piney Point, and the upcoming Crews Conference in April. The SIU executive Board of Ed Turner (Exec. V.P.), Joe DiGiorgio (Sec.-Treas.) Leon Hall (V.P. Atlantic Coast), Red SIU President Frank Drozak (second from right) opens up the first Agents Conference of 1981 in Florida. Also at the tabic arc. Campbell (V.P. Contracts and from the left: Mike Sacco. vice president Lakes and Inland Waters: Joe DiGiorgio. secretary-treasurer, and Joe Sacco. vicn Contract Enforcement), Mike president in charge of the Gulf Sacco (V.P. Lakes and Inland called upon to give a rundown of that might have arisen since the wicz, president of the SIU of Waters), and Joe Sacco (V.P. activities in their ports, including last Agents meeting. Canada. ' Gulf Coast) gave complete re­ reports on shipping, finances, In addition, Ray McKay, In addition, Carolyn Gentile, ports on the activities in their payoffs and sign-ons, new con­ administrator of the Welfare, president of MEBA District 2, specific areas. struction of boats or ships in their Pension and Vacation Plans; stopped by to reaffirm the close The Port Agents then were areas, and any specific problems Howard Schulman, SIU General ties and friendship of his Union Counsel; Frank Mongelli and with the SIU. In closing the Agents Confer­ Ken Conklin from the Lundeberg 85)1001, and Marianne Ro­ ence, Frank Drozak pointed out gers, national coordinator of the the crucial importance of com­ SIU Political, Social, Welfare munication in running a smooth, and Training Program were on effective operation. He noted, hand to give rundowns on the "we must communicate openly and freely to keep each other activities in their departments. The Agents Conference also informed of what's going on hosted some special guests from throughout the union so that we our brother unions in the SIUNA. can stop small problems from They included: Whitely Disley, becoming big problems, and so president of the Marine Fire­ that we can be totally coordi­ men's Union; Paul Dempster, nated in our efforts on behalf of president of the Sailors Union of the SIU membership." the Pacific; Buck Mercer, presiThe next Agents meeting is dent of the Military Sea Trans- tentatively scheduled for the Ray McKay, president of MEBA District 2. gave tfie Agents Conference a rousing between the SIU and MEBA District 2. address calling for unity and cooperation port Union, and Roman Grale- summer. ^ AFL-CIO Charges Chicken The AFL-CIO has screamed fowl! and put Perdue Farms inc., on the "Unfair List" citing anti-union practices by the chicken company. The "Unfair" listing, which urges all AFL-CIO members and affiliates not to buy Perdue poultry products is an interim measure until the Federation calls for a national boycott of the famous fryers, expected by mid-month. Perdue has been ruffling feathers at the United Food & Commercial Workers Union for what union President William H. Wynn called "an aggressive anti-union phil­ osophy." The company has bought out "union processing plants, closed them for 'modernization' and then re-Opened them non-union," Wynn said. Wynn, who requested that the AFL-CIO Executive Council add Perdue to the "Do Not Buy" list. 6 J LOG / February 1981 isn't putting all his eggs in one basket. The UFCW has launched its own boycott and other activities against the company throughout Perdue's prime poultry markets in the northeast. The UFCW hatched its plan against Perdue following an organ- Frank Perdue With Fowl Play izing drive at a plant in Virginia. While honoring a drivers' picketline 57 workers, UFCW members, were "permanently replaced." The National Labor Relations Board squawked and issued a complaint against Perdue; an unfair labor practice strike is ^currently underway. Backing the AFL-CIO sanctions, the SIU is ufgingall Union members and their families to support the UFCWs efforts. Don't Buy Perdue chickens. A united effort is the best way to convince Frank Perdue to sit down and talk turkey. SlU-MEBA, D-2 May Reinstitute Joint Ed Program The SIU and MEBA District 2 are now in the planning stages of relnstltuting a joint educational program. When the many details are worked out, District-2's upgrad­ ing school in Brooklyn, N.V. will reopen to SIU members who want to advance to licensed ratings in the engine and deck departments. IKeinstitution of the Joint SIU/MEBA-District 2 educational project was agreed on in principle by SIU President Frank ^zak and MEBA District 2 President Ray McKay during meetings in Bal Harbour, Fla., earlier this month. Further meet­ ings between the SIU and D-2 must be held before the program gets underway. Phase one of this joint pro­ gram was begun in 1966 during the Vietnam sealift build-"P when there was a big demand for licensed personnel. More than 600 SIU members got their licenses at that time and are now sailing aboard District-2 con tracted vessels. . , The program wasdiscontiniie when the need for licensed engine and deck department personne was met. Now, however, a ne demand is foreseen. �/ Winter Duty on Lakes Hardly Brrr-abie W inters on the Great Lakes are long, cold and inhos­ pitable. Snowfalls are measured in feet, not inches. Ice starts forming on the Lakes and their connecting waterways in No­ vember and gets thicker and more solid as the winter lumbers along. Some of the small islands located in and around the Great Lakes are reachable only by snowmobile. While almost all the vessels that ply the Lakes during the nine months of the regular shipping season have long been laid up for the winter, some Lakes traffic is necessary. Electric generating plants, for one, need oil no matter what the season. And that oil gets delivered via barge. It's slow, frustrating work, making those oil deliveries. Sometimes it takes several hours just to work a barge up close enough to the dock to make the delivery because there's so much ice jamming the dockside. And sometimes it's such a slow busi­ ness just getting where you have to go, you think you're never going to make it. Ice Bound 3 Days Last month, the SIU crew of the tug Daryl C. Hannah might have started to wonder whether they were even going to move before the spring thaw. The tug A Coast Guard cutter stands by encased In Ice lust In case she's needed to help uncase the Daryl 0. Hannah. and her barge were stuck in the ice in the middle qf the connect­ ing channel between the St. Clair River and Lake Huron and for three days nothing and nobody could get her out. Getting stuck in the ice is an occupational hazard of a winter run oh the Great Lakes. Coal carriers, ore carriers, cement vessels, tugs and barges do it all the time. Vessels like the Unioncrewed fleet of carferries, which run year-round are equipped with their own built-in icebreak­ ers. It's a winter wonderland on the Daryl C. Hannah, but who needs It. Ice was more than a foot thick alt over the boat, The SlU-contracted Presque Isle was stuck on Lake St. Clair for a day. It took a pair of Coast Guard icebreakers and two com­ mercial icebreaking tugs to free her. But the combined efforts of three icebreaking tugs and three Coast Guard icebreakers could­ n't free the Daryl C. Hannah. And the Coast Guard was start­ ing to get a little worried because the tug and her barge were creating an immovable obstacle in the middle of an important channel. Thick-skinned SIU deckhand Vernon GImpel claltns that the cold domn't bother him In the least. This photo was taken fromtheshore, showing the total expanse of Ice on theSt. Clair River, and the trapped tug In the dtstmce V •, Already one vessel, the SIUcontracted ST Crapo (Huron Cement) had been stopped dead . in her tracks. And the Coast Guard knew the longer the Daryl C. was stuck, the longer the backlog of ships waiting to enter the channel would grow. ^ So Capt. Bob Watterson, Coast Guard commandant in Detroit, sent two helicopters into the bleak, wintery Michigan skies to get a birdseye look at the paralyzed tug. What they saw was a boat marooned in brash ice—slabs and chunks of ice eight inches thick, some of it in sheets five feet high. The deck of the Daryl C. was almost indistinguishable from the frosty River. Rails, winches, lines, ladders, liferings—every­ thing that was exposed to the elements was encased with a solid 12 inches of ice. And there were the SIU deckhands, axes in hands, slowly chipping it away. An armada of icebreakers made their way to the Daryl C. called in from other parts of the Lakes. Guided by radioed in­ structions from the hovering choppers, the Daryl C. Hannah was finally on her way, three days later. To the SIU crew of the Daryl C. and to many Lakers and Boatmen accustomed to a Great Lakes winter run, getting stranded in the ice is just part of the job. But for a lot of the rest of us, one look at, these frosty^ photos is enough to make us think of heading south for the duration. • SIU deckhand Tom Schoop gets ready to do the Impossible, almosti He's golny to chip away foot-deep Ice from the rails, vi^nches an^^ther deck gear on tne uaryi nvinan. , February 1981 / LOG / 7 liiiifiiiife -4 �Sun Not Shining on America's Shipyards Chester, Pa.—At Sun Ship­ yard in Chester, Pa., more than 3,000 workers are in the middle of building four new ships and com­ pleting two ship conv'ersions. 'When they're finished, all but about 1,000 of them will be out of workf Last month. Sun announced plans to fold its shipbuilding operation, replacing it with ship repair and heavy equipment manufacture. One immediate result of the yard closing will be the addition of some 3,000 shipyard workers to the unem­ ployment rolls of this city where the jobless rate is already 14 percent. But the closing of Sun Shipyard will have a serious impact far beyond _the bounda­ ries of Chester County. The closing of Sun Shipyard, which comes less than two years after the layoff of2000 workers at the Seatrain Shipyard in Brook­ lyn, N.Y., is yet another indi^tion that the American shipbuild­ ing industry may be heading for extinction. At the beginning of 1981, the U.S. shipbuilding order book listed only 53 merchant ships. All but 17 of them will be completed by the end of the year. Activity in Naval ship con­ struction presents a brighter picture than its civilian counter­ part. Statistics from the Ship­ building Council of America showed 91 Navy vessels on order or underway in U.S. yards at the end of 1980, up from 64 Navy ships in 1972. But the decline in merchant shipbuilding is outstripping any increase in Navy construction. For instance, 3,000 shipyard workers were recently hired at the Philadelphia Navy yard for the $500 million overhaul of the aircraft carrier Saratoga. But when nearby Sun Shipyard closes its gates, some 3,100 workers will be unemployed. Though they are the most visible victims of the closing, the 3,100 shipyard workers who will lose their jobs will have plenty of company on the unemployment lines. When a major industry goes under many supply and related businesses go down with it. For the immediate future Edwin Hood, Shipbuilding Council of America president predicts "some 30,000 skilled shipyard workers face the uneasy prospect of unemployment with another 90,000 in supplier activities similarly affected." In addition, the closing of a major industry puts a strain on the municipality in which it's located. "With the Sun Ship layoffs," said Joseph F. Battle, mayor of financially squeezed -Chester "that's going to knock 10 percent off our revenues at one blow." For Chester, as for many towns and cities suffering from an exodus of industry, it's a blow they can ill afford. Out of Chester's 47,500 residents, 16,000 are on welfare and tens of thousands more are collecting , unemployment or have moved away. The city was forced to impose a two percent wage tax in an attempt to counter an industrial. economy which "has been slip­ ping for 15 years," said one economist. Industry is fleeing the north­ east in general, heading for the Sun Belt states where energy is cheaper, or abroad, where workers are non-unionized, exploited and willing to work for next to nothing. But Sun Shipyard isn't mov­ ing. After 64 years in Chester, the yard, owned by the Sun Com­ pany, one of the nation's top 10 oil corporations conducted a year-long marketing analysis which told them the market tor civilian ships would continue to decline.' Compounding the problems for the merchant shipbuilding industry, said Shipbuilding Council President Hood, are the "expedient actions of the Defense Department in planning to acquire 11 commercial-type, foreign-built vessels to fill ship voids in the nation's sealift forces." Those 11 vessels, which cost U.S. workers 80 million man hours of employment, "should have been ordered from domestic shipbuilders three or more years ago," Hood charged. The results of the government's actions are somewhat baffling. "With one hand," says Hood, "the government purchases foreign-built ships while with the other, it doles out unemployment benefits to U.S. shipyard workers who should have built the ships in the first place." Instead of patronizing foreign shipyards the U.S. government should be at work formulating— and adhering to—a policy which supports shipyards at home. Domestic shipyards are already an endangered species. With a little more neglect they may dis­ appear altogether. $S24M Tentatively Set for Fiscal '82 Marad Budget Before he left office. President Carter submitted to Congress a tentative budget for Fiscal Year 1982 that included a $524 millionappropriation for the vitally important Maritime Administra­ tion subsidy programs. The $524 million figure can be broken down as follows: $417 million for operating differential subsidies, and $107 million for construction differential subsi­ dies. The projected outlays for operating differential subsidies include a sizeable increase from last year, when Congress was forced, for the first time, to issue a supplemental appropriation of $45 million to cover unexpected expenses. The projected figure for construction differential subsi­ dies contains a $28 million cut from the 1981 budget. The figure is well below what the Maritime Administration had hoped to get in view of the record number of applications it has received for construction subsidies. A $28 million cut would probably jeopardize a newly implemented subsidy program aimed at fostering the installation of anti-pollution devices on 8 / LOG / February 1981 tankers. Without such subsidies, or without a corresponding relaxation of stringent antipollution standards that will soon go into effect, owners will find it necessary to scrap tankers that would otherwise remain in this country's domestic and foreign trade. Title XI funds are not affected by cutbacks in construction subsidies, for they are considered to be off budget credit activities, There is a great deal of uncertainty surrounding Carter's tentative budget, For one thing, the budget is almost certain not to be passed in its present form. A .new Republican Administration is taking power, and so is a new Republican Senate. It is probable that they will have different priorities. But President Reagan and the leaders of the new Republican Senate have expressed a strong desire to strengthen this country's badly neglected defense, naval and maritime capabilities. These objectives are in conflict with their desire to cut back govern­ ment spending. n Seafarers. . . Diesel Engineers Are Now In Demand Apply for the Transportation Institute Diesel Scholarship Program at SHLSS. It pays you while you learn. You get free room, board and books. •» To apply, contact the Admissions Office, Seafarers Harry Lundeberg School of Seamanship, Piney Point, Maryland 20674. Program starts June 22. .rr^ . -»T i �-N. mill Sciihtrcrs liucrnatiunal Union of North America. AFL-CIO February 1981 Legislative. Administrative and Regiilatorv Happenings Navy Overlooking U.S. Fleet in Ship Procurement Leaders from the maritime industry have warned key people in Congress and the Reagan Administration about the disas­ trous consequences that will befall^he American flag merchant marine if the U.S. Navy is allowed to proceed with its plans to buy foreign-built, foreign-owned, and foreign-manned vessels. Prominent union officials and industry representatives, including Frank Drozak, president of the SIU, and Herb Brand, chairman of the board at the Transportation Institute, a non-profit organization aimed at promoting maritime research and develop­ ment, have sent a strongly worded letter to the following people: Caspar Weinberger, secretary of Defense; Malcolm Baldridge, secretary of Commerce; Rep. Walter Jones (D-NC), chairman of House Committee on Merchant Marine and Fisheries; Senator Slade Gorton (R-Wash.), chairman of the Merchant Marine Subcommittee of the Senate Committee on Commerce. According to the letter, it has been the stated policy of the American government and the Defense Department to "procure American-built ships from American-flag operators when those operators could meet stated military goals." However, in recent months the Navy has repeatedly tried to ignore that policy. The Navy is presently trying to charter foreign-built and foreign-crewed vessels that are owned by Hansa, a bankrupt German firm, when perfectly acceptable alternatives could be obtained from American flag companies. This attempt to charter German-owned vessels comes shortly after the Navy spent more than $20 million to buy an English combat supply ship, the RFA Lynes. While these two incidents in themselves do not represent a serious threat to the American flag merchant marine, they can have serious consequences for the futj^re, especially if the Navy no longer feels obliged to observe the stated governmental policy of procuring American flag vessels whenever possible. I. Propeller Club Plans TV. Ads Promoting U.S. Maritime The Propeller Club of the United States has formally announced the formation of a new program aimed at publicizing the present inadequate state of the American flag merchant marine through the wide­ spread use of T.V. spot announcements and film clips. The program was first conceived during the 1979 National Convention of the Port of New Orleans Propeller Club. Industry members have been busy determining the economic feasibility of establishing such a program. Financing remains something of a problem. With that in mind, the Propeller Club has established a special fund. The SIU has been strongly supportive of the program's concept. So has the NMU, the ILA, the National Maritime Council and the Shipbuilders Council of America. It has worked closely with the Propeller Club to see that the program gets off the ground. Inouye Introduces Ocean Shipping Act of 1981 Senator Daniel Inouye (D-Hawaii) is continuing his efforts to reform the overregulated and under-supported maritime industry by introducing the Ocean Shipping Act of 1981. The bill, S. 125, is nearly identical to the measure Inouye introduced last year. Inouye's bill was among several maritime reform bills introduced during the last If enacted, the Ocean Shipping Act of 1981 would "revise and codify" the 1916 Shipping Act. Specifically, it would protect and clarify the status of the Federal Maritime Commission, as well as reform the structure of U.S. shipping councils. SJU Stewards Tour Nation's Capital Baldridge: Maritime NeedsBilateral Treaties With the exception of the ever exceptional Daniel Inouye, few people in Washington has been thinking in terms of long-range legislative programs. Everyone here has been preoccupied with the release of the 52 American hostages and the inauguration of Ronald Reagan. Democrats are still in shock over their poor showing in November, and Republicans are just getting ready to divide the spoils of victory. The transition from one Administration is a typically American, typically messy, phenomenon. It will be quite some time before all the newly appointed Cabinet Secretaries get the feel of their jobs. Long range programs will just have to wait for a . while. Judging by recent statements, some Cabinet appointees are quicker studies than, others. One of the quickest seems to be Malcolm Baldridge, the new Secretary of Commerce. When asked during his con­ firmation hearings about his feelings towards the American flag merchant marine, Baldridge replied, "The only thing standing between the United States and a viable Merchant Marine is money and bilateral treaties." One of the highlights of the SlU's Steward Recertification Prograrh is the day-long visit to Washington for a tour of the Congress, and brief­ ings at Transportation institute and the AFL-CIO Maritime Trades Department. Seen here on the steps of the Capitol are (l-r bottom row) Kolasa Stanislaw, Harold Fielder. Raymond Taylor. Corrent, Gossie McKee, Robert Campbell. Joseph \" session of Congress, and the only one to win widespread support. Smith, and Betty Rocker, legislative representa­ tive for Transportation Institute. In the top row are (l-r) Joe Wall from the Vocational Department at the Seafarers Harry Lundeberg School of Sea­ manship, and SIU Stewards Roosevelt Robbins, Waldrop Lambert. Bennie Guarino and Edward Dale. February 1981 / LOG / 9 y �' Eagleton Asks Labor's Help to Rebuild Dem Party I' Sen. Thomas Eagleton, one of the few Democratic Senators to win reelection last November, has called upon the labor move­ ment to help rebuild the "splint­ ered" Democratic Party. Sen. Eagleton made his re­ marks at the recent annual dinner of th^Greater St. Louis Area and Vicinity Maritime Port Council. The dinner, emceed by SIU Vice President Mike Sacco, was attended by more than 400 members and friends of the St. Louis Port Council^ the largest turnout ever for this affair. Eagleton said that the Demo­ cratic Party faces "a massive and urgent rebuilding job, in which trade unions and trade unionists must play a key role." The Missouri Senator said that the Democrats had such a poor showing at the polls last Novem­ ber because the party had lost site of the key issues on the minds of the majority of Americans. He criticized his party for "trying to be all things to all people," but instead came "to stand in the eyes of the voter for nothing in particular." He said that his Party must; New House I 4 t ' j; 1 •;> f, \ ' i Three awards were presented at the St. Louis Port council dinner by SIU Vice President and Port Council Secretary-Treasurer Mike Sacco (second from left). The award recipients are. from the left: Dr. James E. Lewis (Humanitarian Award): Sen. Thomas Eagleton (Able Helmsman Award), and Dick Mantia of the Building and Construction Trades Council (Man of the Year Award). "get back to basics in terms of issues and initiatives, and prune our list of priorities to those issues of overriding importance on which Democrats throughout the Party can agree." Eagleton said thaLthe Demo­ cratic Party must concern itself with such issues as, "improving our productivity; developing a whole new energy base; renewing our industrial plant; accelerating basic research, and most im­ portant, coming to grips with Chairman Jones Vows Action to Help Maritime In his first major policy state­ asserted, is a concerted effort on ment since succeeding John the part of all segments of the Murphy, Walter B. Jones (D- maritime industry to work to­ N.C.), the new Chairman of the gether to turn back the decline of House Merchant Marine and the American flag merchant Fisheries Committee, stressed his. marine,. "No one segment of our long-standing support for the national maritime community maritime industry. can go it alone. While govern­ Jones told an audience that ment can offer no cure-all, had assembled at the Center for neither business nor labor can go Ocean Law and Policy in the it alone either. We need one Virgin Islands that he assumes his another." office without any prejudice, and When asked about the new few, if any, pre-conceived no­ Administration's stand on the tions. "This should give me the maritime industry, Jones insisted freedom to hear carefully the that President Reagan's com­ needs and desires of all segments mitment to restoring America's of this industry." seapower was "firm and un­ What is needed now, Jones qualified." Overseas Chicago Committee i 1 } i "i i: i i •i? 'i' He talked about his disap­ pointment over Congress's fail­ ure to enact the oil cargo prefer­ ence act in 1977. But he took heart in the knowledge that "not one major political figure dis­ puted the objective (of that bill). namely, to build and operate more American ships in order to protect our strategic interests. While there was debate and disagreement as to the means to that end, there was no argument as to that goal." Electrify Your Knowledge Shock your fellow Seafarers who have not moved forward in their career. Take this six week course in Marine Electronics. Learn troubleshooting, maintenance and repair operations on Shipboard Electronic systems. Course starts May 25. i i;, tf • corrosive inflation." Sen. Eagleton affinried that "an active role must be played in the union halls of this country'^ if the Democratic Party is to have any hope of success. After wrapping up his wellreceived address, Sen. Eagleton was presented with the St. Louis Port Council's "Able Helmsman Award." The award is a plaque inside a ship's wheel, which noted Senator Eagleton's longstanding support for maritime and for the American labor movement. Two other awards were also presented at the dinner. Dick Mantia, exec, secretary treasurer of the local Building Trades Council and head of the St. Louis Port Council, was given the "Maritime Man of the Year Award." And Dr. James Eugene Lewis, director of surgery at Cardinal Clennon Memorial Hospital for Children, was given the Port Council's "Humanitar­ ian Award." The St. Louis Port Council has grown dramatically in the past year. SIU Vice President Mike Sacco, who serves as secretarytreasurer of the Port Council, said that the dinner was a rousing success. He said, "this dinner helped the Port Council finan­ cially, politically and otherwise. We hope to use this dinner as a springboard for the most active and effective year ever for our Council." ___ Sacco also said that the dinner helped to "bring together the many divergent areas of labor in the St. Louis Community. And in today's world, with the problems facing the trade union move­ ment, the more unity we have among unions the better." The Ship's Committee of the ST Overseas Chicago (Manime Overseas) huddled here for a payoff last month in the port of Jacksonville. They were Bosun D. Elette ship's chairman; AB Jorge Osorio, deck delegate; Chief Cook Clyde Goodman! Engine Delegate Edward Whisenant, GSU Adam E. Martinez. Steward/Baker Henry Jones, steward delegate and AB Mark Shean. / LOG / Fetoruary 1901 �V Seafarers HARRY LUNDEBERG SCHOOL OF SEAMANSHIP / ,^ss;:>sss^!:ssTOSS^5:'vS?;^ysssassmssm^TOS\^TOSS^ Piney Point Maryland Conveyor Course Offers Opportunity To Move Ahead Providing skilled Seafarers for the Great Lakes is an important part of the program at the Seafarers Harry Lundeberg Robert Droulard sails as Conveyorman out of the Port of Algonac, Mich. He Is using the off-season to upgrade his skills. School of Seamanship. One of the courses available at the school is designed to upgrade Lakes Seafarers in the conveyor department, and to train conveyormen to operate unloading equipment safely and efficiently. The course of instruction consists of conveyor belt con­ struction and types of belts; belt adjustment and belt splicing techniques. Students will also receive practical training in electrical troubleshooting, elec­ trical test equipment, power failure testing, hydraulic ram theory, practical hydraulic trou­ bleshooting, pipe fitting and threading, and gate construction. Electric Arc Welding and oxyacetylene cutting will also be taught in the machine shop. The course will also cover cargo handling procedures, types Seafarer Maynard Baker makes final adjustments on a repair Job he was doing on a typical conveyor belt. Maintenance and repair of conveyor equipment aboard the big self-unloaders that ply the Great Lakes is an essential skill. of cargos and their characteris­ tics, loading and unloading oper­ ations, preventative maintenance schedules, safety equipment, and safety rules and regulations. Great Lakes Seafarer Mike Schroble checks a belt splice for squareness. Hands-on Instruction Is the key element In the four-week Conveyorman course, as It Is in all of the ^vocational upgrading courses at the 'Seafarers Harry Lundeberg School of Seamanship. The World In Which We Live: SHLSS Offers Biology Course For College-Level Credits by CINDY MEREDITH Throughout the ages, seafarers have been fascinated by the myriad and varied creatures that inhabit the sea and the skies above. The lively descriptions of Melville and Slocum excite the imagination. Still today, the first sighting of a whale or a dolphin will quicken the heart of a young seafarer. Many upgraders have told me stories of watching porpoises play off the ship's bow, or of rescuing sea birds that stopped on their ship to rest. Seafarers share an intimate relationship with their environ­ ment, much more so than do those in any other profession. Because of this closeness, many seafarers want to know more about the ocean and the creatures that share the seas with them. Now our members will have an opportunity to learn about the mysteries and beauty of marine life in the oceans of the world. The Seafarers Harry Lundeberg School of Seamanship, in coop­ eration with the Charles County (Md.) Community College, is offering Biology 102, a study of the members of the animal kingdom. The college-level course begins with an introduction to general biological principles. This will include a study of the structure and operation of the environ­ ment; the structure and operation of the cell; and the development and classification of animals. Once these principles are learned, students will begin a study of each of the major groups in the animal world. In this part of the course, students will learn the major characteristics of each of the major groups, and will examine live a preserved speci­ men in the lab. By the time the students have completed the course, they will have earned four credits toward a college degree. More important still, students will have more knowledge about, a better under­ standing of, and more respect for the animals that share the world in which we live. (For more information about this or other college-level courses, write to: Academic Department, SHLSS, Piney Point, Md., 20674.) February 1981 / LOG / II j J -- r •I �Seafarers David Shaw and Bill Epps work with SHLSS instructor Jim Harrison in assembiing js fuii-wave rectifier. Seated is Seafarer Mike Murphy. The sixweek Marine Eiectronics course provides both classroom and hands-on training In ail phases of shipboard electronics repair and maintenance. Marine Eiectronics Course Offered At SHLSS To As the electronic equipment weeks in duration, consists of Meet Seafarers' Needs aboard today's modern ships • both classroom and practical becomes more sophisticated, the , burden of repair arid mainte­ nance becomes more difficult and demanding. It is not enough anymore that seagoing Electri­ cians know only the barest essentials of shipboard electric circuitry. 0 o"fl~b~b"6 0 In order to be an effective and efficient troubleshooter, and to perform maintenance on the electrical gear in the engine control and cargo control rooms of today's ships, seagoing Electri­ 0 cians must be trained and competent in all phases of electronics. The Marine Electronics course at the Seafarers Harry Lundeberg School of Seamanship, six training in all phases of marine electrical procedures. To be eligible for this course, applicants must hold all QMED ratings and endorsements. The next course begins May 25, and the following course will begin Sept. 14. SHLSS instructor Jim Harrison (left) watches as Seafarer Bill Epps assembles a rectifier. Seafarer Epps sails out of the Port of Baltimore. Seafarer Glenn Hutton gets hands-on experience assembling an AC motor control. Seafarer Hutton ships out of the Port of San Francisco. 12 / LOG / February 1981 o Jim Harrison diagrams the diode mode for Seafarer °- , I �••'V- : PJesel Eng/ne Course Takes It Apart and Puts it Back Together The Diesel Engine course at the Seafarers Harry Lundeberg School of Seamanship aims to provide its students with a Thorough knowledge and under­ standing of all aspects of the maintenance and operation of diesel engines. During the one or two-month training period (there are two courses available) students work with experienced instructors in the classroom, in the machine shop and aboard one of the school's towboats. Students will work on various size diesel marine engines. Engines will be stripped, cleaned, machined, adjusted and reassembled. All phases of diesel engine operation will be studied during the course, including fuels, lubrication and electrical com­ ponents. As with all of the upgrading courses offered at the Seafarers Harry Lundeberg School of Seamanship, the twin goals are to equip our SIU membership with the skills they will need to move ahead in their chosen profession, and to provide the industry with the best trained maritime work­ ers anywhere in the world. •* Hands-on training Is an Integral part of the upgrading'programs at the Seafarers Harry Lundeberg School of Seamanship. Here, Seafarer Michael Bums checks connecting rod bearings as part of the Diesel Engine course. Simon (Ski) CzeslowskI (left) and Harold (Slim) Whightsll adjust exhaust valves on a diesel-englne as part of their Diesel Operation and Maintenance course. Ski works for Sea-Land In New York, and Slim works for Dixie Carriers out of New Orleans. Aiming For the Stars: SHLSS Engine Instructor Dave Greig (center) watches as his students make final adjustments trefore starting the engine. If It starts, they pass. If not, well—track to the drawing troard. Left to right are Simon (Ski) Czes­ lowskI, Harold (Slim) WIghtsll, Vincent Carrao and Robert Ohrany. Celestial Navigation Course Is Popular With Seafarers byPAULALLMAN A well-rounded course in C:elestial Navigation has been offered at the Seafarers Harry Lundeberg School of Seaman­ ship for the past two years, and it has proven popular and helpful to both our deep sea and inland towboat members. The course is being offered again this year on four different starting dates beginning March 2. The class will also begin on May 25, Aug. 10 and Nov. 1. The classes will meet for four to six weeks, depending upon the needs of the students. The course was originally designed to serve the Masters and Mates on our deep sea towing vessels. Any Towboat Operatof who sails more than 200 miles off-shore is required to pass a U.S. Coast Guard celestial navigation examination. The course was originally built around the requirements for this examination, and coverall of the subject areas required by all inspected deck licenses up to, and including. Third Mate of Un­ limited Ocean steam or motor vessels. The SHLSS Celestial course is unlike those offered by most other Maritime Schools in that we include actual underway training in conjunction with our classroom work. We sail on one of the SHLSS towing vessels out into the Potomac River and Chesapeake Bay in order to practice the actual Polaris and by the meridian passage method. Students will also be able to determine latitude and longitude by celestial run­ ning fix, including a line of position by observation of the sun. While this course is offered to meet needs of those Seafarers who are required to pass a U.S. CoasT Guard Celestial examina­ tion, it is also open to those who procedures for celestial naviga­ have always had a curiosity about tion. Upon completion of the the ancient art of celestial course, the students will be able navigating. Many of our students to calculate the exact moment have also been deep sea AB's who of sunrise and sunset. They will are thinking of preparing for be able to determine compass their Third Mates exam. If you error, both by taking an ampli­ are included in one of these tude of the sun and by azimuth of categories, submit your applica­ the sun, and they will know the tion as soon as possible for one of procedures for finding latitude by our four 1981 classes. February 1981 / LOG / 13 tBsrr �V •• , i SEAFARERS HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING COURSE SCHEDULE ,-L :r'^ ..." ' 1-Mi Check-in-Date Completion Date March 2 May 25 August 10 November 1 April 2 June 25 September 11 December 4 March 16 October 5 May 1 November 20 March 2 June 19 September 11 March 26 July 16 Octobers Third Mate Julys September 11 Able Seaman March 29 April 26 May 24 August 16 October 11 November 22 April 23 May 21 June IS September 10 Novembers December 17 Bosun Recertification February 9 April 13 August 10 April 6 Junes Octobers Steward Recertification March 9 May 11 July 13 September 7 October 12 May 4 Julys September 7 Novembers December 7 "A" Seniority February 2 March 9 April 6 May It Junes Julys August 10 September 7 Octobers Novembers December 7 March 2 April 6 May 4 Junes Julys Augusts September 7 Octobers Novembers December 7 January 4 Lifeboatman/Tankerman February 12 February 26 March 12 March 26 May 10 June 7 July 5 August 16 September 13 October 11 Novembers February 26 March 12 March 26 April 9 May 21 June IS July 16 August 27 September 25 October 23 November 20 Course Check-in-Date LNG Celestial Navigation March 26 May 21 July 16 September 12 Novembers First Class Pilot July 30 May 10 September 27 December 17 Quartermaster March 2 April 27 June 22 August 17 October 12 May 24 July 19 September 13 Novembers FOWT . Completion Date Course QMED i 1981 June 18 August 13 Octobers Decembers Marine Electrical Maintenance March 2 V Julys October 26 April 23 August 27 December 17 Marine Electronics July 2 October 22 May 25 September 14 Refrigeration Systems March 2 Maintenance and Operations June 22 October 12 April 9 July 30 November 19 Diesel (Regular) March 30 June 22 October 12 April 23 July 16 Novembers Diesel Scholarship March 30 June 22 October 12 May 21 August 13 Decembers Pumproom Maintenance and Operations — February 16 Junes October 26 March 26 July 16 Decembers Automation March 30 Augusts April 23 August 27 Basic Welding March 2 May 25 August 17 March 26 June IS September 10 Third Assistant Engineer April 13 Augusts June 19 October 9 Towboat Operator May 11 July 2 Towboat Operator Scholarship March 30 June 22 ' September 14 14 / LOG / February 1981 r- .'•i-s»--.'-' 4 • May 14 Augusts^" October 30 �Apply Now for an SHLSS Upgrading Course (Please Print) (Please Print) Seafarers Harry Lundeberg School of Seamanship Upgrading Application • Name. (Last) • Date of Birth — Mo./DayAear (Middle) (First) Address. v, (Street) . Telephone. (Area Code) (Zip Code) (State) (City) Lakes Mmber • Inland Waters Member • Deep Sea Member Q . Seniority. Book Number Date Book Was Issued. Port Presently Registered In _ Port Issued Endorsement(s) or License Now Held. • Social Security :F-.. Piney Point Graduate: Q Yes Entry Program: From. Upgrading Program: From. No Q (if yes. fill in below) to. (dates atteiKled) Endorsements) or License Received . to. (dates attended) Do you hold a letter of completion for Lifeboat: Q Yes No ("J Firefighting: • Yes No • CPR • Yes No • Dates Available for Training. I Am Interested in the Following Course(s). ENGINE DECK Q • • • • • • Tankerman AB 12 Months AB Unlimited " AB Tugs & Tows AB Great Lakes Quartermaster Towboat Operator / Western Rivers Towboat Operator Inland Towboat Operafer Not More than 200 Miles Towboat Operator (O'er 200 Miles) . Master J Mate • • • • • Tmrd Mate STEWARD ^ O FWT • Oiler • OMED - Any Rating • Others. Q Marine Electrical Maintenance Q Pumproomi Maintenance and • Operation Q Automation • Maintenance of Shipboard Refrigeration Systems Q Diesel Engines • Assistant Engineer (Uninspected Motor Vessel) Q Chief Bigineer (Uninspected Motor Vessel) Q Q • • Q Assistant Cook Cook & Baker Chief Cook Steward Towtx>at Inland Cook ALL DEPARTMENTS • • • • • LNG LNG Safety Welding Lifeboatman Fire Fighting transportaiion will be paid unleas you praaant original recaipts upon arriving at tha SchooL RECORD OF EMPLOYMENT TIME -—(Show only amount needed to umrade in rating noted above Or attach letter of service, whichever is applicable.) VESSEL v RAHNQHELD DATE SHIPPED DATE OF DISCHARGE February 1981 / LOG / 15 -1. i- 'vV-'' „r, �, AA7^f^rman's Edward Rutledge Psjf^w Jobs on Wotormo i>lC/VV •''Sf-' ^ csre^s This bill has been a ^ n run out of me south caroimas delega is named tion to the Continental Con rsSSsS^ 0^: sea. ^ . The ship is the Edwaro Rutledge. the second of two sisterships built re­ cently by Avondale Ship­ yards in New Orleans for Waterman Steamship. The Edward Rutledge, crewed out of the New Orleans hall, is an impor­ tant addition to the Waterfleet She represents /' ' 1- ^he Rutledge is the fifm y| ^1^ •>'p^ new, or newly acquired, w ^I, JI ^ • ifiii ^/llil* UMI^ LASH ship to be taken over by Waterman in the last year. In addition. Water­ man has three new RO/RO ships on the plan­ ning boards. A decade ago. Water­ ,/; man was in serious danger of going out of business. be: But the company has reemerged as a power among American-flag liner operators. The company has been able to do this because of the Merchant Marine Act of 1970, which provides con­ struction subsidies and loan guarantees to opera tors of vessels in the U.S. foreign trades. The SlU spearheaded the 1970 Act through Con- f» :; • , MM I e c-:.. • ,• -•••'•SVfi fe- The waterman LASH Edward fluHedge named, «e an Walrman's LASH ships, tar a signer of the Declarafion of Independence. 53 _ _ and lifeboats on the LASH T^^elin® and nKe her StU crew. s«' IASAI I Saloon Messntan Mel weOT wS^an's fleet. •« t Sl^nglnes aboard the EdwardRulledge are (l-r): Ken Larpenteur, third assisianf, David Boj®, ^ip s «!«=!« :6e^amlnCooiey. port elecW^^^^ e'r: ' i«oI 16 / LOQ / February 1981 .-.e; • ''•'•)••'* -'if'f? 'f' .•:.. r- 'try'"fC'tV ' •; .•,;.V ve):..e-e;-M;.--:ee .v" ' . • L •• ,•, ;••'.• .-V,,, . i.,--, r-/r~' ' '''-i''; 0r ••['" -'{i .'•• r''^' , ••f •!, b-.-".- A"-r "r'\ '•••'!7 ' '•'•• "'' • �A-y>#U-;'T-:-kS"- .fif- ; • AFL-CIO Maritime Trades Department Sets Program to Reverse Maritime Deciine V ^ _ The Executive Board of the 8-milllon member AFL-CIO Maritime Trades Department (MTD) has taken the first step in an agressive program of iegisiative action to reverse the deciine of the American maritime industry. The MTD, under the leader­ ship of MTD and SiU Presi­ dent Frank Drozak, acted on a wide range of crucial issues affecting American workers in general and maritime workers in particular at its Executive Board meeting in Bai Harbour, Fia. Feb. 12-13, 1981. This was one of the best attended Board meetings in MTD history, in addition to the Executive Board members, 22 of the 28 presidents of the MTD's Port Councils were in attendance. However, the MTD Execu­ tive Board, which represents 43 national and international unions, focused on several key goals concerning the U.S. maritime industry. MTD President Frank Dro­ zak caiied these goals, "rea­ sonable, achievable answers to some of the severe problems facing our industry." Drozak emphasized the necessity of these programs since, "American operators are finding it difficult to com­ pete with foreign fleets which ail receive major protections from their own governments." Drozak caiied for, and received the enthusiastic and unanimous support of the MTD Executive Board for the foiiowing initiatives: U.S. and Its key trading partners. • Targeted tax relief to pro­ mote full parity In U.S. vessel construction, so that operators will look to American yards rather than foreign yards to build their ships. • Adoption of the United f4a- • Legislative action reserving a fair share of exported American coal for American flag, American crewed ships. • Transfer from the Navy's Military Seailft Command to the private sector all transportation, auxiliary and other service func­ tions which can be effectively handled by the merchant marine. • Negotiation of bilateral ship­ ping agreements between the Special 8 Page Supplement tlons UNCTAD Code for Liner Conferences, but with assurances that It will not violate any existing U.S. shipping laws. In addition to the above pro­ grams, the MTD Board vowed action on numerous other Issues regarding all segments of mari­ time, Including deep sea. Great Lakes and the offshore towing and Inland waterways Industries, (see pages 22-23 for a complete rundown on these actions.) The MTD Executive Board also heard addresses from an Impres­ sive array of speakers Including AFL-CIO President Lane Klrkland. Other speakers Included Congressmen Walter Jones (DN.C.) and Leo ZeferettI (D-N.Y.), as well as Paul Burnsky, presi-, dent of the AFL-CIO Metal Trades' Department, and top AFL-CIO staff people Including Al Barken, director of COPE; Ray Denlson, director of Legislation; Alan KIstler, director of Organizing and Field Services; and Rudy Oswald, director of Research. Andrew Gibson, president of Delta Steamship also addressed the Board meeting, (see details on these addresses pages 18-19). = ILABaek in MTD Family: Cieason Calls for Utdty HE International Long­ considerable resources of the goals set forth by the Maritime eluded, "whatever we have to do shoremen's Association has International Longshoremen's Trades Department at its Execu- to cooperate, whatever it takes to reaffiliated with the AFL-CIO Association toward achieving the tive Board session. He con- get the job done, weH do it." Maritime Trades Department after a lengthy absence. MTD President Frank Drozak announced the ILA's reaffiliation with the MTD and welcomed ILA President Teddy Gleason back into the MTD family of 43 national and international unions comprising 8 million workers. Gleason then hit the deck and expressed the ILA's appreciation and happiness at once again being a member union of the MTD. He then delivered a stirring mes^sage calling for solidarity and unity among American trade unions. Gleason pointed out some of the political problems facing the trade union movement, and tie stated that "we have to forget the labels of Democrat and Republi­ can for now; we have to work with those who will work with us. ILA President Teddy Gleason calls for labor unity after being welcomed back into tfie Maritime Trades Department by MTD Gleason then pledged the President Frank Drozak (rigfit). T vr:' • ."V/. February 1981 / LOG / 17 A. •4 �« ' • New House M.M. Chairman Jones Addresses MTD E XPANDING America's statement at the Sun Shipyard. shipbuilding capability as The Congressman then urged well as the country's merchant American shipyards to follow fleet were stressed by the new Japanese shipbuilding produc­ Chairman of the House Mer­ tion technology, the basics of chant Marine and Fisheries which, he noted, originated- in Committee. the U.S. Speaking before the MTD the Congressman therefore Executive Board on Feb. 13, feels that American shipyards Representative Walter B. Jones must develop products that are (D-N.C.) expressed his views on competitive on the world market. the vital subjects of "re-industri­ "Obviously, as long as American alizing the shipyards of the U.S.- shipyards are wholly dependent and insuring that we have a on subsidy programs and the commercial fleet that is sufficient Navy for their order books they to meet our economic and will never achieve the kind of cost national defense needs." efficiency and volume needed He pointed to the recent under today's financial condi­ closing of the Sun Shipyard in tions." Philadelphia and the ultimate Talking about America's waloss of 3,000 jobs. Jones said he terborne domestic commerce, hoped that "President Reagan Jones pointed to the "grim also took note of this closing and situation for our coastwise realizes the urgency of our trades." He cited a Maritime present maritime predicament," Administration report that stated Jones pointed out that as a there are presently only 15 selfpresidential candidate, Reagan propelled ships remaining in the -had made his maritime policy coastwise and intercoastal trade rtep. Walter Jones (D-N.C.), chair­ man, House Merchant Marine and Fisheries Committee of the United States. The committee chairman noted the economic advantage of water transportation and urged that Denison:Will Fight Budget Ax 'jp HE AFL-CIO is gearing up its legislative department to repel expected attacks in the new 97th Congress on basic sot3ial programs and pro-worker legis­ lation which the AFL-CIO fought so hard to achieve as far Barkan: Labor Still Strong on Capitol Hill A BARKAN, long time head of the AFL-ClO's Com-" mittee on Political Education (COPE), told the MTD Board that the AFL-CIO will continue to fight as always for the rights of workers. He said that the conservative victory at the polls last November was by no means a mandate to start desmantling the programs that labor fought to build. Barkan pointed out that Regan, for instance, won only 51 percen.t of the popular vote as compared to 62 percent for Nixon in 1972 and 63 percent for Johnson in 1964. ways be immediately sought "to increase the size of our domestic fleet." Looking back at the last Congress, Jones, who has been a member of the Merchant Marine and Fisheries Committee for 15 years, said that 30 days of subcommittee hearings had been field on the Omnibus Maritime bill. He said that the hearings showed that the policies set forth in the 1936 Merchant Marine Act "are not working. The various agencies in the Federal bureauc­ racy which are supposed to implement maritime policy are fragmented and operate at crosspuposes." Barken noted that COPEendorsed candidates fyr the Presidency and for Congress were 59.5 percent successful. This cornpares to a success rate of 59.8 percent in 1972, 56.4, percent in 1968, and 70 percent m-1976. The last ,was an unusual year, partly because of the Watergate scandal of the early 1970's. The COPE director predicted Al Barkan, that 1982 would be a turnaround AFL-CIO COPE year with labor making a big Though the loss of the White comeback politically. .House and the Senate has been' "We will stand fast in our billed in the media as a defeat for political beliefs," Barkan said, labor, Barkan stressed that labor "and continue labor's 'never say supported candidates did well. die' tradition." back as the days of FDR. Ray Denison, head of the AFL-CIO Legislative Depart­ ment, said that labor would fight to preserve important social programs like unemployment insurance, social security, food stamps, medicare. Trades Ad­ justment Assistance, and more, from falling victim to devastating budget cuts. ^ 1 Ray Denison, head of iegisiatlon for AFL-CiO Rep. Zeferetti Seeks Gov't Action on Maritime R EP. Leo Zeferetti(D-N.Y.), a member of the key House Rules Committee, has pledged his support to revamp govern­ ment policy concerning the Jean Ingrao Hospitalized, Misses Board Meeting • J y MTD Executive SecretaryTreasurer Jean Ingrao missed her first board meeting in 29 years". She was in the hospital for an operation. The Executive Board members all signed a get-well card and offered their prayers for a swift recovery. The latest report on Mrs. Ingrao's health is that she's doing fine and itching to get back to work. , 18 / LOG / February 1981 , .American maritime industry. He told the Executive Board of the Maritime Trades Department that "we must arrest the decline of U.S. maritime," noting that less than 5 percent of all U.S. foreign commerce is carried in American bottoms, and that there are less than two dozen functioning shipyards in the U.S. -A former member of the House Merchant Marine and Fisheries Committee, Zeferetti said he would vocally support programs thait would 1.) increase the merchant fleet's role as a military auxiliary to the Navy. 2.) reserve a fair share of exported U.S. coal for American flag ships. 3.) loosening of government regula­ tions which drive up the cost of building ships in American yards. 4.) change in the tax structure to make it more attractive to build vhAE TJO Rep. Leo Zeferetti (D-N.Y.) ships in the U.S. instead of overseas. Zeferetti added that he would work to "convince the Reagan Administration of the impor­ tance of a strong merchant marine ,to America's defense capability." He also said that he would support the MTD in fighting cuts in the already too low maritime subsidy programs for construction and operating differentials. Rep. Zeferetti said that it would take "a lot of headaches and hard work" to accomplish the goal of a revitalized merchant fleet. But, he promised his ^'unflagging support" in his position on the Rules Committee toward achieving that goal. �• \ Kirkland Pledges AFL-CIO Clout to Help L INKING the strength and stability of the U.S. econ­ omy with the nation's maritime capability, AFL-CIO President Lane Kirkland issued a strong call on the opening day of the Maritime Trades Dept.'s Execu­ tive Board meeting for a revital­ ized U.S. merchant marine "built in American yards, manned by American crews and dependably controlled under the American flag." In his Feb. 12 keynote address before the largest AFL-CIO department Kirkland told the MTD Executive Board that "your goal of creating a strong merchant marine is not yours aloneT^ft is a goal of the entire movement past, present and future," he said, adding bltintly "there is no way our country can guarantee its own survival, let alone reach its highest potential, without it." Kirkland noted that in the face of the current "vast expansion of the world market for coal, there was never a better time for America to revitalize her ship­ ping and shipbuilding industries." Coal Is An Answer The expanding market for U.S. coal means, Kirkland continued, that "there was never a better opportunity for the U.S. to negotiate bilateral agreements with our trading partners who want our eoal, so that American ships can be guaranteed a fair share of coal and other cargoes. Such a program would not only benefit the U.S. merchant marine but "would stimulate the entire economy," said Kirkland. "It would mean enhanced profits, as well as paychecks in many industries. AboVe all, it would bring America's defense estab­ lishment a margin of safety that certainly does not exist as long as foreign countries control Amer­ ica's lifeline." Pointing out that the MTD's job in the months ahead would^ focus on convincing the new Administration and Congress of the crucial role of the U.S. merchant marine jn the nation's economic and defense capability, Kirkland promised that the effort would have the active support of the AFL-CIO "all the way." Coupled with labor's fight to preserve and upgrade the U.S. merchant fleet Kirkland told the MTD Executive Board, is the fight to maintain key laborbacked social programs which have been targeted for the ax in the new federal budget. Will Fight Budget Cuts "Those who oppose labor's programs have always found the federal budget an ideal target," he said. "Their assaults,... always fall on workers and on the poor. nonetheless. "We have never struck our colors on a single issue," he said, "and we will not do so now." 100 Year Anniversary AFL-CIO President Lane Kirkland the young, the old, the weak and the helpless..." Though acknowledging that the coming fight on the budget would not be an easy one Kirkland promised that the AFLCIO would wage a good fight Labor's Crucial Job, "...organize, organize, organize" A LOT of things about the American labor movement have changed in the last hundred years. But the basic aims of the AFL-CIO today are as clear-eut a® ">ey were a eentury ago when Samuel Gompers, the first AF of L president, issued the battle cry—"organize, organize, or­ ganize." In his address to the Maritime Trade Dept's. Executive Board, meeting Feb. 13, Alan Kistler, head of the AFL-CIO Dept. of Organizing and Field Services repeated Gomper's words and talked about how increased organizing was a key to the survival of the U.S. labor movement today as at any time in American labor history. Over the past 20 years, Kistler said, organizing drives have brought more than two million new workers into U.S. labor unions. But in spite of those impressive statistics, organized labor is having trouble maintain­ ing the same percentage of unionized workers. Metal Trades Bumsky Vows Support for U.S. Maritime P f- AUL Burnsky, president of the Metal Trades Depart­ ment, AFL-CIO, has pledged his department's all out support in the "noble cause" of revitalizing the American flag merchant marine. Speaking before the MTD Executive Board meeting, he said the Metal Trades unions, which largely represent shipyard work­ ers, share common problems and common goals with American seafarers. He blasted multinational oil companies, which own and operate extensive "flag-of-convenience" fleets to carry Amer­ ica's oil imports, as enemies of the U.S. fleet and U.S. shipyards. He said, "we simply cannot depend on foreign-crewed Liberian and He reminded his audience that the American labor movement is marking its Centennial Anniver­ sary this year and said that the longevity of the labor movement proves that "movement is built for the long haul. We are liot dismayed or disheartened by temporary setbacks." "Our primary duty," Kirkland told the MTD Executive Board, "is to build this movement of ours in every way we can, in every corner of the country, to make sure it has the power and resources to do its Job in the workplace and in national af­ fairs." • "If we do that as it should be done," the AFL-CIO president concluded, "I have not the slightest doubt of our ability to learn the lessons and meet the challenges that corne our way over the next 100 years," , I Paul Burnsky, president. Metal Trades Department, AFL-CIO. Panamanian ships to stand strong for America in a national emergency." Burnsky said that the fact that foreign flag ships carry more than 95 percent of all America's foreign commerce is a "national embarrassment." He said that the problems of the U.S. merchant fleet mirrored those -of the shipbuilding industry which is facing "a loss of 30,000Jobs in the next three years." Burnsky praised the AFL-CIO Maritime Trades Department for its constant fight to uplift America's maritime industry. He also said that his department had called on Congress to enact two programs to help the American fleet and American shipyards, as follows: • Establish and guarantee funds for a long term merchant marine construction program. • Accelerate and broaden the present Navy construction pro­ gram, with emphasis on mobile, adaptable conventional forces. The slipping percentage figures of organized workers in this country are caused by several problems, Kistler said. First, the labor market has been shifting away frorn older traditionally unionized industries to newer trades and services which are non-unionized. Another shift, Kistler pointed out, is the geographical move of industry out of strong union areas like the notheastern United States, into the largely non-union south and southwest. In addition, Kistler said, the number of workers in the labor force has increased dramatically over the last two decades. "We've got to get out there and -organize, Kistler said. "We must get together and work together to help each other organize." Alan Kistler, Dir. of Organizing and Field Services, AFL-CiO February 1981 / LOG / 19 �If " I:•<!•, s:,. U': V^lj f^ ^• • 1.:, i i • .'f • " #' Anthony Scotto, president of the Greater New Yoi-k and Vicinity MTD Port Council. Roman Gralewicz. president. SlU of Canada and Eastern Area Exec. Bd. member of the MTD. * William Konyha. president of the Carpenters ^/lTn QW and member of MTD Exec. Bd. MTD President Frank Drozak IIMPPIS with Jesse Calhoon president of National MEBA and an MTn __ i nranK urozak (le^eets witn jesse uainoon, presioent ot National MEBA and an MTD Exec. Bd. member -maritime situation to MTD Board meeting. He also called for unify unity of all meeting, segments of maritime. • Leon Schacter. MTD Exec. Bd. member and vice-president -president emeritus of the United Food and Commercial Workers. Highlights iUaritime Trades DepartmeinExec. Bd. Meeting Feb. 12-13,1981 y "i'If- i c H' c , fs T Workers and MTD Ex^ec. Bd. member MTD Vice President Steve Leslie addresses of^th^°0^pe'rSiTM President Page Groton. of the Boildrmakers union, and an MTD Exec. Bd. member, hits! peck on a shipbuilding resolution as part of the big turnout for the Board meeting listens. Rudy Oswald, head of the AFL-CIO Research Department, gives the MTD Board meeting a rundown on economic issues as labor sees them. • Peter Rybka. vice president of the Grain Millers and an MTD Exec. Bd. member. Lawrence Motley, president of the Aluminum Workers, greets the MTD Bd. meeting. Holley recently came-aboard as an MTD Exec. Bd. member. "•<i7 r, •' •'f- I ¥ ; r • .IT" 7 -- i' "r^i 'H. - • Cl John Yarmola^ vice presitlent of the SIUNA and an MTD Exec. Bd. member. Morris Weisberger (left) Western Ama FVOZ^ lormer presideni ol Ihe Sailore Union of the PacBic vice president of AFSCME and an MTD Fypn RH ' exec. BO. member. 'km . • it., D Bernard Puchalski. president of the Chicago MTD Port Council MTD Exec. Bd. members Lester Null (left), president of the Pottery Workers and John McNamara. president of the Firemen and Oilers, . F.-i-iv: ^VL_"L"T'^ . =^7- ___• irraiB »w It 7 74:#^ •I Dominick Carnavale. of the Plumbers Union. is an MTD Exec Bd member •|74(=.^fr -T :T •" . • r;fi:-V ,.7. • - .'5- V. JT 1^11 �SiE»r:®~ MTD Executive Board Vows Action on The Executive Board of the AFL-CIO Maritime Trades Department, during its meetings on Feb. 12-13, 1981, passed numerous resolutions dealing with the health and safety of the American maritime industry and American workers in general. Following is a brief but complete rundown of those actions: • ' *^1 «'•, Bilateral Shipping Agreements . 'I'." The AFL-CIO Maritime Trades Department (MTD) urges the new Reagan Administration to negotiate bilate'ral shipping agreements with the U.S.'s foreign commerce trading partners so as to boost trade, shipping and maritime employment. Today, the United States has bilateral shipping agreements with other nations. These agreements between two trading countries give each nation a percentage of .the cargoes carried. The pacts also give part of the cargoes to ships of third countries. Maritime Administration Since the Reagan Administration got a bid to transfer the Maritime Administration (MARAD) from the U.S. Commerce Department to the U.S. Department of Transporta­ tion, the MTD resolves again to oppose any such= move. The same proposal was turned down by the U.S. Congress in the 1960s during President Johnson's reign. Moving MARAD to the Trans­ portation Department would give the maritime industry less attention in a department interested mainly in the trucking and railroad industries. Naval Support Vemels This resolution recommends that the President and the Congress should transfer from the U.S. Navy to private industry the operation of auxiliary and support ships (oilers and tugs) sailed by the U.S. Military Sealift Command (MSC) and the Navy. Even the Government's General Accounting Office (GAG) says it would be cheaper. And it would let the Navy use its budget to build warships. With overseas oil and scarcer raw materials harder to move in a national emergency or wartime, the U.S. merchant marine serving then as an effective naval supply and support auxiliary, must gain vital peacetime experience now in this critical role on a larger scale. UNCTAD Code for Liner Conferences The MTD calls for the U.S. to accept the United Nations Confer­ ence on Trade and Development (UNCTAD) Code for Liner Confer­ ences or foreign flagships will cap­ ture more American and worldwide commerce. export terminal in the port of New York and New Jersey as fast as possible. The Port Authority of N.Y. and N.J. is now looking at possible sites on Upper N.Y. Bay to build a coal export terminal linked to Conrail. The port is nearer to Europe—a major user of steam coal—than other U.S. coal exporting ports. Such a coal export terminal would generate more jobs for maritime. The code, which may start this year, is a global plan of cargo sharing to promote liner operations of the developing Third World. At least 24 countries representing a minimum 25 percent of the world's liner trades must okay the code. Today, 48 nations representing 18.7 percent of the world's liner trades have okayed it. Coal Exports The MTD asks Congress to fund the modernization and capacity America's Competitiveness expansion of inland waters trans­ The MTD urges both the Presi­ portation projects, and for the dent and Congress to review the Administration to negotiate bila­ U.S. trade policy. The present teral shipping agreements for the foreign policymakers must look at increased export of our coal. Grea­ domestic economic roadblocks to ter use of our coal for domestic trade and the revitalizing of our power was also urged. economy. Tax laws and regulations Improvements are needed on the should also be revised. Mississippi River locks and danfs . Accelerated Depreciation network, nationwide coal terminals The MTD resolves that U.S. tax and harbor dredging projects. laws be changed to allow for More bulk ships must be built accelerated depreciation of vessels since U.S. flag bulkers carry only 2 like other maritirhe nations do. percent of these cargoes out of the 40 The U.S. flag shipping industry percent of this country's internation­ wo^ks at a disadvantage because it al trade. The bilateral coal shipping agree­ does business under a restrictive tax policy which hinders new invest­ ments would give more jobs to ment and discourages reinvestment. Seafarers, shipbiiilders and those in The U.S. allows depreciation after the maritime shoreside trades. 14.5 years. Japan and Western Coal Export Terminal Europe typically after six years. In The MTD supports the efforts of Great Britain, vessels can be depre­ the U.S. Corps of Engineers, Port ciated in a single year. Authority of New York and New Export Promotion ^ Jersey, Conrail and others to The MTD asks the U.S. Governdevelop a modern and major coal » ;ht "to mestic J last been a Jarine for 15 ys of i been ritime arings t forth i^Act arious reauc;d to :y are cross- kX if the spartI fight social /ment food I Admore, tating AFL-CIO, MTD Honor the Memory of Paul Hail P RIOR to his death on June 22, 1980, Paul Hall had served faithfully for 23 years as president of the Maritirne Trades Department and for nearly that long as a vice president and executive council member of the AFL-CIO. In fact, at his death, Paul Hall was Senior Vice Presi­ dent of the AFL-CIO. His accomplishments were widely known and respected throughout the trade union movement. And during the MTD Executive Board meeting Feb. 12-13, Paul Hall's memory was honored by both' AFL-CIO _ President Lane Kirkland and the entire Executive Board of the Maritime Trades Department. \ First, AFL-CIO President Lane Kirkland read and then presented to Mrs. Rose Hall a beautifully written, leather bound statement adopted and signed by all of Paul Hall's peers on the AFL-CIO Executive Board. Then, Mrs. Hall was,presented with a statement, framed and Mrs Rose Hail is presented with the AFL-CIO Executive Council's statement on the late Paul Hall by AFL-CIO President Lane Kirkland (second left). MTD Presi­ dent Frank Drozak (right) and Steve Leslie, MTD Vice President (left). printed on parchment, of love and appreciation of Paul Hall by the entire AFL-CIO Maritime Trades Department Executive Board. The Board then offered a special tribute to both the mem­ ory of Paul Hall and in apprecia­ tion to Mrs. Rose HalL The Board unanimously installed Mrs. Hall as an Honorary mem­ ber of the MTD Executive Board. Below is the text of that resolution, as read by Dominick Carnevale of the Plumbers Union: Honorary Board Membership for Rose Hall For 23 years until his untimely death. Paul Hall poured every ounce oj his unsurpassed abilities as a leader and organizer into budding the Maritime Trades Department into a thriving, dynamic organization represent­ ing the interests of 8 million American workers. Throughout all of those years. Rose Had unwaveringly sup­ ported her husband in all his erideavors with pride and dignity. At the same time. Rose Had extended to the members of the MTD Executive Board, past and present, every kindness and courtesy willingly and graciously. At this time, the Executive Board of the Maritime Trades Department wishes to collective­ ly "thank you " Rose Had for your support and friendship ad these years. And that we wish this dose relationship to continue for many, many years to come. THEREFORE, BE IT RE­ SOLVED that the Executive, board of the Maritime Trades Departtnent demonstrate its love and re.spect for Rose Had by appointing her as an honorary member of the MTD Executive Board. 22 / LOG / February 1981 : rf'"'. on for id of vould ;agan npor;hant fense at he D in y too :ranis ating at it aches iplish ;hant I his I his iittee �Crucial Maritime, Worker issues merit to work with labor and management to review and enforce more effectively its international agreements. It recommends the Government-industry-labor advi­ sory groups be given a greater role in policy making. With protectionism in interna­ tional trade on the upswing, direct export promotion grows in importance.Foreign governments aid their productive industries with dumping, indirect subsidies, favorable laws and treatment and non-tariff bar­ riers. The Japanese use government agencies to promote exports. The Germans use joint labor-manage­ ment policy-making bodies. Meanwhile, the U.S. loses domes­ tic jobs and industries to the multinational companies overseas. While the U.S. Trade Act of 1979 levied tariffs on many goods and fought dumping and subsidies, it is hard to enforce. However, the ACT gave us a U.S. Trade Representative Office which works with the Depart­ ments of Commerce and Labor and the MTD in the export field. Pension Offset on Unemployment Compensation The MTD backs the passage of Federal legislation which would amend the Internal Revenue Code of 1954 to eliminate the requirement that States reduce the amount of unemployment compensation. Starting Apr. I, 1980, the U.S. Unemployment Compensation Re­ form Act of 1976 required all States to reduce a person's unemployment compensation by the amount of any governmental or private pension or retirement pay received by an • individual. The National Commission on Unemployment Compensation rec­ ommended repeal of this proviso. Taxation of Social Security Benefits The MTD will support legislation in the 97th Congress, through statute, prohibiting the taxation of Social S'ecurity benefits. Congre.sS pass a resolution in 1980 expressing that Social Security benefits should remain tax exerhpt. Minimum Wage Legislation The MTD wilL intensively lobby in Congress for increased minimum wages and will strongly oppose any efforts to impose a subminimum. For more than 10 years, conserva­ tives in and out of Congress have tried to foster a youth subminirhum wage upon the nation. They have Wanted the Federal minimum wage to be cut by 25 percent for. young­ sters 18 to 20 during the first six months on a new job. The drive, said to create jobs for teenagei s,really undercuts the inade­ quate minimum wage and gives corporations a cheap labor pool. The subminimum wage doesn't create new jobs but results in adult workers (mostly women) getting fired so teeners can be hired in their place at lower pay. Then after six months, when the required full minimum wage takes effect, the hired teenagers are fired in turn so a new batch of youngsters are taken on at the subminimum wage. Ah increased minimum wage is needed now, not a reduction. Today the $3.35 ceiling is worth less in real wages than the. minimum wage of the early 1960s was. An increase would mean more spending to hype the economy and create new jobs decreasing unem­ ployment. skills of our memberships. Manage­ ment must make major capital improvements. And with long-term redevelopment must be protection of workers' needs for jobs and economic security. Service Industries The MTD recornmends that the U.S. Government support and promote service industries in inter­ national trade based on: • A.definition of our service indus­ tries and their problems must be given. • The Government must set up the mechanisms through which bi­ lateral, case-by-case, negotiations can take place. . Food Stamp Program • Service industry markets and jobs The MTD will vigorously oppose must be protected in domestic law any and ail efforts to sharply cut the and in international agreements. program which brings a decent diet • Trade Adjustments Assistance to the poor and needy. And will should be given workers affected strongly support efforts in Congress by imports. to maintain the present Food Stamp • Multilateral discussions should be Program. pursued once all the facts are Only a dozen years ago, malnutri­ available and bilateral negotia­ tion and hunger in the U.S. hit tions have been concluded. millions. The Food Stamp Program Almost 70 percent of U.S. em­ has helped to alleviate this, say ployment is in services. They face Field Foundation doctors. new competition here and abroad in This fiscal year, higher food prices international trade. and rising joblessness will cost the Service industries can also.export program more than $11-billion. jobs. Runaway ships, films and Some 2I-million poor, elderly, shops ill data processing are the disabled and jobless get 44 cents culprits. Foreign ships and airlines each a meal. Over half of these take away jobs too. households have yearly gross in­ In building and construction comes of less than $3,600; 85 percent contracts worldwide, the U.S. has under $6,000. dropped from Nt). I to No. 5! Conservatives created a myth about food stamp fraud, abuse and Enviroiunent waste. Now the Administration and The MTD resolves that we must the Senate have the program slated be careful to see that a clear balance for the budget axe. is struck in protecting the natural environment. We must avoid ex­ Producltivity tremists. Where regulations go too The MTD resolves to prevent far, they should be changed. But misguided productivity proposals when the basic human need for a from becoming weapons to be used decent living and working environ­ against labor. The organized move­ ment is challenged, we must con­ ment has lead the drive to push tinue to come down on the side of economic policies of full employ­ that basic human need. ment and economic growth resulting The Perdue Boycott in productivity increases. It is resolved that the MTD Recessions always lower produc­ strongly supports the struggle of the tivity; prosperity increased it. And Frank Perdue workers to organize this country h^s been operating far below its overall industrial capacity . into a union. The MTD supports the boycott of Perdue products to win for over 10 years. Plus uncontroll­ the strike and obtain a union able skyrocketing imported oil costs and interest rates are other contract. The MTD urges all affil­ factors leading to mounting' infla­ iates to give the maximum aid and assistance to that boycott. tion. Perdue Inc., producer of highly Management defines productivity advertised and priced poultry, as working harder for the same mistreats and abuses its workers. It's wages. Labor says it is better work blocking the workers at the Acor raising each worker's hourly comac, Va. plant form forming a output. You get this from a skilled, union and bargain collectiveFy. experienced, and educated labor Allegedly it intimidated, harrassed~ force and modernized, well-main­ threatened and dismissed workers tained equipment reflecting the who support the efforts of Local 117 latest technology. Since 1950, poor of the United Food and Commercial management failed to take a longWorkers International Union to term view on economic investment organize them. Perdue has ordered in modern machines and technology. We must continue to upgrade the. its employes to work under con­ ditions which are arbitrary, meanspirited, onerous, cruel, dangerous and unworthy of 20th Century America. The workers are now picketing the plant under an unfair to labor strike. The union is now boycotting all Perdue products. Great Lakes Shipboard Safety More than five years have passed since the Great Lakes bulk carrier Edmund Fitzgerald went down with all hands during a raging but typical November storm on the eastern end of Lake Superior. Opinions differ on the reasons for the accident. However, there is a consensus on the need to update regulations governing Great Lakes vessel design and construction. The Maritime Trades Depart­ ment urges that the Coast Guard's inquiry in regards to freeboard be adopted by Congress. It also urges that the Coast Guard work closely with the Great Lakes shipping industry to protect the safety of the men and women working onboard American flag vessels. V( 'fr. 7i 4'•J ' 7 • •V/, • USPH8 Under a series of resolutions dating back to 1798, the United States government is legally and morally responsible, for providing quality health care to seamen who sail onboard vessels documented under its laws. Unfortunately, the,continued existence of this country's strong system of Public Health Service is being threatened by budget cuts and continuing uncertainties surround­ ing the economy. The Maritime Trades Depart­ ment calls upon the new Adminis­ tration and the new Congress to restore the USPHS budget to its previous level. It would like to remind Congress that these hospi­ tals have proven to be quite a bargain, for not only do they provide health care service to seamen, but they provide it to other federal health beneficiaries, at costs far below what the federal govern­ ment pays for comparable services. •T • '''ji " '.1:- 1I Gambling There are a number of steps that the federal government could take that would go a long way in reviving the once-proud American flag cruise ship industry, at little or no cost to the American taxpayer. Laws prohibiting gambling on­ board American vessels do very little good and a great deal of harm. They encourage operators to document their passenger vessels under the laws of some other country. Jobs are lost, and so are tax revenues. Meanwhile, gambling has not been diminished in any way whatsoever. 1 • i'i ,r Continued on fol'o wing page •>i February f981 / LOG / 23 • �^: • ^' !il'- MTD Board Acts on Crucial issues Continued tram previous page In the same vein, U.S. tax laws inhibit growth of an American flag passenger cruise industry. To give one example; a business can deduct business expenses if it holds a convention on land. It cannot deduct those same expenses if it hold its convention onboard a pas.setiger vessel. The Maritime Trades Depart­ ment urges the federal government to put prejudice aside, and to carefully examine all methods of reviving its once-proud passenger cruise industry. Fishing Industry in New York Jobs and taxes are being lost to New York and the federal govern­ ment because nothing is being done to nurture a regional fishing indus­ try. There is ample space in the New York harbor for development of a seafood complex that would include operating and administrative activ­ ity for the handling, storage, process­ ing, marketing and distribution of fish and fish related products. The MTD therefore call upon the federal government and the state of NewYork to support the necessary state/federal legi.sIation that would make establishment of a New York fishing industry possible. Health Care Given the grim statistics—thou­ sands of working men and women die from work-related accidents and illnesses each year, and m6re then 2.5 million more are injured—the Maritime Trades Department op­ poses all efforts to weaken or diffuse OSHA. The Department also urges that efforts to train union members on important matters of occupa­ tional health and safety be ex­ panded. All work hazards should be identified, so as to prevent accidents from occuring, and illnesses from developing. St. Lawrence Seaway The U.S. St. Lawrence Seaway Development Corporation and the Seaway Authority of Canada have signed documents implementing a new Joint Seaway Tariff of Tolls. The Maritime Trades Department opposes additional Seaway toll increases, inasmuch as the Seaway debt will be gradually eliminated by this latest agreement. Moreover, any future plans to increase tolls, or to impose user charges on Seaway vessels, should be discouraged. U.S. Auto Industry The American auto industry is in the middle of a battle for its very survival. The difficulties being faced by this critical industry will have repercussions for other U.S. indus­ tries, including the maritime indus24 / LOG / February 1981 . I, try on the Great' Lakes, for it depends on the auto industry for much of its cargo. The Maritime Trades Department recommends that management, labor and govern­ ment work in unison. The federal government should examine all of its available options—including the imposition of import quotas and the adoption of liberal trade adjustment assistance, the kind that was pas.sed by the last Congress—and act quickly, for the auto industry's problems pose a very real threat to the national security of this nation. Dredging the Mississippi Jersey. The Save Our Port Com­ mittee wants to modify the nu­ merous procedures and laws affect­ ing the dredging industry; centralize the authority for issuing permits, for the present procedure is costly and time-consuming: suspend the con­ troversial bioaccumulation testing requirements pending refinement of the testing process; establish reason­ able criteria for issuing dredging permits; eliminate a major source of pollution by removing PCS "hotspots" in the Hudson River. SS Poet country's foreign trade, especially with Canada. However, American flag opera­ tors are unable to compete effec­ tively with their Canadian counterp,arts,. in large part because the Canadian government does what the American government refuses to do: it provides its Merchant Marine with extensive subsidies that enable the owners to modernize their equipment. The MTD urges the federal government to take action to guarantee the U.S. an equal share of the U.S.-Canadian cargo: It also urges the appropriate government agencies to make every incentive available to American flag operators to encourage them to enter the Great Lakes overseas trade and the U.S.­ Canada Great Lakes and Seaway bulk cargo trade. The tragedy surrounding the dis­ appearance of the SS Poet says a great deal about the way that the federal government carries out its statutory obligation to protect the safety of the men and women who sail onboard vessels documented under the laws of the United States. Great Lakes-Seaway Before the SS Poet left port Marketing October 24, there had been nu­ The Maritime Trades Depart­ merous signs that she was unseament goes on record as supporting worthy. MarAd's proposals for developing a It has been widely reported in the U.S.-Great Lakes-St. Lawrence press that the shipping company was Seaway Marketing Corporation to negligent in waiting ten days to promote the Great Lakes-Seaway report cessation or radio contact. system and to boost American-flag What is'also true, and what should participation in all Great Lakesbe remedied, is that the Criminal Seaway trades. Code governing such negligent Fuel Allocation behavior is ambiguously stated. Child Care Program -Despite the obvious need to move In times of fuel scarcity, the United States government empha­ quickly so as to save whatever A major change has occured in the sizes use of water-borne transpor­ persons remained alive from the 34 make-up of this nation's work-force. tation, especially on the Great man crew, the Coast Guard waited Women now comprise a substantial Lakes, where vessel operators five days to begin its search. block of full time workers. More After having belatedly begun its deliver iron ore to feed the steel than six million pre-school children industry, coal to fuel power plants search, the Coast Guard wanted to have mothers in the work force. and grain to feed our people and the give up quickly when no trace was Because of this fact, and the fact people of the world. If it is at all found of either the ship or the 34 that the growth of quality child care possible, the Maritime Trades crew members. The agency had to be centers has riot kept pace with the Department urges the Department pressured into following up its initial need for them, the unions that of Energy to deliver lt)0% of the search with a more extensive one. _ comprise the MTD call upon Con­ These tragic, and perhaps un­ operators fuel needs, for the Great gress to establish a quality child care Lakes region is the heart of our necessary, developments have program that takes into account the agricultural and industrial power, caused the AFL-CIO Maritime health, social and educational needs and water-transportation is by far Trades Department to question the of Anierican children, the most the most fuel efficient mode of laws relating to the protection of precious resource this nation has. American seamen, as well as to the transportation we have.' implementation of those laws. The Department calls upon the U.S. Dredi^ng Congress to investigate this tragic The Port of New York and New Jersey will undergo an economic loss, to develop adequate statutory crisis if the federal government does guidelines for the monitoring of not do something to encourage the American flag vessels, and to review dredging of the region's channels the manner in which the LI.S. Coast Guard carries out its statutory and berths. There is widespread concern that obligations. the port will have to be closed for Great Lakes Trade lack of dredging. If that were to happen, more than 60,000 jobs Nowhere is the decline of the would be lost, as would billions of American flag Merchant Marine dollars in taxes, sales revenue and more apparent than on the Great personal income. Lakes. The Maritime Trades Depart­ By all rights, the Great Lakes ment supports proposals put forth maritime industry should be before the U.S. House Merchant thriving. One-fifth of this nation's Marine and Fisheries Committee by population and one-quarter of its the "Save Our Port Committee", a industry and total wealth are located coalition of business, labor, environ­ in the Great Lakes region. mental and community organizaThe Great Lakes region is also the tio.ns frbm New York and New center of a large portion of this < The Maritime Trades Depart­ ment urges Congress to pass legisla­ tion that will require all work done on harbors, rivers and estuaries be done by American flag vessels, dredges and barges. In regards to the Mississippi River: it is an essential part of this nation's economy. Dredgirig it will allow larger vessels to travel to New Orleans, Baton Rouge, and other important facili­ ties and communities. The dredging will .pay for itself, for it will substantially lower the cost of transporting coal, grain, oil and other such products vital to our nation's well-being. ega Congner f In- in the mbers, d the �Directory SlU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America Frank Drozak, president Joe DiGiorgio, secretary-treasurer Leon HaU, vice president Angus "Red" Campbell, vice president Mike Sacco, vice president Joe Sacco, vice president Dispatchers Report lor Deep Sea DEC. 1-31, 1980 TOTAL REGISTERED AilGroups . CiassA ClassB ObssC TOTALSHIPPED All Groups ClassA ClassB CiastC Port DECK DEPARTMENT Boston NewYork.. ................... Philadelphia.. Baltimore Norfolk Tampa Mobile.... NewOrleans Jacksonville. ....:. San Francisco Wilmin^on Seattle.... PuertoRico Houston Piney Point — Yotohama..... 10 118 7 58 3 6 7 7 5 32 7 5 2 1 10 2 8 25 8 12 52 20 27 18 25 103 39 34 38 26 82 4 1 TolNs..... 610 3 4 0 3 88 17 6 23 74 25 19 16 14 38 10 1 5 7 27 48 4 4 3 0 1 2 2 32 8 8 10 1 14 1 21 76 19 77 4 17 53 17 44 10 5 8 2 7 1 81 520 398 53 0 220 8 92 4 26 11 14 18 2 22 1 Port 0 3 0 Philadelphia... —..... Baltimore Norfolk..... Tampa. 4 1Q7 2 40 0 5 2 82 1 67 0 1 21 15 7 11 1 1 20 12 8 11 0 0 37 90 22 11 25 5 1 2 1 20 49 22 10 31 6 17 8 10 38 11 6 11 6 1 59 18 3 100 15 33 14 42 1 7 26 4 29 9 359 239 8 7 Mobile.... NewOrleans.. Jacksonville .......... . San Francisco 40 Wilmington Seattle.: PuertoRico Houston.... PineyPoint Yokohama.. Totals ............ 1 478 3 ' 0 4 2 19 5 0 170 . 4 2 3 0 0 8 40 0 1 3 1 20 0 38 Port 5 1 6 0 3 0 0 0 21 2 49 1 31 0, 2 0 53 2 64 Baltimore Norfolk 15 11 8 5 1 2 15 10 12 12 3 0 Mobile 14 2 0 11 10 0 Philadelphia ........... 3 Tampa 8 NewOrleans.... Jacksonville San Francisco Wilmin^on 47 14 17 13 Seattle PuertoRico Houston Pin^ Point Yokohama......... Totals 4 0 2 1 5 4 22 7 2 0 10 4 19 2 12 ' 5 28 3 0 8 10 253 109 7 1 1 0 0 31 Port 2 NewYork Philadelphia...: NewOrleans.... Jacksonville San Francisco..... Wilmin^on Seattle PuertoRico... Houston PineyPoint Yokohama Totals TotahAIIDspartments. 3 16 3 3 8 5 1 13 5 10 15 13 1 17 0 0 113 4 169 13 34 22 8 37 116 36 62 22 45 13 93 0 2 676 5 69 4 13 11 9 10 32 11 26 9 12 6 26 0 1 244 2 12 0 5 2 3 0 4 2 7 12 6 1 8 0 0 64 3 , 1 0 2 66 3 24 15 12 24 59 26 43 22 28 11 56 0 0 391 1 44 4 9 5 3 5 7 4 33 8 4 4 9 0 0 140 0 12 0 1 2 2 0 3 1 28 8 15 0 2 0 0 74 5 3 12 31 15 50 7 20 10 36 7 24 11 24 0 1 258 17 9 10 65 1 292 0 2 1 0 20 2 11 2 3 1 0 46 5 39 7 16 7 6 14 47 18 31 4 12 19 30 0 0 255 9 252 30 70 44 23 25 104 49 128 48 49 29 70 0 0 930 11 126 7 18 16 8 8 31 12 113 82 46 11 45 0 0 534 ^218 1,594 785 ENTRY DEPARTMENT Boston Tampa Mobile 7 64 12 10 11 11 5 38 12 28 23 20 4 34 0 1 280 STEWARD DEPARTMENT Boston.... NewYork Norfolk 9 153 21 39 35 28 39 160 72 85 54 61 24 115 0 1 896 ENGINE DEPARTMENT Boston NewYork Baltirmre. ••REGISTERED ON BEACH AilGroups aassA ClassB ClassC J I 6 35 129 15 38 7 5 1 8 30 9 30 2 9 22 19 18 33 16 15 74 27 69 18 4 55 1 5 6 2 5 11 4 59 29 47 31 48 18 6 22 0 0 194 1 644 A 0 228 1.535 U4i 3^ _ . 1.137 929 120 •'Total Registered" means the number of men who actually registered for shipping at the port last montk ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of Decesnher was good in most A&G deepsea ports. A total of 2,186 jobs were shipped last month to SlU-contracted deep sea vessels. That's an increase of 561 jobs shipped over the previous month. Of these 2,186 jobs only 1,137 or sHghtiy more than half, weretaken by"A" seniority members. The rest were filled by "B" and"C seniority people. Shipping is expected to remain good for the foreseeable fiiture. . V-'vJ HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass. .... 215 Essex St. 02111 (617) 482-4716 CHICAGO, ILL. 9402 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 COLUMBUS. Ohio 4937 West Broad St. 43228 (614)870-6161 DULUTH, Minn. 705 Medical Arts Building 55802 (218) RA 2-4110 FRANKFORT, Mich. P.O. Box D 415 Main St. 4%35 (616) 352-4441 GLOUCESTER, Mass. - ' ^3 Rogers St.01903 (617)283-1167 HONOLULU, Hawaii 707 Alakea St. 96813 (808) 537-5714 HOUSTON, Tex 1221 Pierce St. 77002 (713)659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. ..IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va ........ 115 3 St. 23510 (804)622-1892 PORTLAND, Or. 421 S.W. 5th Ave. 97204 (503) 227-7993 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 ^PORT ARTHUR, Tex. .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 626-6793 SANTURCE, P.R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6%0 SEATTLE, Wash. 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 TAM PA, Fla 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio ... 635 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 February 1981 / LOG / 25 W'''"c': •: • • v Jfe V • - --Ti. ;• �W- SIU Rehab Program a Lifesaver One Seaman's View of Drugs • W''t The reason I am writing this letter is to share with the membership a statement that a friend of mine made about drugs. I have been sailing in the SIU for four years. And I have seen several people who have messed themselves up from drugs, booze, etc. My friend's statement on drugs goes something like this: "Drugs destroy the user's spiritual and physical ability to function as a truly complete human being. Should the use of marijuana be legalized or decriminalized, we will all be hurt. Because though the law may look at marijuana as a misdemeanor type drug, it is more than a misdemeanor in its effects." Some people may not consider the above statement profound. But I feel that every little bit helps if it will help convince the constant users of drugs of the dangers they are bringing upon themselves. A Seaman Jacksonville, Fla. I just wanted to take this time to say Happy New Year, and may it be prosperous for you all, and at the same time say a word about how great the Seafarers International Union and the Seafarers Alcoholic Rehabilitation Center has been for me. The SIU is one of the best organizations I have had an opportunity to become a part of. They have come thru when I and my wife needed them. Thanks to the SIU from both of us. Now about the Seafarers Alcoholic Rehabilitation Center (S.A.R.C.). For me the S.A.R.C. was a life saver. You see, I'm an alcoholic. I've been to other treatment programs before coming to the S.A.R.C. They were good programs, but I was like a fish out of water. Here, I was involved with Brother seamen. It makes a difference. They have the finest staff and counselors, and everybody cares, trainees, SIU personnel—I could go on forever. I'll be leaving here shortly—going back into life, as a new man. They taught me so much here, but most important how to live without a drink and I thank everyone for this. I look forward to life now. My wife and I are and will be forever grateful for everything. To my Brothers and Sisters of the Sea—if any of you think or suspect you have a problem with alcohol, stop for one second and think. It could save your life. The SIU and S.A.R.C. are here for us and are ready to help. Thanks again SIU and S.A. R.C. Today is the first day of my life. May God Bless All of You, Mr. & Mrs. Frank Vest Bradenton, Florida Diesel Grad a Hit With Sea-Land Brass 76 Scholarship Winner an Engineer ; ft >:? I am writing to yoii, as a scholarship recipient, to thank you again for your valuable assistance during my college years. The scholarship proved to be a mighty asset throughout my four years as a Chemical Engineering student at Cooper Union. The award, combined with my savings, proved to be ample enough to attend college and pursue my technical training without any financial worries. Thus I was able to complete my courses andL participate in quite a few extracurricular activities without having to hold a part time job during the school year. Presently I am working as a Design Engineer for Chevron, U.S.A. Inc. The work is both challenging and satisfying, and the whole field is expanding due to the high demand for technical personnel to help solve tlie nation's problems. Now I have my whole career, and a good part of my life, ahead of me to look forward to, but before I look ahead I wanted to once again thank you for making it possible via the SIU Charlie Logan College Scholarship program. It helped me get to where I stand today, and hopefully to where 111 stand tomorrow. Many thanks again, Nicholas Livanos 1976 Scholarship Winner Hard Work, Full Speed Ahead I would like to express my sincere appreciation for the hard work that it takes to make the SIU as strong as it js today and to keep it that way in the future. We realize out here the constant fight the Union wages in Washington, D C. to keep our industry strong. And we realize that the Union's lobbying efforts, testimony before committees, letters to Congressmen and Senators, combined with the leadership of Frank Drozak and our Washington team, is paying off for us all. The Washington fight is a crucial fight. It is necessary for the future of the SIU and the future of the American merchant marine, which is so badly needed for our country. Fraternally, Bill Mullins, AB LNG Leo 26 / LOG / February 1981 Just a note to advise you that I met one of the Graduates of the Lundeberg School Diesel Course on board the Sea-Land Explorer. He was sailing QMED. The crew was pulling a piston while I was on board. This QMED was acutely aware of the situation and he took the initiative throughout the work. Actually, all the crew that was involved conducted themselves very well. Thought you would be interested in knowing that the efforts of the SIU and Piney Point are paying off for everyone concerned. Sincerely, SEA-LAND SERVICE, INC. J.J. Nichols Manager, Fleet Engineering . Services. Retiree Never Misses an Edition I receive the Log every month. I want to express my thanks to the SIU for the fine editing of this most informative Union publication. Though I am retired, I am still very interested in our Union and what happens in the maritime industry. I also wish to express my thanks and gratitude to the Seafarers Welfare Plan for their help, and to all our brothers on the SIU Executive Board for keeping this Union the best in the maritime industry. Fraternally, Arthur J. Heroux, Retired There in Times of Need On behalf of my late husband Beirly Bodden and myself, I would like To thank everyone at the SIU for the kindness and consideration in paying the doctor and hospital bills so promptly, as well as the prompt and kind handling of his death benefits May everything go well with the SI U so it will be able to help others as it has helped me. Sincerely, Mrs. Edna Bodden Tampa, Florida - .'i x: - my �r-'- N- U.S. Flag Must Get Share of Coal Exports AST summer, former Presi­ dent Carter emerged from a [meeting with the European ComLon Market countries and Japan [bearing assurances from those (energy-hungry nations that they would double or triple their purchase of U.S. coal by the end [of the century. Ever since that summit meet[ing concluded. Congress, various state governments and private industry have been climbing all lover each other to set the U.S. (coal export program in-motion. In a world scrambling for I alternative energy sources, coal is I about to hit the big time. And the United States, blessed with an abundance of the fuel, is counting on nothing less than a bonanza in coal sales. However, naming the United States the "chief producer and exporter of coal for the interna­ tional market" is one thing. Making it happen is something else again. To bridge the gap between seeing the U.S. as the world's foremost coal exporting country on paper and in reality, the Federal Government gave assur­ ances that they were prepared to help industry cope with the increased mining of coal and development of adequate han­ dling, storage and transportation facilities.: In addition, there were prom­ ises of aid to speed the significant expansion of ports on the Gulf, East and West Coasts to accom­ modate deep draft coal carriers; expansions which must take place before a coal export pro­ gram of any size can get off the ground. The port of Baltimore, the . nation's second largest coal exporting port, is buzzing with privately-funded improvement projects. Recently a group of six corporate investors announced that they were jointly funding a S150 million coal handling facil- L Februoiy, |98| I -I i- • H .. •4 -•I ) r T• •i',' 4 '4' 'is. •-••I ity for the port. While private investors are busy expanding the storage and transfer capabilities of U.S. coal ports. Congress is taking a look at the public side of it—snipping away some of the red tape so that badly-needed dredging of key coal ports can begin as soon as possible. Sen. John. Warner (R-Va.)and Sen. Bennett Johnston (D-La.) co-sponsored legislation to streamline the now-lengthy process of granting harbor dredging permits. Similar Official Publication of the Seoforeri International Union of North America, Atlontic, Gulf, Lakes and Inlond Waters District, AFt-CIO Vol. 43, No. 2 Executive Board Frank Drozak Joe DiGiorgio Secretary* teasurer A Angus "Red" Campbell President Fd Turnel" Pxeculive Vice-President Mike Sacco Vice President Leon Hall Vice President Joe Sacco Vice President Vice President James Gannon Ray Bourdius Assistant Editor Rotan (-oast Associate Editor 1B9 ! 1::; ^^<fiSLAriOAf Editor Edra Ziesk Assistant Editor nayonpour Marietta Homa Assistant Editor Mike Gillen Assistant Editor Max Siegel Hall Assistant Editor Frank Cianciotti Director of Photography/ Writer Dennis Lundy Photography Marie Kosciusko Administrative Assistant George J.. Vana Production/Art Director ^ Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters ^'stna, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. '499-6600. Second class postage paid at Brob'kiyn, N.Y. (ISSN #0160-2047) legislation has also been introduced in the House. Legislation to speed the process of deepening U.S. ports to the 55-foot depth required by deep draft coal carriers is obviously needed. Passage of such a measure would allow Baltimore, for one, to clear the backlog of 50 to 60 ships which now sit outside her harbor for long'periods of time waiting for coal. But passage of these bills won't change the fact that of all those ships waiting to make a foreign coal run, not a single one of them flies the American flag. None of the measures related to the U.S. coal export program which have been introduced to date make a single mention of a role for U.S.-flag vessels. Though a sizeable bulk fleet will be necessary to move the coal -as many as one thousand 100,000 dwt dry bulk vessels by some estimates -the government hasn't taken a single step to make sure at least some of those ships are built in U.S. shipyards. Nor have there been any assurances that at least a portion i of the American coal moved abroad will be delivered in American-flagships. In these times of scarce energy supplies, it is good to know that the' United States has the resources to provide other nations with badly-needed fiiel. But these are also times of high unemployment; of a dwindling American shipbuilding base; of a iieglected U.S. mercihant marine which could be given a badlyneeded boost by being included in a U.S. coal export program. The U.S. isn't considering giving away American coal to Western Europe and Japan. Why then should we consider giving away tens of thousands of American shipya rd, seagoing and related support jobs? Yet without adequate guar­ antees—guarantees which should be attached to any pending legislation related to the U.S. coal export program—that IS exactly what our government is proposing to do. We believe that a wholesale giveaway of American jobs is a handout this nation can neither afford nor justify. February 1981 / LOG / 27 J'. • I I' .U' • ' it ;A-' . II - - 'f «. I �•V-. . Legal Aid In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: NEW YORK, N.Y. Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10118 Tele. #(212) 279-9200 BALTlIVfORE, MD. Kaplan, Heyman. Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 - Tele. #(301) 539-6967 1 J I I • •r-H; n--.: • •C-: 'i I HOUSTON, TEX. Archer & Peterson Americana Building 8T1 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 ,> ;• '0 f At recrewing in the middle of last month of the tug Freedom in the port of Jacksonville are (left)Cook William Justi of Tampa and Tankerman Lowell Jones of Jacksonville. . ' da Dispatchers Report for Inland Waters J :i DEC. 1-31,1980 TOTAL SHIPPED All Groups aassA Class B Class C nOTAL REGISTERED All Groups Class A Class B Class C •-•. i . DECK DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis ; Piney Point Paducah Totals •. — 0 0 G ... ..; 0 4 . 0 1 3 .:. 3 0 0 8 20 0 3 0 4 48 :. 1 0 0 0 1 0 2 .0 1 2 0 5 0 0 1 12 0 2 5 1 32 0 0. 0 0 0 2 0 3 1 0 4 0 2 2 2 0 ,6 2 10 34 Port . . . v^vr-r , J.., ;. >i. • ••REGISTERED ON BEACH All Groups Class A Class B Class C • ' 0 0 0 0 0 1 0 0 3 0 2 0 0 3 32 0 1 0 0 42 0 0 0 0 0 0 0 1 1 0 2 0 0 2 7 0 1 5 0 19 0 0 0 1 0 0 1 0 1 0 1 0 1 0 0 2 2 9 0 0 0 7 0 10 0 • 2 0 0 4 0 0 16 30 0 5 0 8 82 0 0 0 0 0 0 0 0 1 0 4 0 0 0 0 '' 0 0 0 0 5 0 0 0 2 0 1 0 1 1 0 0 0 0 1 1 0 0 0 1 8 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0' 0 2 0 0 0 1 0 0 0 0 0 0 0 0. 0 0 0 0 0 0 0 1 0 0 0 0 0 7 0 3 1 3 1 0 8 0 1 5 7 0 2 0 3 41 0 0 0 0 0 3 0 6 0 0 5 0 3 6 9 0 10 0 43 85 ENGINE DEPARTMENT 0 0 0 1 0 0 0 2 2 0 0 0 0 0 1 0 0 0 1 Boston New York Philadelphia Baltimore Norfolk Tampa • Mobile New Orleans Jacksonville ••••••••• • ••••••••••••a San Francisco..'.. ••••••••• Wilmington ....-r.... Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals • ••••••••••'•a* V" 0 0 0 0 0 . 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0 0 0 0 3 Port Boston New York Philadelphia Baltimore Norfolk ; Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals Totals All Dapartments. 0 0 0 0 0 0 0 1 1 0 '0 0 0 0 0 0 0 .0 0 2 0 0 0 0 0 0 0 1 0 0 0 , 0 0 0 0 0 0 0 0 1 STEWARD DEPARTMENT .• —. • 0 0 0 0 0 2 0 1 0 0 0 0 0 0 0 0 0 0 4 0 0 0 ^ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 4 6 0 0 0 0 0 1 0 0 0 0 0 0 0 0 2 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 2 ( 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 1 1 0 1 0 0 1 1 0 0 0 0 7 59 34 43 47 22 14 97 1 0 Q •'Total Registered- means the number of men who actually registered for shipping-at the port last month. ••"Registered on the Beach" means thetotal number of men registered at the port at the end of last month. ZB / LOG / February 1981 0 0 0 1 0 1 0 1 0 0 1 0 0 0 0 0 0 0 1 5 - > 44 0 0 0 1 0 1 0 0 0 0 2 0 0 2 0 0 3 0 7 16 106 ^ TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879-9482 ^SAN FRANCISCO, CALIF. John Paul Jennings^ Henning, Walsh & Ritchie 100 Bush Street, Suite 440 San Francisco, California 94104| Tele. #(415) 981-4400 Philip Weltin, Esq. Weltin & Van Dam No. l Ecker Bid. San Francisco, Calif. 94105 Tele.#(415) 777-4500 ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH. Victor G. Hansiin 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 GLOUCESTER^ MASS. E^A Orlando A'TVhite Two Main Street Gloucester, Massachusetts 01930| Tele. #(617) 283-8100 SEATTLE, WASH. Vance, Davies, Roberts. Reid & Anderson 100 West Harrison Plaza • Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Illinois 60603 Tele. #(312) 263^6330 IJ 1 �• j; = Irate Readers to Log; Button Gwinnett a Liberty Ship, Too! When we ran our story on Waterman's new LASH ship Button Gwinnett (see the Log, Nov., 1980) we had no idea it would evoke the response from our readers that it did. It seems we neglected to mention an earlier SlU-crewed ship by that same name, a Liberty Ship, with a wartime record of service in the Atlantic and Mediterranean sea lanes. Two former crewmembers of the Liberty Button Gwinnett, Willard Pratt and Willard Rowlee, wrote to remind us about that earlier ship named for an obscure signer of the Declaration of Independence.^ They both asked the same question: "How about a follow-up article on the Liberty Ship Button Gwinnett? We felt it was the least we could do to make up for our oversight. So here it is fellas, and with a picture of the old gal to boot! The Liberty Ship Button Gwin­ nett was launched at the South­ eastern Shipbuilding Corp., Savan­ nah, Georgia in May, 1943 as part of the unprecedented American ship­ building program during World War 11. While on the ways she was designated Hull #11 and, like most of the other 88 Libertys built at that yard, was named for a famous Georgian. Others were named for such notables as Thomas Wolfe, Isaac Hopkins, Juliette Low and Casimir Pulaski (a Revolutionary War hero killed during the Battle of Savannah). As a Liberty, the Button Gwinnett measured 441'6" overall with a breadth of 57' and a depth of 34' (draught of 26'10"). She displaced 14,245 tons and had a hauling capacity of 10,500 dwt. Her 2,500 hp. triple expansion, steam recipro­ cating engine gave her a designed service speed of 11 knots (that is, when her bottom was clean!). Owing to extensive welding and ' prefabricated assembly modules, the Button Gwinnett was constructed in about 30 days' time and at a cost of about $2 million. (Some Libertys were launched in less than two weeks, while one—the Robert E. Peary— was launched after just four days and 15 hours!) It was said that the Libertys were "built by the mile and chopped off by the yard." Eyewitness Accounts It would be difficult to detail the wartime experiences of the Button Gwinnett, since most of the deck and engine log books of the Libertys operating at that time have been destroyed. As a result we must rely heavily on the memories of those who sailed her and other Libertys. Willard Rowlee (Bk. #43252, retired) sailed on the Button Gwinne/r as Steward Utility in early 1945. In a recent letter to us he recalled some of his experiences in the ship. • \- • • J The Liberty Ship Button Gwinnett. The New Button Gwinnett, a LASH ship, operated by Waterman. "We had a very eventful trip to it rattled the Button Gwinnett. We Marseilles, France from New York also had a couple of air raids while in France but they didn't come very and Newport News, Va.," he wrote. "It was in January and we went in close." convoy. It was a slow (eight knots) Though the Libertys have been and rough crossing. credited with making the difference "As we lined up in three columns between victory and 'defeat, those to enter the Straits of Gibraltar at who sailed them will admit they high noon it got kind of noisy. The tended to bounce around some in nearest two ships port side, a Liberty rough seas. Willard Rowlee remem­ Ship and a tanker, were hit. 1 have bers one weather-related incident never known if it was mines or that occurred in the Button Gwin­ torpedoes but the escort ships were nett: dropping depth charges so close they "1 do remember that it had a coal seemed to raise their fantails right galley stove and 1 would get one half out of the water, not to mention how hour overtime each day for starting the fire and getting ready for breakfast. I also remember a lot of pitching and rolling one night, and when I went to the galley the next morning the deck was awash with dirty sea water and the pots and pans were floating all over the place. I think breakfast was a little late that day." During World War II, the Button Gwinnett was operated by the South Atlantic Steamship Line. When the war ended. South Atlantic con­ tinued operating the ship until 1948 when she was placed in the reserve fleet in Wilmington, N.C. She was not withdrawn again from the reserve until she went for scrapping in Panama City in December, 1968. It was during the ship's last year of operation that Seafarer Willard Pratt sailed in the Liberty Button Gwinnett as oiler. Though the passage of time and "countless" other voyages and ships have made it difficult for Pratt to recall much about the one voyage he made in the Button Gwinnett, the ship left an impression with him nonetheless. It was, after all, Pratt who wrote to us saying we had "failed entirely to mention a certain beautiful old Liberty." Beautiful? Well, in spite of President Franklin Roosevelt's labeling the LibertysUgly Duck- ' lings", there are many seamen, such as Willard Pratt, who would beg to disagree. One last note: when the Wilming­ ton Reserve Fleet was phased out in 1968 all the remaining 22 ships (all Libertys, including the Button Gwinnett) were sold together in a lot for $600,000. That's just under $28,000 per ship. Now all but a few of the original 2,700 and some odd Liberty Ships are gone (the most notable excep­ tion being the fully restored museum ship Jeremiah O'Brian now oper­ ated by the National Park Service in San Francisco.) But, as we found out recently from a couple of our readers, the memories are going strong! ... ( :^1'. •V ' • "'r-, ' V Uiaiiliiliiri Rnillir trHt MK DEC. 1-31,1980 •TOTAL REGISTERED All Groups Class A Class B Class C , Algonac (Hdqs.). 36 9 3 Algonac (Hdqs.). 21 9 3 TOTAL SHIPPED All Groups Class A ^assB Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 58 62 4 29 13 7 ENGINE DEPARTMENT 42 29 0 20 9 5 1 4 8 0 0 . 22 58 24 ToWsAllbepartmerrts... 91 68 11 117 107 5 •'Total Registered" means the number of men who actually registered for shippingat the port last month. ••"Registered on the Beach" means the total number of men registered at the port atthe end of last month. 75 88 36 STEWARD DEPARTMENT Algonac (Hdqs.). 6 3 0 Algonac (Hdqs.). 28 47 5 17 16 ENTRY DEPARTMENT , 0 0 February 1981 / LOG / 29 -ii. �.> Recertified Bo­ sun James Joseph I Gorman, 52, drowned while fishing offa boat in St. George's Inlet, Jacksonville on Sept. 13. Brother Gorman joined the SIU in 1947 in the port of New York sailing 35 years. He graduated from the Union's Recertified Bosuns Program in 1977. Seafarer Gorman also sailed in World War II and he sailed for Crowley Maritime in 1978 on the tug Gauntlet. A native of New York City, he was a resident of Jacksonville. Interment was in Riverside Memorial Park Cemetery, Jacksonville. Surviving are his parents, Mr. and Mrs. Frank and Mary Gorman and a brother, Frank of Miami and Harbor City, Calif. Ronald Eugene Hayes, 31, died in University Hospi­ tal, Jacksonville on July 15. Brother Hayes joined the SIU in the port of Baltimore in 1967 (sailing as a. FOWT. He was bom in Baltimore and was a resident of St. Augustine, Fla. and Jacksonville. Burial was in San Lorenzo Cemetery, St. Augustine. Surviving are his mother, Evelyn of St. Augustine; his father, Paul and his sister, Linda. ciyde Wilson Marriner Jr., 27. died of multiple internal injuries in Mary view Hospi­ tal, Portsmouth, Va. when his motorcycle was hit by a car in Chesapeake,- Va. on Aug. 23. Brother Marriner joined the SIU in 1978 sailing as a wiper after his graduation from Piney Point. He was born in Ports­ mouth and was a resident of Norfolk and Portsmouth. Burial was in the Olive Branch Cemetery, Portsmouth. Surviv­ ing are his mother, Mrs. Dorothy M. Taree of Newark, N.J.; his father. Seafarer Clyde W. Marriner Sr. of Portsmouth; an uncle, James Marriner and a grandmother. li;-^.--V.-t^.- ..,V^. Pensioner Jo­ seph John Keat­ ing, 70, died of cancer in Callicon, N.Y. on Aug. 31. Brother Keating [ joined the SIU in 1941 in the port of New York sailing as a chief electrician and 3rd assistant engineer. He walked the picketline in the 1961 N.Y. Harbor beef. Seafarer Keating also owned a printing business. Born in New York State, he was a resident of Whiting, N.J. Burial was in Hardyston (N.Y.) Cemeteiy, Sullivan County. Surviving are his widow, Mary and his uncle, John Keating of the Bronx, N. Y. Roy Joseph Kelly, 58, died of heart-lung failure in the Baltimore USPHS Hospital on May 6. Brother Kelly joined the SlU in 1944 in the port of New Orleans sailing as a bosun. He Was a former member of the SUP and the, IBU. Seafarer Kelly was a veteran of the U.S. Navy in World War II. He was born in Memphis, Tenn. and was a resident of Baltimore. Interment was in the National Cemetery, Memphis. Surviving are his mother. Pearl of Memphis; a daughter, Mrs. Betty Ackerman of Coldwater, Miss, and three sisters, Mrs. James H. Young Jr. of Memphis, Mrs. Mary Olgivie, also of Memphis and Mrs. Cecelia Wolfe of Vienna, Va. Pensioner Alex­ ander Kingsepp, 78, passed away from natural causes on Nov. 1. Brother Kingsepp I joined the SIU in 1943 in the port of New York sailing as an oiler. He sailed 34 years. Seafarer Kingsepp was on the picketlines in the 1961 N.Y. Harbor strike and the 1962 Robin Line beef. A native of Estonia, USSR, he was a resident of Lakewood, N.J. Surviving is his widow, Anna. Pensioner Jose Gabine Galarza, 86, passed away from a pulmonary ailment in_ the Chalmette (La.) General Hospital on Feb. 9. Brother Galarza joined the SIU in 1938 in the port of New Orleans sailing as an AB. He sailed 39 years. Seafarer Galarza was a veteran of the post-World War I U.S. Army. Born in Ascension, Paraguay, he was a resident of St. Bernard, La. Burial was in St. Bernard Memorial Gardens Cemetery. Surviving are two sons, Joseph Jr. of New Orleans and Ronald; a daughter, Mrs. Alice G. VonHolden of St. Bernard and a brother, Ramon. James Patrick McNeely, 51, died of pneumonia in the Tampa Me­ morial Hospital on Mar. 9. Brother McNeely joined the SIU in 1945 in the port of New York sailing as a tankerman and pilot. He sailed as a recertified bosun and mate on the hydro tug Zanzibar (Constmction Aggregates) from 1961 to 1979. Seafarer McNeely also ^iled on the Dredge Ezra in 1979 and iheDredge Long Island. And he sailed from 1971 to 1979 as.a mate for Great Lakes Tug and Dredge and was on the Sea-Land Shoregang, Elizabeth, N.J. from 1972to 1974. In 1961, he was on the picketline in the N.Y. Harbor beef. Born in Brooklyn, N.Y., he was a resident of Port Richey, Fla. Cremation took place in the Wash­ ington Memorial Park Crematory, Coram, N.Y. Surviving are his widovv, Catherine; two sons, James Jr. and Steven and five daughters, Li.nda, Eileen, Lorraine, Cathy and Barbara. Henry Dean McRorie, 51, died of a heart attack in St. Luke's Hospi­ tal, Jacksonville on Oct. 14. Broth­ er McRorie joined the SIU in 1946 in the port of Nor­ folk sailing as a QMED. He also sailed during the Vietnam War. Seafarer McRorie was a veteran of the U.S. Air Forces in the Korean War. A native of Anderson, N.C., he was a resident of Norfolk and Monroe, N.C. Burial was in Lakeland Memorial Park Cemetery, Monroe. Surviving is his mother, Mrs. Minnie T. Bivene of Monroe. Pensio ner James Crist Mitchen, 59, died at home in New Orleans on July 19. Brother Mitch­ ell joined the SIU in 1944 in the port of Norfolk sailing as a bosun and 3rd mate. He was an organizer in the Isthmian Line drive. Seafarer Mitchell was also a poet and mechanical draftsman. And he was a veteran of the U.S. Regular Army in World War 11. Bom in Gettysburg, Pa., he was a resident there. Cremation took place in the St. John Crematory, New Orleans. Surviving are his mother, Anna; his father, C. D. Mitchell of Gettysburg; two brothers, George of Adams, Pa. and Richard of York Springs, Pa. and a sister, Mrs. Lorna Yingling of Gettysburg. Jeffrey David Hess, 24, died of multiple injuries in St. Mary's Hospi­ tal, Leonafdtown, Md. on Nov. 6 when his motor­ cycle hit a fixed object in St. Mary's, Md. He was, attending an AB upgrading class at the Point at the time. Brother Hess joined the SIU in 1978 following his graduation from the HLS. He sailed as an OS aboard the LNG Capricorn (Energy Transportation) in 1980 and the LNG Aquarius (Energy Transportation) in 1978. Seafarer Hess was born in Lansing, Mich, and was a resident there. Interment was in Deepdale Cemetery, Lansing. Surviving are his mother, Mrs. Ruth J. Dale of •Lansing and his father, Reuben of Pennsylvania. Pensioner Wil­ liam Airtry, Jr., 49, died of a heart J, attack in New Orleans on Oqt. 28. Brother Autry joined the SIU in the port of Mobile in 1956 sailing last as a chief steward. He graduated from the Andrew Fumseth Training School, Mobile in 1958. Seafarer Autry applied for nomination to the general election of Union officers in 1971. He was a veteran of the U.S. Army during the Korean War. Born in Mobile, he was a resident of New Orleans. Interment was in Penn Hill Cemetery, Mobile. Surviving are his widow, Mary; a son, William Jr. of University, Ala.; his mother, Jeannette, and hi^ father, William Sr. of Mobile. Oliver Russell Celestlne, 61, died while serving on the SS Anchorage (Sea-Land) on 1 Apr. 14. Brother Celestine joined the SIU in 1944 in 'the port of New Orleans sailing as a chief steward. Celestine sailed for 32 years. He also rode the Robin Line. Seafarer Celestine hit the bricks in the 1961 N.Y. Harbor beef. A native of Houma, La., he was a resident of New York City. Burial was in McDonoghville Cemetery, Gretna, La. Surviving are his widow, Lenese, and his mother, Ruth of New Orleans. Pensioner Roy Ellis Curtis, 70, passed away from arteriosclerosis in IsSt. Mary's Hospi­ tal, Port Arthur, Tex. Brother Curtis joined the SIU in the port of Houston in 1959sailing as a 3rd cook. He was bom in Georgetown, Tex. aiid was a resident of Port Arthur. Seafarer Curtis also sailed as a wiper. Interment was in Greenlawn Memorial Park Cem­ etery, Port Arthur. Surviving are his widow. Alma; a daughter, Mrs. Mary Garland of Port Arthur and his mother, Mrs. Addie Tyler, also of Port Arthur. Joseph Remko, 59, died of heartlung failure in the Baltimore US­ PHS Hospital on Oct. 25. Brother Remko joined the SIU in the port of Baltimore in 1955 sailing as a FOWT. He was a veteran of the U.S. Navy in World War II. Seafarer Remko was bom in Fenrtsylvania and was a resident of Baltimore. Interment' was in Glen Haven Memorial Park Cemetery, Glen Burnie, Md. Surviving are his widow, Betty; a son, Joseph Jr. and his parents, Mr. and Mrs. Wesley and Eva Remko. Pensioner Eu­ gene Chinaros Ollvares Salvador, 76, succumbed to 1 asthma at home in Kenner, La. on Sept. 28. Brother Salvador joined the SIU in the port of New York in 1953 sailing as a chief steward. He was bom in the Philippine Islands. Cremation took place in the St. Vincent de Paul Cemetery No. 2 Cre­ matory. Surviving is his widow. Myrtle. William Seltzer, 62, died in the Staten Is. (N.Y.) USPHS Hospital on Sept. 6. Brother Seltzer joined the SIU in 1942 in the port of Mobile sailing as a chief steward. He was born in Alabama and was a resident of the Bronx, N.Y. Burial was in Fair Lawn (N.J.) Cemetery. Sur­ viving are his father, John of the Bronx; two brothers, Clovis of Mobile and Johnnie Jr. also of the Bronx and a sis­ ter, Mrs. Catherine Conway of Mobile. 30 / LOG / February 1981 m �m Pensioner W«l! ter Frank Russell Sr., 64, died of I heart failure at i home in Houston on Aug. 27. Broth­ er Russell joined ; the Union in the 1 port of Houston in 1956 sailing a7a deckhand for G&H Towing from 1956 to 1977. He was a former member of the Teamsters UnionLocal 940, Galveston from 1946 to 1956. And he was a veteran of the^U.S. Navy in World War 11. Boatman Russell was born in Danville, 111. Cremation took place in the Brooksidb Crematory, Houston. Surviving are his widow, Pauline; a son, Walter Jr. of Houston; four daughters, Helen, Deborah, Ada and Paulette and a brother, WUbur. Lyman Ong, 56, died of heart fail­ ure in the Univer­ sity of California Hospital, * San Francisco on Aug. 2. Brother On^ first sailed on the West Coast in 7952. He joined the SlU-merged Marine Cooks and Stewards Union in 1950 sailing as an officers' waiter for the American President Line and the States Steamship Co. Ong was a veteran of the U.S. Army in World War 11. Born in San Francisco, he was a resident there. Burial was in Olivet Memorial Park Cemetery, Colma, Calif. Surviving are his mother, Quan Shee Ong of San Francisco; a brother, Algernon of San Diego, Calif, and a sister, Evangeline Dang, also of San Francisco. Pensioner John Frank Murphy, 62, died of cancer in Christ Hospital, Oaklawn, 111. on Sept. 18. Brother Murphyjoined the Union in the port of Chicago in 1961 sailing as an oiler and deckhand for the Great Lakes Dredge and Dock Co. in 1948 and for the Great Lakes Towing Co. from 1937 to 1979. He was born in Chicago and was a resident of Coloma, Mich. Interment was in Holy Sepulchre Cemetery, Worth, 111. Surviving are his widow, Margaret of Chicago and four daughters, Mrs. Margaret Hanrahan, Mrs. Joan Sutton, Mary and Shirley. Pensioner John I Marvin Keech,63, succumbed to a stroke in the Pungo District Hospital, Belhaven, N.C. on Apr. 1. Brother Keech joined the Union in the port of Norfolk in 1961 sailingasa chief engineer for McAllister Brothers from 1955 to 1979. He was also fisherman for the Belhaven Fish and Oyster Co. from 1949 to 1955. Boatman Keech was also a member of the SIU Fishermen's and Seafood Workers Onion-Atlantic Coast Division and the UMW's Marine Workers Local. A native of Belhaven, he was a resident ihere. Interment was in the Odd Fellows Cemetery, Belhaven. Surviving are his widow, Geneva; a daughter, Dorothy; a grandson, John Dodd Hague and a ''r"'her, Jesse of Belhaven. ---.loa Pensioner Rob­ ert Stanley McKenney, 67, died of heart-lung fail­ ure in the Penin­ sula General Hospital, Salis­ bury, Md. on July 19. Brother McKenney joined the Union in the port of Baltimore in 1957 sailing as a chief engi­ neer for Baker Whiteley Towing from 1967 to 1972. He was a former member of the ILA Local 1510. Boatman McKenney was born in Northeast, Md., and was a resident of Baltimore. Burial was in Parkwood Cemetery, Baltimore. Surviving are his widow. Vera and a son, Ronald. Ira Lee Perine, 65, was dead on arrival of a heart attack at the Jack­ son (Ala.) Hospi­ tal on June 22. Brother Perine I joined the' Union in the port of Mobile in 1957 sailing as a deckhand and cook for Radcliffe Materials from 1955 to 1980. He was a former member of a AFL-CIO construction union. Boatman Perine was born in Choctaw Bluff, Ala. and was a resident of Jack­ son. Interment was in New Canaan Cemetery, Jackson. Surviving are his widow. Ever Mae and a son, Joseph of Choctaw Bluff. Pensioner Rich­ ard Herman DedI hus, 94, passed away from influ­ enza in the Ed^ monds Villa Care Center, Snoho­ mish County, Seattle, Wash, on Feb. 9. Brother Deditus joined the Union in the port of Seattle saUing as a chief cook and baker. His artifacts were donated to the San Francisco Maritime Museum archives. He started sailing on the West Coast in 1934. In 1936-7, he sailed on the last ship to sail 'round the world before World War II the SS President Harrison (APL>Just before the war he sailed to Hawaii and to Alaska on the SS Baranoff. He was on the picketline in the Maritime Federal Pacific Coast beef. And he held the Pacific War Zone Medal of WW II. Bom in Briesen, Germany, he became a naturalized U.S. citizen in 1939 ' and he was a resident of Seattle. Burial was in the Rose Garden of Greenland. Cemetery, Mt. Lake 10, Wash. Surviv­ ing are his widow, Mary; a son, Raymond of Spokane, Wash.; a daughter, Mrs. June Nelson of Lynwood. Wash.; a sister, Mrs. Anna Kretchmer of Germany; five grand­ children and eight great-grandchildren. Pensioner Cello "Cecil" "Champ" Moranl, 72, passed away from heart failure at home in Petaluma, Calif, on May 24. Brother Morani joined the Union (MC&S) during World War 11m the port of San Francisco sailing as a rooin steward for 35 ye^s. He first sailed on the West Coast in 1941. Morani was quite a baseball hitter. He was born in Illinois. Cremation took place in Cypress Hill Memorial Park Cemetery, Petaluma. Surviving are three brothers, Louis of San Francisco and Albert and Frank of Fairfax, Calif. Jack Arthur I Stevenson, 22, died when his mo­ torcycle hit a fixed object in Harris, Tex. on Sept. 10. Brother Stevenson {joined the SIU in _ 1978 after he grad^ted from the^HLS where he was a tour guide for bosuns and Boy Scouts. He sailed as a tankerman and pumpman. Seafarer Stevenson was born in Altoona. Pa. and was a resident of Winter Park, Fla. Burial was in Glen Haven Memorial Park Cemetery, Winter Park. Surviving are his parents, Mr. and Mrs. Samuel and Alice Stevenson of Winter Park and a brother. Pensioner Al­ bert Eugene Stout, 80, passed away from pneumonia on Sept. 16. Broth­ er Stout joined the SIU in the port of New Orleans in 1955 sailing as a pumprtian. He sailed 18 years. Seafarer Stout was a veteran of the U.S. Navy in World War II. Bom in Nashville, Tenn., he was a resident of Algiers, La. Surviv­ ing is a daughter, Mrs. Juanita S. Keller of Marrero, La. Leroy Edward j Schmidt, 57, died of pneumonia in jthe Harborview I Medical Center, j Seattle on Aug. 12. Brother Schmidt I joined the Union I in the port of Seat­ tle in 1954 sailing as an AB for SeaLand from 1962 to 1980. He sailed 40 years. Lakp-Schmidt was born in Menominee,^ich. and was a resident of Seattle. Cremation took place in the Washington Memorial Park Crematory, Seattle. Surviving are his mother, Marie of Menominee; a brother, Amold of Racine, Wise, and a sister, Mrs. Evelyn Beach of Spokane, Wash. Pensioner Vernor Rudolf Ylitalo, 63, died in the Memorial Med­ ical Center, Ash- . land. Wise, on Sept. 9. Brother Francis John Ylitalo joined the Wagner, 26, died Union in the jjort of multiple injuries of Sault Ste. Marie, Mich.-in 1961 sail­ sustained in an ^ auto accident in ing as an AB and tankerman. Also he worked for the Great Lakes Dredge and Philadelphia on Dock Co. He was a member of the SIU Sept. 20. Brother from 1947 to 1956. Laker Ylitalo was a Wagner joined the SIU in 1975 fol­ veteran of the U.S. Coast Guard in World War II. A native of Marengo, lowing his graduation from Piney Point Wise., he was a resident of Ironwood, sailing as an AB. He was born in Phila­ Mich. Burial was in Riverside Ceme­ delphia and was a resident there. Surviv­ tery, Ironwood. Surviving are his ing is his mother, Mrs. Helen di Battista "widow, Rauha and a daughter, Susan. of Philadelphia; his father, Robert; sis­ ter, Roseann, also of Philadelphia; a Pensioner Cal­ brother and four other sisters. vin Curtis Harris, 62, died of a heart Saleh Moham' attack in the Bay ed Barbara, 44, Minetta (Ala.) Indied of a brain tu­ , firmary on Aug. mor in the Harper 31. Brother Harris Hospital, Detroit joined the Union I on Oct. I. Brother in the port of Mo­ Harhara joined bile in 1956 sailing as a cook for Rad­ I the Union in the cliffe Materials from 1951 to 1979. He port of Detroit in 1971 sailing as a FQWT. He was born in "was also a Dozier operator. Boatman Harris was born in Uriah, Ala. and was Aden and was a resident of Detroit. a resident of Bay Minette. Burial was in Burial was in the Mt. Hope Memorial Mineola Cemetery, Uriah. Surviving Gardens Cemetery, Crimean Turks Sec­ are his widow, Margie and a son, Glenn. tion, Liyonia, Mich. Surviving are his widow, Miriam; two brothers, Mohsin Pensioner Jo­ of Dearborn, Mich, and Ahmed Saef of seph Antonio JarChicago, 111. dine, 63, died at home in Philadel­ Raul Manfredo phia on Sept. 5. Agullar, 58, died Brother Jardine of cancer in the joined the Union Booth Memorial Medical Center, Flushing, Queens, N.Y. on Oct. 17. Brother Aguilar I joined the SIU in the port of New York in 1957 sailing as a chief electrician. He was born in Honduras and was a resident of Forest Hills, Queens, N.Y. Burial was in St. Raymond's Cemetery, the Bronx, N.Y. Surviving are his widow, Cleofe; two sons, Raul Jr. and Francisco and a daughter, Mrs, Mary Ann Santiago. adelphia in 1951 sailing as a deckhand and oiler for Tay­ lor and Anderson from 1959to 1974and the Warner Co. from 1949 to 1958. He was a former member of the NMU. Boatman Jardine was born in Prov­ idence, R.l. Interment was in Holy Cross Cemetery, Yeadon, Pa. Surviving are his widow, Regina; three sons, Dominick of Philadelphia, Thomas and Joseph Jr. and two daughters, Deborah and Francesca of Gary, Ind. February 1981 / LOG / 31 �Michael R. La Gasse Andrew Noreikat S eafarer Andrew Norei­ kat, 25, gradu­ ated from the HLS in 1976. He sails as an AB. Brother Norei­ kat earned the lifeboat, fire­ fighting and CPR endorsements. He ships out of the port of Wilmington. Joe Mispacel James Wadsworth Seafarer James Wadsworth, 25, grad­ uated from the Harry Lundeberg School of Seamanship Entry Trainee Program, Piney Point, Md. ip 1973. Brother Wadsworth upgraded to 3rd cook there in 1975. He holds the lifeboat, firefighting and cardio-pulmonary resuscitation (CPR) tickets. Wadsworth lives in Jacksonville and ships out of that port. Orlando Flores • J Seafarer Or­ lando Flores, 24, graduated from the Lundeberg School Entry Trainee Pro­ gram in 1976. He upgraded there to fi remanwatertender (FQWT) in 1978. Brother Flores earned the firefighting, lifeboat and CPR endorsements. Flores lives and ships out of the port of San Juan, Puerto Rico. Todd R. Peden •» t Seafarer Todd R. Peden, 26, is a 1977 graduate of the H L S S. Trainee Pro­ gram. Brother Peden now sails as an AB. He has the firefighting, lifeboat and CPR tickets. Peden resides in Pittsburgh, Pa. and ships out of the port of Wilmington, Calif. Seafarer Joe Mispacel, 25, is a 1977 graduate of Piney Point. Brother Mispa­ cel upgraded to FQWT there the same year. He has the firefight­ ing, lifeboat and CPR tickets. Born in St. Louis, he lives in Waukesha, Wise, and ships out of all ports. Kevin W. Thatcher Seafarer Kevin W. ThatI cher, 24, gradu­ ated from the HLS in 1978. He upgraded to cook and baker therein 1979 and to chief cook in 1980. Brother Thatcher acquired the LNG, fire­ fighting, lifeboat and CPR endorse­ ments. Thatcher has rode the LNG Gemini (Energy Transport), LNG El Paso Southern and LNG El Paso Arzew. A resident of Staten Is., N.Y., he ships out of the port of New Yoi-k. Anthony MIgllara Seafarer An­ thony Migliara, 125, is a 1978 graduate of Piney Point. Brother Mig­ liara upgraded to AB there in 1979. He is a I holder of the CPR, lifeboat and firefighting tickets. Migliara lives in Ridge, L.I., N.Y. and ships out of the port of New York. Christopher Chubb Seafarer Christopher Seafarer Chubb, 22< is a Charles Foley, 1978 graduate of 26, graduated the HLS Entry f.f!- Trainee ProL from the HLSS m in 1976. He sails gram. Brother F as an AB. Bro'Chubb up­ ' ther Foley graded to 3rd V earned the lifeI cook there in boat, firefight- 1980. He has the lifeboat, firefight­ il I ing and CPR ing and CPR tickets. Born in New endorsements. A resident of Balti­ York, he resides in St. Louis and more, he ships out of that port. ships out of the port of New York. Charles Foley i il 32 / LOG / February 1981 iS Jack Wayne Andrews Seafarer Jack Seafarer Wayne Andrews, Michael R. La 21, in 1978 grad­ Gasse, gradu­ uated from the ated from Piney Lundeberg Point in 1978. School. He up,Br,other La Gasse upgraded graded to to AB there. He FOWT there in holds the fire­ 1979. Brother fighting, lifeboat Andrews up­ and CPR tickets. And he earned his graded to QMED at the HLS last General Education Diploma (GED) month. Andrews has the lifeboat, at Piney Point. A native of New firefighting and CPR endorsements. York, La Gasse lives in Brooklyn, Born in Baltimore, he lives there and N.Y. and ships out of the port of ships out of the port of New York. New York. •IP % Robert Shaw Salvatbre A. Ventura Seafarer Robert Shaw, 25, was gradu­ ated by the HLS in 1976. Brother Shaw upgraded to AB there in 11979. He holds the tankerman, llifeboat, fire­ fighting and CPR tickets. Born in New Jersey, he ships out of the port of New York. Seafarer Salvatore A. Ventura, 20, graduated from Piney Point in 1978. He sails as an AB. Brother Ventura earned pthe firefighting, lifeboat and CPR endorsements. He was born in St, Louis, Mo. and ships out of the port of New York. Notice On Shipping Procedures (Deep Sea) Whon throwins In for work man who passass Lifabaatduring a Job cali at any SlU man andaraamant by tha Hiring Haii, aaamon must pro- United States Coast Quard. duco tho fdiiowing: The Saafarars Appeals Board « mambaraiiip cartifieata may waive tha pracading san(whara paaaaaaad) tanca whan, in the sola Judg­ • ragiatratian card ment at the Board, undue • ciiniacard hardship will result or axtsnu• seaman's papers ating circMmstancas warrant • vslidi up^to-data paaapart ai^waivar." In addKian, whan asalgnlng Alaa,.ali entry rated mama Jab tha dispatehar will com­ Imrs must show their last six ply with the iaiiawing Saetian months dischargaa. 5, Subsaatian 7 of tha Sill Further, tha Saafarars Ap­ Shipping Ruias: peals Board has ruled that "C ' "Within each class of sanlar- claaaificatian seaman may ity rating in ovary Depart­ only ragistar and sail as entry ment, priority far entry rating ratings in only ana dapartJaba shall be givan to ail mant." Get qualified for the good pay and working conditions aboard these high technology ships. Contact the SHLSS Admissions Office to enroll in the next LNG course. �VIRGO (Apex Marine), December 21—Chairman, Recertified Bosun Perry Burnette; Secretary E. Kelly; Educational Director James H. Badson; Engine Delegate O. Zandrono; Steward Delegate James Reeves. No disputed OT. Chairman extended his apprecia,tion for a fine crew and advised all to read the Log so you will he aware of what is going on in the Union. A vote of thanks to the steward department. Observed one minute of silence in memory of our departed brothers. SEA-LAND PIONEER (Sea-Land Service), December 7—Chairman Law­ rence Ruel; Secretary O. Paschal; Educational Director Jeffrey Christensen; Deck Delegate James Thompson. No disputed OT. $14 in ship's fund. Chairman extended a thank you to the Secretary Treasurer's office for for­ warding SlU official ballots to members who requested same. They were received in Dubai on November 29, 1980. Movie films were exchanged in Dubai for new ones. The crew finds the movies both entertaining and relaxing. The chair­ man again emphasized the importance of safety aboard ship and would appreciate it if the members would report to hiip any conditions that they ' deem unsafe. A vote of thanks to the steward department for excellent meals. Next port Naples. SEA-LAND DEFENDER (SeaBALTIMORE (Sea-Land Service), HOUSTON (Sea-Land Service), De­ Land Service), December 14—Chair­ December 21—Chairm'an Tan Joon; cember 28—Chairman, Recertified Bo­ man, Recertified Bosun T. Price; Secretary George W. Gibbons; Educasun Basilio Maldonado; Secretary H. Secretary A. Reasko. No disputed OT. • tional Director W. J. Dunnigan; Ortiz. No disputed OT. Chairman" All mail that was received from Steward Delegate Stonewall Jackson advised all members who qualify to headquarters is posted on the bulletin Some disputed OT in deck department. upgrade as soon as they can. Secretary board. Chairman discussed the benefits $15.25 in ship's fund. Chairman re­ reported on behalf of the SI U all of our of going to Piney Point to upgrade and ported on the sad news that was received wishes to all of our brothers at sea and all those who qualify should attend. The about the death of our Brother Ralph PANAMA (Sea-Land Service), De­ ashore for continued cooperation with chief steward has the applications for Quinnonez and our fellow brothers that our President Frank Drozak and the cember 7—Chairman, Recertified Boupgrading and for LNG school. The were lost on the SS Poet. A cable was sua M. Kerngood; Secretary J. F; Union staff. Working together, we can importance of donating to SPAD was received and posted about the jaise in Miller. No disputed OT. Chairman achieve our objectives for the New Year. also noted. The chief steward extended a pay and overtime. Discussed the discussed the importance of safety A vote of thanks to the steward vote of thanks to all hands for keeping importance of donating to SPAD. A aboard ship and noted that accidents do department for the good service on the the crew lounge clean. Observed one vote of thanks to the deck department - Holidays, the special Christmas and occur due to carelessness. Also sug­ minute of silence in memory of our for helping to keep the pantry and gested that those who qualify should go Thanksgiving dinners. departed brothers. to Piney Point to. upgrade. A vote of messroom clean. The crew and the LNG LEO (Energy Transport), thanks to the steward department for a officers had a very happy Christmas SEA-LAND EXPRESS (Sea-Land December 1—Chairman, Recertified Job well done. Next port Piraeus. with plenty, of food. Service), December 26—Chairman, A. Bosun David LaFrance; Secretary Lasnansky; Secretary S. Brown; Edu­ Official ship's minutes were also< WILLIAM HOOPER (Waterman Henry Jones, Jr.; Educational Director cational Director E. Foreman; Deck received from the following vessels: Steamship), December 14—Chairman, Kenneth Linah; Engine Delegate Clif­ Dele^te D. Davis; Engine Delegate Recertified Bosun T. J. Hilburn; ford Hall; Deck Delegate O. C. Wiley. Overseas Harriette Allen George; Steward Delegate Her­ Secretary Don Collins; Educational $130 in ship's fund. No disputed OT. Williamsburg bert Allen. No disputed OT. Secretary Director P. Thomas; Deck Delegate W. Chairman requested all to maintain Sea-Land Freedom noted that a wire was received about the Becher; Engine Delegate M. Beasley; safety watch and to report all hazards at Santa Lucia cost of living increase on wages and Steward Delegate C. Smith. No dis­ once. Brother William Mullins brought Sea-Land Independence overtime. Also received was a holiday puted OT, in deck or steward depart­ up motion of shipping LNG jobs frpm Ogden Columbia greeting from our President Frank ments. Secretary thanketj the new OS Japan and a letter was forwarded to Potomac Drozak. All members were also en­ for bringing the Log from the Harry headquarters. A vote of thanks to the Montpelier Victory couraged to take advantage of the Lundeberg School in Piney Point. steward department for a nice Thanks­ Charleston upgrading courses at Piney Point.A vote Several articles of interest were noted in giving dinner, also for our pool parties Sea-Land Resource of thanks to the steward department for Log for the crew to read and also which are enjoyed by all. Observed one Philadelphia a job well done. Report to Log: "Hats . brought to their attention was the minute of silence in memory of our Santa Adela off to Piney Point and to Josette .Van picture of the dragon eating seamen's departed brothers and sisters. An extra Overseas Juneau Fleet, GSU crew mess for doing an papers up with the seaman who becomes minute of silence was observed for the Mayaguez excellent job. She is appreciated and involved in drugs. A vote of thanks to crew of the 55 Poet and our past Transcolorado respected by all crewmembers. She is an the steward and his department forajob President Paul Hall. Next port BonDel Cam po October 1980 Piney Point graduate. well done. A general discussion was held tang. Overseas Washington This is a first for me working with a on the loss of the SS Poet. The crew Aleutian Developer POINT SUSAN (Point Shipping), woman in the steward department. S. sends their deepest regrets to the Merrimac December 8—Chairman C. J. Dockrey; Brown, Steward." Next port Pt. Ever­ families and loved ones of the crew of Sea-Land Voyager Secretary L. Gadson; Educational glades. • the Poet. Next port New York. Del Viento Director A. Thaxton. Some disputed Santa Cruz SANTA CLARA (Delta Lines), OT in engine department. $6 in ship's AGUADILLA (Puerto Rico Ma­ Santa Elena December 21—Chairman R. O. Brad­ fund. Chairman discussed the benefits rine), December 3—Chairman, Recerti­ Boston ford; Secretary W. J. Fitch; Educational that will come from voting for the fied Bosun Victor Carbone; Secretary Overseas Ulla Director F. Diaz. $14 in ship's fund. No increase in Union dues which is being Frank Vega; Steward Delegate J. Sea-Land Economy disputed OT. Chairman advised all requested because of the cost of Romero. No disputed OT. A vote of Sea-Land Market members to read the Log to know what operations that has gone up and the cost thanks to the steward department for a Sea-Land Pacer is going ori in the Union. There was a to keep our Union halls open. A vote of job well done. Observed one minute of Delta Sud confirmation on the cost of living thanks to the steward department for a silence in memory of our departed Overseas Aleutian increase. Secretary handed out repair job well done. Next port Tampa. brothers and sisters. An extra minute in Overseas Chicago lists which should be made out and memory of the brothers we lost on the Overseas Alice turned in. A vote of thanks to the' 55 Poet. Our condolences to their OVERSEAS VALDEZ (Maritime Ogden Yukon stewartf department for the splendid families and friends. Next port San Overseas), December 30—Chairman Sea-Land Endurance Holiday dinners. Observed one minute Juan. Henry Jones; Secretary P. L. Hunt; •Sea-Land Innovator of silence in memory of our departed Educational Director Harry Granger; Sea-Land Liberator brothers. Engine Delegate Charles Gallagher. $50 SEA-LAND LEADER (Sea-Land LNG Gemini in ship's fund. $560 in movie fund. No Service), December 7—Chairman Wil­ Walter Rice LNG TAURUS (Energy Transport), disputed OT. Chairman praised the liam Burgess; Secretary O. B. Smith; Capricorn December 22—Chairman Howard whole crew as a fine group of sailors and Engine Delegate Frank Keller; Steward Button Gwinnett Webber; Secretary E. L. Haber; Deck wanted to especially thank the deck Delegate Steve Murawski. $121 in ship's Overseas Anchorage Delegate John Davis; Engine Delegate department for the good job they did fund. Some disputed OT in deck and Overseas Vivian Jose Vargas; Steward Delegate Patrick and for remaining ori their good engine departments. The chairman was Cove Communicator Geary. $355 in ship's fund. No disputed behavior during the entire trip. Thanked taken off ill in Algeciras, Spain. The Tamara Guilden OT. Chairman suggests that all mem­ the crew for keeping the messhall clean LNG Capricorn bers read the Log to keep up with what is acting chairman urged all those who and cooperating with the steward need upgrading to avail themselves of Maryland ping on in the Union. Also the department. Also received news of pay the opportunity offered at Piney Point. Mount Vernon Victory importance of donating to SPAD was •raise, cost of living, along with Holiday They should register for the classes as JPoint Julie discussed. Observed one minute of extra greetings from Frank Drozak. A vote of early as possible. Also stressed was the UST Pacific silence in memory of our departed thanks from the second pumpman and importance of SPAD and to participate Ogden Traveler Captain. A vote of thanks to the steward the crew for a fine Christmas and in other Union activities. Observed one Sea-Land Exchange department for a job well done and also Thanksgiving, dinner. Next port Port minute of silence in memory of our Transcolumhia for the very enjoyable pool parties. Next Arthur. departed brothers and sisters. port Nagasaki. February 1981 / LOG / 33 i-. �serving another 5-month waiting period, provided your second dis­ ability is expected to last 12 months or more. Payments you may be receiving as military disability pay are not offset "i • •l' i : I ./ • against Social Security benefits. Combined Worker's Compensation and Social Security benefits cannot go above 80% of your total average earnings before you became dis­ abled. Santa Clara Committee i } disability, and this disability has lasted, or can be expected to last, not less than 12 months. And you must be "fully insured" and also have had 5 years (20 quarters) of coverage in If yoM .should become severely dis­ the last 10 years prior to your abled, yov! can start drawing disability. A worker who becomes disabled monthiV Social Security benefits between 24 and .31 can qualify for (after a 5-month waiting period) just as if you had reached retirement age. disability benefits if he worked in Your dependents can also draw one half of the quarters between the time he is 21 and the time he is benefits. The time element in applying for disabled. A person disabled before disability benefits is very important age 24 is eligible if, he worked 6 —a delay of over 12 months in quarters of the last 12. (There are making application may result in special rules for disabled blind people.) your losing benefits. If you return to work in spite of To be eligible you need medical proof from your doctor, hospital, or your impairment, your benefits will clinic where you have had treatment, continue during a trial work period and it should show you are unable to of up to 9 months (not necessarily do any sorl of substantial work for consecutive) to test your ability to pay because of physical or mental work. If you are able to do substan­ tial work after 9 months, your benefits will continue for an adjust­ ment period of 3 additional months. There is a waiting period of 5 months after your disability begins before you can collect disability benefits. Once you have gone back to work, if you subsequently become disabled within 5 years, you can again receive benefits without ' Social Security Available To Disabled Before Retirement Age / ' •! >• "t. KNOW YOUR RIGHTS j}. SlU Rep Teddy Babkowski (seated center) checks the Union book of (seated left) Chief Steward Walter Fitch, secretary-reporter of the SS Santa Clara (Delta Line) at a payoff on Dec. 29 at Port Newark,.N.J. The rest of the Ship's Committee are (standing I. to r.) AS Bill Isabel, deck delegate; Engine delegate Robert Arana and Recertified Bosun Richard Bradford, ship's chairman. At the table (right) is SlU Pensioner George Alexander. USPHS Has 24-Hour Toll Free Number Seamen and boatmen can use a toll free number 24 hours a day to locate the nearest Public Health Service hospital outpatient clinic, contract physician, or emergency health services. The service is provided from the Nassau Bay, Tex. PHS hospital. KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: J Angus "Red" Campbell Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.V. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. • ftj CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU . -- when you call long distance,.you first dial the number 1. KNOW YOUR RIGHTS | " CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the menjbership's money and Union finances. The constitution requires a detailed.audit by Certified Public Accountants every three months, which arc to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All . .expenditures and disbursements of trust funds are made only, upon approval by a'majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. Anywhere outside of Texas, the number is 800-231-SHIP. From inside Texas, the number is 800-392-SHIP. Also, the Tele­ phone Company requires that patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Unioii. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities' for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, of threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and 'appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feeb that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address b 675 - 4th Avenue, Brooklyn, N.Y. 11232. 34 / LOG / February 1981 r• r• » . t �in"M7'irr'''"'^°'^'*=SIU -inn, ara'-pS-Lrr^-r s«-~s,S2: He attended the 97n P '^.™."it;"i°rss joined the ^ Sm in 1944 in the port of San Juan I sailing as an AB. Brother Passapera I was bom m Yabucoa, P.R. and is a resident there. resides m San Francisco. i ?-VyeriferSS: ^anciscoaadisaresidemofBothell, a«.,MiBre,56,jome<,,heSIU «air Baltimore in I960 em mg y a FOWT. Brother Miller sailed 32 years. He was also a jr^Cin-s,. Seafarer Miller was bL l»56saUi„gasaroWT ? « f."""" was born i^h' ^ 6 thi^m'^m""*'''5-joined mi? n u ^ork in 1958. Brother Blyth sailed 37 yeais n^io ... -'port of New Ori^ns sailing as a FOWT. Brother Hubert Harrington O'Brien 62 was a former member of the SUP Seafarer Blyth hit the bricks in the 1961 Grater N.Y. Harbor beef. Born ° "'e U.S. Navy. He was born in New Orleans and is a resident there. inin ISrfn III'''""' SIU 1949 in the port of New Orleans re^Wcnk x7 Orleans. Amenca and is a resident of New Brooke Benjamin Butler 61 Nn"rf ll''® ^ port of B orfolk sailing as a FOWT. Brother Butler was born in Columbia, S.C and IS a resident of Grand Prairie," ^'ling as a chief electrician. Brother Wilson IS a veteran of the U.S Navy m^rldWaraHerrastSl, s-:="&-=v: Clarence Edward Owens 55 joined the SIU in 1946 in rh! l ?? graduated from the Recer thesis.^r 1?"•"" ofPhOadelphia JO'""' in BL!^or^'"®r" """ Curtis B .1. r ® "''® 'o 1980 Brother ^eswasafortnermember 1963 sailing as a chief cook. Brother Crawford was also a railroad fire­ man. He was born in Alabama and is a resident of Philadelphia. Phi ad I I"™ i" Ph adelphiaandisaresidentofWest Collingswood, N J IT SIuTl94?®T"' U in 1942 in the port of New York . Adolph Schaeffer, 72 joined the Union in the pan of Baltimore m 1956 sailing as a ^rgeman for Baker Whiteley Co . sailing as a bosun. Brother Echevarfi the picketline in the 1965 District Council 37 beef. He was born ^^68 to 198a Brother Schaeffer r 62, joined the Slu in 1944 in the port of New York sailing as a QMED. Brother th* .rllf Picketlines in both Sli°t t^*""• J°'"9d the J>IU m the port of Mobile in 1957 sailing as a FOWT. Brother Howell r^eived a ,960 Union PorZal RoJX": •""" of tJenrfngs J.e^ "^"S- "Joined teSIUin l947intheportofNorfolii syngas an AB. BrotherLonggota 1960 Union Personal Safety Award lor sailing aboard an accident-free v^el, the SS Sree/ Poyoger. He is a Vetera pf the U.S. Army in World Cong was bom in Graham, N.C. and is a resident there. . Thomas C. -T.C.- Malone, 63, joinrt ,he SIU in the port of Mobile in 1962 sailing as a 2nd cook and baker. Brother Malone was bom in oaz, Ala. and is a resident of Houston. Fr^eriek C.Hm«enJr..67.joined the Union in the port of Philadelphia in AM ® for iQ^n Brothers from 1975 to J 980. Brother Hansen was a former member of the Masters, Mates & Pilots Union and the NMU. He was born in Philadelphia and is a resident of Wilmingtop, N,C. 1962 Robin Line strike. He was born m Tobago, B. W.1. and is a resident of aan Francisco. John Heacox, 59, joined theSlU in 1946 in the port of New York sailing as an AB and ship's delegate. Brother Heacox also sailed during the Vietnam War. He was a former member of the SUP. Seafarer Hea­ cox was born in Ohio and is a resident of Camano Is., Wash. Roberto Goseco Tiamson 62 jomrt «„ SIU m He ponZ'N^ York m 1955 sailing as a OMFn be go, a, HLS Brother Tiamson sailed 32 years He pTanT^ Pampanga, ^ Rl-^and ma resident of San FranOvido Rivera "Red" Rodriguez, 65,joinedtheSIUin 1938 sailing as a recertified bosun. Brother RodS B^uJifp'' Recertified Bosuns Program m 1974. He hit the bncks in the 1961 N.Y. Harbor beef the 1963 Caribe Motors strike in Puerto RICO and the 1965 District Council 37 beef. Seafarer Rodriguez IS a veteran of the National Guard Wore Wort, War II. Bom in So City' York v7C • : -• 1 fbomfaTe^rS^rwT . g and IS a resident of Jacksonville. m was a^rmer member of the ILA He 0 , '•9™ i" Baltintora and is a resident of Baltimore. ® ship, the .55- mid ofiger^e is a veteran of the U S I WotW War II. Seafarer Howe ,s also a elotheulter. A native inTorld WaHr^ A' , .J ,vr-uaiiee2=^ Hnion ,n the port of Norfolk in 1961 filing as a captain for G& H Towing frp 1950 to 1980. Brother Buie waf a tormer member of the NMU He is ^veteran of the U.S. Army in World War H. Boatman Buie was born in Wtoagtoa, N.C. aod is a resident tbe'^s'u il^,Z' ®'°"*' " j<'™« Yorf!!• P°" !,/ 3- 1 blew JiJ MiK^ ^ blew York IWom o- ° "•<' QMED fcotlier Rtsbeek was bom in Czecli. Slovakia and is a resident of Mountain Uke Terrace, Wash. '''•Wewicz, 58 PbiTH l'n' "•= P"' oi Philadelphia in 1961 sailing as n Wkhand for Curtis Bay Towing for M years. Brother Wenelewiezis a vaeian of the U.S. Array in World lochen """ '"'™ Conshoochen. Pa. and is a resident of Bensalem, Pa. ' the^T"' "'-92-joined £xr!:::'"'°'"'"wn.aS w™t™° f,.!-''"®''""'"'™. He was born m Philadelphia and is a resident there. ^ - ana is a 198f / LOG / 35 -A �i"S"S"s?5s »;„ ''aoiand, „ sweater Sl.'llS'Zl^T" thr ^nows anH rfeserve« ^'''ther "-. J"""""-"-"V. ""•e ^'000 h equau ^"PP'^meat of Pension n fo ojie fnii seafar« ^'^®aro/ gut Ar^i, ^ ^^cuinuiafg^ ®®aii,an, he /,a'® Pau/ °f»««i„,e. ®'"'® """1 22y4^ '^'•on hJuH'^PPy\ith tW acciitv, . inft ." seamen H'°" '• greaf A tne^u ^mericar! , ®*; and plan.® ®°''Da/;a. tou«,apa. „? '» re„>e , ' "'''® When , J 'adde «e fZl ^bipot, 'aa's that ,l. PP">g." setfi^ »od an :J r—^Present «„, ^ fjlT—^rly '^oit ro Vork ^'"•'ade/pj 'piiia ^^'f'more b„ ®?®®""ng,o[''aveto hein •'^•"">afewda. °*®ePme ""'«a baS^''»«<>«that IVOri* ^orkan^ ^ Vou ha al®'"®''aad '"'o a fa^;f^Wen *ey ffllt as^ "®' Ja; JJI tJi#» I.of# -p*"® 'abor. of Oaie '^arc/i ^arch \lrx^. .. jVorfort ..., , -. ,„„„t ^arch Jfbonville . Marcft Ipnn «n'••••-4^ '^'goni.t March Houston March 'Vew Or/,leans March Mobile March 10 ^"^^ncisco"""-- ^^Pch 11 . ^'Imington •'• '' March 12 . Seattie •• Marc/, 16 . ^Pint ''y Point •• March 20 .. Juan . ' March '4 . Columbus • March C'hicaf -ago March 21 ^ort Arth,lur March 10 ^-OUIS March 10 . <^'eve/and * March '3 . "oao/u/u March '2 . March '2 . -••'IJU J ' »Vare ••• 2;J0j'Pm. •• 2;30J'Pm. • • 2;J0j 'p./n. • 9;J0,'a.m. ' 2:00j'Pm. 2:J0j'Pm. 2:30| 'p.m. 2:30i'p.m. - 2:30J 'p.m. ••2:30, 'p.m. •• 2:30j'P m. . • 2:30, 'p-m. • ^0:30; 'a.m. 2:30, 'p.n,. ;• • 2:30, 'p.m. 2:30I'p.m. ffW 7:00,'p.m. . 7:00, 'p.m. 7:00,'p.m. 7:00, 'Pm. Wbil / """^'bas.' "®'"ya 7:00, 'p.m. 7:00,'p.m. ':00p..11. 2:30, 'p.m. oo Oo ;o /o O O o py^y^ yoS^i. 'lU^pcs o A: .// ^Oky 5t? n'bOP^STkoy VQQ y^No END /i-OG IQQ^ of thl s<.1/ .1 !fi y^/PilR ^REEIS r-^T SEA •/,'f .:V': • �••;'•. / ss- - Tax Time is Upon Us! Some General Information In Filing Your Tax Return Here we are again^ the favorite time of year for all American citizens^tax time. Deadline for filing this year is April 15,1981. If you are not going to be able to file within the given time period you must get an extension, or the Feds will greet you with penalties. File early if you can. That way if youVe entitled to a return (God forbid you have to pay), you'll get it promptly. As is customary this time of year, the Log runs some general info on taxes. So, here it is: If you received any advance earned income credit (EIC) payments from" your employerfs) during 1980 Even if your income was less than the amounts shown above, you must file a return if you owe any taxes, such as: FICA (Social Security) on tips you . did not report to your employer. • Minimum Tax. • Tax on an IRA (Individual Retire­ ment Arrangement). • Tax from recomputing a prior year investment credit. These rules apply to all U.S. citizens and resident aliens, including those under 21 years ofage. They also apply to those nonresident aliens arid resident aliens who are married to citizens or residents of the United States at the end of 1980 and who file a joint return. Wbo Should File Even if you do not have to file, you should file to get a refund if income tax was withheld from your pay. Also file if you can take the earned income credit. If you file for either of these reasons only, you may be able to use Form 1040A. Highlights for 1980: Important reminders for this year. Wben to File You should file a^soon as you can after January 1, but not later than April 15, 1981. If you file late, you may have to pay penalties and interest. If you know that you cannot meet the April 15 deadline, you should ask for an extension on Form 4868, Application for Automatic Extension of Time to File U.S. Individual Income Tax Return. Advance Earned Income Credit (EIC) Payments Jf you received advance payments of the earned income credit from your em­ ployer, you must file a tax return even if your income was below the minimum level for your filing status. If your allowable credit is different from the advance payments you received, your tax liability will increase or decrease accordingly. Renewable Energy Source Credit Has Been Increased Both the percentage and the maximum credit allowable for installing solar, wind, or geothermal energy equipment in connection with your principal residence have been increased. Certain structural parts, such as solar roof panels installed as a roof, also qualify. See Form 5695 for more details. Political Contributions You can claim a credit for one-half of what you gave, but not more than $50 ($100 if you are married filing a joint return). However, you may no longer claim an itemized deduction for these contributions. Standard Mileage Rates Increased The standard mileage rate for business use of a car or truck has been increased to 20 cents per mile for the first 15,000 miles. For each mile over 15,000, the rate is 11 cents. The standard mileage rate for charitable, medical, or moving purposes has been increased to 9 cents per mile. Estimated Tax Payments by Retirees 'f you are retired now or plan to retire in Wbere to File 1981, you may have to make estimated from your spouse for all of 1980) and: tax payments. Or, you may choose to Under 65 $3^00 have income tax withheld from your 65 or over 4,300 pension or annuity. For more details, see Publication 505, Tax Withholding If you were married filing a joint return and Estimated Tax. and were living with your spouse at the end of 1980 (or on the date your spouse Do You Want More or Less died), and: Income Tax Withheld in 1981? Both were under 65 $5,400 One was 65 or over 6,400 If the refund you receive or the amount Both were 65 or over 7,400 you owe IRS is large, you may want to change your withholding for 198i. If you were married filing a separate Unresolved Problems return or married but were not living IRS has a Problem Resolution Program with your spouse at the end of $1,000 for taxpayers who have been unable to 1980 resolve their problems with IRS. If you have a tax problem you have been If you could be claimed as a dependent unable to resolve through normal on your parents' return, and had taxable channels, call the toll-free telephone dividends,, interest, or other unearned number for your area and ask for the income of $1,000 or more .,. 1,000 Problem Resolution Office. If you were a qualifying widowfer) with Wbo Must File a dependent child and: Your income and your filing status Under 65 4,400 generally determine whether or not you 65 or over 5,400 must file a tax return. You must file a return for 1980, even if you owe no tax: And your Income was at least: If you were single (this also means legally separated, divorced, or married with a dependent child and living apart If you could exclude income from sources within U.S. possessions 1,000 If you were self-employed and your net earnings from this work were at least $400 Please use the addressed envelope that came with your return. If you do not have an addressed envelope, or if you moved during the year, mail your return to the Internal Revenue Service Center for the place where you live. No street address is needed. Wbicb Form to File You MAY Be Able to Use Form 1040A if: • You had only wages, salaries, tips, unemployment compensation, and not more than $400 in interest or $400 in dividends. (You may file Form 1040A .even if your interest or dividend income was more than $40(1if you are filing only to get a refund of the earned income credit), AND • Your total income is $20,000 or less ($40,000 or less if you are married and filing a joint return). Since Form 1040A is easier to copiplete than Form 1040, you should use it if you can unless Form 1040 lets you pay less tax. However, even if you meet the above tests, you may still have to file Form 1040. You MUST Use Form 1040 if: • You itemize deductions. • You claim more exemptions than are shown in the tax table for your filing status. • Your spouse files a separate return and itemizes deductions. Exception: You can still use Form 1040A if you continued on following page February 1981 / LOG / 37 '7 •r li-i- �continued from previous page have a dependent child and can meet the tests on page 6 under Married Persons who Live Apart (and Abandoned Spouses). • You can be claimed as a dependent on your parents'return AND had interest, dividends, or other unearned income of $1,000 or more, AND had earned income of less than $2,3000 if single (less than $1,7(X) if married filing a separate return). • You area qualifying widow(er) with a dependent child. • You were a nonresident alien during any part of 1980 and do not file a joint return (or Form 1040NR). • You were married to a nonresident alien at the end of 1980 who had U.S. source income and you do not file ajoint return. Exception: You can still use Form 1040A if you meet the tests on page 6 under Married Persons Who Live Apart (and Abandoned Spouses). • Yoa.take_any of the Adjustments^to^ Income shown on Form 1040, lines 23 through 29. • You file any of these forms: Form 1040—ES, Declaration of Esti­ mated Tax for Individuals, for 1980 (or if you want to apply any part of your 1980 overpayment to estimated tax for 1981). Schedule G, Income Averaging. Form 2210, Underpayment of Esti­ mated Tax by Individuals. Form 2555, Deduction from, or Exclu­ sion of. Income Earned Abroad. Form 4563, Exclusion of Income from Sources in-United States Possessions. . • You owe any of the taxes on Form 1040, line 36 or lines 48 through 52. , • You claim any of the credits on Form 1040, lines 39 through 46. • You claim any of the payments on Form 1040, lines 58, 60, 61, or 62. • You are required to fill in Part III of Schedule B for Foreign Accounts and Foreign Trusts. if V -F ft I • i ' • RoundingX)ff to Whole Dollars You may round off cents to the nearest whole dollar on your return and schedules. But, if you do round off, do so for all amounts. You can drop amounts under 50 cents. Increase amounts from 50 to 99 cents to the next dollar. For example: $1.39 becomes $1 and $2.69 becomes $3. I - Amended Return Use Form 1040X to change an income tax return you have already filed (Form 1040 or Form 1040A). Presidential Election Campaign Fund This fund was established by Congress to support public financing of Presiden­ tial election campaigns. YQU may have $1 go to the fund by checking the Yes box. Oaa Joint return, both of you may choose to have$l go to this fund, or both may choose not to. One may choose to have $I go to this fund and the other may choose not to. If you check Yes,it will not change the tax or refund shown on your return. Do not claim this amount as a credit for contributions to candidates for public'office on line 38. Other Information Death of Taxpayer Did the taxpayer die before filing a return for 1980?—If so, the taxpayer's spouse or personal representative must file and sigrt a return for the person who 38 I LOG / February 1981 - 'siV' due on your own return. died if the deceased was required to file a If you file a separate retlirn, write return. A personal representative can be your spouse's full name in the space an executor, administrator, or anyone after Box 3 and your spouse's social who is in charge of the taxpayer's security number in the block provided property. for that number. If the taxpayer did not have to file a If your spouse does not file, check the return but had tax withheld, a return boxes on line 6b that apply if you can must be filed to get a refund. claim the exemptions for your spouse. If your spouse died in 1980 and you did not remarry in 1980, you can file a Were You a Head of Household Joint return. You can also file a Joint return if your spouse died in 1981 before There are special tax rates for a person filing a return. who can meet the tests for Head of A Joint return should show your Household. These rates are lower than spouse's 1980 income before death and the rates for Single or Married filing a your income for all of 1980. Write separate return. "deceased" and show the date of death You may use this filing status ONLY in the name and address space of Form IF on December 31, 1980, you were 1040. Also write "Filing as surviving unmarried (including certain married spouse" in the area where you sign the persons who live apart) or legally return. If someone else is the personal separated and meet test a. or b. below: representative, he or she must also sign. a. You paid more than half the cost of If a refund is due, the person claiming keeping up a home which was the it must file with the return a Form 1310, principal residence of your father of Statement of Person Claiming Refund mother whom you can claim as a Duea DeceaseifTiixpayer. If the person " dependent. (You mdst be dbleTo c claiming the refund is a surviving spouse this parent as your dependent without a filing a Joint return with the decedent. Multiple Support Declaration, but you Form 1310 is not needed. did not have to live with that parent.) OR U.S. Citizens Living Abroad b. You paid more than half the cost of Generally, foreign source income must keeping up the home in which you lived be reported on your return. Please get and in which one of the following also Publication 54, Tax Guide for U.S. lived all year (except for temporary Citizens Abroad, for more information. absences for vacation or school): Filing Status Boxes 1 through 5 Were You Single or Married? Consider yourself single if on Decem­ ber 31 you were unmarried or separated from your spouse either by divorce or separate maintenance decree and you do not qualify for another filing status. State law governs whether you are married, divorced, or legally separated. If you were married on December 31, consider yourself married for the whole year. If you meet the tests for Married Persons Who Live Apart (and Aban­ doned Spouses), you may consider yourself single for the whole year. If your spouse died during 1980, consider yourself married to that spouse for the whole year, unless you remarried before the end of 1980. Married Persons Joint or Separate Returns? Joint Return, In most cases, married couples will pay less tax if they file a Joint return. You must report all income, exemptions, deductions, and credits for you and your spouse. Both of you must sign the return, eyen if only one of you had income. You and your spouse can file ajoint return even if you did not live together for the whole year. Both of you are responsible for any tax due on a Joint return, so if one of you does not pay, the other may have to. If your spouse died in 1980, or in 1981 before filing a return for 1980, write in the signature area "Filing as surviving spouse." Also write "deceased"after the name of the decedent and show the date of death in the name and address space. Separate Returns. You can file separate returns if both you and your spouse had income, or if only one of yoy had income. If you both file, you and your spouse must figure your tax the same way. This means if one itemizes deductions, the other must itemize. You each report only your own income, exemptions, deductions, and credits, and you are responsible only for the tax 1. Your unmarried child, grandchild, foster child, or stepchild. (This person did not have to be your dependent.) Note: If you are filing as Head, of household because of an unmarried child, grandchild, foster child, or stepchild, who is not your dependent, enter that person's name in the space provided on line 4. Enter only one name. If any other person qualifies you for Head of household, no entry is needed. 2. Your married child, grandchild, foster child, or stepchild. (You must be able to claim this person as your dependent without a Multiple Support Declaration.) 3. Any other person listed below whom you can claim as a dependent. However, this person does not qualify you if he or she is your dependent under a Multiple Support Declaration. Please see the rules on page 7 for Dependent Sup­ ported by Two or More Taxpayers. Grandparent Brother-in-law Brother Sister-in-law Sister Son-in-law Stepbrother Daughter-in-law, or Stepsister if related by blood: Stepmother Uncle Stepfather Aunt Mother-in-law Nephew Father-in-law Niece Were You a Qualifying Widow or Widower With a Dependent Child? If so, you may be able to useJoint return tax rates for 1980 and use Tax Table B or Tax Rate Schedule Y. If your spouse died during 1979 or 1978 and you did not remarry before the end of 1980, file a return for 1980 showing only your own income, exemp­ tions, deductions, and credits. However, you can figure your tax at Joint return rates if you meet all 3 of the following tests: a. You could have filed a Joint return with your spouse for the year your spouse died. (It does not matter whether you actually fijed a Joint return.) b. Your dependent child, stepchild, or, foster child lived with you (except for temporary absences for vacation or school). c. You paid over half the .cost of keeping up the home for this child for the whole year. ^ Check Box 5, Qualifying widow(er) with dependent child, and show the year your spouse died in the space provided. Do not claim an exemption for your spouse. (You can claim the exemption only for the year your spouse died.) If your spouse died in 1980 and you did not remarry, consider yourself married for the whole year. If your spouse died before 1978 and you did not remarry, you may check Box 4 if you met the tests under Were You a Head of Household? Otherwise you must file as Single. Exemptions Line 6a Boxes For Yourself You can a]wa~ys take one ^xemptibn fb yourself. Take two exemptions if you were blind, or 65 or over. Take three exemptions if you were blind and 65 or over. Be sure to check all the boxes on line 6a for the exemptions you can take for yourself. You can take the extra exemptions for age 65 or over and blindness only for yourself and your spouse. You cannot take them for dependents. Age and blindness are determined as of December 31. However, if your 65th birthday was on January 1, 1981, you can take the extra exemption for age for 1980. Line 6b Boxes For Your Spouse You can take exemptions for your spouse of you file a Joint return. If you file a separate return you can take your spouse's exemptions only if your spouse is not filing a return, had no income, and was not the dependent of someone else. Your spouse's exemptions are like your own. Take one exemption if your spouse was neither blind nor 65 or over. Take two exemptions if he or she was blind or 65 or over. Take three ex­ emptions if blind and 65 or over. Be sure to check all the boxes on line 6b for the extmptions you can take for your spouse. If at the end of 1980, you were divorced or legally separated, you cannot take an exemption for your former spouse. If you were separated by a divorce "that is not final (interlocutory decree), you may take an exemption for your spouse if you file a Joint return. If your spouse died during 1980 and you did not remarry before the end of 1980, check the boxes for the exemp­ tions you could have taken for your spouse on the date of death. Lines 6c and 6d Children and Other Dependents Please enter on line 6c the first names of your dependent children who lived with you. Fill in the total number in the box to the right of the arrow. Please enter on line 6d the full names and other information for your other dependents. Fill in the total number in the box to the right of the arrow. Each person you claim as a dependent has to meet ALL 5 of these tests: a. income; b. support; c. married dependent; d. citizenship or residence; and continued on following page �... »,• zW continued from pnwiom pege e. relationship. These tests are explained below. a. Income The dependent received less than $1,000 gross income. (This test does not have to be met for your child who was under 19^ at the end of the year, or a full-time student at least 5 months of the year. b. Support The dependent received over half of his or her support from you, or is treated as receiving over half of his or her support from you. under the rules for Children of Divorced or Separated Parents, or Dependent Supported by Two or More Taxpayers. If you file a joint return, the support can be from you or your spouse. Support includes items such as food, a place to live, clothes, medical and dental care, and education. In figuring support, use the actual cost of these items. However, the cost of-a place to live is figured at its fair rental value. Do not include in support items such as income and social security taxes, premiums for life insurance, or funeral expenses. Capital items—You must include capital items such as a car or furniture in figuring support, but only if they are actually given to, or bought by, the dependent for his or her use or benefit. Do not include the cost of a capital item such as furniture for the household or for use by persons other than the dependent. In figuring total support, you must include money the dependent used for his or her own support, even if this money was not taxable (for example, social security benefits, gifts, savings, welfare benefits, etc.). If your child was a student, do not include amounts he or she received as scholarships. c. Married Dependent The dependent did not file a Joiiit return with his or her spouse. However, if neither the dependent nor the depend­ ent's spouse is required to file, but they file a joint return to get a refund of tax ' withheld, you may cl^m him or her if the other four tests are met. you by an authorized placement agency Interest on certain State and municipal for legal adoption. -s, bonds. • A foster child (any child who lived in Amounts you received from an insur­ your home as a member of your family ance company because you lost the use for the whole year). of our home due to fire or other Student Dependent. Even if your child ^ casualty to the extent the amounts had income of $1,000 or more, you can were more than the cost of your claim the child as a dependent if he or normal expenses while living in your she can meet tests b, c, and d above: home. (You must report reimburse­ AND ments for normal living expenses as • was enrolled as a full-time student at a Incoine.) school during any 5 months of 19&0. or Amounts an employer contributed on • took a full-time, qn-farm training your behalf and benefits provided to course during any 5 months of 1980. you as an employee or the spouse or (The course had to be given by a .school dependent of an employee, under a or a State, county, or local government qualified group legal services plan. agency.) Examples of Income You Must Report Children of Divorced or Separated The following kinds of income should Parents. If a child's parents together be reported on Form 1040, or related paid more than half of the child's forms and schedules. You may need support, the parent who has custody for some of the forms and schedules most of the year can generally take the listed below. exemption for that child. However, the Wages, including salaries, bonuses, parent who does NOT have custody (or commissions, fees, and tips. who has the child for the shorter time), Dividends (Schedule B). may take the exemption if a or b below, . Interest (Schedule B) on; applies. tax refunds; a. That parent gave at least $600 toward bank deposits, bonds notes; the child's support in 1980, and the U.S. Savings Bonds; decree of divorce or separate mainten­ certain arbitrage bonds issued by ance (or a written agreement between State and local governments; and the parents) states he or she can take the accounts with savings and loan exemption, OR associations, mutual savings b. That parent gave $1,200 or more for banks, credit unions, etc. each child's support in 1980, and the Unemployment compensation parent who had custody cannot prove (insurance) that he or she gave more than the other Amounts received from accident and parent. health plans in place of wages, if your Note: To figure the amount of support, employer paid for the policy. a parent who has remarried and has Bartering income (Fair market value of custody may count the support pro­ goods or services you received in vided hy the new spouse. return for your services). Dependent Supported by Two or More Business expense reimbursements you Taxpayers. Sometimes two or more received that are more than you spent taxpayers together pay more than half for these expenses. of another person's support, but no one Alimony, separate maintenance or alone pays over half of the support. One of the taxpayers may claim the person as a dependent only if the tests for income, married dependent, citizenship or residence, and relationship discussed A major tax beef by seamen is earlier (tests a, c, d, and e) are met. that normally taxes are not In addition, the taxpayer who claims withheld on earnings in the year the jlependent must: they earned the money, but in the a. have paid more than 10% of the year the payoff took place. dependent's support; and b. attach to his or her tax return a For example, a seaman who signed Form 2120, Multiple Support signed on for a five month trip in Declaration, from every other person September, 1979, paying off in who paid more than 10% of the support. January^ 1980, would have all the This form, states that the person who five months' earnings appear on signs it will not claim an exemption in his 1980 W-2 even though his 1980 for the person he or she helped to support. actual 1980 earnings might be less Birth or Death of Dependent. You can than those in 1979. take an exemption for a dependent who There are ways to minimize the was born or who died during 1980 if he or she met the tests for a dependent impacts of this situation. For while alive. This means that a baby who example, while on the ship in lived only a few minutes can be claimed 1979, the Seafarer undoubtedly as a dependent. support payments received from and deductible by your spouse or former spouse. Refunds of State and local taxes if you deducted the taxes in an earlier year and got a tax benefit. Life insurance proceeds from a policy N you cashed in if the proceeds are more than the premiums you paid. Profits from businesses and professions (Schedule C). Your share of profits from partnerships and small business corporations (Schedule E). Profits from farming (Schedule F). Pensions, annuities, endowments (Schedule E). including lump-sum distributions (Form 4972 or Form 5544). Gains from the sale or exchange (including barter) of real estate, securities, coins, gold, silver, gems or other property (Schedule D or Form 4797). Gains from the sale of your personal residence (Schedule D and Form 2119). Rents and royalties (Schedule E). Your share of estate or trust income, (Schedule E) including accumulation distributions from trusts (Form 4970). Supplemental annuities under the Railroad Retirement Act (but not regular Railroad Retirement Act benefits). Prizes and awards (contests, raffles, lottery and gambling winnings). Earned income from sources outside the United States (Form 2555). Directors fees. Fees received for jury duty and precinct election board duty. Fees received as an executor or administrator of an estate. Embezzled or other illegal income. Long-Trip Tax Problems d. Citizenship or Residence The dependent was a citizen or resident of the United States, a resident of Canada or Mexico, or an^alien child adopted by and living with a U.S. citizen in a foreign country. e. Relationship The dependent met test I. or 2. below. 1. Was related to you (or your spouse if you are filing a joint return) in one of the • following ways: Child Mother-in-law Stepchild Father-in-law Mother Brother-in-law Father Sister-in-law Grandparent Son-in-law Brother, Daughter-in-law Sister or, if related by Income Grandchild blood: Examples of Income You Stepbrother Uncle Do Not Report Stepsister Aunt Federal social security benefits. Stepmother Nephew Welfare benefits. Stepfather Niece 2. Was any other person who lived in Disability retirement payments and other benefits paid by the Veterans your home as a member of your Administration. household for the whole year. A person Workmen's conipensation benefits, is not a member of your household if at insurance damages, etc. for injury any time during your tax year the or sickness. relationship between you and that Child support. person is against local law. Gifts, or money or other property you C/ie Word child includes: inherited or that was willed to you. • Your son, daughter, stepson, or Dividends on veterans' life insurance. stepdaughter. Life insurance proceeds received • A child who lived in your home as a because of a person's death. member of your family if placed with pay the full tax on them with his return, at 14 percent or upwards, depending on his tax bracket. The earnings will show up on his 1980 W-2. The seaman then, on his 1980 return would have to explain that he had reported some of his earnings in 1979 and paid taxes on them. He would get a tax refund accordingly. In essence, the seaman would pay taxes twice on the same income and get a refund a year later. While this will save the seaman some tax money in the long run, it means he is out-ofpocket on some of his earnings took draws and may have sent for a full year until he gets the allotments home. These can be refund. This procedure would also reported as 1979 income. undoubtedly cause Internal Rev­ Unfortunately, this raises an­ enue to examine his returns, since other complication. The sea­ the income reported would not man who reports these earnings coincide with the totals on his in 1979 will not have a W-2 W-2 forms. That raises the question, is this (witholding statement) covering them. He will have to list all procedure Justified? It is justified allotments, draws and slops on only if a seaman had very little the tax return and explain why he income in one year and very doesn't have a W-2 for them. considerable income the next. Furthermore, since no tax will Otherwise the tax saving is minor have been withheld on these and probably not worth the earnings in 1979, he will have to headache. February 1981 / LOG / 39 'V j" �">:tj IBS f u'i. RESERVE LOG FOR THE FUTURE <'• If 1 1'" DONT LET OUR SECURITY RUNOUT 30' A DAY IS ALL IT TAKES Sign the SPAD dieck-off today. fy- -\ A'' •|: '..' : ^ -,V; •• 't' . ' -i • ' ' ^ '• . ,•• ""'v."• "• ' ' •'/'• '" ' 1 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1981 Description An account of the resource HEADLINES NEW COMMERCE SEC. ADVOCATES BILATERAL SHIPPING PACTS FORMER LABOR SEC’Y MARSHALL TO TOIL FOR AFL-CIO UNIT NAVY STONEWALLING USE OF PRIVATE SECTOR WILMINGTON MEMBERS HOLD SERVICES FOR LOST POET CREW DELTA QUEEN “LIFE” EXTENDED TO 1988 SIU CREWS CONFERENCE TO CONVENE IN APRIL JOHN DWYER RETIRES AFTER 27 YEARS WITH SIU SIU HOLDS FIRST AGENTS CONFAB OF 1981 AFL-CIO CHARGES CHICKEN KINGPIN FRANK PERDUE WITH FOWL PLAY SIU-MEMBA, D-2 MAY REINSTITUTE JOINT ED PROGRAM WINTER DUTY ON LAKES HARDLY BRR-ABLE SUN NOT SHINKING ON AMERICA’S SHIPYARDS $524M TENTATIVELY SET FOR FISCAL ’82 MARAD BUDGET NAVY OVERLOOKING U.S. FLEET IN SHIP PROCUREMENT PROPELLER CLUB PLANS T.V. ADS PROMOTING U.S. MARITIME INOUYE INTRODUCES OCEAN SHIPPING ACT OF 1981 SIU STEWARDS TOUR NATIONS CAPITAL BALDRIDGE: MARITIME NEEDS BILATERAL TREATIES EAGLETON ASKS LABOR’S HELP TO REBUILD DEM PARTY NEW HOUSE M.M. CHAIRMAN JONES VOWS ACTION TO HELP MARITIME CONVEYOR COURSE OFFERS OPPORTUNITY TO MOVE AHEAD SHLSS OFFERS BIOLOGY COURSE FOR COLLEGE-LEVEL CREDITS MARINE ELECTRONICS COURSE OFFERED AT SHLSS TO MEET SEAFARERS’ NEEDS DIESEL ENGINE COURSE TAKES IT APART AND PUTS IT BACK TOGETHER AIMING FOR THE STARS: CELESTIAL NAVIGATION COURSE IS POPULAR WITH SEAFARERS NEW JOBS ON WATERMAN’S EDWARD RUTLEDGE AFL-CIO MARITIME TRADES DEPARTMENT SETS PROGRAM TO REVERSE MARITIME DECLINE ILA BACK IN MTD FAMILY: GLEASON CALLS FOR UNITY NEW HOUSE M.M. CHAIRMAN JONES ADDRESSES MTD DENISON: WILL FIGHT BUDGET AX BARKAN: LABOR STILL STRONG ON CAPITOL HILL REP. ZEFERETTI SEEKS GOVT. ACTION ON MARITIME JEAN INGRAO HOSPITALIZED, MISSES BOARD MEETING KIRKLAND PLEDGES AFL-CIO CLOUT TO HELP M.M. LABOR’S CRUCIAL JOB, “… ORGANIZE, ORGANIZE, ORGANIZE” METAL TRADES BURNSKY VOWS SUPPORT OF U.S. MARITIME MTD EXECUTIVE BOARD VOWS ACTION ON CRUCIAL MARITIME, WORKER ISSUES AFL-CIO, MTD HONOR THE MEMORY OF PAUL HALL MTD BOARD ACTS ON CRUCIAL ISSUES U.S. FLAG MUST GET SHARE OF COAL EXPORTS IRATE READERS TO LOG: BUTTON GWINNETT A LIBERTY SHIP, TOO! 40 YEARS AT SEA UNDER HIS BELT; TIME TO RETIRE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1981 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 43, No. 2 1981 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/c8dd159239eb7c855febe7f56ad8e2e9.PDF f11394d2a2c1ae79a788b81707e36b6d PDF Text Text ����������������������������������������� Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1982 Description An account of the resource HEADLINES AFL-CIO OFFERS ALTERNATIVE TO REAGAN BUDGET SIU, NMU WILL JOIN FORCES TO SAVE JOBS SIU HELPS SAVE SPR OIL FOR U.S. SHIPS WW II SEAMEN DENIED VETERAN STATUS UNANIMOUS SENATE GREEN LIGHTS CONSTITUTION PAUL DEMPSTER RE-ELECTED TO 3RD TERM AS PRESIDENT OF SUP REAGAN FIDDLING WHILE MARITIME BURNS DROZAK ADDRESSES S.F. LUNCHEON NEW TUG LOYALLY SERVICING THE EAST COAST PLEDGE SOLIDARITY WITH POLES TEARS, ANGER OVERFLOWED AT DEMONSTRATIONS HITCH-HIKER BILL MOORE FOUND SIU HIS BEST RIDE ‘MADE IN USA’ NOWHERE TO BE FOUND ON OLYMPIC UNIFORMS MTD LAUNCHES NATIONWIDE CAMPAIGN TO ENACT PORT DEVELOPMENT BILL U.S. SHIPS DESERVE FAIR SHARE OF BULK CARGOES MTD EXEC. BD. CALLS FOR ACTION ON CRUCIAL WORKER AND MARITIME ISSUES REP. BENNETT: TEAM APPROACH NEEDED TO BEEF UP MARIITME AMERICAN BANNER LINE- INNOVATIVE TRY TO SECURE JOBS FOR SEAFARERS CHILD LABOR-WORLDWIDE EXPLOITATION – FEW ANSWERS USSR BUILDING M.M. FURIOUSLY; U.S. STANDING STILL Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1982 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 44, No. 2 1982 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/1ecb075e2842954b8b7b2a82bd8c2423.PDF 425b740884a176f0d1dc5c0032487617 PDF Text Text '.y 7;.^: >4 ?;4&;x;-<• ' . -. .•i.''^Sffi?a*. . ". "• "J: • »l- ""''"'irT'''' --^'^ ^ y. : „ •"'• " 7-'?: • •"?•••• ?' :,• • '. •,'• "'' r: ' • ,. ' . /"'•-•''•• --iL--r r •iV QaMalPublleatloaoftlie8eaiarenliit»nurtlMialUnieii«Atlaatic,6alf,LtfkMaadlalaatfiniten District • AFL-CIO ¥•!. 4S N«. S F«fr. lf«l �President's Report by Frank Drozdk The past year was a difficult and critical one for the labor movement as a whole, for many of the affiliates of the AFL-CIO Maritime Trades Department, and for our Union. Our greatest concern was the problem of un­ employment and all that it im­ plies for the American worker and his family. It is the nation's single most pressing issue and one that re­ quires a strong and concerted effort To move the government to respond positively to this cri­ sis. In the maritime industry, thousands of workers—on U.S. ships and boats and in the ship­ building and support manufac­ turing trades—^f^ace the elimi­ nation of their jobs. The Bureau of Labor Statistics reported that nationwide un­ employment was edging toward 11 percent by the end of 1982. In some industries—including parts of our own—the percentages are much higher. In the construction industry, 21.9 percent of the work force was on the pavements as of last November. In manufacturing, the figure was 14.8 percent. These statistics represent real people. All told, 12 million workers haven't got jobs and millions more live in fear of losing the jobs they have. The picture in the commercial shipyards is grim. Between W September 1981 and September 1982, the number of workers employed on private commercial work nose dived from 28,533 to 20,078, a 29.6 percent drop. As part of a conscious government policy move, including elimination of the construction subsidy and foreign building for companies receiving operating subsidy, our vital shipbuilding mobilization base is being bled to death. Such work a.s there is consists of Navy contracts and repair work. Of the 26 yards that are needed for an adequate defense posture, no more than 14 will benefit from the proposed naval buildup. Beyond this, there are virtually no new orders.' At a time like this, it is an outrage that we are preparing a wholesale exporting of thousands of American jobs. These are skilled,workers that the nation would need in event of a war, workers who wouldn't be there if their jobs were exported. Deep sea shipboard employment declined by 1,400 jobs during that same period. Part of the problem is a reflection of the energy situation and the tanker glut. Because of this, many of our ships are laid up. There has also been a significant increase in compe­ tition from Third World and state-owned fleets. In addition, there have been constant attacks on the maritime industry from many quarters that would destroy much of the industry. These have been assaults on the Jones Act, on the cargo preference programs, and on the Alaska oil ban—to name just a few. These attacks come largely from people who oppose decent wages and working conditions for U.S. workers. Only constant policing on our part stood between us and much more serious unemployment. A number of factors have contributed to the current state of affairs. But government policy is at the heart of it. With regard to maritime, it is essential that we work to reverse this destructive decline. We must continue in meetings with government repre­ sentatives, with Congressional committees, and in various other ways, to urge a positive approach to our economic problems and most particularly for the creation of an effective maritime policy. SIU Legislation List: Pontics is Porkchops Every month new bills are introduced in. the U.S. Senate and House of Representatives which could have direct or in­ direct impact on our Union and our livelihood. Below is a list of proposed legislation which concerns the SrU and the entire membership. As a service to the membership, the LOG will keep you updated on the status of these bills and others as they are introduced. Senate S. 46—Introduced by Senator Robert Pack wood (R-Ore.) on Jan. 26, 1983. A bill to consol­ idate and re-enact certain of the marine safety and seamen's welfare laws of the United States. Title 46 Recodification. Re­ ferred to the Committee on Commerce, Science, and Trans­ portation. S. 47—Introduced by Senator Robert Gorton (R-Wash.) on Jan. 26, 1983. A bill to improye the international ocean commerce transportation system of the United States. Referred to the Committee on Commerce, Sci­ ence, and Transportation. S. 48—^Introduced by Senator 2/LOG/February 1983 Robert Packwood (R-Ore.) on Jan. 26, 1983. A bill to amend subtitle IV of Title 48, United States Code, to remove restric­ tions in intermodal ownership. Referred to the Committee on Commerce, Science, and Trans­ portation. S. 125—Introduced by Senator Daniel Inouye (D-Hawaii) on Jan. 26,1983. A bill to authorize appropriations for the maritime construction differential sub­ sidy program for fiscal year 1984. Referred to the Committee on Commerce, Science, and Trans­ portation. S. 188—Introduced by Senator Darnel Inouye (D-Hawaii) on Jan. 26, 1983. A bill to further the development of a strong merchant marine by requiring that certain mail of the United States be carried on vessels of U.S. registry. Referred to the Committee on Commerce, Sci­ ence, and Transportation. lizing ports in nations contig­ uous to the United States. Re­ ferred to the Committee on Commerce, Science, and Trans­ portation. S. 206—Introduced by Senator Daniel Inouye (D-Hawaii) on Jan. 26, 1983. A bill to increase the role of the Secretary of Transportation in administering Section 901 of the Merchant Marine Act of 1936. That sec­ tion contains cargo preference languages. Referred to the Com­ mittee on Commerce, Science, and Transportation. House H.R. 89—Introduced by Rep. Baltasar Corrada (D-P.R.) on Jan. 3, 1983. A bill to allow the operation of foreign-flag vessels between U.S. ports and Puerto Rico, either directly or by way of foreign ports. Referred to Committee on Merchant Marine and Fisheries. S. 205—Introduced by Senator H.R. 1076—Introduced by Rep. Daniel Inouye (D-Hawaii) on Don Bonker (D-Wash.) on Jan. Jan. 26, 1983. A bill to amend 31, 1983. A bill to strengthen the Shipping Act of 1916 to the domestic waterbome com­ provide for jurisdiction over merce of the United States. This common carriers by water en­ ' bill would close the loophole in gaging in foreign commerce to the Jones Act which allows for­ and from the United States uti­ eign-flag vessels to carry cargo from the mainland United States to Alaska when the cargo is transported by rail to Canadian ports. Referred to the Commit­ tee on Merchant Marine and Fisheries. H.R. 1091—Introduced by Rep. Thomas Luken (R-Ohio) on Jan. 31, 1983. A bill to authorize construction of a modification of the Gallipolis locks and dam. Referred to the Committee on Public Works and Transporta­ tion. H.R. 1139—Introduced by Rep. Duncan Hunter (R-Calif.) on Feb. 1, 1983. A bill to permit the carriage of passengers be­ tween ports and places in the United States by foreign vessels if the voyages of such vessels do not directly compete with U.S.-flag vessels. Referred to the Committee on Merchant Marine and Fisheries. H.R. 1242—Introduced by Rep. Lindy Boggs (D-La.) on Feb. 3, 1983. A bill to require 5 percent of U.S. imports and exports to be shipped on U.S.-flag vessels by 1984, and a 1 percent per year increase until 20 percent of bulk imports and exports are carried on American ships. �>Acf Reserves 20 Percent of Bulk Cargo •" • •..•-Jr Boggs Bill Back on Floor; Cargo for U.SrShlps Will Save Thousands of Maritime Industry Jobs Twenty percent of America's waterbome bulk foreign trade could be carried on U.S.-flag vessels by the turn of the cen­ tury, if Rep. Lindy Boggs (DLa.) can guide her new shipping bill through this session of Con­ gress. , Mrs. Boggs, along with a bi­ partisan coalition of 45^co-sponsors, introduced the "Compet­ itive Shipping and Shipbuilding Revitalization Act of 1983" on Feb. 3 in the U.S. House of Representatives. Currently, Americanships carry only four percent of this country's bulk trade. Under the Boggs Bill's provisions all ex­ porters and importers of U.S. bulk commodities would be re­ quired by 1984 to ship five per­ cent of their cargoes on U.S.flag ships. That requirement would be increased by one per­ cent each year until the 20 per­ cent figure is reached. In addition to the bulk cargo provisions, the bill also calls for a 15 percent reduction in con­ struction and operating costs for U.S.-flag ships. Such a reduc­ tion, which leaders in labor, shipbuilding and shipping say can be achieved, would be a boost to the American ship­ building industry, which has come to a virtual halt because of cheap, government-subsi­ dized foreign competition. Because the size of the U.S. bulk fleet has shrunk, experts estimate that some 158 new 120,000 dwt bulk ships would need to be built by 1998 to carry 20 percent of the country's bulk exports and imports. "Here is a vehicle whereby a concentrated effort toward greater efficiency and lesser costs can be achieved in the American maritime industry," SIU Pres­ ident Frank Drozak said. "Such a development could not come at a more critical mo­ ment, both in terms of the prob­ lems of the shipping industry and the state of our national economy. With nationwide un­ employment reaching alarming levels, the proposed legislation could create tens of thousands of jobs," Drozak said. The reduced construction and operating costs would allow the American merchant fleet to be Rep. Lindy Boggs (D-La.) explains her Bulk Cargo Bill to members of the Washington, D.C. Propeller Club. Paul J. Burnsky(l.) president of the AFL-CIO's Metal Trades department looks on. cost-competitive with foreign government supported and sub­ sidized fleets. One section of the Boggs' Bill calls for the Secretary of Transportation to set price guidelines based on the reduced costs and international charter market indexes. While the proposed legisla­ tion would indeed be a shot-inthe-arm for shipyard and ship­ board employment, the ship­ building companies and the shipping industry, plus Ameri­ can balance of trade payments, it would also strengthen Amer­ ican defense capabilities, sup­ porters of the bill said. "The bill will be of tremen­ dous value in providing a badly needed transportation asset for the defense of this country," Drozak said. The American merchant ma­ rine, as it exists today, does not have the capability to serve as an effective auxiliary in time of war or national emergency, nor is the country's shipyard mo­ bilization base sufficient to meet national defense requirements, Mrs. Boggs said. "I don't believe we as a na­ tion can grow and prosper with­ out the ships and shipyards to support a strong national de­ fense and a trading capacity to reach the markets of the world . . . Enactment of H.R. 1242 . . . will strengthen our national defense by providing a bulk fleet that is capable of serving as a naval and military auxiliary in time of national emergency," the congresswoman Some critics of the bill, lead­ ers of the so-called "free-trade" movement have claimed that enactment would damage America's standing as the world's leader in free trade. However, in a speech before the Washington, D.(^. chapter of the Propeller Club, Mrs. Boggs called on the critics to enter "the real world of 1983." "Our operators and ship­ builders are hard pressed to compete with other countries where support for shipbuilding and shipping are considered to be priorities of national policy. Rather than provide the special support or cargo policies needed to maintain our merchant' ma­ rine, we seem to have gone in the opposite direction," she said. "In the real world of 1983 shipbuilders abroad can con­ struct their ships well below market costs because their gov­ ernments, recognizing the im­ portance of the industry, are willing to indemnify them against losses through a variety of direct and indirect subsidies. "In the real world of inter­ national commerce, many na­ tions recognize the importance of strong national merchant fleets and support their fleets through subsidies, tax incentives, pref­ erential financing and cargo pol­ icies . . . It's time thdt we enter the real world of 1983," Mrs. Boggs told the group.^ She also pointed out that ma­ jor shipping countries through­ out the world reserve portions of their.cargoes for their ships. France reserves two-thirds of its oil and one-half its coal im­ ports for French vessels. Ven­ ezuela requires 100 percent of government cargoes and 50 per­ cent of all trade be carried on its ships. Japan and Korea fi­ nance below market rates for construction, and socialist countries, Tvith no need to worry — about profits, charge below market rates. ^ "American shipping and shipbuilding can be competitive in the international trade forum. The (Boggs Bill) provides the formula which the administra­ tion, the Congress, and the in­ dustry itself has been looking for as an answer to developing an American-flag bulk shipping capability," Drozak said. Hearings on the legislation have not been scheduled, but aides to Mrs. Boggs said hear­ ings could begin in late April or early May. Also, several mem­ bers of the Senate have indi­ cated a willingness to introduce companion legislation in that chamber. Although there have been few indications from the Reagan ad­ ministration on its stand on the Bulk Bill, Drozak said he be­ lieves the bill addresses many of the administration's concerns about foreign trade. "President Reagan has on a number of occasions expressed concern over the cargo policies of foreign countries and their negative impact on the U.S. maritime industry. This bill ap-r pears to deal with some of that concern and at the same time satisfies the president's addi­ tional concerns over making the industry more cost-efficient, competitive and job intensive. We hope that the president will find it possible to work with the appropriate members of Con­ gress to enact the proposed leg- ' islation into law," Drozak said. Mrs. Boggs said her bill was the right policy at the right time for the American merchant fleet. . "If we enact H.R. 1242, then we will begin to rebuild our nation's shipyards and to ex­ pand our American merchant fleet. If we take this step we will be more competitive in the in­ terdependent world of trade and development," she said. February 1983/LOG/3 I- . �I ^-i >SS Must Act' ACl' Congress 1% ^ . i- Oil Export Ban N^ E^^ni SlU Jctos and National SKUt^_at^ J- s:. The Export Administration Act, which bans the export of Alaskan oil, will expire later this year. If Congress fails to renew it, then America's security would be jeopardized and as many as 40 SlU-contracted tankers put out of commission. This legislation will be one of the more important to seamen this year. The maritime industry is feeling the cumulative effects o^ massive budget cuts and a depressed shipping market. Were, this bill allowed to expire, then the industry would be in very bad shape indeed. The Export Administration Act was passed during the Carter administration to preserve this nation's dwindling oil supply. It was felt that this country could not allow its domestic reserves to be sold abroad at a time when it was vulnerable to a cut-off 01 foreign oil. What was true three years ago is stiU true today. America now imports a larger share of its oil r than ever before. It can not rely on foreign sources of oil. The Middle East, from which most of the world's supply of oil flows, is on the edge of a precipice. Iran is controlled by an aging band of religious fa­ natics who have little standing of the outside world. Nigeria and Mexico, two of this nation's major suppliers, have staggering economic diinculties. Their continued domestic stability cannot be taken for granted. The issue has already made the front pages of the newspa­ pers. The Wall Street Journal has run a series of editonals advocating the sale of Alaskan oil to foreign markets. Earlier this month Prime Minister Yasuhiro Nakasone of Japan met with President Reagan for a se­ ries of talks concerning the - growing tensions between Japan and the United States. High on the Ust of topics discussed was the sale of Alaskan oil to Japan. President Reagan has ex­ pressed a desire to let the Ex­ port Administration Act expire. He and others like him would deplete our domestic reserves for short-term profit. Most labor, environmental, and maritime groups are coa­ lescing around this issue. Allied with thfem are a growing number of Americans who are truly wor­ ried about this nation's security. Reagan Budget A Maritime "Disaster" budget. No new Operating Dif­ President Reagan submitted ferential Subsidies will be his budget for Fiscal Year 1984 granted. Past cominitments will in the midst of a mounting eco­ be met, and that's it. nomic crisis that includes huge According to reports floating projected deficits and the high­ around Washington, the Reagan est unemployment levels since administration hopes to phase World War II. out the Operating Differential The budget, which would in­ Subsidy Program by encourag­ crease defense spending by more ing American operators to pay than $340 bUlion over the next back their Construction Differ­ four years, calls for severe cut­ ential Subsidies and buy-out their backs in most domestic pro­ grams. It received a cool recep­ Operating Differential Subsi­ dies. Such a move could have tion on Capitol Hill from RepubUcan leaders, who were serious long-term consequences afraid that the Republican Party for the American-flag merchant would suffer a major setback m marine. The SIU opposes drastic next year's elections if the budget were adopted without major re­ change in the present maritime structure without a detailed ex­ visions. Reaction to the budget was ploration of the possible con­ immediate and negative. Dem­ sequences. The demise of the ocrats openly criticized Rea­ American-flag merchant marine gan's-priorities. SIU President is a high price to pay for a hasty Frank Drozak called it "a dis­ and poorly conceived program. aster" which would have irre­ Outlays for research and deparable consequences for the . velopment will be $13.6 million. _ . < i the National Maritime Council Outlays for operations and SIU Wilmington Port Agent in southern California. He's also maritime industry. Peter Petersen, a high ranldng training will be $72.7 million— Mike Worley has been elected on the Board of Governors of president of the Southern Cali­ the Propeller Club, the execu­ official in the Nixon adminis­ a drop of $14 million from the fornia Ports Council of the AFL- tive board of the AFL-CIO's tration, fashioned a bipartisan previous year. CIO's Maritime Trades Depart­ Committee on Political Educa­ coalition of all living former President Reagan is seeking Treasury secretaries which con­ ment. to put a cap of $900 miUion on tion in Los Angeles county, and In his two-year term, which is on the Organizing Committee demned most of the assump­ the Title XI loan guarantee pro­ took effect Jan. 1, Brother Wor­ of the AFL-CIO in Los Angeles tions made in the budget. gram, which will represent a While the budget contained ley will be heading a Ports and Orange counties. huge decrease from last year s few surprises for the maritime Council whose members in­ budget. The figure is even smaller As president of the Southern industry, it still elicited a wave clude 33 unions in southern Cal­ California Ports Council, Wor­ than it looks: $300 million can of shock and anger. Few people only be allotted "in case of a ifornia. ley was just appointed to the can reconcile this budget with Brother Worley, who was bom Maritime Advisory Board for nationSd emergency." the pledge President Reagan in MobUe, Ala. in 1950, joined Los Angeles county. The news of the budget comes the'^SIU in 1966. He saUed in The former president of the made during the. 1980 election at a bad time for the Americanthe deck department, first as an Ports Council was Clyde Dod- to "revitalize" the American- flag merchant marine, which is OS and then as an able-seaman. son, WUmington port agent for flag merchant marine. Spending will be maintmned feeling the effects of a world­ District 1 of the Marine Engi­ wide drop in the shipping mar­ He came ashore in 1970 to at 1983 levels, or else curtailed. work for the Union in San Fran­ neer's Beneficial Association. Despite the depression in the ket. Elected to the post of vice At the same time. Congress cisco as a patrolman. Amencan shipbuilding indus­ Over the years he has worked president of the Ports Council try, there will be no outlays for was considering ending the ban for the SIU in various parts of was Charlie Russo who is Wil­ the Construction Differential on the export of Alaskan oil. Such a move would lay up as the country including the Gulf mington port agent for the Sail­ Subsidy Program. ors Union of the Pacific. Re­ and the Western Rivers. $439 million has been allotted many as 40 SlU-contracted elected to the post of secretarytankers, and play havoc wi Besides his present posts in treasurer was Lee Dahlenburg, to the Operating Differential what is left of the maritime in­ Wilmington as SIU port^ent secretary-treasurer of Teamster Subsidy Program, a drop of some and president of the Ports Coun­ $15 million from last year's dustry. Local 572. ^ cil, Worley is also chairman of Worley Elected Ports Council President In Southern California i3 3 4 / LOG / February 1983 �k'tr-I"' ..:- -, . '• —T' '••• •: •• -''.v' .' SlU Calls for CDS Hearings Before Any Changes SIU President Fraiilc Drozak has called for Congressional hearings before any changes are made by the Maritime Admin­ istration in the 47-year-old Op­ erating Differential Subsidies (CDS). Several proposals to elimi­ nate the CDS are before MarAd. But the major question raised by maritime supporters is, does MarAd have the authority to change laws made by Congress? Drozak and Rep. Walter B. Jones (D-N.C.) believe Congress should be the body which makes any changes in the CDS pro­ gram. ''It would appear at this stage that it is the responsibility of Congress and its appropriate committees to examine these very vital questions and issues from the standpoint of the na­ tional interest," Drozak wrote to Jones and Sen. Robert Packwood (R-Ore.), chairman of the Senate Committee on Com­ merce, Science and Transpor­ tation. The controversy centers around the so-called "buy-out" proposals which would basi­ cally terminate ODS contracts through different forms of gov­ ernment payments and free the operators from the various reg­ ulations and constraints that ap­ ply to subsidized operators. "Theproposals. . .mayraise serious questions concerning the separation of legislative and ex­ ecutive powers," Jones wrote to former Department of Trans­ portation Secretary Drew Lewis shortly before Lewis resigned. Jones also pointed out that the 1936 Merchant Marine Act, which provides for ODS, does not have any section giving MarAd the authority to make the "buy-out" payments. Both Drozak and Jones ex­ pressed the fear that any such MarAd action would open the door to gut the requirements of government participation from the 1936 and 1970 Merchant Ma­ rine Acts. "Our present policies are based on a partnership between the United States government and the merchant marine. That is to say, the U.S. government is actively involved in working with the maritime industry, and the industry with the govern­ ment, to preserve the fleet as a national asset. "Yet at a time when other governments are strengthening and reinforcing the partnership with their maritime industries, we appear to be heading in ex­ actly the opposite direction. In fact the termination of existing programs . . . is a message, per­ haps, that as far as having a national maritime policy is con­ cerned, the United States is 'fin­ ished with engines'," Drozak wrote. Jones also questioned the va­ lidity of the proposals in his letter to Lewis. He also asked for a thorough briefing on all the proposals before MarAd. "There can be no such thing as national maritime policy without the direct, aggressive and continuing involvement by the national government. In the absence of the active involve­ ment of the United States gov­ ernment and industry, U.S. maritime policy would inevita- bly come to an end," Drozak said. Hearings on the matter have if it should be continued or if the 180-day rule should go back into effect. The SAB has been monitoring the shipping situation and felt it had an obligation to all seamen to enact the 125-day rule at the present time. In this way, more seamen will have the opportu­ nity to ship for at least 125 days, the time that is necessary to maintain eligibility for the Sea­ farers Benefit Plans. Thus, those seamen and their families will not lose the protection provided by the Plans. The ruling made by the SAB was announced at the February membership meetings. •1 '• ' or Senate, but are expected to take place later in the session. Senate OKs Seamen's Health Care Study While there appears to be lit­ tle chance that the 200-year-old U.S. Public Health Service hos­ pitals and clinics will be re­ established, a new government study is underway to explore what forms of health caf e ben­ efits would best serve American merchant seamen. The study by the govern­ ment's General Accounting Of­ fice (GAG) was authorized by a Senate resolution introduced by Sen. Daniel Inouye (D-Hawaii). No deadline has been set, but according to legislative sources, the results could be made public by early summer. "In my judgment," Inouye said, "a very good case can be made that we should once again reinstate some form of health care benefits for these individ­ uals. Our nation's merchant ma­ rine and our nation's very na­ tional security depend upon these men and women. There is a clear federal interest." During the budget cutting frenzy of the early Reagan administration, the USPHS hospitals and clinics were shut down in October 1981. The fa­ cilities were open to merchant seamen. Coast Guard person­ nel, some civil servants, and other groups. Alternative federal medical services were made available to everyone but merchant marine patients, who accounted for about one-third of the caseload. Since then, a system of private health insurance financed by the SIU and ship operators has pro­ vided health benefits. While health care is available to SIU members, as the Union and its allies have constantly pointed out, the reasons for fed­ erally funded health care for the nation's merchant sailors are as valid today as they were 200 years ago when the system was established. Seniority Upgraders View Washington Program SIU Seeks Job Sharing, Cuts 'B' Time to 125 Days Because there is presently a decline in shipping, the Seafar­ ers Appeals Board (SAB) feels that there should be a more equitable distribution of employn^ent. Therefore, it has ruled that as of March 1, all Class "B" sea­ men shipped on or after that date must leave the vessel after one round trip or 125 days, whichever is longer. Class "B" seamen shipped prior to March 1 may retain their jobs for one round trip or 180 days, whichever is longer. The 125-day ruling will be reviewed after six months to see •• Standing on the steps of the Capitol are the "A" seniority students who recently attended a five-day education program at Union Headquarters. They are Dana Paradise, Allan HItt, Vergel Reyes, Robert Ohier, David Betz, Jackie Robinson, Nicholas Komnlnos, Jerry Boruckl, William Christmas, Roderick Bright, Joseph King and Robert Sowell. With them are Tyler Womack and John Ruiz, SIU ofTiciais-in-training, and Ken Conklln, SHLSS commandant. February 1983 / LOG / 5 • 'P' �•S- : L In its monthly series of interviews aiid reports, "PRO­ FILES" will highlight key government officials instrnmental in shaping national and maritime policy. * •f. .1— I "HERE WAS A MAN TO HOLD AGAINST THE WORLD A MAN TO MATCH THE MOUNTAINS AND THE SEA." Lincoln, The Man Of The People Senator Daniel K. Inouye A MAN of great prominence to the U.S. Maritime In­ dustry and to the Seafarers In­ ternational Union is Senator Daniel Inouye (D-Hawaii). Sen­ ator Inouye is personally ac­ quainted with many SIU mem­ bers, particularly those Seafarers crewing the SS Constitution and the SS Independence, the SIUcontracted cruise ships sailing in the Hawaiian Islands. It was through the efforts of legislators like Senator Inouye that these ?'.•I? '%~ • f.: f. A C' Sen. Daniel K. Inouye ^ •+— ships were flagged under United States registry providing many hundreds of jobs for U.S. work­ ers. The senator, a native of Ha­ waii, was first elected to Con­ gress in 1959, to the U.S. House of Representatives as the first Congressman from the state of Hawaii. He was elected to the United States Senate in 1962 and was reelected in 1968,1974, 1980. Senator Inouye is a member of the Senate Committee on Ap­ propriations, the Senate Dem­ ocratic Steering Committee, Senate Democratic Policy Com­ mittee the Senate Select Com­ mittee on Intelligence. He also sits on the Senate Committee on Commerce, Science and. Transportation where he is the ranking member of its Subcom­ mittee on Merchant Marine. The senator has received nu­ merous awards and honors, in­ cluding the 1980 Admiral of the 6 / LOG / February 1983 y . •• 'i . ' . Ocean Sea Award from the United Seamen's Service. Senator Inouye is leading the way with numerous maritime legislative measures to be re­ viewed during the 98th Con­ gress. He recently introduced a bill authorizing $200 million for new ship construction subsidy funds. In his statement accompany­ ing the bill the senator said, ". . . there are better ways to promote commercial shipbuild­ ing in private U.S. yards, but we must begin actively explor­ ing alternatives. Temporary au­ thority to build foreign is not an alternative. It is an escape from reality. Congress has been wait­ ing over two years for an alter­ native proposal from the admin­ istration. In the interest of national security and a strong merchant marine, I do not be­ lieve we can delay any longer." Senator Inouye was . ada­ mantly opposed to the termi­ nation two years ago of the PHS Hospital care for merchant sea­ men. He believes, "we should once again reinstate some form of health care benefits for these individuals who are subject to unusual health hazards. Their welfare is involved in national security." It is easy to see why we value this man. Senator Inouye's ded­ ication and support to the Amer­ ican merchant marine is com­ mendable. We, of SIU, salute you. Senator Daniel Inouve! A Reminder: Congressman Joseph P. Addabbo A NOTHER strong supporter df the U.S. merchant ma­ rine is Congressman Joseph Ad­ dabbo (D-N.Y.). Congressman Addabo, as the Subcommittee Chairman of Defense Appropri­ ations for the House Appropri­ ations Committee, recognizes the strategic role played by the American merchant marine as the fourth arm of our nation's defense. Congressman Addabbo re­ gards the American merchant marine as an integral adjunct to the defense and commercial functions of the U.S. Navy. Congressman Addabbo was elected to the U.S. House of Representatives in 1960, the 87th Congress, and he has been serv­ ing as New York's 6th Congres­ sional District Representative ever since. Congressman Addabbo has a perfect maritime record. He has thwarted attacks on the Jones Act. He endorses and is working to develop a national maritime policy, and he understands that the key element is cargo. L-- / Rep. Joseph P. Addabbo Currently, Congressman Ad­ dabbo is leading the charge in the House of Representatives for federal funding of health care for merchant seamen. He is also one of the original 45 co-spon­ sors of the Competitive Ship­ ping and Shipbuilding Act of 1983, H.R. 1242. Boggs Bill Co-sponsors Following Is a partial list of co-sponsors for the Boggs Bill. If you don't see your representative's name, call or write and urge bim or ber to support the bill. (For the story on this bill, see page 3.) Norman D. Dicks (Wash.) Democrats Dennis E. Eckart (Ohio) Mario Biaggi (N.Y.) Harold E. Ford (Tenn.) Glenn M. Anderson (Calif.) Joseph Gaydos (Pa.) Carroll Hubbard Jr. (Ky.) Steny H. Hoyer (Md.) Don Honker (Wash.) Tom Lantos (Calif.) Norman E. D'Amours (N.H.) Clarence D. Long (Md.) Barbara Mikulski (Md.) Nicholas Marvoulas (Mass.) W. J. (Billy) Tauzin (La.) Joe Moakley (Mass.) William J. Hughes (N.J.) G.V. (Sonny) Montgomery Barbara Boxer (Calif.) (Miss.) Joseph Addabbo (N.Y.) John Murtha (Pa.) Michael D. Barnes (Md.) Mary Rose Oakar (Ohio) Charles E. Bennett (Fla.) Major R. Owens (N.Y.) Tom Bevill (Ala.) Claude Pepper (Fla.) Edward P. Boland (Mass.) . Melvin Price (111.) Jack Brooks (Texas) Bruce F. Vento (Minn.) William (Bill) Clay (Mo.) Charles Wilson (Texas) Robert A. Young (Mo.) SIU Headquarters Is Now Located In Washington The new headquarters of the phone number of the Seafarers Seafarers International Union is Headquarters: now located in Washington, D.C. All Union business formerly con­ Seafarers International Union ducted at the SlU's old head­ 5201 Auth Way quarters in Brooklyn is now being Camp Springs, Md. 20746 handled at the new headquar­ ters. Phone: (301) 899-0675 Here is the new address and Republicans Gene Snyder (Ky.) Don Young (Alaska) Herbert H. Bateman (Vt.) Jack Edwards (Ala.) Thomas F. Hartnett (S.C.) Maijorie S. Holt (Md.) Bob Livingston (La.) Arlan Strangeland (Minn.) G. William Whitehurst (Va.) Lyle Williams (Ohio) S •' ''2 •M �.. V-. '' Seafarer Emanuel Lowe, chief cook, gets ready to prepare a meal in the galley of the integrated tugbarge. ' •:" -'• '•'-' --t '^v •w.'v, •sr'ii-„. -,. Shown at the Alabama State Dock in Mobile is the beautiful tug-barge New York. Recertified Chief Steward Ralph R. Maldonnado makes sure some of his brand new equipment is in good working order. Welcome the Integrated Tug-Barge New York Another brand new integratedtug-barge was added to the SIUcontracted fleet this month. She's the 691-foot long New York, the third in a series of six intergrated-tugbarges being built by Apex Marine. Crewed in Mobile, Ala., the Aew York is now on her way to her per­ manent run along the East Coast. She was preceded last year by her sister ships, the Jacksonville and the Grown. She will be followed by the Mobile, Philadelphia and Bal­ timore. The barge section of the New York is equipped with a modem hydraulic pumping system. The tug section, which measures 133 feet, is powered by 18,000 hp twin diesel engines arid can reach a cruising speed of 17 knots. The New York, as well as her sister ships, are capable of handling oil, gas, jet fuel or No. 2 diesel fuel. Since all six tugs and all six barges are built to exactly the same spec­ ifications, they are interchangeable. But the units will be disconnected only if repairs or drydocking are necessary. •J. I At the controls for the New York's engine room is QMED James Slay. February 1983 / LOG / 7" % �'1'^ Area Vice Presidents' Report Guiff Coast, by VP. Joe Sacco T HE BEST PIECE of hews I have to report this month is that SIU New Orleans Port Agent Gerry Brown is home from the hospital. He had suffered some serious in­ juries in an auto accident but is now making a rapid recovery. Some other good news from the port of New Orleans is that, after three months of layup, we have recrewed the Del Monte (Delta). She will be working on the West African run. In the port of Jacksonville we have also recrewed some ships. One is the Kopaa (Pacific Gulf Marine) which had been laid up since Jan. 6 and the other is the Penny (American Coastal and Foreign Shipping) which had been laid up for approximately a year. In Tampa, Fla. a meeting was held on Jan. 21 among opponents of a project that would convert a Texas to Florida gas pipeline into an oil pipeline. Representatives from the SIU attended the meeting where the discussion centered on legislative and legal strategy for blocking the proposed conversion. The Union feels that if conversion takes place, tug and barge traffic between Texas and the rest of the Gulf will be seriously damaged. We are also continuing the fight against the pipeline's conversion before the Federal Energy Regulatory Commission. This Commission, which had given its approval of the conversion, has now granted a rehearing on the issue. Out of the port of Mobile comes word that the delayed crewing of the brand new SlU-contracted integrated tug-barge New York (Apex) is finally underway. She had originally been set to crew on Dec. 30. This ship is the third integrated tug-barge launched by the company. The other two are the Jacksonville and the Groton. East Coast, by V.P. Leon Hall O UT OF THE PORT of Baltimore we've crewed up a newly ac­ quired SlU-contracted ship. She's the Adonis (Apex) and in early January she headed for Panama to pick up oil. Eighteen SIU jobs were shipped aboard the Adonis. A little further south, out of the port of Norfolk, we have a new inland run. Using the tug Fritzi K. and the barge Trader, SlU-contracted Marine Towing and Trans­ portation is carrying Sea-Land containers between Norfolk and' Baltimore. The round trip is made about once a week and the barge has a capacity of 275 containers. Also in the port of Norfolk we're still negotiating with C. G. Willis, an inland company, whose three-year contract expires this month. On the Union side of the table three rank-and-file members have been elected to work with Norfolk Port Agent Steve Papuchis and SIU Representative Mike Paladino. ^ Up in the port of Gloucester, the SlU-contracted Sugar Island (North American Trailers) is dredging in Boston Harbor where she's cleaning out the anchorage. The crew aboard the Sugar Island is SIU top to bottom. Also up in Gloucester we're hitting the Sabine ships steadily in our effort to organize that company's vessels. We're working closely with the National Maritime Union on this as well as other organizing operations such as Crest and Ingram. I'm happy to report from our Seafarers Harry Lundeberg School of Seamanship in Piney Point, Md. that the new education program started last month is doing very well. This program enables all our SlUnmgraders who are attending classes at the School to participate in amve-day schedule of meetings at the Union Headquarters in Camtp Springs, Md. Finally, I'm very glad to be able to tell you that New York SIU Representative Ted Babkowski, who had a serious operation recently, is doing very, very well. He came home from the hospital sooner than expected and is making a quick recovery. 8 / LOG / February 1983 J- Great Lakes & Western Rivers, by V.P. Mike Sacco B ECAUSE OF THE mild weather on the Great Lakes we're looking forward to an early fitout this year. There's no ice on the rivers and not much on the Lakes. SlU-contracted Huron Cement may fit out the Crapo as early as the first week of March. Right now the fitout schedule for some of our contracted companies is as follows: American Steamship expects to fitout 10 ships to start; Kinsman hopes to start with four vessels, and Huron is planning to start with four. Concerning the "hand bomber" Chief Wawatam, nothing has emerged so far from the talks with the Michigan Northern Railroad. However, the discussions are continuing. As I have been reporting, the SlU-contracted Detroit-Mackinac Railroad Co. lost the bid on renewing operation of the ship for the State of Michigan. The operation went to non-union Michigan Northern Railroad. Thus after 35 years under SIU contract it looked like we had lost the venerable ship. Now, though, the new company has agreed to talk with us and the Marine Engineers Beneficial Association about a contract. Regarding the fate of the two Bob-Lo passenger boats, I'm happy to report that the future is looking a little brighter. As I reported to you in December the Bob-Lo company went bankrupt. Traditionally, the company's boats, the Columbia and the Ste. Clare, ran between Detroit and Bob-Lo Island from Memorial Day through Labor Day. A bankruptcy hearing that was scheduled for Jan. 27 in Detroit has been postponed until late February. There is a good possibility that another company will buy the two vessels and keep them running. In the port of Algonac our inland SIU Representative Byron Kelly reports that the U.S. Army Corps of Engineers will probably be three weeks to a month early on its budget report this year. The budget outlines dredging projects that are being proposed by the f^eral government. It therefore gives us a good idea of possible future jobs. West Coast, by V.P. George McCartney I 'M HAPPY TO REPORT that here in San Francisco the Santa Mar­ iana (Delta) is tentatively sched­ uled to recrew this month. Laid up since Dec. 22, this combination cargo/passenger ship works on the South American run. Also here in San Francisco, we've recrewed the Oakland (Sea-Land) and are scheduled soon to recrew the Panama (Sea-Land). Up in the port of Seattle the Overseas Joyce (Maritime Over­ seas) loaded grain for Egypt and Russia early this month. Also, the Galveston (Sea-Land) which had been laid up since Jan. 15, crewed up this month. But the big news in Seattle was the ceremony on Feb. 4 fdr the brand new, SlU-contracted containership President Washington (APL). Held on Pier 23, the ceremony marked the naming of the President Washington as the honorary state ship of Washington. She and her two sister ships, the President Lincoln and the President Monroe are the largest eontainerships under U.S.-flag. They are 860 feet long and carry 1,250 40-foot containers. The SIU A&G District represents steward department seamen on APL ships. Out of the port of Wilmington v/e have word that the Southern California Ports Council of Los Angeles and Vicinity has picked "Whitey" Disley, head of the SIUNA-affiliated Marine Fireman's Union, to receive their Man of the Year award. The dinner where the award will be presented, will be held in June onboard the permanently docked hotel-restaurant ship, the Queen Mary which is manned by members of the SlU-affiliated United Industrial Workers Union. In San Diego, Calif, the agreement has been ratified with SIUcontracted Star and Crescent Harbor Cruises. �•>-IV'—• :.y ."'2' If- -••' y" y •••'••..:» -f-f" •>:' " •yf ^ - SIU officials recently completed a visit to many of the SIUcontracted boats working the Gulf Coast/Delta area. Going aboard many of the boats, both the officials and the crews had a chance to familiarize themselves with the Union, its members and its goals. While much of the time was spent explaining contracts, SIU projects, the move to the new headquarters, and listening to beefs and suggestions, SIU officials had the opportunity to spend time with a few less serious endeavors. They had the chance to snap these pictures of your brothers and sisters on the Gulf Coast boats. yy-y'£• -,'''V'* 'i y- • yy • •Jfi!y->f> • -r , :si! -r^. Dixie Marauder Gumbo on the Stove Break Time on The Dixie Traveler Capt. Frank Gibson of the towboat Dixie Marauder (Dixie Carriers) is at the control of his boat in the port of New Orleans. Cooking up a pot of gumbo in the galley of his tug Dixie Raider (Dixie Carriers) is Captain Aaron Hebert. Contract Study Aboard Dixie Vandal Posing for the photographer onboard the Dixie Traveler (Dixie Carriers) in New Orleans are (I. to r.) Pilot Ron Denton, Deckhand Ernie Manint, and Captain Joe Arnaud. A)' Dixie Progress Won't Cast Off Ballots Captain Carson Abshire (left) and Tankerman Alvin Russ (middle) look over contract suggestion forms with SIU Patrolman Bob Hall aboard the Dixie Vandal (Dixie Carriers) in the port of New Orleans. On the Dixie Avenger -a: y • -yM, The crew of the ocean tug Dixie Progress (Dixie Carriers) look over ballots to elect the Dixie Committee. Onboard in Pascagoula, Miss., where the tug is having repairs made to its barge, are (I. to r.) Mate Dave Aud, Engineer Robert Katzara, Cook Gerald Hulme, AB Bob Small and Captain Robert Floyd. Some of the crew of the Dixie Avenger (I. to r.) AB-Tankerman Mark Duncan, Chief Engineer Paul Soper and Engineer Fred Williams discuss the upcoming contract negotiations with (far right) SIU Rep Bob Hall. •' .'.V 1 February 1983/LOG/9 Wt �•V' •;•. • . 1 National Navigator i: 'Si •'>" still Talkin' on C.G. Willis Pact At press time, negotiations on contract renewal at the C.G. Willis Co. here in Norfolk for its 55 SlU Boatmen were still going on as the threeyear agreement was due to expire this month. Three rank-and-file members were elected by the membership to the negotiating committee to join port of Norfolk Agent Steve Papuchis and Union Rep Mike Paladino on the committee. A new weekly run by a container-barge operation from this port to the port of Baltimore and back is in the works. The tug Fritzie K. (Marine Towing & Transport) will tow the barge Trader's (Sea-Land) 270 containers. f • Onboard the National Navigator (National Marine Co.) (I. to r.) Captain Alex LeBlanc, Tankerman Ralph Pratter, and Pilot Roger Hobbs take time out after looking over the new National Marine contracts. On the Red Circle Gale B. The Great, Great Lakes Tampa Tugs here keeps on a movin' cargoes of oil and chemicals despite Ole Man Winter's freezing solid ice and snow on the five Lakes. f- ..i^ Crowley Adds Supply, Crewboat Jobs Crowley Maritime in the port of Wilmington, Calif, has added a new supply boat and a crewboat to its fleet'here. The supply boat Skilak with 14 more SlU jobs and the crewboat Eileen Elizabeth has four more jobs to service the company's oil rigs' business. Silver Lining in '84 for Iniand Fieid Wh Giving a wave is Cook George Oliver (center) of the towboat Gale B. (Red Circle Line). With him are two of the crewmembers who swear by his cooking, AB Chuck Samnek at left and OS George Badden. The head of the SlU's Dixie Carriers, Archie L. Wilson, sees a silver lining in the inland field for early 1984 with an upturn in business by mid to late 1983 predicted by economic forecasters. Wilson added that while the barge industry usually lags behind the general economy, it should pick up later on. New Tug-Barge New York Orewed in Mobile On Feb. 8 the new integrated tug-barge New York (Apex Marine) was SlU-crewed in the port of Mobile. ' Sabine Contract Taiks Ongoing Soon Contract negotiations at the Sabine Towing and Transportation Co. in the port of Houston are scheduled to start shortly. The contract ends on Mar. 31. A new shipdocking tug, the Niki (Sabine Towing) crewed up in this port last month. In April, Orgulf Will Crew New Tugboat In April, Orgulf in the port of St. Louis will crew up its new towboat, the Justin T. Rogers. At the messtable on the Gale B. before they shove off for a port of call in Puerto Rico, are (center) Capt. Paul Hyde and (clockwise r. to I.) Mates Joe Byne and Bill Hall, AB Chuck Samnek, Union Rep Bob Hall, Cookie George Oliver and OS George Badden. Dixie Vandal Heartland Transportation will begin contract negotiations with SlU negotiators soon. The pact expires Mar. 13. Dixie Carriers, Orgulf Pacts In New Orleans SlU contracts at both Dixie Carriers and Orgulf in the port of New Orleans are set to end on Mar. 31. Rhine-Danube Canal Will Be Completed . - ft:; West Germany has decided to complete a 105-mlle canal linking the Rhine and Danube Rivers in the German state of Wurttemberg. The canal is only 22 miles from completion in the state of Bavaria and would open up a 2,125-mile waterway from the North Sea to the Black Sea. However, estimates show the canal would carry less than a sixth of the traffic originally planned. ••^ .-t. f 10/LOG/February 1983 •nrVrYi Standing on the dock next to the Dixie Vandal are (i. to r.) John Robertson, pilot, and Steve Lawton. tankerman. �•• Shake Hands and Come Retired , r- -j. Robert N. Stout James Ludwig J: « y.: :>• • New Orleans Agent Louis Guarino talks with €IU pensioner and former Dixie member Leroy Simoneaux. As the big smile indicates, Simoneaux is extremely pleased with the excellent benefits he will be receiving from the Union. LETTERS In the galley o! the Robert N. Stout (Orgulf Transport) are Deckhand Mike Marlin and Cook Hattie Bea­ vers. Mike is a recent graduate from the Seafarers Harry Lundeberg School of Seamanship in Pihey Point. Orgulf Senior Deckhand John Huffines aboard the tug James Lugwig in the port of New Orleans. On Deck in New Orleans TO THE EDITOR W; My Wife and I Say 'Thanks' I would like to thank the Seafarers Welfare Plan for paying my wife's hospital and doctor hills over the years. She had a had hout with cancer and the hUls have heeh many and large. She is still going in amd out of the hospital, and the Welfare Plan is paying the hills with no problem. The Welfare Plan is also paying my doctor and medicine hills, and I am retired on a Disahihty Pension. If it weren't for the Welfare Plan, I don't know what we Tvould have done. My wife and I would Uke to say "thank you" to the Welfare Plan and the SIU for the help we have received. We would also like to thank the personnel at the Union Hall in New Orleans for all of their help. Sincerely, Leroy H. Simoneaiiz S-8089 Kenner, Lcmieiana Peggy Sheridan Crew Waits for Rudder Standing on the stern of the Peggy Sheridan t&neridan Transport) are (I. to r.) Vince Braco, OS; Robert Teaboat, cook; Charles Cochran, OS; and William Casen, OS. The Peggy Sheridan lost her rudder when she went aground at the mouth of the Mississippi, south of New Orleans. This photo was taken as the boat was in the shipyard. Standing on the deck of the Robert N. Stout (Orgulf Transport) as it stops in New Orleans to turn around are (I. to r.) Lead Deckhand Jesse Began and Deckhands Vince Bolen and Mike Haas. Let Your Light Shine - i^n-, -.T- No ... not coal miners! These are boatmen on the deck of the James Ludwig (Orgulf Transport). Wearing the headlight system to work so that their hands^are free to handle the ratchets and wires are (I. to r.) Ike O'Donoghue, senior deckmate; Matt Harrison, new employee and Piney Point grad; and Clint Payne, deckhand. February 1983/LOG/II �'St:. I •: 'I Plans New Port Bill Biaggi ''With 1.7 trillion tons of es­ - Continuing his drive to make ment and Navigation Improve­ the nation's harbors economi­ cally viable havens for seaborne vessels, Rep. Mario Biaggi (DN.Y.) told Mouse delegates he plans to introduce another Port Development Bill. His last, H.R. 4627, passed Congress but failed to pass the Senate in 1982. Biaggi hopes that his yet-tobe-introduced Port Develop- timated coal reserves, the United States should emerge as the Saudi Arabia of the world coal market," Biaggi said. Among benefits from the bill, Biaggi said thousands of jobs in all parts of the country would open in maritime and related industries. He foresees a revitalization of U.S. industries "such as steel production and shipbuilding," greater invest­ ment in public service infra­ structures and an oyerall stim­ ulus to the productivity and competitiveness of U.S. manu­ factured products worldwide. ment Act of 1983 will gain bi­ partisan support. If the bill gains the necessary support in both houses of Con­ gress, Biaggi predicted a "dra­ matic expansion" of the na­ tion's international commerce and sweeping increases in U.S. steam coal exports to our West­ ern European allies and Japan. Hugh Maclnnis Is Alive & Wei In January's LOG, we inad­ vertently ran an obituary of Laker Pensioner Hugh -J r Maclnnis, 76, of Dearborn, Mich, whose relative Gary T. Maclnnis of Austin, Tex. noti­ fied us that Brother Maclnnis "is alive and well." We sincerely apologize to Hugh Maclnnis and his kin. Please excuse the error. The Editor Dispatchers Report for Deep Sea JAN. 1-31, 1983 -TOTAL REGISTEBED All Groups Class A Glass B Class C Port Gloucester NewYork... Philadelphia Baltimore... • Norfolk .... Mobile New Orleans Jacksonville San Francisco .r.r.. Wilmington ............ Seattle Puerto Rico Houston.. . Piney Point Totals Port Gloucester NewYork Philadelphia .i » .....^.. Port Gloucester NewYork Philadelphia Baltimore......... Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle PuertoRico Houston Piney Point Total . , • — Port Gloucester NewYork Philadelphia Baltimore Norfolk Mobile New Orleans ................ Jacksonville San Francisco Wilmington Seattle PuertoRico....: Houston Piney Point Totals Total All Departments t' 1 40 4 11 5 21 39 24 23 22 15 6 41 0 252 3 19 2 , 3 8 4 12 12 12 10 6 3 - 8 0 102 0 0 0 0 0 0 0 2 3 1 0 0 1 0 7 3 61 1 13 6 8 21 13 27 17 19 10 17 0 218 1 49 2 .. JG 1 0 1 43 ENGINE DEPARTMENT 0 0 , 21 0 12 6 12 37 - 15 19 10 • . 10 3 20 0 196 0' 1 2 5 5 8 6 2 ' 4 ; 2^ 5 0 58 0 0 0 0 0 1 0 0 0 «0 1 0 3 0 1 0 17 14 0 000 .7 0 0 7 1 0 10 2 0 19 2 0 16 8 — 0 12 22 0 9 4 0 6 2 0 3 1 0 10 2 0 0 0 0 116 59 0 12 14 2 8 22 8 15 3 16 4 17 0 154 ' 2 3 0 2 3 3 6 3 1 2 3 51 —REOiSTEREO OH BEACH All Groups Class A Class B Class C Trip Reliefs DECK DEPARTMENT 2 0 29 0 2 0 7 0 0 0 3 0 2 0 7 0 12 0 10 9 10 0 .6 .1 2 0 5 0 97 1 2 Baltimore Norfoik Mobile NewOrleans Jacksonville.....;...,........ San Francisco Wilmington Seattle : vv... PuertoRico Houston Piney Point Totals.. v.;...;.. TOTAL SHIPPED All Groups Class A Class B Class C 2 0 0 0 0 0 1 0 1 9 0 0 0 0 5 , '.fs; 9 - 0 0 9 0 0 0 0 0 0 0 0 -^0 0 0 0 15. 37 131 75 51 99 50 20 100 .j„9 703 U 57 3 H 16 12 37 27 22 99 27 3 44 ««9 298 5 4 0 9 0 0 2 4 5 9 4 0 3 «9 28 4 139 = 5 49 1 0 137 3 - ^9 0 22 015 0 27 1 95 0 45 1 37 0 27 ; - fiv , 62 1? 0 65 0 0 2 552 STEWARD DEPARTMENT 0 2 0 23 22 0 200 6 0 0 2 1 0 8 1 0 13 3 0 5 7 0 16 23 0 3 5 0 11 10 0 5 1 0 14 4 0 0 5 0 108 64 0 ; 19 2 9 14 23 21 14 15 23 J 23 0 2(14 0 0 0 0 1 4 2 0 0 3 0 11 0 0 3 0 0 57 31 0 0 200 013 10 0 17 5 0 0 22 3 0 0 65 11 0 0 28 22 0 0 27 46 1 0 20 10 1 0 18 13 1 0 7 4 0 1 33 12 0 0 0 0 0 1 309 161 3 ENTRY DEPARTMENT 0 12 2 9 4 4 14 6 13 , 2 -'-,5. 1 11 0 83 647 7 56 1 9 12 10 32 18 47 23 14 6 35 12 282 0 9 0 2 0 0 1 1 20 3 5 0 0 0 41 0 501 51 478 :"i'r : ? ' • -, > • V' 0 232 . ' : -• - • 0 1 • 0 40 ,1 20 9 8 43 18 22 , 5 • 18 9 28 . . 0 0 221 8 1,785 22 192 2 40 35 31 95 64 91 71 71 27 93 8 843 0 22 0 3 1 1 6 1 53 11 13 ' 2 6 0 119 1,506 161 *"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of January was down from the month of December. A totai of 719 jobs were shipped in January on SiU-cohtracted deep sea vesseis. Of the 719 jobs shipped, 486 jobs or about-66 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. There were eight trip relief jobs shipped. Since the trip relief program began on April 1,1982, a total of 298 relief jobs have tieen shipped. 12 / LOG / February 1983 Directory of Ports Frank Drozak, President Ed Turner, Exec. Vice President Joe DIGIorgio, Secretory-Treasurer Leon Hall, Vice President Angua "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President Gaorga McCartney, Vice President HEADQUARTERS 5201 Auth Way Camp Springs, Md. 20746« (301)899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313)794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301)327-4900 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) 621-5450 COLUMBUS, Ohio ^ 2800 South High St., P.O. Box 0770, 43207 (614) 497-2446 DULUTH, Minn. 705 Medical Arts Building 55802 (218)722-4110 GLOUCESTER, Mass. 11 Rogers St. 01930 (617)283-1167 HONOLULU, Hawaii 707 Alakea St. 96813 (808) 537-5714 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201)435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (212)499-6600 NORFOLK, Va. 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky. 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez, Juncos, Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 623-4334 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 408 Avalon Blvd. 90744 " (213) 549-4000 �Seafarers HARRY LUNDEBERG SCHOOL OF SEAMANSHIP JN'-' Piney Point Maryland Towboat Operator Scholarship Program Offers Career Opportunities Transportation Institute man­ power figures for the 1970's un­ derscored a need for highly trained wheelhouse personnel to channel commerce up and down the nation's inland water­ ways. Today the need continues as the shortfall makes careers as licensed towboat operators more and more accessible to SIU Boatmen. In 1978, to remedy the labor shortfall, the Institute, together with the SIU created the Towboat Operator Scholarship Pro­ gram to establish and fund an intensive seven-week Towboat Operator course. The course specifically pre­ pares students for the Coast Guard licensing exam for Towboat Operator and towboat op­ erator second class, unin­ spected vessels, Inland or Oceans (not more than 200 miles offshore). The emphasis is on chart work. Since classroom exercises in­ volve manipulation of mathe­ matical instruments and for­ mulas, scholarship candidates must pass a reading and math pre-test to be considered eligi­ ble. Training aboard the CL2 har­ bor tug and the Susan Collins, a sturdy Mississippi River pushboat, students have the advan­ tage in applying for first tours. Other topics of instruction in­ clude towing and shiphandling, dead reckoning, bearings, cur­ rent sailing, rules of the road, weather, emergency signals, nautical charts, magnetic and gyro compasses, navigational instruments and accessories, aids to navigation and navigation publications, fire fighting, CPR and first aid. For more information contact Perry Stedman, SHLSS Office of Admissions. Application deadline is Feb. 28. Students Michael Noel (I.) and Brett CalKer solve a chart problei^ by firiding the true course. Original Third or Second Assistant Engineer Courses Offered Today's national priorities are calling on educators to fine tune technological progress by train­ ing engineers for jobs. The Sea­ farers Harry Lundeberg School of Seamanship keeps in step with the times offering a variky of general and specialized en­ gineering courses to seamen and boatmen. turbine assemblies and engi­ neering safety. EnroUees receive first aid, fire fighting and CPR instruction and are awarded certification from the American Red Cross. Candidates for the course must meet all Coast Guard require­ ments and be familiar with en­ gineering manuals and equip­ ment for successful completion of the course. Included in the Lundeberg curriculum is the 10-week Orig­ inal Third or Second Assistant Engineer Motor or Steam Li­ cense preparatory course. John Wiley standing in the deck­ house as towboat operator, takes his turn at the throttle of an SHLSS tugboat as part of his cpursework. Aided by pneumatics, in-class prints, tables and diagrams, maritime engineer candidates study the following: propulsion and auxiliary diesel engines, water, sanitary and sewage sys­ tems, refrigeration and air con­ ditioning, bilge and ballast structures, steering systems, hydraulics, fuel and lube oil net­ works, electricity and basic electronics, main and auxiliary boilers, steam and water cycles, Taking notes at an auxiliary diesel engine lecture are (front row I. to r.) Robert Caldwell, Gerald "Frenchy" Bemous, Jonathan Halght and (second row) Mac McKinney. February 1983/LOG/13 • -r-. r 'if- V • - �r^' ^ • I "rr? fi---;?;,:- Cook & Baker Course Is Yeast for Advancement in Steward Department ,f • Among Steward Department course offerings, the six-week Cook and Baker class simulates the professional work-a-day world of the seafarers and boat­ men responsible for feeding the crews of their ships and boats. Learning in fully-equipped in­ dustrial preparation and cook­ ing galleys and bake shops, stu­ dents develop the flair for I After lightly brushing butter on the corners of a row of squares, cook and baker Dan Blackmore deli­ cately folds the corners into pin wheels while learning the art of making French pastry. culinary arts as 'apprentices' to professional, skilled chefs. For eight hours each day for the first half of the course stu­ dents bake bread, rolls, pastries or desserts. The second half concentrates on breakfast foods. Each day students attend a cook baker class. The Bakers Manualfor Quan­ tity Baking and Pastry Making, Breakfast Cookery Study Guide and a virtual library of interna­ tional recipe cookbooks are the primary resources available to enrollees. To enroll in the course the candidate is required to have at least one of the follawing pre­ requisites: three months seatime as third cook or assistant cook and hold certificate of completion; four months seatime in the steward department with certification; or a total of six months seatime at any rating in the steward department. Candidates who have not completed the entry rating pro­ gram or the entry rating program and assistant cook program at SHLSS will be required to at­ tend four weeks of assistant cook and six weeks of the cook and baker course. The course is "open ended" and may be extended so that all of the assignments of the course may be satisfactorily com­ pleted. Trainee George W. Patterson slices a loaf of fresh bread baked by other trainees at the SHLSS. Over 1,500 Seafarers HAVE DONE IT! Join the crowd and get yoi^ HIGH SCHOOL DIPLOMA Mark Scardino slides dinner rolls into the oven which Iqter will be served piping hot in trainee and staff dining rooms. The GEO program at the Seafarers Harry Lundeberg School of Seamanship offers small classes with lots of individualized help from the teachers. If you are interested in getting a Maryland State High School Diploma to fill out your life, fill out the coupon below and mail it to; Academic Department Seafarers Harry Lundeberg School of Seamanship Piney Point, Maryland 20674 .1^. : NAME ADDRESS. Street City state Zip SlU Book Number :• Please send me a GED application kit and pretest packet.: !• Please send me more information on the GED program, j Cook and baker Florede Israel ladies melted chocolate topping over freshly baked Boston cream pie. 14 / LOG / February 1983 ^_ �.1 l' QMED—Any Rating: Your Key to Job Security Attaining certification and en­ dorsement as QMED—^Any Rating requires specialized knowledge and ratings as pump­ man, refrigeration engineer, electrician, machinist, deck en­ gineer, junior engineer, deck en^ne mechanic and first aid, fire iSghting and oil pollution. Courses leading to ratings and final endorsement provide prac­ tical and classroom instruction and experience. The entire pro­ gram is 12 weeks long with course work focused on the following topics: PUMPMAN: (one week) Instruction in the safe han­ dling of combustible materials, loading and pumping out, trans­ ferring of fuel, topping off, pol­ lution control, operation and use of pumps, fire fighting and emer­ gency procedures. REFRIGERATION ENGINEER: (two weeks) Attention is given to the prin­ ciples of refrigeration, compres­ sors, receivers, dehydrators. valves, evaporators, trouble shooting and repairing leaks and refrigeration malfunctions, fire fighting and emergency proce­ dures. ELECTRICIAN: (three weeks) Students become knowledge­ able in the fundamentals of elec­ tricity, batteries, electrical cir­ cuitry, magnetism and electro­ magnetic circuits, transformers, A.C. motors and generators, use and maintenance of electrical instruments, trouble shooting of electrical equipment, starting, securing and paralleling turbo generators, fire fighting and emergency procedures. HOW? SHLSS has self-study materials in the areas of fractions, decimalsT percent, algebra and geometry. Upon your request, SHLSS will send them to you to study in your spare time. You can use these math skills: • in your JOB • to improve your math skills for UPGRADING • to review old math skills or learn NEW SKILLS - •• • • • • • • • • • • • '• • • •a S / am an SlU member. YesO Nan Social Security No. _ !Book Number is Department Sailing In [m I 'joined the SIU in 19 * • Please send me the area(s) checked below. •( •( cating oil system, electrical the­ ory, operation and repair of mo-"^ tors and generators, starting and securing auxiliary equipment and main engines, fire fighting and emergency procedures. DECK ENGINE MECHANIC: (completion) Includes a review of all ma­ terial discussed in preceeding courses and instruction in au­ tomated engine room consoles and equipment. MACHINIST: (two weeks) Training in the use of hand tools, metal-working tools, measuring instruments, use of metals, metal lathe operations, and basic welding procedures. DECK ENGINEER: (one week) Practical training in the use of hand tools, use of metals, piping andyalves, operation and to Improve Your Math Skills • repair of reciprocating and ro­ tary pumps, elementary electri­ cal theory, and operation of hy­ draulic, steam and electrical deck machinery. JUNIOR ENGINEER: (two weeks) Training which includes the use of hand tools and measuring instruments, use of metals, pip­ ing and valves, principles of refrigeration, combustion of fuels, boiler operations, lubri­ ) Fractions ) Decimals • ( ) Percents ;( ) Algebra i ( ) Geometry • Upgraders Willis Lawrence (I.) and James Henri first adjust the cross slide of the lathe to insure smooth edges and surfaces. 9% -9 i Eddie Bloomfield (I.) and Ron Lukacs line up a Rockwell cutting lathe. : X 7 • fv / j Sem^ my area(s) here: iName • Street icity State Zip Cut out this coupon and mail it to this address; Academic i^ucation Depaihnent Seafarers Harry Lundeberg School of Seamanship Piney Pbint, MD. 20674 ATTN: Sandy Schroeder . Send it today! ,>n.-' % I. .^ ^ ^ QMED candidates (I. to r.) John Herrlein and Ray Daniels practice packing the afterpart of a centrifugal pump assisted by Instructor Calvin Williams. .!< " ,• J, Februan' 1983/LOG/15' -t% �f" •v.' • •;.; V-,-'" i Ilj^grading Course Through July 1983 Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry Deck Upgrading Courses Following are the updated course schedules for February through July 1983 at the Seafarers Harry Lundeberg School of Seamanship. Mate/Master Freight & Towing Vessels February 28 April 22 Towboat Operator Scholarship April 4 May 20 Able Seaman February 15 March 24 Quartermaster April 4 May 13 Third Mate May 9 July 15 Celestial Navigation February 28 March 28 April 25 July 18 March 25 April 15 May 20 August 12 For convenience of the membership, the course schedule is separated into three categories; engine department courses; deck department courses; and steward department courses. The starting and completion dates for all courses are also listed. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll in the courses of their choice as early as possible. Although every effort will be made to help every member, classes will be limited in size—so sign up early. Class schedules may be changed to reflect membership demands. SlU Field Representatives in ail ports will assist members in preparing applications. a- •| Engine Upgrading Courses Check-In Date Completion Date Pumproom Maintenance & Operations February 15 April 25 March 25 June 3 Automation March 28 June 7 April 22 Julyl Marine Electronics May 16 June 24 Marine Electrical Maintenance March 21 May 13 Refrigeration Sys­ tems, Maintenance & Operations February 28 May 16 April 8 June 24 Welding February 28 April 25 May 31 March 25 May 20 June 24 Conveyorman March 23 April 22 Diesel—Regular April 18 May 13 Course i.I'V.i 'ir-i' ''ir • J^D W •• 1 - !• \ • V.- .1, .• I For Higher Pay, and Job Security upgrade your Skills At SHLSS 1 16 / LOG / February 1983 ,Lifeboatman "j,-' April 8 Steward Upgrading Courses -TV .-iT.-. March 28 '' Assistant Cook Cook and Baker Chief Cook Chief Steward Towboat Cook Open-ended Open-ended Open-ended Open-ended Open-ended First Woman on LNG Virgo Elizabeth Stasio (center) became the first woman crewmember on board the SlU-contracted LNG Virgo (Energy Transportation Corp.) Ms. Stasio, a steward assistant, was welcomed aboard late last November by Capt. George H. Overstreet (I.) and Steward Larry Dockwiller (r.). ^ ..i- �(Please Print) Name. •> •• (Please Print) Seafarers Harry Lundeberg School of Seamanship upgrading Application (Last) (First) . Date of Birth. (Middle) Mo./Day/Year Address. (Street) (City) (State) . Telephone. (Zip Code) Deep Sea Member • . Inland Waters Member • Lakes Member • Book Number . Seniority. Date Book Was Issued. c"'^ Port Presently Registered In _ Port Issued. ;; J - ' . J- *• (Area Code) Endorsement(s) or . License Now Held _ Social Security #. ... rV. , pr,.:, No • (if yes, fill in below) piney Point Graduate: • Yes -to. (dates attended) Entry Program: From Upgrading Program: From, Endorsement(s) or -License Received _ to. (dates attended) Do you hold a letter of completion for Lifeboat: • Yes No • Firefighting: • • Yes No • OPR: • Yes No • Dates Available for Training. I Am Interested iri the Following Courses(s). DECK . •^-?f- t; :/; t.'-. t-"- • • • • • • • VV.;,!' ;^-::j-." • • • • • • • • STEWARD ENGINE '•f." . • a .• Tankermam AB Unlimited AB Limited AB Special Quartermaster Towboat Operator Inland Towboard Operator Not More Than 200 Miles Towboat Operator (Over 200 Miles) Celestial Navigation Master Inspected Towing Vessel Mate Inspected Towing Vessel 1st Class Pilot Third Mate Celestial Navigation Third Mate • FOWT • • • • • • • • • • • OMED — Any Rating Marine Electronics Marine Electrical Maintenance Pumproom Maintenance and Operation Automation Maintenance of Shipboard Refrigeration Systems Diesel Engines Assistant Engineer (Uninspected Motor Vessel) Chief Engineer (Uninspected Motor Vessel) Third Asst. Engineer (Motor Inspected) • Assistant Cook • Cook & Baker • Chief Cook • Steward • Tpwboat Inland Cook •-:mc ALL DEPARTMENTS • • • • • • LNG LNG Safety Welding Lifeboatman Fire Fighting Adult Basic Education ,v f: .--uF-.s No transportation will be paid unless you present original receipts upon arriving at the School. RECORD OF EMPLOYMENT TIME—(Show only amount needed to upgrade In rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE • V. SIGNATURE Please Print DATE RETURN COMPLETED APPLICATION TO: Seafarers Lundeberg Upgrading Center PINEY POINT, MD. 20674 February 1983/LOG/17 I �'#;• • ,-> , i: _• ••'• . •-v-yv -'-• -r • ' •/•,•••'-• ,, -.•• • -p.--'-" •aV. i=»;r:-- LNG Aries Crew Gets Heroism Award in Rescue # it' 8' *. i' J:.. r Ilk #,'• 'i' The crewmembers of the LNG Aries (Energy Transport) were presented with the Mary Ann Brown Patton Valiant Ship Award in recognition of the her­ oism that they displayed in the rescue of 47 Indochinese refu­ gees. The award was presented by the Women's Propeller Club of the port of New York at a luncheon at the World Trade Center in Manhattan, on Jan. 14. The captsiin of the ship and three crewmembers, including QMED Paul Russell, were on hand to accept the award. The inscription on the award recognized that the rescue of the refugees could not have been accomplished without the help of all the crewmembers. How­ ever, it made special mention of Capt. Daniel Spence and the following crewmembers: Wil­ liam Gatchell, chief officer; Randy Doty, cargo engineer; Amin Rajaab, AB and Paul RusseU, QMED. Severzil speakers at the lunch­ eon stressed that the Valiant Ship Award does more than just recognize good deeds. It is given to seamen who risk their own lives in the rescue of others. Many of the 47 refugees who were saved by the LNG Aries had worked closely with the American government during the Vietnam War and were consid­ ered politically suspect by the Communist leaders in Hanoi. Given their precarious situa­ tion, the refugees sought to se­ cure their freedom by the only means at their disposal: setting out to sea. Seven days after they had left, the refugees were huddled to­ gether in a small, primitive boat in the South China Sea. They were close to starvation, dehy­ drated and exposed. The weather, which had been fairly good up to that point, began to change. Waves hit 15 feet; the wind blew at 40 knots. The third mate spotted the refugees at 3 o'clock on June 24, 1982. For the next eight hours the crewmembers of the LNG Aries were involved in a delicate rescue operation. After several hours of maneu­ vering, the vessel came up to the small boat containing the refugees. Cargo Engineer Randy Doty and AB Amin Rajaab were on the gangway. The two men lifted all 47 refugees onto the ship, including six or seven in­ fants. Doty held onto Rajaab's 18 / LOG / February 1983 i belt while Rajaab went over the spontaneous expression of sym­ Mullins, AB. "I'm glad to be here to accept side of the ship to give a hand pathy on , the part of the entire crew. He talked about the he­ the award on behalf of my fellow to the refugees. The refugees were all covered roic efforts of Amin Rajaab and crewmembers," Russell said just with diesel oil. Several almost the contributions made by Don before the ceremony. "It really fell into the ocean. The closest Rood, recertified bosun, and Bill was something." call occurred when a small in­ fant almost dropped out of Ra. jaab's hands. As the oily, desperate refu­ gees were lifted onto the ship, they clung to AB Amin Rajaab, whose main support was the belt that Cargo Engineer JJoty held. On board the vessel the ref­ ugees were brought to the sick bay and housed in all unoccu­ pied areas. The steward depart­ ment cooked special meals for the refugees and provided them with blankets and linen. Crewmembers donated spare clothing so that the refugees could get out of their wet rags. Jeanne Porter, secretary-treasurer of the Women's Propeller Club, A hat was passed around for the presents the Valiant Ship Award to four LNG Aries crewmembers who refugees and $1,000 was col­ were given special citations for their bravery. From left are: QMED Paul Russell; Cargo Engineer Randy Doty; Chief Officer William Gatchell, lected out of the pockets of the and Capt. Daniel Spence. A fifth crewmember. Able S6aman Amin crewmembers. Rajaab, was unable to attend the ceremony. Chief Officer William Gatch­ ell had primary responsibility for the care of the sick refugees. A Dangerous Precedent With no prompting from any­ -W one, but put of a sense of de­ cency, Paul Russell, QMED, spent hours in the hospital treat­ ing the people. According to If a proposed House bill which senger routes. Gatchell, "Russell worked long "If this bill is passed, it's hours treating the refugees in calls for foreign-flag passenger sick bay. He had ho sleep. He service between the U.S. and going to be a foot in the door in was a great help. He rallied the Puerto Rico passes, SIU legis- weakening domestic cabotage lafive experts fear a dangerous laws," Frank Pecquex, SIU leg­ crew to action." islative director said. "Of course," Gatchell added, precedent could be set. Currently there is no UvS.H.R. 89, introduced by Rep. ''you have to realize that we are all seaihen. You have to do what Baltasar Corrada (D-P.R.) would flag passenger service between basically be a waiver of the the U.S. mainland and Puerto you have to do." When asked about the rescue Jones Act because Puerto Rico Rico. But a legislative analysis effort, Russell minimized his own is considered to be part of do­ by the Transportation Institute role and stressed that it was a mestic American trade and pas- (TI), a Washington, D.C. based maritime research organization, says the bill poses "serious problems for the domestic mar­ itime industry." Both Pecquex and TI point out that despite the fact there is WASHINGTON, D.C. — sitioned near potential trouble no passenger service, U.S. ship Contracts for chartering 13 U.S. spots. The 13 ships will be used as operators have expressed inter­ Maritime Prepositioning Ships (MPS) at $1.7 billion was signed "floating warehouses" in the est in beginning service to re­ on Jan. 14 by MSC Cmdr. Vice Indian Ocean, storing arms, am­ build U.S. passenger lines. "Passage of the bill would munition and equipment for the Adm. Kent J. Carroll. Waterman will get more than Navy's Rapid D^loyment Force undoubtedly eliminate that in­ $110 million to convert one ship (RDF) under two five-year con­ terest and set a dangerous prec­ edent for the future. Addition­ at the National Steel and Ship­ tracts. ally, allowing this preferential Delivery of the first ship is building Co., San Diego, Calif. In all. Waterman will convert scheduled for August 1984 and treatment for the island of Puerto RiCo discriminates against the three ships for the MSC Pro­ tl^ last ship by April 1986. When delivered, the MPS will citizens of Hawaii and Alaska gram, The admiral said the civilian- be operated by the MSC under who are required to comply with manned ships will carry enough long-term charters by U.S. flag­ all traditional U.S. cabotage cargo to support three Marine ship operating firms using laws," the analysis said. Corps Amphibious Brigades of American merchant marine Hearings on the bill have not 46,()00 men and may be prepo- crews. been scheduled. Puerto Rico Jones Act Waiver by Rep. Corrada Waterman to Convert Ship For MSG Preposition Pian �ss To Become Happily and Usefully Whole" SlU Rehab Program Gives Hope and Strength to Alcohowc Seafarers A LCOHOLISM affects lo million Americans, accord­ ing to the National Institute of Alcohol Abuse; Victims of al­ coholism come from all walks of life. The disease touches not just the victim, but family mem­ bers, friends and employers. Alcoholism is a disease. It is a mental and physical addiction to the depressant drug qualities of alcohol. Alcoholism is often treated as part of a dual drugalcohol addiction since the crav­ ing for alcohol subsides or the feeling of well-being is intensi­ fied when other drugs are taken or substituted for alcohol. Myths surround this disease which each year takes a greater toll on human potential than any other disease. Visible are the alcoholics who have become symbols of urban blight, asleep on park benches, shadowed in doorways or glimpsed through windows resting in the safety of warm laundromats during the coldest winter nights. But alcoholism h^ been called the "hidden disease" because most victims of alcoholism are not skid row alcoholics. Instead they carry on in their jobs and fEui^es, to most appesffaoces 'normally'. Neverdieless, afi al­ coholics are related by the same plight—an inability to stop drinking despite the medical, psychological and social prob­ lems arising from their addic­ tion. — Alcoholics face a progres­ sively debilitating disease be­ cause their resistance to alcohol steadily breaks down over time. And some will reach a point in their lives when they must seek medical help or they will die. In 1975, then SIU Vice Pres­ ident, President Frank Drozak addressed experts in the field of alcohol abuse, SIU representa­ tives and maritime industry leaders. He voiced his concern for the safgty of all seafarers during the ^U-sponsored sem­ inar "The Problem Drinker In Industry." He said: "Seafarers drowning just yards from the gangway and frozen in water­ front alleys demand a program that will save lives." The seminar, convened at the Seafarers Harry Lundeberg School of Se^anship, estab­ lished the Seafarer Alcohol Re­ habilitation Center. Promise off Recovery In March 1976, the Center opened its doors to the SIU membership. To the SHLSS seminar attendees the late SIU President Paul Hall had empha­ sized the need to turn around the historically "poor record" funding from the Seafarers Wel­ fare Plan. Treatment begins as soon as the Seafarer has been medically treated for primary withdrawal and any other phys­ ical illnesses. ^ The Center is a "therapeutic community" where Sesfarers enter the program and begin to make the demanding adjust­ ments toward a sober life. Many The Alcohol Rehabilitation Center provides Seafarer alcoholics the serene family environment in wWch they can deal with their problems. of alcohol abuse in the maritime industry. And as the first Sea­ farers contemplated admission to the Center, Paul Hall re­ peated his belief that"Alcohol­ ism is a disease; it can be treated." This became the founding principle of the SIU Alcohol Rehabilitation Center. The Alcohol Rehabilitation Center is rustic, nestled beyond a quiet country lane near the SIU Valley Lee Farm lands of St. Mary's County in southern Maryland. Ribboning hills of green flow on under the sun to the Center. Tall spruce trees stand in rows. And from a short distance, a screen door can be heard closing as a soft breeze stirs crisp leaves. The lapping of a waterway running along the back yard of the Center's 100year-old farm house and dor­ mitory, the voices from people arriving and leaving all gently rock and punctuate the peaceful silence and determination that is here. The setting offers tranquility for thought, for contemplation. show profiles in courage. The struggle not to drink may stay with them a while, but the Cen­ ter's staff is there to guide them through the difficult initial changes. The therapeutic program is based on a positive approach to health and ^e philosophy of the Alcoholics Anonymous' recov­ ery program. The crucial step to AA therapy is the client's acceptance that he is an alco­ holic. Then, the client is helped A Special Log Report to critically reflect on his life and to recognize how his addic­ tion has hurt not only himself but the people he most cares for. Alcoholics Anonymous On the front door of the coun­ try farm house, a sign reads, ONE DAY AT A TIME. It is a greeting to all and a reminder that the alcoholic's lifelong con­ centration should be to achieve sobriety one single day at a time. There was much concern among the SIU Center's plan­ ners that the seafaring life would interfere with an effective after­ care support system. However, because of its international suc­ cess, breadth, and adaptability to travel—it takes just two peo­ ple to hold a meeting—Alco­ holics Anonymous was adopted as the mainstay of the Center's program. The basic concept still ap­ plies. AA was bom in early 1935 in Akron, Ohio, when two men— one a stockbroker from New York, the other a doctor from Connecticut—meeting for the first time, noticed their addic­ tion lifted when they voluntarily supported and commiserated with fefiow alcoholics in their struggle to break away from the source of their own grief. Lis­ tening to others,^telling their own stories and relating their own personal experiences with this disease, they were able to feel less alone. (Continued on next page.) 'J : - Th9 Program , The rehabilitation program is six weeks long and receives full §• Mary Lynn Rogers, an ARC counselor, becomes personally Involved In Seafarer alcoholics' problems. February 1983/LOG/I® �h': SlU Rehab Program Gives Hope, Strength To Alcoholic Seafarers (Continued from page 19.) The Center helps open the sharing so important to recov­ ery. With confidentiality main­ tained, Seafarers speak hon­ estly and freely about thendisease. Clients may share their sto­ ries at AA meetings held in the Center's main conference room or at nearby community AA centers. Or clients may speak to counselors within the privacy of small rooms located on the main floor of the farm house. ARC Director ELick Reisman has found the openness in sharing to be the "key" to recovery. Community Concept The community part of the program is important. To many the SIU is a brotherhood, a family of seafaring and river people. The program creators did not want these bonds sev­ ered. It was established early on that Seafarers would be in the best possible position to help other Seafarers. Indeed, Alcoholics Anony­ mous pioneers realized that fighting edcohol addiction could not be achieved by isolated bat­ tles that relied on will power alone. "For the alcoholic, one drink is too many and a thousand not enough," is the accepted AA definition of alcoholism because it speaks to the twin aspects of obsession and compulsion—^the two-edged sword. Personal commitment is strengthened at the Center by a full and absorbing daily sched- i/ ••T .: - The Schedule Is?.',, 'if SI'.' -.m. ule and a deeply caring atmos­ phere. Upon arriving for treat­ ment the client is already 'family'. Realizing treatment works best with small groups, enrollment is limited to 16 clients. Four professionally-trained counse­ lors, a physician and staff nurse ensure services to clients 24 hours each day, seven days a week. Most of the staff members are themselves recovering alcohol­ ics. They teach alcoholics about the disease. They share their own experience, strength and hope. At the founding seminar and SIU seminars that followed, an awareness of the problem of alcohol was illuminated and passed on to counselors. Prob­ lems of guilt, low self-esteem, broken homes, sexual impo­ tence, aggression and job fail­ ures are a few of the many difficulties Seafarer alcoholics young and old confront. Far from oAering band-aid remedies, clients are taught skills they must know to become, in the words of Paul Hall, "whole human beings" functioning and contributing to mainstream so­ ciety and home environments. Seafarers are helped to deal with the problems they encountered but could not solve when they were drinking. They are not blamed for their disease. "Many alcoholics feel they are responsible for their condi­ tion, but this is a destructive attitude. If an alcoholic feels guilty for becoming one, then he may feel there is no reason or hope for a cure," Dr. Max­ well Weisman told seminar par­ ticipants. Counselor Jesse Logan 'reviews one client's medical history. 20/LOG/February 1983 The day begins at 7 a.m. and ends shortly after nightly AA meetings at 11 p.m. The sched­ ule is a rigorous one that sweeps aside the alcoholics' days of wine and roses with learning and growth from lectures, films, in­ dividual and group therapy ses­ sions, art and physical therapy, and informative reading assign­ ments. The first week is spent in helping the alcoholic face his ARC counselor Bill Korber listens hard and well to guide seafarers beyond their addiction to alcohol. denial that he has a disease. This is the major obstacle to silccessful and continued treat­ ment. 'Reality' therapy is used to convince clients of their ill­ ness. The medical profession was only just beginning to explore alcoholism in the 1950's. It was not until 1956 that the American Medical Association and the American Bar Association for­ mally defined alcoholism as a disease. . flgnorance in both the medicsd profession and the general pub­ lic has contributed in large part to denial. So, too, the idea that alcoholics are immoral people or the expectation that one's masculinity depends on drink­ ing have been leading factors. Denial has frequently been made worse by families, physicians and friends. Reality therapy involves clearing up all doubts. A case history develops during the first week. It is a detailed description of each client's particular ex­ perience with this illness, do they feel a need to dfmk? Why do they drink? When do they drink and how often? By the end of the first week patients see the alcoholic patterns emerging in their own histories. The case histories assist coun­ selors to tailor the treatment program to individual needs. Also aiding recovery during this first week is a description of the ways alcohol acts on the body, the mind and the psyche. Like depressant drugs, "you re­ lax and your nervous tension ^rops, but later you become more tense than you would have been normally. In the case of alcohol, the calm state lasts 20 minutes to an hour, while the tension remains for six to eight hours. After an evening of heavy drinking, the resulting tension results in a hangover or sleep­ less night," one of the foremost authorities in the field of alcohol abuse. Dr. LeClair Bissel ex­ plained. The cycle continues, with morning 'eye openers' until drinking extends further into the day. Once set in motion, psy­ chological repercussions in­ cluding insomnia, memory loss, hallucinations, anxiety, loss of appetite and depression cause a psychological need for heavier drinking. Completion of the cycle df addiction varies. For some in­ dividuals, only a few years elapse between that first drihk and al­ coholism. For others, it takes longer. What it comes to is this: it isn't what you drink, or how much you drink, or how long you have been drinking that de­ fines you as an alcoholic. It's what drinking does to you. Physical Destractlon Cirrhosis of the liver causes countless deaths each year. Less commonly known illnesses traced to alcoholism include respiratory illness and chronic heart disease, high blood pres­ sure, and many types of liver ailments, pancreatic infections and circulatory malfunctions. In fact, the number of illnesses associated with its abuse has become so extensive that alco­ holism is the number one health problem today. Average life expectancies of alcoholics are between 10-12 years below the national aver­ age. The suicide rate for alco­ holics is said to be 30 times (Continued on next page.) �*. • '• p. SIU Program Offers Hope and Strength (Continued from page 20.) greater than average and nearly half of all auto accidents and 75 percent of all murders involve consumption of alcohol. Alcoholism is the greatest negative cost to employers, es­ timated in the billions. Dismiss­ als, inefficiency, absenteeism and on-the-job accidents cost well over $24 billion yearly. During the second and third weeks of treatment. Seafarers study the psychological dimen­ sions of the disease. In suc­ ceeding weeks individual treat­ ment methods and emotional problems are explored. In the final week arrangements and contacts are made to prepare the client to begin life anew. Assignments from AA litera­ ture are reviewed during these weeks. AA texts, "The Big Book," "The Twelve Steps," and the "Twelve Traditions," lead the alcoholic to the AA program which members accept as their means to survival. Because there is no logic to alcoholism, no one willfully de­ cides to become an alcoholic, emotions are analyzed and talked about. Anger, resentment and anxiety are studied because most alcoholics have never been able to deal with frustration and neg­ ative emotions. Resentment, "the number one killer of alcoholics" Director IgLeisman believes, is the final stage in the alcoholic's attitude about the world. Generally, ac­ cording to Reisman, alcoholics think poorly of themselves and their abilities. This lack of con­ fidence causes failure upon fail­ ure. Feeling frustrated and an­ gry, eventually the alcoholic, covers up his insecurity with boastfulness. And when false­ hoods do not bring relief re­ sentment is magnified. Coping As a Way of Life Interrupting this destructive cycle, the Center's staff intro­ duced coping techniques, prob­ lem solving, relaxation exer­ cises and assertiveness training as stress inhibitors. They have proven successful. One certainty all counselors say they have learned is the majority of their clients drink because they are lonely, and have few interests outside of work to occupy their time. Directly across the river from the ARC, clients attend art classes twice weekly at the Harry Lundeberg School. Counselors adopted recovery through crea­ tivity, instructor and counselor Mary Lynn Rogers explained. "Many times, it helps a per­ son to know they can accom­ plish something fulfilling while they are sober, and have fun at the same time. It's something they can take with them and do on the ship when they get bored," she said. Physical education is stressed. Hiking, swimming, bike riding and fishing provide time out and allow Seafarers to gain a greater appreciation of physical fitness. The sixth week clients and counselors work together to make the Seafarer's entrance into society as smooth as possible. Employers are contacted, fam(Continued on next page.) The ARC Counselors Share Their Experiences and Hope ACH DAY, four ARC E counselors, Mary Lynn Rogers, Jesse Logan, Patti Win­ ters and Bill Korber help Sea­ farers in their search for recov­ ery from alcohol addiction. Professionally trained in the field of alcohol abuse the coun­ selors are the guides Seafarers turn to for advice and hope. They lend relief, verbally weav­ ing a thread of oneness into conversations between them­ selves and their clients. They provide visions of hope through their own experiences. "I wasn't sure how it was going to be working with Sea­ farers. I was pleasantly and warmly surprised," Mary Lynn Rogers recalls. Hef choice df words is a delicate rumination. She pauses to reimfe ideas midsentence. • Jesse's voice is gravelly, his conversation smooth. His is the longest tenure, arriving at the Center in 1978. Mary Lynn Rog­ ers came in 1979. "I wanted to work where I would have longer contact with the residents. I thought, this is going to be a challenge. These Seafarers are tough customers and I wanted to work with them,'' Jesse remembers. He is a 32-year veteran of recovery. She encountered her problems when a job as a com­ puter programmer offered little fulfillment. She switched careers working as a counselor for two years at an emergency hot-Une crises center and then the ARC. Re­ cently awarded Alcohol Abuse Counseling certification fi'om the State of Maryland, a Masters degree is not far into her future. Jesse's professional and aca­ demic experiences in alcohol abuse include the Johns Hop­ kins 18-week^ alcohol therapy training program. Though he be­ lieves his Hopkins' training is the most important aspect of his Counselor Patti Winters shares a quiet aftemoon with a Seafarer at the Alcohol Rehabilitation Center farmhouse. experience, his bacjj^ound in­ cludes 13 years of counseling alcoholics, detox patients and the mentally ill at three hospitals. His approach, the reason for his nickname 'old gravel tongue' is "to put everything on the table, this is what you need to do." Mary Lynn says she sticks to the "tough love" approach. "You can kill a person with kindness with this disease," she says. "Because I care I'm going to tell them things they might not want to hear. "Many times," she contin­ ued, "alcoholics are locked in a shell that only their own unhappiness and problems are there with them. Because of their dis­ ease, they're not able to see anything else. While they're here many are able to come out of their shells. Many find they don't Ij^e to fight this thing by themsdves." Jesse's physical demeanor fits his description of how he thinks clients perceive him. He is re­ laxed and easy, his age told by silvery hair. "I'm firm but I guess I would say I am gentle. I'm like a grandfather to them." He is certain that trust has meant the difference between success or failure in his job. The client has to trust him enough to express all that he is thinking and feeling. Loneliness, Jesse says, is at the root of Seafarer alcoholism. Seamen counselors have done a "terrific job" be­ cause "naturally the seamen counselors could relate to them," Jesse explains. When every attempt has been tried and they have done thenbest, responses sometimes do not match counselors' efforts. Disappointments, not easily for­ gotten, settle in. "The ones who go out and drink again and die— it hurts every time," says Mary Lynn. "The guys have taught me a lot. They've taught me about the human spirit, about endur­ ing and accepting, and about surviving," she said. "Ninety percent of the recov­ ery is the desire of the seaman himself," Jesse •says. "They're going to do it their way and if you let them do it their way it will work. They call me a sur­ vivor and I guess that's what I am. I've talked to over 700 since I've been here. Everyone is dif­ ferent, but the same. Everyone is an afcoholic and that's why we're all here." February 198^/LOG/21 -- • v.. �i- ^'. I I I iiiiil I '' "IP I K^""? K%3> Alcoholism Plays No Favorites, Young and Old Suffer Program Offers Strength, Hope y '• % k (Continued from page 21.) ilies are called and mailed AA literature and urged to partici­ pate in their community AA meetings. Beginnings and Endings A major breakthrough in so­ cial research clearly suggests alcoholism tends to run in fam­ ilies, in a cycle passed from one generation to the next. One such study, a 1981 state­ wide New York report on the children of alcoholics and drug abusers, showed the children of alcoholics are four times more susceptible to alcoholism than the rest of the population. Sup­ porting evidence revealed 58 percent of alcoholics enrolled at New York rehabilitation centers in 1981 were the offspring of alcoholics. Does It Work? -f : -K • -1 ••'- - -•; + . ! t Saying alcoholism is a prob­ lem to be borne by all Seafarers, Paul Hall organized the first la­ bor seminar to explore the topic of alcohol abuse, and draft final recommendations for a treat­ ment center. Yet, one question remains. Has the program been success­ ful? Counselors recall easily the many successes. There is the alcohilhc once in and out of legal and work. He bougj^ a car, ^|lj[en married his fimicde of man^years. He is working at his ^de. There are the older alcoholics, who, because of their addiction, never upgraded. Now they are QMEDs and ABs and cooks and full book members. There are those who daily find moments of serenity. They write letters to coun­ selors, send tokens of friend­ ship, telephone and drop by, amazed by what was, and not wanting to forget where they came from. The end result has seen the fear termed 'separation anxiety' that stuns some clients as they leave the Center for home, when clients feel it hitting the bottom of their stomachs. It is a good sign, because it means they might make it. There are the many . who reached that crucial point in their lives and survived. "An alcoholic is an alcoholic no matter what walk of life he comes from or what profession he is in. If alcohol is causing you problems, you have a problem." rw^HERE are the young and there are the old. There are the worn and ruddy faces and there are the faces that seem too young and too fresh to be struggling with alcoholism. But everyday at the ARC the young ones and the older clients share their common experiences be­ cause booze pays no respect to youth or age. Today^ ARC Director Rick Reisman said, the center is treating more and more younger alcoholics. When the center first opened its doors in 1976, the average age of the clients was 47 years. Today that has dropped to 38 years. It's a national trend. A 1982 New York Times report showed one in six college students with serious drinking problems and alcoholism forced many to drop out of school. Sometimes, Reisman said, it is more difficult for a younger alcoholic to admit to his or her problem. Because they have had fewer years of binges and bouts to experience, it is hard for them to acknowledge that they cannot handle any amount of alcohol at Denial therapy becomes a much more difficult task, Reis­ man explained. Day-by-^y and side-by-side at the Cen^r, both the young and the old walk that fine line between success and failure to­ gether. They realize their ages do not make the difference, be­ cause their illness and their sto­ ries are much the same. There is disappointment and pain. There is anger. And there is always fear. T John O. Glenn takes time out from reading AA literature to tell his poignant story. When Bosun John O. Glenn first decided to try recovery, he felt his life slipping into hope­ lessness. Recently logged be­ cause of his addiction, he de­ cided to go through detoxification and the ARC program. He began drinking when he was 14 in his native Philippines. Now in his mid-30's, a young alcoholic, he said he mixed beer, wine and a fifth of liquor each day for several years. He lost his job, his family and his friends. "I don't have anyone," he said, "because of alcohol. You tell your kids you'll help them with something. And you, start drinking and later forget about it. You never do get around to helping your kid. You do the same thing with your marriage, and with your friends. "When I'm drinking, I know now, that's when the problems come. One of the best jobs I ever had in my life was last^ year. I was shipping out to South America. I dreamed for years about going there. On the third trip, though, I started drinking, continuously, in Valparaiso," Glenn said. He unbuttons the cuffs of his shirt, saying, "Do I look like a vicious man to you?" He an­ swers his own question. "I don't think so." He shows the scars on his arms. Sometimes, it has been writ­ ten, where there is mourning, there is also bravery. He is hopeful his anguish wffi subside as he experiences success. "It's never too late," he says. Today, Clifford Akers says he thanks God for his sobriety. His iis a story of 24 years of heavy drinking. Akers said he was a 'binge' drinker. When he reached "rock bottom" and was referred to the ARC by the Union, his last episode grew into seven weeks in a $50-a-night hotel room in Brooklyn. He said he had wanted to travel the short distance to the Brooklyn Hall to register for work but continually procras­ tinated, "putting it off" until tomorrow. The hardest thing about his dependency was the worthlessness and the guilt he felt, he said. He thought seriously and often about reviving his old sense of self-esteem because his mar­ riage had dissolved and his fi­ nancial situation was bleak. Selfesteem was all he h£ul left, Akers said. After his final night at the hotel, Akers did not have an­ other drink. It was stepping back and taking a look at his past that changed him. Clifford Akers ponders 24 years of alcohol abuse. "I was talking to my girlfriend on a Saturday night and I real­ ized I had nothing to drink for Sunday," Akers explained. "I had to he to my girlfriend bpcause she didn't want me to drink and so I said I was going out for the Sunday paper, ^en I got back, she was still awake. I knew then I couldn't take the bottle up. So I hid the bot^ iflf the garbage cair ia tlMH^ aKtey. And later, when she went to sleep I went out and got the bottle." He said the evening reminded him of other times in his life when he hid bottles and stayed in run-down motel rooms, pre­ tending to family smd friends that he was attending AA meet­ ings. He would not go back to those days. But he thought ^ain. Nothing had really changed. Discussing how his life has been transformed since his en­ rollment at the ARC Akers re­ marked, "When I'm sober I'm quiet. I help people. I drove to the airport to take someone to detox in Baltimore yesterday, and I felt good. I felt really good." He wonders whether his neighbors will like his new-found sobriety. He used to buy them porterhouse steaks and expen­ sive liquor, he said. And then with a quiet resiliency he mused, "The people who are going to be really disappointed are the people who own that liquor store." 22 / LOG / Febmary 1983 -V- —n �"r=?:.>rT' T ' ; ' : p^' ^ -/- • • I - ' "^4—"7" ••.••. ••' :-.i?«#SW'^;;,i.:;%^,CiV3fe''' r.-s-i.;-- Fire Gutted Former Uberian Ship Adonis Lives to Sail Again rpAKING ADVANTAGE of a rarely used U.S. law governing X wrecked vessels Apex Tankers, an SlU-contracted company, recently took possession of the tanker Adonis. About six months ago, the vessel was severely damaged by a fire which engulfed her accommodations section and a good portion of the tanker's engine room. After the fire was extinguished, tugboats«from the port of Baltimore were able to tow the stricken vessel back to the harbor. The Liberian-flag company that previously owned the Adonis thought the vessel would be too costly to repair; consequently, Apex was then able to obtain the abandoned ship and bring her under U.S. registry. The Adonis was outfitted with a totally new deckhouse and other new equipment. —After undergoing sea trials outside of Baltimore in December, the tanker was declared fit for duty and put into service with a crew of SIU Seafarers. In early February, she sailed from Philadelphia enroute to Panama. The Adonis was rebuilt in the Key Highway Shipyard in Baltimore. At present it appears she will be the last vessel to leave from that yard as it was closed immediately following the departure. GSU Timothy Ellis (1.) and OS Walter Fllleman were found in the messhall as the Adonis waited for a sailing time. OS Roland Muir was all smiles coffee time. — Bosun Jim Sheets unpacks his bags in one of ship's spacious fo'c's'les. Marine Firemen Re-Elect DIsley, Shoup, and Agents the rebuilt tanker Adon/s (Apex) awaits sea trials in the key Highway Shipyard in'Baltimore. The tanker was outfitted with a new accommo­ dations section, as well as a brand new paint job. The membership of the Ma­ rine Firemen, Oilers, Watertenders and Wipers Union re-elected a slate of union officer candi­ dates for 1983-84, except in one instance. A Tallying Committee was elected at the membership meeting in San Francisco on Feb. 7, and the results of the election were announced Feb. 8. Re-elected were President Henry "Whitey" Disley, Vice President B. C. "Whitey" Shoup, Treasurer Joel E. Personals ARTHUR NUNN Will Arthur.Nunn, or anyb<kly knowing the whereabouts of Arthur Nunn, please contact Mrs. Viola Nunn, 4401 Roland Ave., Baltimore, Md. 21210, or telephone (301) 243-4919. Standing in the Adonis' gleaming galley are (l.-r.) Chief Steward Robert Outlaw, GSU John Niemiera. SIU Baltimore Port Agent George Costango and Chief Cook Clarence Jones. A.TOUSIGNANT Please contact the Editor of the LOG as soon as possible. McCrum, San Francisco Busi­ ness Agent Bobby Iwata, Se­ attle Port Agent Wak von Pressentin, Wilmington Port Agents Bernard "Bemie" J. Carpenter, Wilmington Business Agent Sol Ayoob and Honolulu Port Agent Marvin "Lucky" Honig. Incumbent Seattle Business Agent C. C. "Blackie" Rodgers was defeated for the office by Robert G. Ki;nball. Also elected were four can- / didates for the Board of Trust­ ees and four delegate candidates to the SIU Convention. LANCE BAILEY Anyone sailing on the S.S. Aguadilla in 1980 who knew. Lance Bailey, nickname "Mon­ tana," please contact Terry Burnett, Route 5, Box 80, Jas­ per, Ala. 35501. W. SHACKELFORD Please contact Mr. Gregory E. Haynie as soon as possible at (602) 272-7234 or by writing to 4018 W. Coronado Rd., Phoe­ nix, Ariz. 85009. Deposit in the SIU Blood Bank—It's Your Life February 1983/LOG/23 �Titan Navigation's magnificent bulker the Star of Texas is nudged gen«y to her berth by the tug Kings Point (Curtis Bay Towing) upon arrival in Baltimore. -" One well Informed member of the Star's crew Is hard-working AB Winston "WInky" Shanki That's QMED Allison Hebert looking happy. faking her first visit of the J^Anew year to the port of Baltimore was the SlU-crewed bulk carrier Star of Texas (Titan Navigation). ^ The 36,000 dwt vessel had returned from Haifa, Israel with a load of soybeans and was now preparing to take on a cargo of com bound for Alexandria, Egypt. In the year since the Star of Texas made her maiden voyage the big bulker has quickly eamed a reputation as a 'good feeder'; this is largely due to the efforts of Chief Cook Willy Grant and his galley Crew from Jackson­ ville, Fla. Everyone from the Chief Mate on down had words of praise for Willy aiid his gang. AB J. Cheshire c^ed Willy "the best Chief Cook in the SIU." Others pointed out that Willy and company had "really put out a spread for the Thanksgiv­ ing, Christmas and New Year's holidays," and made the season a truly joyous one for all oh board. Besides Chief Cook Grant the Star's galley crew consists of Chief Steward Billy Russell, third cook Nazareth Battle and GSU Lisa Wright. ; ; M/V Star of Texas was the second of three 59()-foot bulk carriers to be built for Titan Navigation. The third vpseT, Spirit of Texas, recently left the shipyard in Houston, Texas on the maiden voyage and is the subject of a special feature ar­ ticle in this month's LOG. Chlef Cook Willy Grant (left) and third cook Nqzareth "Stagger Lee" Battle stand In the galley with one of their well fed shipmates—QMED Leroy Williams. 24/LOG/February 1983 M- �The Star of Texas ship's committee gathered in the messroom for this photo last month. From left are Chief Cook Willie Grant; Third Cook Nazareth Battle, steward delegate; Chief Steward Billy Russell, ship's secretary; Bosun J/Valter Kompton, ship's chairman; QMED Allison Hebert, engine delegate, and Able Seaman J. Cheshire, deck delegate. bi® • m- ...' ; »'T QMED Aaron Thaxton mans the cx)ntrol board of the Star of Jexas. About to devour a juicy New York strip is AB Bobby Riddick. A Reminder: SlU Headquarters Is Now Located In Washington SlU Patrolman Al Raymond (I.) and Deck/Engine Utility Luther Wells stopped in the passageway for a photograph. The new headquarters of the phone number of the Seafarers Seafarers Intemational Union is Headquarters: now located in Washington, D.C. Seafarers International Union Ail Union business formerly con­ 5201 Auth Way ducted at the SlU's old head­ Camp Springs, Md. 20746 quarters in Brooklyn is now being handled at the new headquar­ Phone:(301)899-0675 ters. Here is the new address and February 1983/LOG/25 I.:" \ �Dlgesi of Ships NeeSings il t. t- r .1 ilil' m < 'ffl ^' ' f ,a r BALTIMORE (Sea-Land Service), December 29—Chairman Richard Kidd; Secretary W. Wrotan; Educationai Di­ rector W. J. Dunnigan. No disputed OT. The chairman reports that every­ thing is runriing smoothiy. The ship Is scheduied to go on Crescent Run be­ tween Jan. 10 and 15. A telegram was received from headquarters regarding cost:pf-living raises, and the shipping rules pertaining to "B" and "C" mem­ bers were read and posted. The crew expressed appreciation to the Baptist Seamen's Mission in Baltimore and the Seamen's Church institute of New York and New Jersey for Christmas gifts received onboard, and a vote of thanks was given to the steward de­ partment for the excellent holiday din­ ners prepared and sen/ed on this voy­ age. Members obsenred one minute of silence in memory of our departed brothers. Payoff is scheduied at the next port; Port Elizabeth. T.T. BROOKLYN (Anndep SS Corp.), December 26—Chairman W. MacArthur; Secretary E. Wiggins; Ed­ ucationai Director J. Scuteri; Deck Del­ egate C. Smith; Engine Delegate C. Merritt; Steward Delegate H. McBride. No disputed OT. The $60 in the ship's fund is in the safe-keeping of the bo­ sun. This ship will be laying up in Uisan, Korea for about four months. The chairman reports that he has no confirmation as to when crewmembers will be able to leave Korea. He will send a message to the Korean agent requesting information about repatri­ ation. Payoff will probably take place at the Los Angeles airport around Jan. 4. The captain requests crew to re­ move everything from their rooms be­ fore leaving the ship since all rooms will be worked on during lay-up. Linen and keys should be turned In and the rooms left unlocked. A discussion was held by crew to decide on the dispo­ sition of the ship's fund, it was agreed to donate the full amount to the Mer­ chant Marine Library institute. Another subject brought up concerned educa­ tionai films made by the Union, and whether they could be made available for showings on ships. Next port: Ui­ san, Korea. COVE MARINER (Cove Shipping Corp.), October 23—Chairman Fred­ die Goethe; Secretary John S. Burke Sr.; Educational Director Clarence D. Crowder. No disputed OT. Communi­ cations were posted for ail to read. The chairman reminded crewmembers that if they have complaints, they should attend the ship's meetings—not take them directly to the chairman. He also advised ail members to take advan­ tage of the scholarships offered by the Union, and stressed the importance of donating to SPAD to help keep the Union strong in politics. A suggestion was made to all hands to help keep the messhaii and pantry clean, and also to dean the washing machine filters. The Cove Mariner is a newiyacquired SlU ship, and a lot of things are missing onboard which will have to be taken care of in the future. Crew would like the company to put chairs 26 / LOG / February 1983 given to the steward department for their good work this trip. New movies wili be obtained at the next port: Osaka, Japan. in the crew mess instead of benches, and they also would like a new antenna and video cassette. Next port: Hous­ ton. DEL SOL (Delta SS Co.), Novem­ ber 7—Chairman George Annis; Sec­ retary William P. Kaiser; Educationai Director Donald Peterson; Deck Dei-, egate M. Peli; Engine Delegate R. Rodgers; Steward Delegate i. Gray. A number of disputed OT hours was reported in the deck and steward de­ partments. $130 was collected for cas­ sette movies. Ail have enjoyed George Annis's cassettes which he scheduied every day of the voyage. The chairman reports that the Del Sol has not re­ ceived any communications from headquarters or elsewhere. There is rumor of a lay-up but this has not been confirmed to the captain by the com­ pany. if this does occur, crewmembers wili receive 24 hours' notice and will receive transportation back to their ports of employment. Bill Kaiser wishes to thank ail brothers for a good voyage, and Michael Peli wishes to give the cooks a vote of thanks for the "good eats." One minute of silence was ob­ served in memory of our departed brothers. Next port; New Orleans. (Ed­ itor's note.- Bill Kaiser died soon after getting off the Del Sol. See January 1983 issue of the LOG.) Bosun R. D. Schwarz and Steward Guy De Baere at the pool party aboard the LNG Gemini. GROTON (Apex Marine Co.), De­ cember 19—Chairmari Christos Florous; Secretary M. Deioatch; Educa­ tionai Director A. Gardner; Steward Delegate Ronald E. DawSey. No dis­ puted OT. Everything is running smoothiy in ail departments. The sec­ retary reported that the ship will have its end-of-the-year payoff this trip in Stapleton, N.Y. Tax statements can then be sent out. The educationai di­ rector reported on matters of safety aboard ship, stressing that watertight doors should be secured at all times. Thanks were given all around: to the deck department for keeping the galley and messrooms clean at night, and to the steward department for their great meals. Next port: Stapleton, N.Y. DELTA SUD (Delta 88 Co.), De­ cember 26—Chairman A. McGinnis; Secretary E. Vieira; Educational Direc­ tor J. C. Dial; Deck Delegate C. Collins; LNG LEO (Energy Transportation Corp.), January 2—Chairman M. B. Woods; Secretary Henry Jones; Deck Delegate Bruce Smith; Engine Dele- Engine Delegate F. Conway; Steward Delegate S. Prusinski. Some disputed OT in the deck department. The chair­ man reported a good voyage. He re­ minded crewmembers to lock up ail souvenirs for safekeeping, and to those getting off at the next port he asked them to be sure to leave a clean room. He also stressed the importance of donating to SPAD; anyone who is interested can pick up a SPAD ticket for the coming year from the boarding patrolman. A vote of thanks was given to the steward department for turning out a fine Christmas dinner. Next port: New Orleans. gate Leggette Jones; Steward Dele­ gate Mike Ruggiero Jr. No disputed OT. At the present time there is $240 in the ship's fund. The chairman stressed the importance of donating to SPAD and also impressed upon crewmembers the opportunities for up­ grading at Piney Point, it was reported that a new PAC-MAN game had been purchased for the ship in Singapore which is both fun to play and adds to the ship's fund. Several words of cau­ tion were given to the crew as to running on deck, slamming doors, keeping radios turned down low, and basically respecting fellow shipmates at ail times. Crew were also cautioned to avoid people selling them any items in Arun. The chairman expressed his thanks to the steward department for their hard work in putting out good meals during the voyage. Next port: Himeji, Japan. LNG GEMINI (Energy Transpor­ tation Corp.), January 9—Chairman Robert D. Schwarz; Secretary Guy De Baere; Educationai Director L. Gordon; Deck Delegate V. Beata; Engine Del­ egate W. Davidson; Steward Delegate David Pappas. No disputed OT. $409 is currently in the ship's fund. No beefs were brought up this voyage. The chairman reported that the ship is a clean one, and asked crew to help keep it that way. A vote of thanks was OGDEN CHAMPION (Ogden Ma­ rine), December 23—Chairman O. Hernandez; Secretary R. de Boissiere; Educationai Director Daniel D. Breaux; Deck Delegate H. D. Jackson; Steward Delegate James H. Gieaton. No dis­ puted OT. "Safety is everybody's job," reported the chairman. A safety control man sailed with the Champ/on and showed some films and some of the latest developments in safety. He ad­ vised crewmembers to know their equipment—"The life you save may well be your own or that of your buddy." He asked the crew to work together to achieve a 100 percent safety factor aboard this ship. The educationai di­ rector reminded members about up­ grading at Piney Point by asking them to look to the future. "The road to success is through education, so put in that application to Piney Point. Do it now, not later." Crew were also asked to write tireir congressmen about their desire for a strong merchant ma­ rine, stressing the fact that unless the U.S. builds more ships with American crews, many more people face the unemployment lines. A special vote of thanks was given to Chief Steward R. de Boissiere, Chief Cook James Giea­ ton, and Baker Joe Clark for the ex­ cellent holiday meals: chilled wine, exotic meats, and superb pastries— "better than the Waldorf Astoria." Thanks also went to Bosun O. Her­ nandez and the deck department for making this "the best ship in the fleet." And to the engine room gang: "When you have the best you know it." The crew of the S/S Ogden Champion wish President Frank Drozak and the SlU staff and the LOG a very merry Christ­ mas and a happy New Year. OGDEN CHARGER (Ogden Ma­ rine), December 23—Chairman Frank Schwarz; Secretary S. Gutierez; Ed­ ucationai Director Babson. No dis­ puted OT. Since arriving in Fort Lau­ derdale, the Ogden Charger has been at anchor waiting for cargo. There has i been no launch service for five days. Until one is started, all brothers voted to put in 16 hours of overtime per day. Crewmembers would like the air con­ ditioning to be turned on at night as the rooms get very hot. They would also like a new TV antenna and repair of the radio antenna. A vote of thanks was given to our Union officials for helping us get a two percent cost-pfliving increase—just when our people need it most—and to the steward de­ partment for a fine Christmas dinner. Next port: Bayway, N.J. OGDEN LEADER (Ogdep. Ma­ rine), December ^6—Chairman P. Butterworth; Secretary Neville Jones. No disputed OT. $180 is in the ship's fund for the video machine. The chair­ man advised crewmembers that if they want to know what's going on in the SlU, they should read the LOG. He also stressed the importance of do­ nating to SPAD. The two percent COLA wage increase is one result of SPAD contributions. SlU is stiii the most pow­ erful maritime union in America. The chairman also sent a letter to Red Campbell recommending that prior to the next contract negotiations session the SiU contract department consider increasing the present rate of Main­ tenance & Cure. The chief pumpman . discussed the importance of deck co­ operation, and a vote of thanks was given to the steward department for the fine Christmas dinner. Next port: New York. (Conitinued on next page.) �-1^ ••^.r;*--=T--f.-/V- OVERSEAS NEW YORK (Mari­ time Overseas), December 23—Chair­ man Doke Eilette; Secretary Ezekiel M. Hagger; Educational Director G. Watson. No disputed OT. The chair­ man reports that all is going well. The captain is going on vacation and the crew wish him well. Payoff is sched­ uled in St. James. The secretary thanked everyone for their cooperation during the voyage, and the educational director urged all those who have the seatime to upgrade at Piney Point. Crew were reminded to keep their radios tumed down, not to slam doors, and to help keep the messroom clean. A vote of thanks was given to the steward department for a job well done, and the chairman wished everyone a merry Christmas and a happy New Year. Crewmembers stood for one minute of silence for our departed brothers. OVERSEAS WASHINGTON (Maritime Overseas), January 7— Chairman Michael Ventry; Secretary Cesar A. Guerra; Educational Director H. S. Buttler; Engine Delegate Michael W. Hall; Steward Delegate Teddy E. Aldridge. Some disputed OT in the engine department. Recertified Bosun Ventry reports that after loading two barges the ship will move to Port Arthur to finish unloading and for payoff. The patrolman will be at payoff and the chairman requests that all members report any unsafe conditions onboard to him or the head of their department. Recertified Steward Guerra said that past meeting minutes and crew lists were sent to headquarters. Crewmem­ bers were advised to read the LOG for better information about our Union and to apply to Piney Point "for a better tomorrow." A vote of thanks was given to the bosun and his gang for a job well done painting the dry store­ room and galley deck. The bosun and all the brothers gave a vote of thanks to the steward department for the won­ derful dinners on Thanksgiving and Christmas. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Port Arthur. M/V PATRIOT (Ocean Canriers), December 27—Chairman Howard C. Knox; Secretary Henry W. Roberts; Educational Director T. Kidd; Deck Delegate K. Koutouras; Engine Dele­ gate Frank Tymczyszyn; Steward Del­ egate Mark McGill. Some disputed OT Digest of Ships Meetings in the steward department. The chair­ man reported that the last payoff of the year will be on Dec. 31, and the first of the new year will be on Jan. 20. The November LOG was re­ ceived—the first LOG onboard in quite a while. Cooperation was asked of crew in helping to keep all areas clean, and it was agreed that something needs to be done about the poor launch service this trip. A vote of thanks was given to the steward department for providing a really delicious Christmas dinner for the crew. Next port: Diego Garcia. ROSE CITY (Apex Marine), De­ cember 19—Chairman Perry H. Greenwood; Secretary Norman Ev­ ans; Educational Director W. Christo­ pher; Deck Delegate C. A. Barrett; Engine Delegate W. B. Butt; Steward Delegate R. R. Poovey. No disputed OT. Effective Dec. 16, 1982, we re­ ceived a two percent cost of living raise, the chairman reported. It is very important for those who have the seatime to upgrade at Piney Point as soon as possible. Brother R. Smith was taken off at the Suez Canal due to illness. The steward department was given a vote of thanks from thg^rew. Next ports: Dumai and Anacx^^^ SAN PEDRO (Sea-Land Service), December 27—Chairman J. Delgado; Secretary A. Gregoire. No disputed OT. The ship is scheduled to pay off Dec. 30. Members were asked to be sure and have their correct social se­ curity number and to know how much seatime they have. This will also help the Union know when a man has to get off. The steward reminded crew to turn in all linen when going ashore. According to the old repair list, nothing has been done about the washer/dryer and the air-conditioning. The steward gave a vote of thanks to all depart­ ments for keeping the ship clean and for being good shipmates, and the steward department was given a vote of thanks for the good Christmas meals. Next port: Elizabeth, N.J. ST. LOUIS (Sea-Land Service), January 3—Chairman John McHale; Secretary Humberto Ortiz; Educational Director J. Speers. No disputed OT. The chairman reports that this has been a smooth voyage with all three departments working well together; all aboard appear to be happy. The sec­ retary stressed the importance of do­ nating to SPAD. With the Reagan administration's cutting of maritime programs and eliminating the U.S. Public Health Hospitals, we need our staff in Washington to help fight for our job security. The crewmembers of the St. Louis wish to report to the LOG that they are proud to have the new headquarters in the Washington, D.C. area and are pleased with how Pres­ ident Drozak is working for them. A vote of thanks was given to the steward department for a job well done, es­ pecially for the wonderful holiday meals. LNG TAURUS (Energy Transpor­ tation Corp.), January 3—Chairman T. Brooks; Secretary R. F. Frazier; Edu­ cational Director D. Brass; Deck Del­ egate R. Munroe; Engine Delegate D. Orsini; Steward Delegate G. Taylor. Some disputed OT in the deck de­ partment. There is $777 in the ship's fund. Several communications were read and posted, including a letter and telex about the COLA wage increase as well as a telex regarding the use of narcotics on ships. A reply from "Red" Campbell was also read with regard to raising the seatime limit from 120 to 125 days or lowering the vacation requirement from 125 to 120 days for LNG ships. Bosuri Brooks, who joined the ship at the last port in Japan, reported that this query had been mailed in numerous times before from various LNG ships but that no change could be made at this time. He also stated that although he had just come aboard, things looked quite good in all depart­ ments. Secretary Frazier brought up the importance of upgrading at Piney Point—important to seafarers and their job security, and important to the Union. A majority of crewmembers voted to move the exercise equipment to an­ other location due to excessive noise created while others are trying to sleep. They're also looking into the possibility of getting a separate TV for^use with the Atari game. The crew was pleased to see SlU patrolman Raleigh Minix aboard the ship. He warned about the possibility of contract loss if narcotics incidents occur on our ships. He said he would make visits as often as pos­ sible. THOMPSON PASS (Interocean Management), December 19—Chair­ man William J. Moore; Secretary Ad­ rian Delaney; Educational Director Don D. White. No disputed OT. A telegram was received from SlU President Frank Drozak regarding "B" and "C" senior­ ity, and a discussion was held conceming the present shipping rules. The chairman will communicate with head­ quarters and will report back to the crew at the next meeting. A vote of thanks was given to tfie steward de­ partment for the fine food prepared and served during the holidays. A spe­ cial note of thanks and appreciation was given to Patrice Kucharski, wife of the chief mate, who volunteered to decorate the crew and officers' lounges. the respective messhalls, and both Christmas trees. She also shared all her homemade cookies and Christmas cakes and "created a warm yuletide atmosphere aboard the ship this holi­ day season." Sincerest thanks to her from all of the crew. - ;-v WALTER RICE (Reynolds Metals Co.), December 5—Chairman E. Lasoya; Secretary T. J. Smith; Educa­ tional Director N. Rivas; Deck Delegate W. Robertson; Steward Delegate R. S. Pinion. No disputed OT. There is $12 in the movie fund. Everything is running smoothly in all departments. Arrival in Jacksonville will be the moming of Dec. 7. The chairman reminded crew that when getting off the ship, they should give 24 hours' notice. A rescue operation took place on Nov. , 24 at Q530. The officers and crew of the Walter Rice took aboard thirteen officers and crewmembers of the N/V Chrysovalantou (Piraeus, Greece) -fmi' 'mi • t I 5 h- ' i - when their ship's engine room caught on fire. "Well done on the rescue" was the word from the captain to the crew. There is some problem with the wash­ ing machine which will be taken up with the boarding patrolman at payoff. Thanks was given to the crew by the chairman for their help painting the inside decks. Next port: Jacksonville. Officialships minutes were also re­ ceived from the following vessels: BUTTON fiWIIWET IMCtflHCORN I'll covEUBomr DaHOiTE Daom - ••'il Oa VALUE DaiAIMR MMMETTE LMUiM IVKTORY IflN ONB WJtBIM OaOBIinKN •VBWtt ALICE IWBIKMMETIC IIUTJIUE iWTAGMB SANTA! IEATIU STAR OF TEXAS February 1983/LOG/27 �•V T T iv % Legal Aid In the event that any SlU memtiers have legal problems In the various ports, a list of attorneys whom they can consult Is being published. The member need not choose the recom­ mended attorneys and this list Is In­ tended only for Informational pur­ poses: NEW YORK, NEW YORK Schulman & Abarbanel 358 Fifth Avenue New York, New York 10001 Tele. # (212) 279-9200 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engeiman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Md. 21201 Tele. # (301) 539-6967 CHICAGO, ILL. Katz & Friedman 7 South Deartxim Street Chicago, III. 60603 Tele. # (312) 263-6330 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Mich. 48822 Tele. # (313) 532-1220 GLOUCESTER, MASS. Orlando & White 1 Western Avenue Gloucester, Mass. 01930 Tele. # (617) 283-8100 HOUSTON, TEXAS Archer, Peterson and Waldner 1801 Main St. (at Jefferson) Suite 510 Houston, Texas 77002 Tele. # (713) 659-4455 & Tele. # (813) 879-9842 t LOS ANGELES, CALIF. Fogel, Rothschild, Feldmari & Ostrov 5900 Wilshire Boulevard, Suite 2600 Los Angeles, Calif. 90036 Tele. # (213) 937-6250 WILMINGTON, CAUF. Fogel, Rothschild, Feldman & Ostrov 239 South Avalon Wilmington, Calif. 90744^ Tele. # (213) 834-2546 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Ala. 36602 Tele. # (205) 433-4904 I ~ it : NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 14(K) Richards Building 837 Gravier Street New Orleans, La. 70112 Tele. # (504) 586-9395 PHILADELPHIA, PA. Kirschner, Walters, Willig, Weinberg & Dempsey Suite 110 1429 Walnut Street Philadelphia, Pa. 19102 Tele. # (215) 569-8900 ST. LOUIS, MO. Gruenlierg, Sounders & Levine Suite 905—Chemical Building 721 Olive Street St. Louis, Missouri 63101 Tele. # (314) 231-7440 SAN FRANCISCO, CALIF. John Paul Jennings Henning, Walsh & Ritchie A 100 Bush Street, Suite 440 San Francisco, Calif. 94104 Tel|. # (415) 981-4400 SEATTLE, WASH. Davies, Roberts, Reid, Anderson & Wacker 100 West Harrison Plaza Seattle, Wash. 98119 Tele. # (206) 285-3610 TAMPA, FLA. Hamilton & Douglas, P. A. 2620 West Kennedy Boulevard Tampa, Florida 33609 Tele. # (813) 879-9842 28/LOG/February 1983 Courage and Safety Awards To SlU Members A nominee must be a U.S. National Safety Council, Ma­ Heroic and safety-minded SIU members have a chance to earn some recognition. But they bet­ ter act quickly as the deadline for three awards are rapidly ap­ proaching. SIU President Frank Drozak is a member of the select com­ mittee evaluating nominations for the American Merchant Ma­ rine Seamanship Trophy. Mar­ itime Administrator Harold E. Shear is the chairman of the committee charged with select­ ing the winner. The award, which has been presented to only 16 seamen in the last 20 years, honors a "dis­ tinguished feat of professional competence in the presence of extreme peril to life or property, or an outstanding feat of sea­ manship exemplifying the high­ est standards of professional competence under severe, ad­ verse weather conditions," ac­ cording to the committee. citizen who performed the feat while serving aboard a U.S.-flag vessel, yacht or other small craft during the calendar year 1982. All nominations must be re­ ceived by March 10, 1983 by the Secretariat, American Mer­ chant Seamanship Trophy, U.S. Merchant Marine Academy, Kings Point, N.Y. 11024. Nominations should include the name of the candidate; ves­ sel and owner; date, time and place of the incident; and weather conditions. Any other pertinent information or documentation should accompany the nomi­ nation. The other two contests are sponsored by the American In­ stitute of Merchant Shipping. The contests are the Ship Safety Achievements and Jones F. Devlin Awards. The Ship Safety Achievement Award is co-sponsored by the rine Division. The awards are for all vessels in the Americanflag merchant marine which have performed outstanding feats of rescue or shown seamanship which illustrates the high safety standards in the nation's fleet. Entries will be received until March 18. The Jones F. Devlin Awards are given to any self-propelled American-flag vessel which op­ erates for two consecutive years without a crewmember losing a full turn at watch because of an occupational injury. Entries will be accepted until April 15. Entries for both contests should be sent to Barbara D. Burke, director of public and legislative affairs, American In­ stitute of Merchant Shipping, 1625 K St., N.W., Suite 1000, Washington, D.C. 20006. Dispatchers Report for Inland Waters JAN. 1-31, 1983 'TOTAL REGISTERED All Groups Class A Class B Class C Port • ^ Gloucester New York ...i. Philadelphia Baltimore...i\..:... Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington i.,. r. .T. Seattle Puerto Rico Houston ...; Algonac St. Louis Piney Point ., Totals TOTAL SHIPPED All Groups Class A Class B Class C "REGISTERED ON BEAcif' All Groups Class A Class B Class C D Q 5 0 6 0 24 0 0 2 0 0 0 0 1 0 2 0 0 0 0 0 0 5 0 0 0 0 0 0 2 1 0 0 0 0 0 0 7 0 10 DEtiK DEPARTMENT 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 (r 0 1 2 0 0 0 0 0 0 0 0 0 1 0 0 3 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 13 0 6 0 49 Port Gloucester New York;.... .TT^r.". .r.^7TT. ."r.r7T:TTT. Philadelphia.. .• Baltimore Norfolk Mobile New Orleans Jacksonville ;..... San Francisco Wilmington Seattle '. Puerto Rico :.... Houston Algonac St. Louis Piney Point Totals.?: 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 2 0 0 1 0 0 0 0 1 0 0 0 0 1 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ENGINE DEPARTMENT 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 Q 0 0 0 0 1 0 0 2 0 0 0 4 0 0 0 0 0 1 0 1 0 0 0 0 1 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Port Gloucester New York. Philadelphia... Baltimore Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Algonac St. Louis Piney Point Totals 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 STEWARD DEPA^ENT 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 . 0 0 0 0 0 0 0 1 1 0 0 0 0 1 0 0 0 3 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 56 23 20 .* ..;.... ; ..... ..............., 1 2 0 0 1 0 s Totals All Departmants. 28 10 10 * "Total Registered" means the number of men who actuaily registered for shipping at the port last month. " "Registered on the Beach" means the total number of men registered at the port at the end of last month. 2 0 0 1 4 0 2 3 4 0 15 0 ' 0 " 0 0 2 0 2 0 0 1 0 . .. ' ..r.84 0 ,0 5 -4 M) 0 0 0 2 0 0 0 0 11 0 0 18 20 �It's That Time of Year Agair> Here's Some Help Some General Information In Filing Your Tax Return It's that time of year again. Uncle Sam is on his way, looking for his tax money. April 15 is the magic date. If you file later than that, you could be slapped vtith penalties, unless you secure an extension from the ERS. Remember, the earlier you file, the sooner you will receive your refund. If you are one of those unlucky souls who owes the government money, you have our sympathies. There have been some changes in the tax laws which mightyapply to you. If they do, you may save a few dollars, so read this carefully. Here are some general tips for your 1982 taxes: Who Must File Your income and your filing status generally determine whether or not you must file a tax return. You must fUe a return And your for lf»82, even if you income was , owe no tax; at least; If you were single (this also means legally separated, di­ vorced, or married with a dependent child and living apart from your spouse for all of 1982) and: Under65.... 65 or over $3,300 4,3O0 If you were married filing a joint return and were living with your spouse at the end of 1982 (or on the date your spouse died), and: Both were under 65 One was 65 or over Both were 65 or over 5,400 6,400 7,400 If you were married filing a separate return or married ;bu( were not living with your spouse at the end of 1982 ... 1,000 If you could be claimed as a dependent on your parents' return, and had taxable divi­ dends, interest, or other un­ earned income of $1,000 or more 1,000 If you were a qualifying widow(er) with a dependent child and: Under 65........... 65 or over 4,400 5,400 If you could exclude income from sources within U.S. possessions dent aliens who are married to citizens or residents of the United States at the end of 1982 and who file a joint return under Special Rule for Aliens. Note: Different rules apply if you were a nonresident alien at any time during 1982 (unless you file a joint return as mentioned above). You may have to file Form 1040NR, U.S. Nonresident Alien Income Tax Return. Also get Publication 519, U.S. Tax Guide for Aliens. • . ' Who Should File 1,000 If you were self-employed and your net earnings from this work were at least $400 If you received any advance earned income credit (EIC) payments from your employer(s) during 1982 Even if your income was less than the amounts shown above, you must file a return if you owe any taxes, such as: • PICA (Social Security) on tips you did not report to your employer. • Minimum Tax. • Tax on an IRA (Individual Retire­ ment Arrangement). • Tax from recapture of investment credit. These rules apply to all U.S. citizens and resident aliens, including those under 21 years of age. They also apply to those nonresident aliens and resi­ Even if you do not have to file, you should file to get a refund if income tax was withheld from your pay. Also file if you can take the earned income credit. If you file for either of these reasons only, you may be able to use Form 1040A. \^ch Form to FOe You MAY Be Able to UseForm 1040EZ if: • You were single and claim only your personal exemption, • You had only wages, salaries, and tips, and not more than $400 of interest income, and • Your taxable income is less than $50,000. Form 1040A if: • You had only wages, salaries, tips, unemployment compensation, inter­ est, or dividends. AND • Your taxable income is less than $50,000. Since Forms 1040A and 1040EZ are easier to complete than Form 1040, you should use one of them unless Form 1040 lets you pay less tax. However, even if you meet the above tests, you may still have to file Form 1040. You IvroST Use Form 1040 if: • You itemize deductions. • Your spouse files a separate return and itemizes deductions. Exception: You can still use Form 1040A if you have a dependent child and can meet the tests under Married Persons who Live Apart (and Abandoned Spouses). • You can be claimed as a dependent on your parents' return'AND had interest, dividends, or other unearned income of $1,000 or more. • You are a qualifying widow(er) with a dependent child. • You were a nonresident alien during any part of 1982 and do not file a joint return (or Form 1040NR). • You were married to a nonresident alien at the end of 1982 who had U.S. source income and you do not file a joint return. Exception: You can still use Form 1040A if you meet the tests und&r Married Persons Who Live Apart (and Abandoned Spouses). • You receive any non-taxable divi­ dends, or you elect to exclude divi­ dends received undera qualified public utility dividend reinvestment plan. • You take any of the Adjustments to Income shown on Form 1040, lines 23-28, 30, and 31. • You file any of these forms: Form 1040—^ES, Declaration of Esti­ mated Tax for Individuals, for 1982 (or if you want to apply any part of your 1982 overpayment to estimated tax for 1983). Schedule G, Income Averaging. Form 2210, Underpayment of Esti­ mated Tax by Individuals. Form 2555, Fofeign Earned Income. Form 4^, Exclusion of Income from Sources in United States Possessions. • You owe any of the taxes on Form 1040, line 39 or lines 51 through 57. • You claim any of the credits on Form 1040, lines 41-43 and 45-48. • You claim any of the payments on Form 1040, lines 63, 65, 66, or 67. • You are required to fill in Part III of Schedule B for Foreign Accounts and Foreign Trusts. When to FUe You should file as soon as you can after January 1, but not later than April 15, 1983. If you file late,-you may have to pay penalties and interest. If you know that you cannot meet the April 15 deadline, you should ask for an extension on Form 4868, Ap­ plication for Automatic Extension of Time to File U.S. Individual Income Tax Return. If you are living or traveling outside the country on April 15, you can get an automatic two-month extension of time to file. Just attach a statement to your return explaining the details. Where to File Please use the addressed envelope that came with your return. If you do not have an addressed envelope, or if you moved diuing the year, mail your re­ turn to the Internal Revenue Service Center for the place where you live. No street address is needed. Other Information Death of Taxpayer Did the taxpayer die before filing a return for 1982?—If so, the taxpayer's spouse or personal representative must file and sign a return for the person who died if the deceased was required to file a return. A personal represent­ ative can be an executor, administra­ tor, or anyone who is in chmge of the taxpayer's property. If the taxpayer ^d not have to file a return but had tax withheld, a return must be filed to get a refund. (Continued on next page.) ' February 1983/LOG/29 • •" • -Kr. •'U' �Some General Information In Filing Your Tax Retum (Continued from page 29.) If your spouse died in 1982 and you did not remarry in 1982, you can file a joint retum. You can also file a joint return if your spouse died in 1983 before filing a 1982 retum. A joint retum should show your spouse's 1982 income before death, and your income for all of 1982. Write "deceased" and show the date of death in the name and address space of Form 1040. Also write "Filing as surviving spouse" in the area where you sign the retum. If someone else is the personal representative, he or she must also sign. If you are claiming a refund as a surviving spouse filing a joint retum with the decedent and you follow the above instructions, no other form is needed to have the refund issued to you. However, all other filers request­ ing a refund due a decedent must file Form 1310, Statement of Person Claiming Refund Due a Deceased Tax­ payer, to claim the refund. If you want more details, please get Publication 559, Tax Information for Survivors, Executors, and Adminis­ trators. U.S. Citizens Living Abroad Generally, foreign source income must be reported on your retum. Please get Publication 54, Tax Guide for U.S. Citizens Abroad, for more informa­ tion. Volunteer Income Tax Assistance (VITA) and .Tax Counseling for the Elderly (TCE) Free help is available in most com­ munities to lower income, elderly, handicapped, and non-English speak-^ ing individuals in preparing Form 1040EZ, Form 1040A, and basic Form 1040. Call the toll-free telephone num­ ber for your area for the location of 'the volunteer assistance site near you. Unresolved Tax Problems IRS has a Problem Resolution Pro­ gram for taxpayers who have been unable to resolve their problems with IRS. If you have a tax problem you have been unable to resolve through^ normal channels, write to your local IRS District Director or call your local IRS office and ask for Problem Res­ olution assistance. The Problem Resolution Office will take responsibility for your problem and insure that it receives proper at­ tention. Although this office cannot change the tax law or technical deci­ sions, it can frequently clear up mis­ understandings that resulted from pre­ vious contacts. Rounding Off to Whole Dollars You may round off cents to the nearest whole dollar on your return and sched­ ules. But, if you do round off, do so for all the amounts. You can drop amounts under 50 cents. Increase amounts from 50 to 99 cents to the next dollar. For example: $1.39 be­ comes $1 and $2.69 becomes $3. Presidential Election Campaign Fund fc- This fund was established by Congress to support public financing of Presi­ dential election campaigns. 30 / LOG / February 1983 You may have $1 go to the fund by checking the Yes box. On a joint re­ tum, both of you may choose to have $1 go to this fund, or both may choose not to. One may choose to have $1 go to this fund and the other may choose not to. If you check Yes, it will not change the tax or refund shown on your re­ turn. Do not claim this amount as a credit for political contributions on line 44. Filing Status Were. You Single or Married? Consider yourself single if on Decem­ ber 31 you were unmarried or sepa­ rated from your spouse either by di­ vorce or separate maintenance decree and you do not qualify for another filing status. State law governs whether you are married, divorced, or legally separated. If you were married on December 31, consider yourself married for the whole year. If you meet the tests for Married Persons Who Live Apart (and Abandoned. Spouses), you may con­ sider yourself single for the whole year. If your spouse died during 1982, consider yourself married to that spouse for the whole year, unless you remar­ ried before the end of 1982. Married Persons Joint or Separate Returns? Joint Return. In most cases, married couples will pay less tax if they file a joint return. You must report all in­ come, exemptions, deductions, and credits for you and your spouse. Both of you must sign the retum, even if only one of you had income. You and your spouse can file a joint retum even if you did not live together for the whole year. Both of you are responsible for any tax due on a joint retum, so if one of you does not pay, the other may have to. If your spouse died in 1982, or in 1983 before filing a retum for 1982, write in the signature area "Filing as surviving spouse." Also write "de­ ceased' ' after the name of the decedent and show the date of death in the name and address space. Separate Returns. You can file sep­ arate retums if both you and your spouse had income, or if only one of you had income. If you both file, you and your spouse must figure your tax the same way. This means if one itemizes deductions, the other must • itemize. You each report only your own income, exemptions, deductions, and credits, and you are responsible only for the tax due on your own retum. If you file a separate retum, write your spouse's full name in the space after Box 3 and your spouse's social security number in the block provided for that number. If your spouse does not file, check the boxes on line 6b that apply if you can claim the exemptions for your spouse. Deduction for a Married Couple When Both Work If you are married, both of you have eamed income, and you file a joint return for 1982, generally you can deduct 5% of the qualified eamed in­ come of the lesser-eaming spouse. Attach Schedule W (Form 1040) to claim this deduction. New Form 1040EZ If you are single, your income is only from wages, salaries, and tips, and you do not have more than $400 of interest income, you may be able to use the new Form 1040EZ. Get Form 1040EZ to see if you qualify. (You will need the Tax Table in the instmctions for either Form 1040 or Form 1040A to figure your tax.) Tax Rate Reduced The rate of tax for all brackets has been reduced for 1982. However, no additional computation is needed be­ cause the reduction has already been built into the Tax Table and the Tax Rate Schedules for you. of your charitable contributions up to a maximum of $25 ($12.50 if married filing separately) even if you do not itemize your deductions. Income Tax Withholding on Pensions and Annuities Generally, beginning in 1983, income tax will be automatically withheld from your pension or annuity payments as if they were wages. However, you can choose not to have taxes withheld. See Form W-4P for details. Child and Dependent Care Credit Increased The maximum credit for 1982 can be as much as $720 for one qualifying individual and $1,440 for two or more. These amounts decrease as youf ad­ justed gross income goes above $10,0(X). Please see Form 2441 for more infor­ mation. New Rules for Individual Retirement Arrangements (IRAs) Beginning in 1982, you can put up to $2,000 (but not more than your eamed income) in an IRA even if you are covered by your employer's pension plan. New Deduction for Charitable Contributions GeneraUy, in 1982 you can deduct 25% the rates for Single or Married filing a separate retum. You may use this filing status ONLY IF on December 31, 1982, you were unmarried (including certain married persons who live apart) or legally sep­ arated and meet test a or b below: a. You paid more than h^ the cost of keeping up a home which was the principal residence of your father or mother whom you can claim as a dependent. (You must be able to claim this parent as your dependent without a Multiple Support Declaration, but you did not have to live with that parent.) OR b. You paid more than half the cost of keeping up the home in which you lived and in which one of the following also lived all year (except for tempo­ rary absences for vacation or school): 1. Your unmarried child, grand­ child, foster child, or stepchild. (This person did not have to be your dependent.) Note: If you are filing as Head of household because of an unmarried child, grandchild, foster child, or stepchild, who is not your depend­ ent, enter that person's name in the space provided on line 4. Enter only one name. If any other person qual­ ifies you for Head of household, no entry is needed. 2. Your married child, grandchild, foster child, or stepchild. (You must be able to claim this person as your dependent without a Multiple Sup­ Were You a Head of port Declaration.) Household? 3. Any other person listed below whom you can claim as a dependent. There are special tax rates for a person However, this person does not qual­ who can meet the tests for Head of ify you if he or she is your dependent' Household. These rates are lower than New Exclusion of Certain Reinvested Dividends from Public Utility Companies Generally, you can now exclude up to $750 ($1,500 on a joint retum) of the dividends you received under the qu^ified reinvestment plans of public util­ ities. Income Tax Withhoiding on Interest and Dividends Generally, interest and dividends paid after June 30, 1983, wUl be subject to income tax withholding of 10%. How­ ever, certain taxpayers can file a cer­ tificate to be exempt from this with­ holding. See Form W-6 for details on who qualifies for exemption. under a Multiple Support Declara­ tion. Grandparent Brtnlier Sister Stepbrother Stepsister Stepmother Stepfather Mothv»n-law Father-in-law Brother-in-law Sister-in-law Son-in-law Daughter-in-law, or if related by blood: Uncle Aunt Nephew Niece ' Note: If you receive payments under the Aid to Families with Dependent Children (AFDC) program and use them to pay part of the cost of keeping up this home, you may not count these amounts as furnished by you. Were You a Qualifying Widow or Widower With a Dependent Child? If so, you may be able to use joint retum tax rates for 1982. If your spouse died during 1981 or 1980 and you did not remarry before the end of 1982, file a retum for 1982 showing only your own income, ex­ emptions, deductions, and credits. However, you can figure your tax at joint retum rates if you meet all three of the following tests: • You could have filed a joint retum with your spouse for the year your spouse died. (It does not matter whether you actually filed a joint return.) • Your dependent child, stepchild, or foster child lived with you (except for temporary absences for vacation or school). • You paid over half the cost of keep­ ing up the home for this child for the whole year. (Continued on next page.) �Some General Information In Filing Your Tax Return (Continued from page 30.) Exemptions For Yourself You can always take one exemption for yourself. Take two exemptions if you were blind, or 65 or over. Take three exemptions if you were blind and 65 or over. Be sure to check all the boxes on line 6a for the exemptions you can take for yourself. - You can take the extra exemptions for age 65 or over and blindness only for yourself and your spouse. You cannot take them for dependents. Age and blindness are determined as of December 31. However, if your 65th birthday was on January 1, 1983, you caiv-take the extra exemption for age for 1982. For Your Spouse j You can take exemptions for your spouse if you file a joint return. If you file a separate return you can take your spouse's exemptions only if your spouse is not filing a return, had no income, and was not the dependent of someone else. Your spouse's exemptions are like your own. Take one exemption if your spouse was neither blind nor 65 or over. Tzike two exemptions if he or she was blind or 65 or over. Take three exemptions if blind and 65 or over. Be sure to check all the boxes on line 6b for the exemptions you can take for your spouse. If at the end of 1982, you were divorced or legally separated, you can­ not take an exemption for your former spouse. If you were separated by a divorce that is not final (interlocutory decree), you may take an exemption for your spouse if you file a joint return. If your spouse died during 1982 and you did not remarry before the end of 1982, check the boxes for the exemp­ tions you could have taken for your spouse on the date of death. Children and Other Dependents Please enter on line 6c the first names of your dependent children who lived with you. Fill in the total number in the box to the right of the arrow. Please enter on line 6d the full names and other information for your other dependents including your dependent children who did not live with you. Fill in the total number in the box to the right of the arrow. Each person you claim as a depend­ ent has to meet ALL five of these tests: a. income; b. support; c. married dependent; d. citizenship or residence; and e. relationship. These tests are explained below. a. Income The dependent received less than $1,000 gross income. (This test does not have to be met for your child who was under 19 at the end of the year, or a full-time student at least five months of the year). Note: Gross income does not include nontaxable benefits such as social se­ curity or welfare benefits. b. Support The dependent received over half of his or her support from you, or is treated as receiving over half of his or her support from you, under the rules for Children of Divorced or Separated Parents, or Dependent Supported by Two or More Taxpayers. If you file a joint return, the support can be from you or your spouse. In figuring total support, you must include money the dependent used for his or her own support, even if this money was not taxable (for example. Social Security benefits, gifts, savings, welfare benefits, etc.). If your child was a student, do not include amounts he or she received as scholarships. Support includes items such as food, a place to live, clothes, medical and dental care, and education. In figuring support, use the actual cost of these items. However, the cost of a place to live is figured at its fair rental value. Do not include in support items such as income and social security taxes, premiums for life insurance, or funeral expenses. Capital items—Yon must include capital items such as a car or furniture in figuring support, but only if they are actually given to, or bought by, the dependent for his or her use or benefit. Do not include the cost of a capital item such as furniture for the household or for use by persons other than the dependent. If you care for a foster child, see Publication 501, Exemptions, for spe­ cial rules that apply. c. Married Dependent The dependent did not file a joint return with his or her spouse. How­ ever, if neither the dependent nor the dependent's spouse is.required to file, but they file a joint return to get a refund of tax withheld, you may claim him or her if the other four tests are met. d. Citizenship or Residence The dependent was a citizen or resi­ dent of the United States, a resident of Canada or Mexico, or an alien child adopted by and living with a U.S. citizen in a foreign country. e. Relationship The dependent met test 1. or 2. below. 1. Was related to you (or your spouse if you are filing a joint return) in one of the following ways: Child Stepchild Mother Father Grandparent Brother Sister Grandchild Stepbrother Stepsister Stepmother Stepfather Mother-in-law Father-in-law Brother-in-law Sister-in-law Son-in-law Daughter-in-law or, if related by blood: Uncle Aunt Nephew Niece 2. Was any other person who lived in your home as a member of your household for the whole year. A person is not a member of your bousebold if at any time during your tax year the relationship between you and that person is against local law. The word child includes: • Your son, daughter, stepson, or stepdaughter. • A child who lived in your home as a member of your family if placed with you by an authorized placement agency for legal adoption. • A foster child (any child who lived in your home as a member of your family for the whole year). Student Depmdenf. Eyen if your child had income of $1,000 or more, you can claim the child as a dependent if he or she can meet tests b, c, and d above: AND • was enrolled as a full-time student at a school during any five months of 1982, or • took a full-time, on-farm training course during any five months of 1982. (Thei course had to be given by a school or a state, county, or local government agency.) Children of Divorced or Separated Par­ ents. If a child's parents together paid more than half of the child's support, the parent who has custody for most of the year can generally take the exemption for that child. However, the parent who does NOT have cus­ tody (or who has the child for the shorter time), may take the exemption if a or b below, applies. a. That parent gave at least $600 to­ ward the child's support in 1982, and the decree of divorce or separate main­ tenance (or a written agreement be­ tween the parents) states he or she can take the exemption, OR b. That parent gave $1,200 or more for each child's support in 1982, and the parent who had custody cannot prove that he or she gave more than the other parent. Note: To figure the amount of sup­ port, a parent who has remarried and has custody may count the support provided by the new spouse. Income F ^mples of Income You Do Not Report (Do not include these amounts when you decide if you must file a return.) Federal social security benefits. Welfare benefits. Disability retirement payments (and other benefits) paid by the Veterans Administration. Workmen's compensation benefits, in­ surance damages, etc., for injury or sickness. Child support. Gifts, or money or other property you inherited or that was willed to you. Dividends on veterans' life insurance. Life insurance proceeds received be- ' cause of a person's death. Interest on certain State and municipal bonds. Amounts you received from an insur­ ance company because you lost the use of your home due to fire or other casualty to the extent the amounts were more than the cost of your normal expenses while living in your home. (You must report reimburse­ ments for normal living expenses as income.) Amounts an employer contributed on your behalf and benefits provided to you as an employee or the spouse or dependent of an employee, under a qualified group legal services plan. Examples of Income You Must Report The following kinds of income should be reported on Form 1040, or related forms and schedules. You may need some of the forms and schedules listed below. Wages, including salaries, bonuses, commissions, fees, and tips. Dividends (ScheduleB). Interest (Schedule B) on: tax refunds; bank deposits, bonds, notes; All-Savers Certificates; U.S. Savings Bonds; mortgages on which you receive payments; certain arbitrage bonds issued by state and local governments; and accounts with savings and loan as­ sociations, mutual savings banks, credit unions, etc. (Continued on next page.) Voluntary Contributions to Reduce the Public Debt more tax withheld to avoid owing IRS a large amount. You can make a voluntary contribu­ tion to reduce the public debt. If you wish to do so, enclose a separate check with your income tax return and make it payable to "Bureau of the Public Debt." Please do not add it to any tax you may owe. If you owe tax, include a separate check for that amount pay­ able to "Internal Revenue Service." Exclusion for Qualified Interest from All-Savers Certificates Estimated Tax Payments— Retirees and Others with Income Not Subject to Withholding If you are retired or have income not subject to withholding (such as capital gains), you may have to make esti­ mated tax payments. If you do not pay enough estimated tax or have enough tax withheld, you may be charged a penalty. For more details, see Publication 505, Tax Withholding and Estimated Tax. Do You Want More or Less Income Tax Withheld in 1983? If the refund you receive is large, you may want to decrease your withhold­ ing for 1983. If you are a working married couple, or had two or more jobs, or had income not subject to withholding, you may need to have You are entitled to a lifetime exclusion of up to $1,000 ($2,000 if married filing a joint return) of qualifying interest from All-Savers Certificates. Claim this exclusion on Schedule B (Form 1040). Could You Pay Less by Income Averaging? If there has been a large increase in your income this year, you may be able to pay less tax by using the income averaging method to figure your tax. However, generally you must have provided at least one-half of your own support each year from 1978-1981. Please get Schedule G (Form 1040) to see if you qualify. Divorced Persons— Property Settlement If you transfer to your spouse as part of a property settlement because of divorce, you may have a taxable gain. If you transfer business or investment property, you may have a taxable gain or a deductible loss. Please get Pub­ lication 504, Tax Information for Di­ vorced or Separated Individuals, for details. February 1983/LOG/31 .... �Some General Information In Filing Your Tax Return 11 (Continued from page 31.) Unemployment compensation (insurance) Distributions from an Individual Re­ tirement Arrangement (IRA) or a Simplified Employee Pension (SEP). Amounts received in place of wages, from accfdent and health plans (in­ cluding sick pay and disability pen­ sions) if your employer paid for the policy. Adjustments to Income Moving Expense Employees and self-employed persons (including partners) can deduct certain moving expenses. The move had to be in connection with your job or business. You can take this deduction only if your change in job location has added at least 35 miles to the distance from your old residence to your work place. If you had no former principal work place, your new principal work place must be at least 35 miles from your former residence. If you meet these requirements, you should see Form 3903 for details. Use Form 3903 to figure the amount of moving expenses to show on line 23. If you moved outside the United States or its possessions, see Form 3903F. If your employer paid for any part of the move, you must report that as income on Form 1040, line 7. Your employer should give you Form 4782 and include that amount in total wages, tips and other compensation on Form W-2. "i w •I :-y V I-1 •f: . -fv Alimony Paid You can deduct periodic payments of alimony or separate maintenance made under a court decree. You can also deduct payments made under a written separation agreement entered into af­ ter August 16, 1954, or a decree for support entered into after March 1, 1954. Don't deduct lump-sum cash or property settlements, voluntary pay­ ments not made under a court order or a written separation agreement, or amounts specified as child support. For details, get Publication 504, Tax Information for Divorced or Separated Individuals. Deduction for a Married Couple When Both Work For 1982 you can claim a deduction if: • you are married filing a joint return, • both you and your spouse have Qualified Earned Income, and • you do not exclude income earned abroad or in U.S. possessions or claim the foreign housing deduction. Generally, earned income is income you receive for services you provide such as*wages, salaries, tips, and com­ missions. It also includes income earned from self-employment. Caution: Do not consider community property laws in figuring your earned income. Complete Schedule W (Form 1040) to figure your deduction. jDeduction for Charitable Contributions For 1982, you may deduct part of your charitable contributions even if you do not itemize your deductions. Your 32 / LOG / February 1983 deduction is limited to 25% of your first $100 ($50 if married filing sepa­ rately) of contributions to qualified organizations. Therefore, you can de­ duct up to $25 ($12.50 on a separate return) on line 34b. Include what you gave to, or for the use of, a qualified organization. Ex­ amples of qualified orgamzations are: churches. United Way, and nonprofit schools and hospitals. Contributions can be cash (including checks and money orders), property, or out-of-pocket expenses paid to do volunteer work for a qualified orga­ nization. Partial Credit for Political Contributions You may take a tax credit on this line for contributions to candidates for public office and to newsletter funds and political committees of candidates and elected public officials. Caution: Do not take this credit for the $1 or $2 you checked to go to the Presidential Election Campaign Fund. To figure your credit, add up the amounts you gave. Enter half of this total on line 44, but do not enter more than the smaller of the following; a. $50 ($100 if you are married and filing a joint return), or b. The amount on line 40 reduced by the credits on lines 41, 42, and 43. For more information, please see Publication 585, Voluntary Tax Meth­ ods to Help Finance Political Cam­ paigns. Credit for Child and Dependent Care Expenses You may be able to take a credit on line 45 for payments you made for child and disabled dependent care while you (and your spouse if you are mar­ ried) worked or looked for work. The credit is allowed if you kept up a home that included a child under age 15 or your dependent or spouse who could not care for himself or herself. .Sign and date your return. Form 1040 is not considered a return unless you sign it. Your spouse must also sign if it is a joint return. Address Change If you move after you file your return and you are expecting a refund, you should notify the post office serving your old address. Also notify the IRS service center where you ffled your return of your address change. This will help to forward your check to your new address as soon as possible. Be sure to include your social security number in any correspondence with the IRS. How Long Should Records Be Kept? Keep records of income, deductions, and credits shown on your return, as well as any worksheets used to figure them, until the statute of limitations runs out for that return. Usually this is three years from the date the return was due or filed, or two years from the date the tax was paid, whichever is later. Also keep copies of your filed tax returns as part of your records. You should keep some records longer. For example, property records (in­ cluding those on your own home) should be kept as long as they are needed to figure the basis of the original or re­ placement property. For more details get Publication 552, Recordkeeping for Individuals and a List of Tax Publi­ cations. Amended Return If you file your income tax return and later become aware of any changes you must make to income, deductions, or credits, file Form 1040X, Amended U.S. Individual Income Tax Return, to change the Form 1040, 1040A, or 1040EZ you already filed. If your Federal return is changed for any reason, it may affect your state income tax liability. This would include changes made as a result of an examination of your return by the IRS. Contact your state tax agency for more information. state and local income taxes; real estate taxes; general saiw taxes; personal property taxes;"interest charges on home mortgages, credit cards, automobile loans, personal notes; charitable, reli­ gious, educational, scientific or literary contributions (including cash, property, and personal ex­ penses); losses by theft, fire, van­ dalism, storm, car and boat ac­ cidents; some employee expenses such as union and professional dues, safety equipment and pro­ tective clothing. K you have waded through the previous four pages of tax tips, you will have noticed there was no information for those of you who may wish to itemize your returns. That information may be found in the tax return booklet the IRS mails to each taxpayer. If you plan to itemize, here are a few examples of what you may and may not deduct. But please check with the IRS to make sure you are eligible to itemize and for the details on allowable de­ ductions. YOU MAY DEDUCT: Medical and dental expenses; YOU MAY NOT DEDUCT: The basic cost of Medicare insurance; the cost of life insur­ ance or income protection poli­ cies; nursing care for a healthy baby; illegal operations or drugs; travel your doctor told you to take for a rest or change; funeral burial or cremation costs; federal income tax; social security tax; federal excise tax; gasoline tax; car inspection fees; fees or dues to country clubs, fraternal or­ ders, or lodges; gifts to labor unions, chambers of commerce and social clubs. Remember, if yop plan to itemize, read your IRS tax book­ let carefully or consult with the IRS or a tax specialist for proper advice. Long-Trip Tax Problems A major tax beef by seamen is that normally taxes are not withheld on earnings in the year they earned the money, but in the year the payoff took place. For example, a seaman who signed on for a five month trip in September, 1981, paying off in January, 1982, would have all the five months' earnings appear on his 1982 W-2 even though his actual 1982 earnings might be less than those in 1981. There are ways to minimize the impacts of this situation. For example, while on the ship in 1981, the Seafarer undoubtedly took draws and may have sent allotments home. These can be reported as 1981 income. Unfortunately, this raises an­ other complication. The seaman who reports these earnings in 1981 will not have a W-2 (with­ holding statement) covering them. He will have to list aU allotments, draws and slops on the tax return and explain why he doesn't have a W-2 for them. Furthermore, since no tax will have been withheld on these earnings in 1981, he will have to pay the full tax on them with his return, at 12 percent or up­ wards, depending on his tax bracket. The earnings will show up on his 1982 W-2. The seaman then, on his 1982 return would have to explain that he had re­ ported some of his earnings in 1981 and paid taxes on them. He would get a tax refund ac­ cordingly. In essence, the seaman would pay taxes twice on the same income and get a refund a year later. While this will save the seaman some tax money in the long run, it means he is out-ofpocket on some of his earnings for a full year until he gets the refund. This procedure would also undoubtedly cause Internal Revenue to examine his returns, since the income reported would not coincide with the totals on his W-2 forms. That raises the question, is this procedure justified? It is justified only if a seapian had very little income in dne year and very considerable income the next. Otherwise the tax say­ ing is minor and probably ndt worth the headache. �..... . ;« . *" On the Shimmer Dispatchers Report for Great Lakes JAN. 1-31, 1983 Port Algonac.......7.. Taking a quick cigarette break on­ board the Radcliff vessel Shimmer in the Industrial Canal of New Or­ leans are (I. to r.) Deckhands Jeff Summers, Dave Flowers and Wayne Massey. .... *TOTAL REGISTERED All Groups Class A Class B Class C .....11 • Port Algonac...^.^^.yy...,v...... Port > Algonac .............. Port Algonac. 0 1 8 1 0 1 1 0 16 7 0 TOTAL SHIPPED All Groups Class A CjassB Class C DECK DEPARTMENT 0 0 0 ENGINE DEPARTMENT 0 1 0 STEWARD DEPARTMENT 1 0 0 ENTRY DEPARTMENT 0 0 0 "REGISTERED ON BEACH All Groups Class A Class B Class C 18 1 2 16 3 \ 0 13 0 29 13 0 20 2 Totals All Departments 36 9 1 1 1 0 64 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. KNOW YOUR RIGHTS KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively hy the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of syour shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is; Angus "Red" Campbdl Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Geoigcs County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations; such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU . KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. 17 .". K- EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contTacts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. iiiiiNimiiiiiiiiiiiiniiiiuiiiiiiiiiiHiiiiiiiniiiiHiiiiu^^^ patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. AH contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have heen violated, or that he has been denied his constitntionai right of access to Union records or infonnatkm, he diouid immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address is 5201 Auth Wsy and Britannia Wijl Prince Georges County, Camp Springs, Md. 20746. DONY BE DOPEYONE BO^T, AND YOU RE ON THE BEACH FOR , LI FE / February 1983/LOG/33 r - ..i' �•' Senate Seeks Simplified Shipping Code Following a 20-year effort by the Coast Guard to untangle the inconsistencies in language and organization of U.S. marine and seamen's welfare laws spanning 100 years, the thorough recod­ ification of Title 46 U.S. Code"Shipping" has reached the Senate. If enacted, backers say the bill will allow proper enforce­ ment of laws governing com­ mercial shipping and recrea­ tional boating and long-sought modernization of the content of Title 46 laws. Introduced origi­ nally last July, the first version passed to committee review where bipartisan maritime and industry interests were consid­ ered. Calling the bill "long over­ due," Sen. Robert Packwood (R-Ore.), sponsor of the bill, noted for years amendments have been added which solved immediate problems, but did not match statutes previously for­ mulated and founded upon cus­ tomary practices. Language changes from archaic to con­ temporary terminology, from statute to amendment, made in­ terpretation of laws difficult, time consuming and absent of uni­ form definitions. "A minimum of 13 sections of the U.S. Code must be con­ sulted to ascertain the various types of vessels subject to the general 'inspection' authority of the Coast Guard," Packwood told senators. APL to Modify 3 C-8 Ships Cargo For Fuel, J^k The SlU-manned (steward consumption by 20 percent at department) American Presi­ full load. APL expects to save dent Line (APL) is modifying 22,000 barrels of fuel annually. its three C-8 class containerAlso the new streamlined ships to improve their fuel effi­ stems will increase each ves­ ciency, speed and cargo carry­ sel's service speed by 1.5 knots ing capacity. o at full power. Meanwhile, APL's new C-9 The capacity of each ship will ships, the SS Presidents Wash­ ington and Monroe will begin be increased by 47 40-foot con­ service this month and in March, tainers and 112 45-foot con­ tainers, bringing each ship's to­ respectively. The modification of the C-8s tal capacity to 2,016 20-foot will cost $10.5 million. It wUl boxes. And the latest shipboard entail trimming and tapering the technology will be installed in stem of each ship to cut fuel each ship's engine room. Monthly Membership Meetings Port • ir. . \ : ii"i iS! 'i ^0 Date Monday, March 7 New York Tuesday, March 8 Philadelphia .... .... .Wednesday, March 9 Baltimore .Thursday, March 10 Norfolk Thursday, March 10 Jacksonville .... Friday, March 11. ' Algonac •. Friday, March 11 Detroit. Monday, March 14 Houston Tuesday, March 15 New Orleans .Wednesday, March 16 Mobile Thursday, March 17. San Francisco Monday, March 21 Wilmington... Friday, March 25 Seattle .Friday, March 11 Piney Point... Thursday, March 10 San Juan Friday, March 18 St. Louis .Thursday, March 10 Honolulu Wednesday, March 16 Duluth Jeffersonville Thursday, March 17 Gloucester........ • • . . v .. .Tuesday, March 22 Jersey City Wednesday, March 23 34 / LOG/February 1983 Deep Sea Lakes, Inland Waters •. • 2:30 p.m. 2:30 p.m. 2:30 p.m. • 9:30 a.m. 2:00 p.m. 2:30 p.m. • • 2:30 p.m. 2:30 p.m. 2:30 p.m. • *• • • • 2:30 p.m. • • • 2:30 p.m. 2:30 p.m. 3:00 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. • 2-30 p.m. 2:30 p.m. 2:30 p.m. 2^30 p^.m. •f -7::. K.S^:. $ " 3SS:afi^-' v» She's a Lundeberg Grad, Baker, Cake Decorator in Honolulu HLSS grad and upgrader Katharine Thatcher, wife of the port of Honolulu^Hawaii) Patrolman Kevin Thatcher, last month was featured in a story headed "This Could Be the Start of Something Big in the Sunday Today section of the local paper, She trained to be a baker at the Lundeberg School and was a cook aboard the freighter, SS Mauna Kea (Matson Line). _ Katharine came ashore to await the birth of her second child in the spring. So she became a custom birthday cake baker and decorator. One of her specialties is a flower basket-shaped cake. •Tve always been interested in cooking. My mother went to work when I was seven and from that time I would come home from school and start dinner. I never really thought of it as a chore, she said. "I guess my biggest problem, since being a professional cook, is to scale down to cooking for just the two of us and the baby We do a lot of entertaining and I push seconds. I even give doggy bags. Mrs. Thatcher studied cake decorating in her hometown of Los Angeles but found that some of the more elaborate frostings didn t travel well. "The humid climate of Honolulu was a problem at first. The frosting slid right off the cake, so I've made recipe changes for the weather." She said that she preferred to do the unusual, making a teenager s birthday cake of butter decorated with a piece of carrot cake in the shape of a roller skate. "I always tell the bride that if she wants the traditional white cake she might just as well go to the bakeiy.' Mrs. Thatcher has made wedding cakes from carrot cake, chocolate, lemon or prune cake and even a layer of each. M/V Pride of Texas Sails Soon to Haifa, Israel From a Gulf or Atlantic port on Feb. 20, the M/V Pride of Texas (Titan Navigation) will sail to Haifa or Ashdod, Israel with a cargo of 35,000 tons of wheat or 32,000 tons of corn. House Report on SS Poet Urges Tough Inspections The U.S. House of Representatives Merchant Marine and Fisheries Committee report on the loss of the SlU-contracted SS Poet more than two years ago with 34 lost called On the Coast Guard to make stiffer and more frequent inspections on older vessels and urged passage of a new, tougher maritime safety bill. The committee drew from probes by federal agencies, recommen­ dations by a Coast Guard inspector who lost a son on the Poef, testimony at committee hearings and a series of articles in the Phlladeiphia inquirer on the poor safety record of ships owned by the owner of the Poet, Henry J. Bonnabel. It also recommended that the U.S. Congress should make ship­ owners promptly report a missing ship, change liability laws so rightful claims for loss of life are adequately paid, and make mandatory the internal inspection of ballast tanks and double-bottom hulls. Retired Coast Guard Capt. Arthur W. Gove, who lost a son on the Poet and was former head of the N.Y. Marine Inspection Office, testified before the commiittee that salt water ballast tanks on ships were not properly inspected. Finally, it recommended that laws be passed to require ships to join all existing location-reporting systems in the U.S. so they could "flag" any ship that didn't report on a regular schedule. SS President Taylor to Carry Rice for Bangladesh On Feb. 21 from a West Coast port, the SS President Taylor (APL) will carry 17,694 metric tons of bagged rice to Chittagong-Chaina, Bangladesh. More Layoffs in Shipping Companies Late in January, the Waterman Steamship Co. let 30 employees go as Sea-Land dismissed 30 to 40 employees. American President Lines "acknowledged" that it is "restructuring" its North Americarl operation. Next Month, July, Sept SS Del Valle Goes to Cape Verde Is., L/der/a From Mar. 2-11, the SS Dei Vaiie (Delta Line) sails to the Cape Verde Is. with 10,000 metric tons of bagged corn for delivery in Mindelo and Praia. From July 1-10 and Sept. 1-10, from a Gulf port, ^ she then travels to Monrovia, Liberia with 6,250 metric tons of bagged rice. �^ V:; Itt-itt Seafarers International Union of North America, AFL-CIO The Race Is On It's hard to believe, but the 1984 pres­ idential election is already under way. Alan Cranston, the liberal Democratic sen­ ator from California, has formally an­ nounced his candidacy. Walter Mondale, the front-runner, is expected to announce within the next few weeks. It is easy to get lost in the glaniour of presidentiial politics. Often, personalities^ seem more important than issues. News­ papers devote a lot more space to Ted Kennedy's marital problems than to his position on the maritime industry. Despite the difficulties, it is important that our members take the extra time to understand the issues. The American-flag merchant marine is facing its most serious challenge ever, and what you do may make a big difference. Jobs are at stake. The Hoggs Bill I jm;,- , 'iSfTiSDS' One of the greatest disappointments of last year's lame duck session was the way that Congress treated the Competitive Shipping and Shipbuilding Act of 1982. Time was in such short supply that Con­ gress was unable to give the proposal the consideration it deserved. That has now changed. Rep. Lindy Boggs (D-La.) has re-introduced the bill, which is now numbered H.R. 1242. This session of Congress is barely a month old, and already 45 co-sponsors have added their names to the legislation. If enacted, the bill would do a great deal to turn around the sagging fortunes of the American-flag merchant marine. Under its terms, 5 percent of all bulk cargo would be carried on American-flag vessels. That percentage would be increased by 1 per­ cent a year until a target figure of 20 percent is reached. The legislation has generated a great deal of favorable comment. The widely respected Journal of Commerce endorsed the legislation last year in one of its edi­ torials. Maritime Programs Cut J The Reagan administration has intro­ duced its budget for Fiscal Year 1984. It calls for a dramatic increase in defense spending and cuts funding for almost every domestic program to the bone. Spending for the maritime industry would be maintained at present levels or cur­ tailed. A $900 million cap would be put on the Title XI Loan Guaranty Program. This represents a bjg cut from last year. The $900 million figure is even smaller than it looks: $300 million would be allo­ cated only in the event of a national emergency. The administration is trying hard to persuade Congress to allow subsidized operators to build their vessels in foreign shipyards. This represents a major threat to the American shipbuilding industry, which has reached its lowest point since February 1983 Legislative, Administrative and Regulatory Happenings World War II. The proposed budget retains all the cuts that were made last year. No mention is made of the Construction Differential Sub­ sidy Program, although Sen. Daniel Inouye (D-Hawaii) has introduced legisla­ tion that would revive that program. A separate story on the budget is con­ tained elsewhere in this paper. CDS Buyout The administration is toying with the idea of allowing American operators to pay back their CDS loans and buy out their ODS subsidies. Such a move could conceivably speed up the deterioration of the American-flag merchant marine, es­ pecially if it is entered into without a great deal of forethought. This Union opposes a drastic change in the present maritime structure without a detailed exploration of all potential consequences. Alaskan OU President Reagan met with Japanese Prime Minister Yasuhiro Nakasone early last month for a series of talks concerning the growing tensions between Japan and the United States. High on the list of topics discussed was the export of Alaskan oil to Japan. American oil companies have been for­ bidden from exporting Alaskan oil to Japan since passage (during the Carter years) of the Export Administration Act, to protect America's dwindling oil reserves. The act expires later this year. Congress must decide whether or not to renew it. The issue is an important one for Amer­ ican seamen. Forty SlU-contracted tank­ ers carry Alaskan oil down to the "lower 48." Were the ban on Alaskan oil allowed to expire, most—if not all—of those ves­ sels would be laid up. A separate story is contained elsewhere in the LOG. Soviet Fleet Expansion The unprecedented growth of the Soviet merchant marine over the past decade threatens the stability of the world ship­ ping industry as well as the security of the Western world, according to a report is­ sued by Mitsui O.S.K. Lines, one of Japan's leading shipping companies. The Soviets have consi^ently ignored the principles governing world shipping. If matters continue on their present cmrse, Mitsui O.S.K. Lines predicts that the merchant fleets of the Western world will be unable to compete on an equal basis. Moreover, the Soviet buildup goes far beyond the commercial needs of the Soviet economy. That can mean only one thing: the Soviets place a high strategic value on the ability of their merchant fleet to per­ form sealift duties. According to the report, the Soviet fleet has become so large that it has the ability to distort the entire price structure of the world's shipping market. And unfortu­ nately, no Western nation seems to have the desire to face up to the situation. Gonveiitioiis at Sea The ink is barely dry on the "Conven­ tion Bill" which allows taxpayers to de­ duct expenses incurred at conventions held onboard American-flag passenger vessels. Yet the legislation is already hav­ ing its desired effect. The Wall Street Journal, the American executive's bible, recently ran an article discussing the economic advantages of holding a convention onboard an Ameri­ can-flag passenger vessel. WitlLthat kind of publicity, it's just a matter of time before American seamen see a handsome return in the form of more jobs. SPAD is the SIU's political fund and our political arm in ^Washington, D.C. The SIU asks for and accepts voluntary i contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for pur^jiase from the EEC in Washin^on, D.C. February 1983/LOG/35 ""i:- it �35, Mai|ilMgig!j]|!ffi 4JI Pensioner Edwin Margido Werkland, 84, passed away on Oct. 23, 1982. Brother Werkland joined the SIU in 1940 in the port of Houston sailing as a ^ bosun. He first sailed in 1934 for Waterman. Seafarer Werk­ land was bom in Norway and was a resident of Springhill, Ala. Surviving are his widow, Karen and a son, George of Mobile. Pensioner Joseph Earnest Richard died on Oct. 23, 1982. Brother Richard joined the SIU in the port of New Orleans in 1955 sailing in the steward department. He was a res­ ident of New Orleans. Surviving is his widow. Pensioner Her­ man "T." Wilkerson, 62, died on Oct. 16, 1982. Brother Wilkerson joined the SIU in 1946 in the port of Mobile sail1'^ ing as a QMED. He r was a veteran of the U.S. Army in World War II. Seafarer Wilkerson was born in Alabama and was a resident of Theodore, Ala. Sur­ viving are his widow, Marie and his mother, Emma of Mobile. M- liiP •: Jlir^i ^ — Pensioner An­ thony Joseph Maiello, 74, passed away on Oct. 7,1982. Brother Maiello joined the SIU in i 1947 in the port of Baltimore sailing as a chief cook. He hit the bricks in the 1961 Greater N.Y. Harbor beef and the 1%5 District Council 37 strike. Seafarer Maiello was a veteran of the U.S. Army in World War II. A native of Naples, Italy, he was a resident of the Bronx, N.Y. Surviving are his widow, Irene and two sisters, Louise and Mrs. Mary Boenio, both of the Bronx. ' HK: Pensioner Louis Leonard Racioppo, 71, passed away on J Oct. 15, 1982. i Brother Jlacioppo : joined the SIU in 1949 in the port of New York sailing as a FOWT. He was bom in Italy and was a resident near Orlando, Fla. Surviving are his widow, Jean and a sister, Mrs. MUdred Testa of Brooklyn, N.Y. ,'f Pensioner John M Alexander Raftopu|p los, 77, died in Salamis, Greece on Oct. 4, 1982. Brother Raftopulos joined the SIU in the port of Seattle in 1957 sailing as an AB. He started riding the ships in 1932 and was also a steel worker. Seafarer Raf­ topulos was bom in Greece and was a resident of Salamis. Surviving are his widow, Eleni and two daughters, Mrs. Eleftheria Damafitou and Mrs. Polyxene Christofom Mperi, both of Salamis. Pensioner Nicho­ las Sabin, SO, pdissed away on Oct. 3r,~ 1982. Brother Sabin joined the SIU in the port of Tampa in 1955 sailing in the stew­ ard department. He was bom in Spain and was a resident of Tampa. Surviv­ ing are his widow. Vera and a sister, Mrs. Jean Frantz of Tampa. Pensioner Simon Garoyoa died of heart-lung failure on Oct. 13, 1982. Brother Garoyoa joined the Union in the port of Balti­ more. He was a resident of Baltimore. Surviving is a daughter, Katherine. Pensioner Milton Jesse Murden, 63, died on Nov. 16, 1982. Brother Mur­ den joined the Union in the port of Norfolk in 1968 sail­ ing as a tankerman and pumpman for McAllister Brothers from 1967 to 1980. He was bom in Princess Ann County , Va. and was a resident of Chesapeake, Va. Surviving is his widow, Evelyn. Pensioner Hans Monty Albert Schmidt, 55, died on Jan. 5. Brother Schmidt joined the SIU in 1944 in the port of New Orleans sailing as deck maintenance. He was bom in New Orleans and was a resi­ dent of Bay St. Louis, Miss. Surviving are his widow, Delia and two daughters, Cheryl and Cecile. Pensioner Paw/£. 68, died on Oct. 10, 1982. Brother Huggins joined the SIU in 1944 in the port of New York sailing as a deck engineer. He f was bom in Iowa and was a resident of Baltimore. Surviving is his widow, Antoinette. Pensioner Walter James Jarrett, 76, passed away on Dec. 3,1982. Brother Jar­ rett sailed in the steward department for Delta Line. He was born in Ava, 111. _____ and was a resident of St. Louis, Mo. Surviving is a nephew, Leo R. Wright. Pensioner Walter Lescovich, 70, died of a heart attack at home in Jackson­ ville on Sept. 16, 1982. Brother Les­ covich joined the SIU in the port of New York in 1951 sailing as a chief steward for lOT. He was at one time the owner of a diner in Troy, N.Y. and worked for the General Electric Corp. in Schnectady, N.Y. Seafarer Lescovich was a vet­ eran of the U.S. Army's Coast Artil­ lery Corps before World War II. Born in Watervliet, N.Y., he was a resident of Jacksonville. Burial was in Chapel Hills Cemetery, Jacksonville. Surviv­ ing is his widow, Felicia. in World War I serving on the Siberian (U.S.S.R.) Front. Bom in Pennsyl­ vania, he was a resident of Houston. Surviving is a sister, Mrs. Katherine Josay of Bloomfield, N.J. Pensioner George Raymond Foote, 84, passed away on Jan. 4. Brother Foote joined the SIU in the port of Baltimore in 1958 sailing as an oiler. He sailed 21 ^ years. He was born in Baltimore and was a resident there. Surviving is his widow, Belva. Pensioner Ber­ nard Frank Gra­ ham, 74, passed away on Jan. 3. Brother Graham joined the SIU in 1938 in the port of Mobile sailing as a bosun. He was born in Mississippi and was a resident of Mobile. Surviving is a sister, Beatrice of Theodore, Ala. Pensioner Julius Sheldon Atwell, 77, passed away on Oct. 16, 1982. Brother Atwell joined the SIU in 1940 in the port of Miami, Fla. sailing as a FOWT. ^ He was a veteran of the U.S. Coast Guard after World War I. Seafarer Atwell was bom in Key West, Fla. and was a resident of North Miami Beach, Fla. Surviving is a brother, Joseph of Ojus, Fla. ^ Pensioner Forti/nato Constantino, 88, passed away from natural causes at home in Atmpre, Ala. on Dec. 23, 1982. Brother Con­ stantino joined the SIU in 1939 in the m port of Baltimore sailing as a bosun. He sailed more than 35 years. Seafarer Constantino was born in the Kiilippines. Cremation took place in the Northwest Florida Crematory, Pensacola, Fla. Surviving are two daugh­ ters, Praxedes of Lezo, P.I. and Mercedes of Paco, P.I. Pensioner An­ thony Denddo, 83, passed away on Sept. 21, 1982. Brother Denddo joined the SIU in 1942 in the port of New York I sailing as a cook. He ^ , _ also cooked for a mining company. Seafarer Denddo was a veteran of the U.S. Army Infantry Pensioner John Giancola Jr., 55, died on Jan. 17. Brother Giancola joined the SIU in the port of Baltimore in 1955 sailing as a bosun. He also sailed during ^ ^ World War II. He was bom in Massachusetts and was a resident of Chelsea, Mass. Seafarer Giacola was a veteran of the U.S. Army serving as a corporal in the Vietnam War. Pensioner Stefen Goscinski, 54, died on Oct. 24, 1982. Brother Goscinski joined the SIU in the port of Wilmington, Calif, in 1962 sailing as a cook. He was __ bom in McKeesport, Pa. and was a resident of San Francisco. Surviving is a brother, Mi­ chael of Gamerville, N.Y. Pensioner William Frederick Janisch, 62, died on Jan. 19. Brother Janisch joined the SIU in 1943 in the port of New York sailing as chief electrician. He hit the bricks in the 1965 District! Council 37 beef. Sea­ farer Janisch was a resident of Union City, N.J. Pensioner Floyd Laven Jeffryes, 67, died on November 8, 1982. Brother Jef­ fryes joined the SIU in 1944 in the port of Jacksonville, Fla. sailing in the steward department. He was bom in Iowa and was a resident of Stockton, Al. Surviving is his widow, Vivian. Pensioner Carl Reidar Johnson, 75, passed away on Nov. 4, 1982. Brother Johnson joined the SIU in 1944 in the port of New York sailing as a bosun. ___ He was bom in Nor­ way and was a resident of Seattle. Surviving is his widow, Ragnhild. 361 LOG / February 1983 "i" > �Chester Allen, 63, joined the SlU In the port of Baltimore In 1955 sailing as an AB. Brother Allen was born In Illinois and Is a resident of Baltimore. Anthony Joseph Henna, 62, Demetrios G. Calogeros, 64, joined the SlU In the port of Seattle In 1956 sailing as a recertified bo­ sun. Brother Calogeros started sail­ ing at the age of 14. He began sailing here In 1951. Seafarer Cal­ ogeros was born In Greece and Is a naturalized U.S. citizen. He Is a resident of Seattle. George Henry Colar, 59, joined the SlU In the port of New Orleans In 1955 sailing as a cook. Brother Colar first sailed In 1947. He was born In New Orleans and Is a resi­ dent there. William Davey, 61, joined the SlU In 1947 In the port of New Orleans. Brother Davey began sail­ ing In 1946. He was born In Green Bay, Wise, and Is a resident of Las Vegas, Nev. Benjamin Jerod Davis, 66, joined the SlU In the port of New Orleans In 1959 sailing as a QMED. BrotherDavis first sailed In 1946. He was born In Georgia and Is a resident of Wlllacoochee, Ga. Michael Nicholas Eschenko, 67. joined the SlU In 1947 In the port of New York sailing as a chief cook. Brother Eschenko began sailing In 1938 and also sailed during World War II. He Is a resident of Musko­ gee, Okla. Eugene F. FlanOgan, 66, joined the SlU In the port of New Orleans In 1970 sailing as a FOWT. Brother Flanagan began sailing In 1937. He was bom In the U.S.A. and Is a resident of New Orleans. Algernon B. Griffith, 65, joined the SlU In 1945 in the port of Bal­ timore sailing as a chief c^. Brother Griffith was bom In British Guiana and Is a resident of New Orleans. Arnold Bruce Hamblet, 70, joined the SlU in the port of Yokohama, Japan In 1974 sailing as a QMED. Brother Hamblet started sailing in 1967. He was born in Galesburg, III. and is a resident of Carson City, Nev. joined the SlU In 1948 In the port of Baltimore sailing as an AB. Brother Hanna was born In Shenandoah, Pa. and Is a resident of Baltimore. Charles Edward Johnson, 61, joined the SlU In the port of San Francisco In 1954 sailing as an AB. Brother Johnson began sailing In 1946. He was born In St. Louis, Mo. and Is a resident there. Clifton Edward Mainers, 59, joined the SlU In 1943 In the port of New York sailing as a chief elec­ trician and deck and reefer engi­ neer. Brother Mainers was born In PInson, Tenn. and Is a resident there. Edward Lyons, 63, joined the SlU In 1944 In the port of New York. Brother Lyons sailed In World War II. He was born In Fall River, Mass. and Is a resident of New Orleans. Walter Thomas Matthews, 55, joined the SlU In 1948 In the port of Savannah, Ga. sailing as an AB. Brother Matthews was bom In Perry, Fla. and Is a resident of Jackson­ ville, Fla. Juan Mojica, 58, joined the SlU In the port of Seattle In 1961 sailing as a chief steward and chief cook. Brother Mojica began sailing In 1956. He was bom In Puerto Rico and Is a resident of Seattle. Dempsy Nicholson, 56, joined the SlU In 1949 In the port of New York sailing as a recertified bosun. Brother Nicholson also sailed during World War II. He was bom In Mis­ sissippi and Is a resident of Des Moines; Wash. John Giii, 65, joined the Union In the port of Mobile. Brother Gill Is a resident of Stockton, Ala. Gibson Hobson Goff, 66, joined the Union In the port of Philadelphia In 1973 sailing as a chief cook for Sonat Marine (lOT) from 1972 to 1982. Brother Goff Is a veteran of the U.S. Army senring as a captain In Germany. He was born In Roda, Va. and Is a resident of Chesapeake City, Md. Charies Ira Moore Sr.r65, joined the Union In the port of Mobile In 1974 sailing as a captain for Radcllff Materials from 1969 to 1982. Brother Moore was born In Blountstown, Fla. and Is a resident of Foley, Ala. I:::'" Nick Scopoiites, 70, joined the Union In the port of Mobile In 1967 sailing as a chief cook for the Red Circle Transport Co. Brother Sco­ poiites started sailing In 1961. He was born In Alabama and Is a res­ ident of Mobile. Russell Edward Snow, 66, jojned the Union In tiie port of Norfolk sailing as a pilot for the Assri. of Maryland Pilots from 1972 to 1982. Brother Snow In 1948 sailed as a commercial fisherman. He also sailed for Pllotboats, Baltimore. Boatman Snow Is a veteran of the U.S. Navy In 1951. Born In Virginia, he Is a resident of Bavon, Va. Leonard R. Arendt, 66, joined the Union In the port of Detroit In 1959 sailing as head conveyorinan for the Gartland Steamship Co. and the American Steamship Co. from 1955 to 1975. Brother Arendt was bom In Brown County, Wise, and Is a resident of Luxemburg, Wise. Willis Edward Bieriy, 67, joined the Union In the port of Cleveland In 1964 sailing for the American Steamship Co. Brother Blerly was bom In Fairfield, Pa. and Is a resi­ dent of Cleveland. Frank O'Koorian, 59, joined the SiU In the port of Philadelphia in 1960. Brother O'Koorian first sailed In 1947. He was born In New Jersey and Is a resident of Cardiff, N.J. Jack Thomas Carter, 65, joined the Union in the port of Elberta, Mich. In 1953 sailing as a 2nd cook for the Ann Arbor (Mich.) Railroad Car Ferries (Michigan Interstate Railroad Co.) from 1950 to 1982. Brother Carter was born In Kentucky and Is a resident of Frankfort, Mich. Fioyd Peavy, 63, joined the SIU In the port of Mobile In 1956 sailing as a chief cook. Brother Peavy be­ gan sailing In 1951. He was born In Ruta Spring, Ala. and Is a resident of Mobile. John F. Coveyou, 65, joined the Union In the port of Detroit. Brother Coveyou is a resident of Moran, Mich. February 1^/LOG/37 •4'' 'r. IJ ^ �. 'ip-''"-'.. • •-: ,;-i.; ;^^J!,'^*:5f;^H. ,;, .,•- ', • -Tf A. •- -• '• '•; ••• ,' •• For A Job WoU Done' %jiiiiiiiiiiiiiiiiiiiiinMiiiiiiiiiiHiiiiiiiiiii>niiiMiiiiiiiiiiwiiiiiiiiiiiHHiw^^^^^ We me crew of the as. President Keroe, would to express our whole-hearted appreciation to Sl^ld G^S^M and baker for a job well done. It s nice, for a change, mTav?— ^oniplaln about doing more then their tiS prtde in her work and adds that somethtog extra to a salad dessert or night lunch plate that makes meals ^retwi. She Is the best 8nd cook -d b^r we have viort tTifl nieasure of sailing with in a very long time. we would like to express "a job weU done and smooth sailing to Big." Sincerely, Ernie SUva, Deck-SUP Delegate N.E. Case, MFOW Delegate Bobert Davis, Steward Delegate Michael B. Foster, Second Mate Cfor the officers) and the Gang on the President Pierce *• ' ^ll||IIUUl|||llllll||i Independence Crew: '1 Salute Yon' During a recent vacation in Hawaii, I had occasion to book passage on the American Hawaii Cruise Ship, S.S. Independence, for a portion of the trip from the Big Island back to Honolulu. While aboard, I had the opportunity to come into daily contact with numerous members of the Seafarers International Union in the personage of various dining room, lounge, cabin care and entertainment personnel. What a delightful, courteous, entertaining and caring group of men and women—proud of their ship and willing to go to any extent to ensure the comfort and enjoyment of every passenger. I was also tremendously impressed with the wide variety of entertainment talent this superb crew possessed during an impromptu Christmas dinner entertainment session in the main dining room. Both American Hawaii Cruises and the Seafarers International Union can be extremely proud of this fine ship n.T><i its crew, from Commodore on down—all "people who care."*» , The cruise was the Wghlight of my vacation and was made especially enjoyable by meeting such an outstanding gr^p of fine, hard-working Americans who, in spite of long work hours, were always cheerftQ and pleasant to be with, and whose primaiy puiT)Ose came across clearly as wanting e^h and eveiy passenger aboard to have a relaxing and enjoyable cruise and receive their money's worth and more. American Hawaii Cruises, Seafarers International Union, and the 8.S. independence, I sfidute you for a job "well done! l^- Most sincerely, James Joseph Carey Commissioner Federal Maritime Commission Washington, D.C. laoolcing Porwfiupd To Pension I would like to thank the SIU officials for being helpful and ready to lend a hand. ,. The Union has always treated me well, and I am looking forward to enjoying my pension. Hoping the best for my old shipmates. ,^ Fraternally, Wi]liam.J. Meehan, Jr. Hew Orleans, Louisiana ^I'm Going To Mies The Sea' I have enjoyed going to sea for the past 38 years and have met a lot of nice people. Even though I am retiring due to my age I wlQ miss going to sea terribly. However, I am looki^ forward to enjoying my retirement which and which is one of the exceUent benefits offered by the SIU. Edward Lyons L-EIO New Orleans^ Louisiana 38/LOG/February 1983 t i/v. Grateful Gerry Is OK When I read in the December LOG about Gerry Brown being hurt in an accident it kind of shook me up as I imagine it did many others. I am deeply grateful that it was not fatal, for this Union and many of its old-timers would have lost a good friend. , I am over 70 years old now and have Uved this long because of having friends like Gerry Brown, Steve Troy, Joe DiGiorgio, Prank Drozak, and many others. I am deeply grateful that the powerc above spared Gerry Brown to cany on with the new and yoimg seamen of this day and age. As it is, we have lost too many in the last couple years. We need men like Gerry to help the younger men appreciate and not to take for granted" much of what th^ have—^it was all fought for. To Gerry, let me say that the memories of yesterday remain and the friendship will never fade. May the powers above keep you here for a long time still. Dave Barxy Seattte, Washlxigtou Greetings To Old Sliipiuates I would Uke to say heUo to all my old shipmates and friends in the SIU. I have been retired for 13 years now and really enjoy it. I woiild especially Uke to say hello to Talmage Moss of Mobile and anyone else dO"wn there who remembers me. Bob Drain D-a07 BaUwin, Missouri ^Thanks for prompt action' My "Wife was recently hospitalized and had two major operations. We sure want to thank the Seafarers Welfare Han for its prompt action in taking care of the huge doctor and hospital bUls. Our appreciation goes to the Plan and to the S.I.U. Thanks again. Mr. and Mrs. Elmer Ooff Ghesapeake, VA Support Your Blood Bank It's a Life Saver �Let Agriculture Stick to Farming: The Experts to Maritime Cargo Laws Ignored, SlU and Others Apply Heat There is one thing in common between importing Jamaican bauxite and exporting American wheat. Merchant marine experts insist both commodities fall under the 1954 Cargo Preference Act, which says U.S.-flag ships should carry at least half the tonnage. Apparently the Reagan administration disagrees. The bauxite problem came to light last year when some 1.6 million tons of the ore was moved into the nation's strategic stockpile by foreign vessels. The claim at that time was that no American vessel was capable of off-loading the ore at Reynolds Aluminum Co. Inc.'s privately-owned Texas port facility. The wheat deal snafii came to light earlier this year when the U.S. Department of Agriculture (USDA) announced the sale of 1 million metric tons of wheat flour to Egypt. Basically, the USDA claimed that because the wheat would be manufactured into flour, the preference provisions did not apply. Bauxite Last year, oversight hearings by the House Merchant Marine and Fisheries Committee concluded that the bauxite shipment should have fallen under the laws which require that materials for the country's strategic stockpile be shipped by U.S.-flag vessels. It was also pointed out during the hearings that there were American ships available to carry the bauxite. In an effort to make up for 1982's loss of bauxite cargo for U.S.-flag ships. Committee Chairman Walter B. Jones (D-N.C.) has requested that all of this year's 1 million tons be carried on American ships. In a letter to the Maritime Administration, which administers cargo preference laws and the General Services Administration, which arranged the bauxite purchase, Jones said the committee expects all the bauxite to be shipped on American-flag vessels. "We would urge upon you anew the requirements of the cargo preference laws with a view toward providing 1 million tons of bauxite to be carried in vessels documented in the United States,^' Jones wrote. A spokesman for the committee said that no reply had been received as of Feb. 8. The letter, dated Jan. 6, was also signed by Mario Biaggi (D-N.Y.), Edwin B. Forsythe (R-N.J.) and Gene Synder (R-Ky.). The SIU, the Maritime Trades Department of the AFL-CIO, and other American shipping advocates have joined forces to ensure a rightful share of the cargo for U.S.-flag ships. Wheat Perhaps the USDA should stick to farming and let the experts examine maritime law. In a case of rather convoluted logic, the Department of Agriculture claimed the sale of the wheat flour to Egypt was not a government cargo because it really wasn't wheat, but flour and it was processed and sold by American millers, not the government. Therefore the department claimed it was a straight commercial deal. The SIU, the House Marine Committee, and the Maritime LOG Administration took a little closer look at the deal and found that it obviously fell under the Cargo Preference laws. Chairman Jones, in a letter to Agriculture Secretary John Block, pointed out four reasons why 50 percent of the flour should sail on U.S.-flag ships as the law calls for. "First the sale does not conform to stam rd commercial practice. The price to be charged for the wheat flour by American millers has been set in advance by United States and Egyptian negotiators, and it is reported to be well below U.S. and world market levels. "Moreover, the American millers selling to Egypt will receive free wheat from United States government stockpiles to enable them to meet the pre-arranged low price. Thus the federal government has been and wiU be directly involved in every stage of this transaction, a situation that cannot fairly be characterized as purely commercial," Jones wrote. He also pointed out that because the wheat" won't cost the millers a penny and that it is government wheat they will make into flour, then the government is providing commodities to a foreign nation without provision for reimbursement, "as that phrase is used in the Cargo Preference Act of 1954." Jones also noted that because of direct credit and credit guarantees to Egypt by the U.S., the Act applies. According to a committee staffer, the only reply Jones received was a one sentence letter stating that a detailed reply would be on the way. Februaiy1983 President Joe DiGiorgio Angus "Red" Campbeil Wee President Charles Svenson Editor Marietta Homwonpour ite Editor Associate New York Bourdius lEditor W^^ngton MaxHtil Assistant Editor Now York Frank Clanclotti Director of Photography/ Writar Vol. 45, No.2 Executive Board Frank Drozak Secretary-Treasurer Joe Sacco WcefVhsldent Ed Turner Executive Wee President Mike Sacco Leon Hall Wee Pre^dent Wee Pre^dent McCartney Preddent Mike Hall Associate Editor WasMngton Don Rolan Lynnatis MaratwII Assistant Editor Assistant Editor San Frandsco IVas/ilngton DabOFBh Graaiw EcktorlN/Admirristratlve AsalBtant Ths LOG (ISSN 0160-204 Lakss and inland Watsrs' 0675. Second-cies mailing office. Md • -' .'.f, Official Publication of the Seafarers International Union of North American, Atlantic. Gulf, Ijkes and Inland Watere District, Aa-CIO Saafaiws Intsmational Union, Atlantic, Goti. AFL-CIO, 5201'A(tttl Way, Camp ^riw, Md. 20746, Tsl. 899at M.S.C. Prince Gsm^, Md.^^%98 and at addltlorai Send address changes to ttw LOG, 5201 Auth Way, Cranp Sprinia. Febmary 1983/LOG/39 �•«*,>« •^-"-^E<ti;;»r4'^>-*s-M >;'-i''>--'-"'<''^-^^-^;--'-"'^ � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1983 Description An account of the resource HEADLINES SIU LEGISLATION LIST: POLITICS IS PORKCHOPS BOGGS BILL BACK ON FLOOR; CARGO FOR U.S. SHIPS WILL SAVE THOUSANDS OF MARITIME INDUSTRY JOBS ALASKAN OIL EXPORT BAN NEARS EXPIRATION; SIU JOBS AND NATIONAL SECURITY AT STAKE REAGAN BUDGET A MARITIME “DISASTER” WORLEY ELECTED PORTS COUNCIL PRESIDENT IN SOUTHERN CALIFORNIA SIU CALLS FOR ODS HEARINGS BEFORE ANY CHANGES SENATE OKS SEAMEN’S HEALTH CARE STUDY SIU SEEKS JOB SHARING CUTS ‘B’ TIME TO 125 DAYS SENATOR DANIEL K. INOUYE CONGRESSMAN JOSEPH P. ADDABBO WELCOME TO THE INTEGRATED TUG-BARGE NEW YORK BIAGGI PLANS NEW PORT BILL HUGH MACLNNIS IS ALIVE AND WELL TOWBOAT OPERATOR SCHOLARSHIP PROGRAM OFFERS CAREER OPPORTUNITIES ORIGINAL THIRD OR SECOND ASSISTANT ENGINEER COURSES OFFERED COOK & BAKER COURSE IS YEAST FOR ADVANCEMENT IN STEWARD DEPARTMENT QMED-ANY RATING: YOUR KEY TO JOB SECURITY LNG ARIES CREW GETS HEROISM AWARD IN RESCUE PUERTO RICO JONES ACT WAIVER BY REP. CORRADA WATERMAN TO CONVERT SHIP FOR MSC PREPOSITION PLAN SIU REHAB PROGRAM GIVES HOPE AND STRENGTH TO ALCOHOLIC SEAFARERS THE ARC COUNSELORS SHARE THEIR EXPERIENCE AND HOPE ALCOHOLISM PLAYS NO FAVORITES, YOUNG AND OLD SUFFER ADONIS LIVES TO SAIL AGAIN MARINE FIREMEN RE-ELECT DISLEY, SHOUP, AND AGENTS STAR OF TEXAS SHINES ON ISRAEL AND EGYPT COURAGE AND SAFETY AWARDS OPEN TO SIU MEMBERS SENATE SEEKS SIMPLIFIED SHIPPING CODE APL TO MODIFY 3 C-8 SHIPS FOR FUEL, SPEED, CARGO SHE’S A LUNDEBERG GRAD, BAKER, CAKE DECORATOR IN HONOLULU M/V PRIDE OF TEXAS SAILS SOON TO HAIFA, ISRAEL HOUSE REPORT ON SS POET URGES TOUGH INSPECTIONS SS PRESIDENT TAYLOR TO CARRY RICE FOR BANGLADESH MORE LAYOFFS IN SHIPPING COMPANIES NEXT MONTH, JULY, SEPT, SS DEL VALLE GOES TO CAPE VERDE IS., LIBERIA THE RACE IS ON CDS BUOUT SOVIET FLEET EXPANSION THE BOGGS BILL ALASKAN OIL CONVENTIONS AT SEA MARITIME PROGRAMS CUT CARGO LAWS IGNORED, SIU AND OTHERS APPLY HEAT Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 02/01/1983 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 45, No. 2 1983 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/33c7ed3d78fc8c84452cb470e5f630e2.PDF 8b8f8b80ba8d28c812bb13702128aa2a PDF Text Text A Look of Our New SHLSS Troinlno Center Pages 19-22 Official PnUlcation of the Seafarers inttimatfonal Union • Atlantic, Gnlf, anillnland Waters District • AFL-CIO VoL 46No. 2FAmary 19S4 Fourth Arm Chopped New Budget Means Congfess Must Save Fleet If the maritime industry is going to receive any major help this year it will have to come through Congress. The President's budget for FY 1985 contains little for the merchant marine either in the Marad or Defense Depart­ ment appropriations. Any changes and imj^fovements will have to come through either the budget hearing proc­ ess or from specific legislation. Despite the fact that there are no commercial ships being built in any American shipyard to- day, the Reagan budget does not include a single penny for Construction Differential Sub­ sidy payments. While Operating Differential Subsidy payments have been increased from $353 million to $378 million, most of that is earmarked for buy-backs. In Other words the government will pay shipping operators their fu­ ture subsidies now and release them from requirements that they replace their ships with other American-built vessels, along with several other waivers of current law. Title XI (loan guarantee money) remains the same as last year, a low $600 million. Fund­ ing for the Coast Guard was slashed $200 million. The big winner in the new budget is the Department of Defense which will be funded to the tune of $305 billion, none earmarked for the Fourth Arm of Defense, the merchant marine. Because of the election. Con­ gress is not expected to pass many major bills in any area, including maritime. Several im­ portant issues, however, will come up this session. "Just because everybody's going be out campaigning and not minding the store doesn't mean this session will not be important for the SIU and the maritime industry," SIU Pres­ ident Frank Drozak said. "We can do several things; push some bills through, lay a (Continued on Page 3.) Who Pays User Fees U.S. Reet Can't Carry Port Development Costs There is not much disagree­ ment that the nation's ports must be improved. There is serious disagreement as to who is going to pay for the improvements and the maintenance. The main words from the administration and many of its congressional friends are "user fees." Traditonally the federal government has shouldered the major responsibility in con­ structing, operating and main­ taining the nation's waterways and ports. It is time to start looking at other means of financing the projects and also to identify ex­ actly who, if anyone, must pay the user fees, according to Sonat Marine President Stephen Van Dyck and Peter Luciano, executive director of the Trans­ portation Institute. Sen. Patrick D. Moynihan (D-N.Y.) launches his new clean-up campaign in the Senate. During testimony on port development, Sonat Marine Co. President Stephen A. Van Dyck spilled a glass of water and Moynihan scrambled from the dais to mop it up with his handkerchief. Senate insiders say he doesn't do windows though. Peter Luciano, Transportation Institute executive director, looks on. The two recently testified at Senate hearings on S. 1739, the Water Resources Development Act of 1983. While the bill calls for continued federal support in some areas, a heavy emphasis is placed on cost recovery through user fees. "The debate on port devel­ opment financing ha^ been preoccupied with mechanisms of cost recovery and politically acceptable revenue sources," Van Dyck told the committee. The bill does not set up spe­ cific charges for users of im­ proved ports and waterways, but it does establish a commis­ sion to look into how user fees should be levied. "The question should be . . . not at what level cost recovery should be established, but rather whether there should be cost recovery at all," he said. Luciano and Van Dyck asked that the bill be amended to in­ clude research on all methods of financing. One of the major areas of possible revenue, they said, is the use of customs re(Continued on Page 4.) -f �President's Report SlU Supports Continental Strikers m by Frank Drozak W HILE I have said on many occasions that our indus­ try is in the worst shape I have seen in all the years I have sailed and served as an official of this Union, I do not believe that the day will come when there will be no U.S. flag on the high seas. For one thing, I have an un­ shakable faith in the good sense and sound judgment of the men and women who sit in the Con­ gress of the United States. There is no question that their sense of national pride and their concern for the defense of our country will direct them toward legislative programs which will include a na­ tional maritime policy. For another thing, I know from long experience that when our membership gets geared up, they are a persuasive force in the wards and precincts of their congress­ men, and they can be a powerful voice in the election of a president of our nation. Finally, I have long said that if we bring our message to the peo­ ple, if we can educate the voters in their home towns, we can begin to put pressure on our nation's leaders in a place where they are most sensitive—in their own backyards. This is what we are going to do. First, we are going to have a Crews Conference at the Train­ ing and Education Center in Piney Point, Md. Elected delegates from every port in this country will come together next month, for a two-week program that will thoroughly review the state of the maritime industry. They will learn about the decline in U.S. ton­ nage, the loss of sea-going jobs, the closing of American ship­ yards, and the growing unem­ ployment among workers in all maritime-related industries. They will learn of the many promises that have been made to American maritime workers by every president since Eisen­ hower, and they will discover that very few of these promises were ever fulfilled. They will talk about their fu­ ture in the harsh light of the reality of our industry and the perilous state of our national economy. • • • In April, we will begin the most ambitious grassroots political program this organization has ever undertaken. The program is being designed to bring the concerns of our industry and its workers to the rallying points of those can­ didates who will be running for the presidency of our nation. We are going to enlist our mem­ bers, their families and their friends in this most important campaign. We are going to be in union halls across the country. We are going to be at the meetings of neighborhood clubs, civic groups and business associa­ tions. We are going to be out in force at the campaign rallies of every presidential candidate. We are going to raise of consciousness of the candidates and make them aware of the needs of the work­ ers. Members of the SlU were out in full force last month for the Continental Strike Rally held at Sea-Tac International Airport in Seattle, Wash. Pictured here are, from the left: a member of the Flight Attendants Union- Pat Kettler, SlU member; Wally Mason, SlU member; Larry Blallard, SlU member. Lane Kirkland, AFL-CIO president; Brad Bray, SlU member; Terry Olsen, wife of an SlU member, and Edward X. Mooney, a retired SlU official. Drozak Asks ITF to Eye Cruise Ships ills LOG New York Ray Bourdhia Assistant Editor Washington Max Hall Assistant Editor New York cline of America's industrial base." Jean Ingrao, executive sec­ retary-treasurer of MTD, said that a number of prominent leaders in government and labor will address the sessions, in­ cluding AFL-CIO President Lane Kirkland, Speaker of the House of Representatives "Tip" O'Neill, and Congressman Joe Addabbo, a long-time friend of maritime labor. Vol. 46, No. 2 Executive Board Frank Drozak President Joe DIGIorglo Ed Turner Secretary-Treasurer Vice President Charies Svenson Editor Plan New Programs Otticial Publication of ttie Seafarers intemaflonal Union of North America, Aflanfic, Gulf, Lakes antf Inland Wafers Disfricf, AFL-CIO February 1984 Angus "Red" Campbell Marietta Hommnpour Associate Editor The committee heard reports of continuing discrimination against cruise ship crews trying to join a union, of their low wages of $50 a month and of working and living conditions aboard the ships which fail to meet ILO and IMO safety standards. Drozak told the committee that Miami is the home port for nearly 30 percent of the world's cruise ship fleets, carrying more than a million passengers yearly to the Islands. SIU President Frank Drozak last month asked the Interna­ tional Transport Workers Fed­ eration (ITF) Cruise Ships Com­ mittee to. send inspectors to Miami, Fla. and the Caribbean to eye conditions on foreign-flag cruise ships, aid non-U.S. crewmembers in getting their rights, and recommend future industry, legal and publicity action. • • • The meeting of 26 trade union One more thing. I believe that officers from 15 countries took it is time for all of us in this in­ place at MEBA's District 2 dustry to set aside our differences. School of Engineering in Dania, and work together to bring about Fla. a resurgence of our industry. We are talking about the jobs and job Maritime Trades to security of America's maritime workers. Their union affiliation The Executive Board of the is not the most important consid­ AFL-CIO Maritime Trades De­ eration. What is important is that partment will meet in Bal Har­ there be cargo for U.S.-flag ships. For that there needs to be a bour, Fla. Feb. 16-17 to put new emphasis on a program to national cargo policy. If we all w^rk together, we can promote jobs and job security achieve this goal. Once again, that for American workers. goal is jobs and job security for MTD President Frank Dro­ American maritime workers. If we all remember that, then this zak, who will preside over the industry and all of us who are a meetings, said that we must work part of it will survive and pros­ toward "fair trade and not 'free trade' if we are to halt the de­ per. Executive Vice President Mike Sacco Vice President Joe Sacco Vice President Leon Hall Vice President George McCartney t Vice President Mike Hail Associate Editor Washington Dabofah Qraana Assistant Editor Washington Lynnotta Marshall Assistant Editor WasNngton The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Guh. Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way. Gamp Springs, Md. 20746. Tel. 8990675. Second-class postage paid at M.S.C. Prince Georges, Md. 207%-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs. Md. 20746. 2 / LOG / February 1984 •ii' �Delegates Will View Contract and the State of the Union SlU Crews Conference Set for March 25-April 7 The SIU Crews Conference will be held March 25 to April 7, 1984 at the Seafarers Harry Lundeberg School of Seaman­ ship in Piney Point, Md. The 69 delegates to the Con­ ference will be elected at special membership meetings to be held at 1 p.m. on March 19 at all SIU ports. Delegate representation will be as follows: Brooklyn—12; Philadelphia—3; Gloucester—3; Baltimore—3; Norfolk—3; Jacksonville—3; Puerto Rico— 3; Mobile—3; New Orleans—6; St. Louis—3; Algonac—3; Wil­ mington—3; San Francisco—6; Seattle—3; Houston—9; Piney Point—3. Delegates will be divided equally among the deck, engine and steward departments, and one alternate should be elected from each department in the event a primary delegate cannot attend. The following are the quali­ fications for the delegates to the special Conference. They must: • possess a full book in good stah^ng; • have 24 months seatinie with SIU A&G contracted^ deep • sea operators in ratings above en­ try (seatime will be considered as any time for which contri­ butions have been made toward pension and welfare eligibility); • have at least 90 days of such employment in the period from March 1, 1983 to March 1, 1984. This year finds the entire U.S. maritime industry at a cross­ roads. President Frank Drozak noted that "we have many chal­ lenges in our industry; it will be the job of the delegates to the Crews Conference to address them." The issues to be considered include the question of how to deal with crew requirements of highly automated vessels; how to keep our industry competi­ tive with those of other nations, and how to meet new employ­ ment challenges arising with in­ creased numbers of military and other types of specialized yessel operations. The Conference delegates will meet each morning to discuss various contract-related pro­ posals. In the afternoon, the delegates will break up into smaller workshop sessions to discuss the morning's pro­ posals. The delegates will consider recommendations from the membership which haVe been received at SIU headquarters, as well as the hundreds of re­ sponses to the questionnaires Delegates will address many important maritime issues at the conference. which were sent out at the be­ ginning of last November to deep sea members to ask for their ideas and suggestions for draft­ ing and developing proposals dealing with the upcoming con­ tract negotiations. Discussions at the Confer­ ence will include a review of the Shipping Rules; the Union Con­ stitution; the Welfare, Pension and Vacations rules; SHLSS programs; the permanent job status; meetings aboard ships; shipboard responsibility; the role of the SIU in law and politics; communications and the LOG; and the upcoming grassroots political campaign. Both the Standard Tankership and Standard Freightship Agreements expire June 15,1984. The recommendation of the Conference will be used as the basis for negotiations on these contracts. This year all elected delegates are urged'to bring their spouses with them to the Conference where they will be housed in the new training and recrea­ tional facilities at Piney Point. The spouses will be invited to attend the morning sessions, and recreational activities will be ar­ ranged for the afternoon. "The delegates elected to the Crews Conference will have a big job to do," said SIU Presi­ dent Drozak, "as the recom­ mendations they produce will be the blueprint for the SIU for the next three years. I believe that these three years will be crucial to the well-being of our Union and its members and I urge all SIU members to fully participate in the special meet­ ings to elect delegates to the Conference." New Budget Means Congress Must Save Fleet (Continued from Page 1.) lot of groundwork for next year when a new Congress won't be worrying about elections, and perhaps as important, prevent anyone from sneaking in legis­ lation that could harm us and destroy the maritime industry," he added. Those issues include Alaskan oil, CDS paybacks, some cargo preference legislation and pos­ sibly renewed interest in the reflagging of two Cunard ships for the American domestic passen­ ger trade. The vote on Alaskan oil could come as early as the middle of February. The SIU, along with the Coalition to Keep Alaska Oil, has been able to line up 46 senators as co-sponsors of leg­ islation to prohibit the export of the Alaskan oil to Japan. The North Slope oil is impor­ tant to the United States in sev­ eral ways. First, it provides a secure and inexpensive source of petroleum for producers and consumers who would be forced to rely on unstable foreign sup­ pliers if the oil were exported. Second, the oil guarantees the U.S. will have a fleet of ready and operational militarily useful tankers if needed in conflict. If the oil were exported, most of these smaller tankers would be laid up or scrapped. Along with the crews of sev­ eral dozen SlU-contracted ships in the trade, many thousands of other working men and women depend on the Alaskan oil trade for a living, up and down the West and Gulf coasts. If the oil were exported, those jobs would be lost. In 1983, both houses passed legislation temporarily forbid­ ding CDS paybacks. Supporters of the payback want subsidized tankers to be allowed to pay back those CDS funds and enter in the Jones Act Alaskan trade. The SIU is against the pay­ backs because they would be unfair to ship operators who did not receive the subsidies so they could be allowed in the domestic trade, which is reserved for nonsubsidized American ships: They would also mean the loss of hundreds of jobs as the very large subsidized tankers re­ placed, the smaller ships now carrying the oil. The House passed a bill which would not allow the paybacks on a wholesale basis, but on a case-by-case basis, which is current government policy. The Senate passed other legislation which does not include the CDS provisions, and the two sides must now meet in conference and iron out their differences. The cargo preference battle will include efforts to make sure current laws are enforced, im­ prove those laws and fight against several bills which are aimed at eliminating or weakening the laws. The Competitive Shipping and Shipbuilding Act, also known as the Boggs/Trible bills, may move along in the House and Senate. The bills set aside 5 percent of the nation's imports and exports in the first year and increases that 1 percent a year until 20 percent of the nation's imports and exports are carried on U.S.-flag ships. The laws concerning govern­ ment-impelled cargo could be strengthened if the Government Impelled Cargo Act of 1983 is passed. The bills, introduced in both the House and Senate, streamline current laws and add some provisions for increased U.S. carriage. Legislation to permit the reflagging of two Cunard Ships could be revived this session. The two ships would be used in domestic cruise trades but need a special waiver. In addition to creating 1,000 seafaring jobs and opening up the lucrative cruise market to U.S. ships, both ves­ sels could be used by the mili­ tary if needed. February 1984/LOG/3 �Stricter Inspections Needed • • M "v • - Lv^i" -; NTSB Cites Weak Hullin Marine Electric Tragedy Structural failure in the rusted hull of the NMU-manned Ma­ rine Electric (Marine Transport) caused the 30-year-old collier to sink in a "moderate" storm off the coast of Virginia last year, according to the National Transportation Safety Board. In addition the NTSB found that the lack of survival suits for the crew was a contributing factor in the deaths of most of the victims. Of the 31 who died (three survived), 20 of the deaths were attributed to the cold waters, the NTSB reported. The agency's report on the accident is not legally binding, but it includes many recommen­ dations for ship safety. The Coast Guard also participated in the investigation of the Feb. 12 ac­ cident and has yet to release its own report. The report was critical of in­ spection practices and policies of the Coast Guard and the American Bureau of Shipping. It also discounted theories from the company that the Marine Electric either hit bottom while aiding a fishing boat or that an improperly stowed anchor gave way and battered a hole into the hull during the storm. "The probable cause of the capsizing and sinking. . .was the flooding of several forward Early photo of Marine Electric on sea trials. compartments as the result of undetermined structural fail­ ure. . .[caused by] wastage," the report said. The three survivors, includ­ ing Chief Mate Robert M. Cusick, testified that they beUeved the hatch covers, which were worn, rusty and not watertight, had given way in the storm. The NTSB said that they were cor­ rect, but that covers gave way only after the weak hull frac­ tured, flooding the holds. One of the investigators for the NTSB, Paul Esbensen, said there was a "lack of diligence" on the part of th^ Coast Guard which had inspected the ship in the months before the accident. Also the report called on both the Coast Guard and the Amer­ ican Bureau of Shipping to re­ duce the time between hull in­ spections for older ships and to pay closer attention to the prob­ lems of aging ships. "In October 1980, the [SIUcontracted] U.S. freighter Poet disappeared in the north Atlan­ tic Ocean,. . .the loss of the Poet and the Marine Electric raise the possibility that owners, operators, the American Bureau of Shipping and the Coast Guard should subject older vessels to more comprehensive inspec­ tions," the report said. The NTSB called for stren­ uous hull inspections every two years as opposed to the, current pattern of every four or five years. "The Safety Board believes that the Marine Electric's con­ tinuous need for structural re­ pairs of the hatch covers, main deck and cargo holds indicates a parallel deterioration of struc­ tural strength of vessel must have been in progress over the preceding two years due to the wasting of the underwater hull plating," the report said. U.S. Fleet Can't Carry Port Development Costs •a •I Ii"; (Continued from Page 1.) ceipts to cover the operating and maintenance of existing port channels. About $5.5 billion was col­ lected in customs receipts from imported cargo at U.S. ports last year. Van Dyck said about $350 million of that would cover the operating and maintenance cost. In addition, he said, if that money were spent, it would gen­ erate nearly 16 times as much in increased use of the water­ ways and channels. The $350 million is the limit the bill puts on spending for operating and maintaining cur­ rent harbor channels. The Sonat president said that cap should be increased to allow for infla­ tion. The Senate bill calls for no federal participation in funding harbor channel deepening proj­ ects greater than 45 feet. In other words, the entire cost 4/LOG / February 1984 would be recovered through user fees. It also sets a 30 percent federal spending level for deep­ ening to 45 feet. After that small federal in­ volvement, it us up to the state or local authorities to find a way to pay for the improvements. "It is our opinion that 100 percent cost recovery for such channel deepening is excessive. Given the substantial economic, social and national security ben­ efits provided by coastal ports, we believe the federal govern­ ment should participate to some extent in the financing of superdeep ports," Van Dyck said concerning the 45-foot or deeper projects. The major problem in the leg­ islation is determining exactly who the "direct beneficiaries" are, because they are the ones who will be required to pay the user fees. Van Dyck warned that if only water carriers are levied for the fees, it will place a heavy and unfair financial bur­ den on them. "A stronger case can be made for several other parties along the chain of producing, manu­ facturing, storing and trans­ porting a cargo destined to move in waterborne commerece are likely to benefit more directly from port developments. Indeed it appears to us that both the producer and the purchaser of goods moving on waterborne commerce are direct beneficia­ ries of port improvements," he said. The two transportation ex­ perts called on the senators to define exactly who the direct beneficiaries would be and not allow that decision to be made on a local basis which means a wide range of different fees and different companies and firms paying those fees. "We find it both unfair and simplistic for the vessel to be singled out as the mechanism for which user fees are im­ posed," he said. Along with several sugges­ tions concerning minor aspects of the bill. Van Dyck and Lu­ ciano called on the sponsors to: • Use customs receipts to fund operation and maintenance of existing channels, • Identify the real beneficia­ ries of port and channel deep­ ening and make sure they bear the burden of all user fees if such fees are imposed, • Impose no user fees on ves­ sel operators who gain no bene­ fits from the maintenance or deepening of ports, • Impose no user fees on American-flag vessels because that would lead to further de­ cline of that fleet, create nega­ tive financial and administrative burdens on the vessel operators, and directly conflict with long­ standing maritime promotional policies. �Mt^LiiniA ij'iMieii ¥ SlU Rep Answers Questions Ogden Wabash Docks in HE OGDEJS! WABASH, T which is operated by Ogden Marine, recently docked at Stapleton anchorage off Staten Is­ land, N.Y. after a short run to Panama. SIU Rep Kermett Mangram paid off the vessel and answered questions that the members had about the upcom­ ing Crews Conference which will be held at the Seafarers Harry Lundeberg School of Seaman­ ship in Piney Point, Md. next month. "The Union will be going all out to see what you think about permanent jobs, among other things," said Mangram. "If you want six months on and six months off, tell us. If you want four months on, two months off, then tell us. Just remember one thing: If you feel strongly about this issue, then get in touch with the Union. A lot of guys will wait until it is too late and then complain about the outcome. You shouldn't do that. The time to express your opinion is now." The members agreed, "It is an important issue and I want my voice heard," said AB Bill Dickie. "I feel the same way," said Percy Shauger, chief stew­ ard. Two members boarded the vessel: Kevin White, AB, and Todd Smith, wiper. Almost everyone on the Ogden Wabash agreed that they were getting a bargain: The crew is friendly, the overtime decent. The Ship's Committee from the left are: J. Holmes, saloon mess; Percy Shauger, chief steward; Basilio Maldonado, bosun; Edgar Ramirez, oiler; and Leggett Jones, deck delegate. i SIU Representative Kermett Mangram, center, meets with "Mad Max" Crane (r.) while OMU Charlie Polk reads the LOG. Deck Delegate Leggett Jones (I.) and Bosun Basilio Maldonado enjoyed the voyage. OMU Howard Daniels relaxes for a moment. Cook/Baker Earl Grey prepares a meal. Kevin White, AB, recently signed on aboard the vessel. February 1984/LOG/5 ft .V �^ - ... :r, 'fe- MW-i. • i: f- • # lPi- i/. •V V',.:; In its monthly series of inten/iews and reports, "PROFILED" «/iii highlight key govemment officials instrumental in shapinq n^inrS, and mantime policy. ^ ywuonai Congressman Walter B. Jones Congressman Edwin Forsythe A C s CHAIRMAN of the House ONGRESSMAN Edwin For­ Merchant Marine and Fish­ sythe (R-N.J.) has repre­ eries Committee, Congressman sented the 13th Congressional Dis­ Walter Jones (D-N.C.) oversees trict of New Jersey since 1970, and the House committee directly re­ has been a fi^m advocate of Amer­ sponsible for all merchant marine ica's merchant fleet. As the ranking measures before they proceed to minority member of the House the House Rules Committee and Merchant Marine and Fisheries the floor of the House of Repre­ Committee, Forsythe recognized sentatives for congressional ac­ the vital importance the oceans of tion. the world play in our nation's com­ During the first half of the 98th merce, resource development and Congress, the chairman has been food supplies. sailing the maritime ship against Rep. Walter Jones The congressman is the ranking the tide of an administration flow­ minority member of the Fisheries ing in flagrant violation of the mar­ of its Coast Guard and Navigation and Wildlife Conservation and the itime laws already on the books. Subcommittee and is an ex-officio Rep. Edwin Forsythe In April 1983, Jones authored member (with vote) of all the sub­ Environment Subcommittee of the Marine and Fisheries available one of these two ships for and introduced, with bipartisan committees of the full committee. Merchant Committee; and is the ex-officio use in evacuating those medical stu­ sponsorship of the committee lead­ He also sits on the House Agri­ member (with vote) of all its other dents. Ifthisbillwerelaw, we would ership, the Government-Impelled culture Committee and its subcom­ subcommittees. not have had to even ask!" Cargo Act of 1983, H.R. 2692. The mittee of Tobacco and Peanuts. In Late this summer, the congress­ legislation, if enacted, will revise, addition, Jones serves on several man introduced the United States clarify and consolidate the laws House task forces, among them A wet sheet and a flowing sea, Fisheries Development Corpora­ relating to government cargo re­ the Conservative Democratic A wind that follows fast, quirements. Forum, the Congressional Rural And fills the white and rustling sail. tion Act of 1983, laying the foun­ dation for the rejuvenation of the Caucus and the Congressional Port And bends the gallant mast. Upon introduction of this legis­ Caucus where he is co-chairman. While the hollow oak our palace is. United States' fishing industry. lation, Jones stated, "An impor­ In his introductory statement in The chairman is strongly com­ Our heritage the sea. tant aspect of this legislation is the the U.S. House of Representa­ mitted to maritime safety. Jones, requirement for 100 percent of Allan Cunningham, The Songs of Scotland tives, Forsythe said, "Too often as well as several members of the all cargo affecting the national — in the past we have sought solu­ Merchant Marine and Fisheries security of the United States to be tions to the industry's needs through Committee, sent a letter to the carried on American-flag vessels. Joining chairman Jones, For­ a piecemeal approach. This has led U.S. Coast Guard Commandant Strategic and critical materials sythe co-authored the Govern­ to a confusing maze of govemment Adm. James Gracey, urging his should not be left to the uncertain­ ment-Impelled Cargo Act of 1983. programs. This bill creates an in­ ties of carriage on foreign-flag ves­ action on several specific areas of At the hearing on the bill held in stitution directed by the fishing concern. sels. It is imperative that we not June 1983, he said, "I think the Among some of the recommen­ goal of promoting a healthy U.S. industry with the goal being to put ourselves in the position of dations requested by the commit­ merchant marine is critical. We design and administer a program being dependent on foreign ship­ tee members include "accelerating have an opportunity here to com­ for the industry." ping companies and foreign crews "While each of us would hope present efforts to recruit a limited to get these materials to our shores. bine several important objec­ that the American fishing industry number of experienced civilian To do otherwise is illogical, unwise tives—supporting the foreign pol­ personnel to p^icipate in the Coast icy and international trade programs could succeed merely because of and potentially dangerous. This bill Guard's marine inspection pro­ of the govemment and, at the same the men who go out on the sea in will ensure that the United States ships, the reality is that the indus­ gram and review Coast Guard pol­ has sufficient ships with the req­ time, assuring that our merchant try is multi-faceted and the icy pveming the granting of ex­ marine benefits from the imple­ uisite number of American citizentensions of drydock inspections for mentation of those programs. I achievement of its development seamen to transport all of our vessels." objectives requires a sophisticated needed strategic and critical ma­ think the bill is a good starting blending of a variety of skills, fund­ Through heated and lengthy de­ point." terials. H.R. 2692 is a direct re­ ing sources and services. This cor­ bate last year, the Cunard bill was sponse to continuing, escalating During full committee mark-up poration would provide that blend." reported out of the Merchant Ma­ and flagrant violations over the last November on the Cunard Prin­ rine and Fisheries Committee un­ The corporation would be em­ applicability of the existing cargo cess and the Cunard Countess, the powered to provide financial as­ der the chairmanship of Walter preference laws to government-im­ congressman expressed his com­ sistance to the industry in five Jones. Upon the completion of the pelled cargoes." mitment to revitalizing the U.S. categories—loans, loan guaran­ full committee mark-up, Jones SIU's Frank Drozak testified on merchant marine. states, "It is my hope that our tees, equity investments in joint this bill before the House Merchant "I think this legislation (H.R. business ventures, grants and ex­ action today will be viewed by all Marine Subcommittee calling H.R. as an honest effort by this com­ 4333) is both desirable and essen­ port transaction assistance includ- ' 2692 an integral part of a com­ tial as part of our effort to revitalize ing credit guarantees and insurance mittee to act in the best interests prehensive policy our merchant our merchant marine industry. Since of the merchant marine, and par­ for U.S. exporters. In addition, the marine requires." our last mark-up of this legislation, ticularly the passenger segment of corporation would be empowered the importance of our nation hav­ Rep. Walter Jones has been that industry. It is the passenger to enter into contracts, at the re­ serving the constituents of the First ing immediate access to vessels of quest of the private sector for mar­ and cruise business which has been District of North Carolina consec­ this type has been made abun­ most devastated over the past 30 ket research and technology de­ utively since 1966.. Besides his dantly clear. I understand that dur­ velopment to maintain information years, and this bill is a legitimate chairmanship of the Merchant Ma­ and feasible way of modestly in­ ing our rescue mission to Grenada and advisory services for the in­ rine and Fisheries Committee, the to free those U.S. citizens from dustry and to establish foreign trade creasing the number of passenger congressman is also the chairman danger, our State Department asked offices to promote the export of ships flying the U.S. flag." Cunard Lines if they would make U.S. fisheries products. 6 / LOG / February 1984 �:Y.. ... . r Sfc ;,.•."!• Our Members AtWerk Dixie Strikers Counteract Union-Busting Moves Inland News In Crystal River, Fla. SlU picketers spent the holidays keeping up the pressure on Dixie Carriers. Ray Culpeper (I.) and John Sparks give the thurnbs-up sign. Robert Small walks a picket line at the Monsanto plant. J. Walker passes out literature explaining Dixie Carriers' union-busting scheme to a motorist at Monsanto's Decatur, Ala. plant. ^ i- Sf'V. _ . Going into its 10th month on the Gulf, inland Boatmen out on strike against Dixie-Carriers counteracted the company's unionrbusting tactics by various means. At one of Dixie's major cus­ tomers, the Monsanto Chemical Co. plant in Decatur, Ala., SIU picketers maintained pressure on Dixie boats and scabs at­ tempting to unload cargo at the plant. At the plant entrance, striking Dixie Boatmen handed out strike information leaflets to passing motorists. In Crystal River, Fla., at a huge power plant customer, Dixie strikers conjtinued to hit the bricks along the picket line there. In Houston last month Seafarers ratified a new contract with Western Towing Co. Ready to work under the new pact are (I. to r.) Pilot Claude Butcher, Deckhand Jay Fee and Capt. Jim Wall. \ tr NBC Line Contract Talks Begin New contract negotiations for the NBC Line in the port of Norfolk began on Jan. 31. Still ongoing here were contract negotiations at the Sheridan Trans­ portation Co. and at the Marine Towing and American Towing Cos. Contract Negotiations Start in Mobile , At the end of last month in the port of Mobile, contract negotiations were started at the Pilot Service Inc. and also at Radcliff Materials. Crescent Towing, Radcliff Materials Talks Continue In the port of New Orleans, contract talks for Boatmen at both Crescent Towing and at Radcliff Materials were still continuing. Monsanto Chemical Corp. is a main customer of Dixie Carriers. At the firm's Decatur, Ala. plant Robert Small (I.), J. Walker (center) and Loretta Gant let the company know about SIU solidarity. February 1984/LOG/7 'K.' 3iSr$.T"- • Ml *1^- �• • In Memoriam Pensioner Gervais J. Babin died on Jan. 11. Brother Babin joined the Union in the port of New Orleans. He was a resident of Norco, La. Pensioner Robert Neely Morse Jr., 72, passed away on Jan. 13. Brother Morse joined the Union in the port of Baltimore in 1960 sailing as a mate and captain on the tugs Maryland and Carolina (NBC Line) and aboard the tug Mal­ lard (Allied Towing). He was bom in Currituch County, N.C. and was a resident of Swanquarter, N.C. Surviving are his widow, Eleanor; four sons, Wil­ liam, Stephen, Joseph and Jun­ ius, and three daughters, Addie, Edith and Virginia. I •$' Pensioner Eugene Guidry, 74, passed away on Dec. 12, 1983. Brother Guidry joined the Union in the port of Houston in 1957 sailing as an oiler for IT&T and G & H Towing from 1946 to 1965. He was a veteran of the U.S. Army during World War II. Boatman Guidry was bom in Crawley, La. and was a res­ ident of Pine Hurst, Texas. Sur­ viving are his widow, Mildred and two daughters, Billie Jean and Joyce. Bertrand Joseph Mangiaracina, 52, died on Oct. 16, 1983. Brother Mangiaracina joined the Union in the port of Norfolk in 1975 sailing as a deckhand and mate for Northeast Towing in 1975, Allied Towing from 1976 to 1978 and Caribe Tug in 1976. He attended the Piney Point Towboat Operators Course in 1975. Boatman Mangiaracina was a veteran of the U.S. Navy in the Korean and Vietnam Wars. Bom in Sacramento, Calif., he was a resident of Norfolk. Sur­ viving are his widow, Catherine; two daughters, Teresa and Ro­ bin and a sister, Mrs. Joel Yoder of Woodland, Calif. Pensioner Ste­ phen Thomas Paczkowski, 75, passed away on Dec. 16, 1983. Brother Paczkowski joined ^ the Union in the port of New York in 1960 sailing as a deckhand for almost 50 years (1926-1973) for the Penn-Central Railroad Marine Division. He was a vet­ eran of the U.S. Air Force in World War II. Boatman Paczkowski was born in Jersey City, N.J. and was a resident there. Surviving is a sister, Frances Nadolski of Jersey City. The Crowley tug Sea Prince Is being transferred from Lake Charles, La to California. Shown (I. to r.) are part of the Sea Prince's crew, AB Matthew Miller, AB Lee Wallace, Chief Engineer Hugh Wain, Cook William Witzel and OS Mike Davis. Pensioner Donald Lee Swain Jr., 51, died on Dec. 28, 1983. Brother Swain joined the Union in the port of Philadelphia in 1960 sailing as an AB for lOT. He was bom in North Carolina and was a resident of Beaufort, N.C. Surviving are his widow, Virginia; a daughter, Anna and his parents, Donald and Eliza­ beth Swain Sr. Pensioner Leonard E^en Tibbets, 63, succumbed to cancer in the Park Place Hospital, Port Arthur, Texas on Nov. 11,1983. Brother Tibbets joined the Union in the port of Port Arthur in 1964 sailing as a tug captain for the Sabine Towing Co. from 1940 to 1963 and the Steuart Oil Transportation Co. from 1965 to 1983. He was bom in the Cayman Islands and was a nat­ uralized U.S. citizen. Boatman Tibbets was a resident of Groves, Texas. Interment was in the Greenlawn Cemetery, Port Ar­ thur. Surviving are his widow, Maijorie; two sons, Michael and Patrick and a daughter, Jan. Pensioner Skinner Waff, 83, passed away on Dec. 3, 1983. Brother Waff joined the Union in the port of Norfolk in 1962 sailing as a bargeman and cap­ tain for the Sheridan Transpor­ tation Co. in 1946. Brother Waff began sailing in 1931. He was also a boilermaker. Boatman Wtiff was bom in North Caro­ lina and was a resident of Hert­ ford, N.C. Surviving is his widow, Mary. That's AB Paul Guest onboard the Pilot (Crowley Marine) as the tug returns to Jacksonville from Puerto Rico. Pensioners Clarence Arvie Creighton, 64, joined the SlU in the port of Baltimore in 1957 sailing as a chief engineer for Harbor Tow­ ing from 1941 to 1982. Brother Creighton sailed on their tugs Fort McHenry and Fort Holabird and is a veteran of the U.S. Navy in World War II. Boatman Creighton was born in Cam­ bridge, Md. and is a resident of Baltimore. AMERICAN IS BEAUTIFUL BiiyAmerican... and look for the Union Label! UNION LABEL AND SERVICE TRADES DEPARTMENT, AFL-CIO 8 / LOG / February 1984 At St. Rose, La. on the National Leader (National Marine) are (I. to r.) Tankerman K.M. McMahon and Capt. W.M. McCardie. �Area Vice Presidents' Report Gulf Coast, by V P. Joe Sacco Great Lakes & Western Rivers, by V.P. Mike Sacco I ''HE fight against Dixie Carriers X has a significance that extends far beyond the strike we have against the company. Down the line, this strike—which is entering its eleventh month— will affect all those who work in the towboat industry. It will affect them in terms of working condi­ tions, safety and regulations that are needed to protect workers against unfair labor practices. Right now pilots and captains have no protection under the Na­ tional Labor Relations Act. We are seeking other remedies so that these licensed personnel will be afforded the labor protection that is due to them. The entire inland waterways industry needs changes as far as safety, working conditions and labor relations are concerned. The Dixie strike is helping to bring things to a head. When it's over, not only will the SlU have won the strike, but we hope we will have changed for the better the working lives of all inland boatmen. In other news from the Gulf, we have word from Mobile that the integrated tug-harges Philadelphia and Mobile (Apex) may be erewing up next month. The crewing of these two brand new vessels has been held up for several months because of litigation between Apex and the shipyard where the vessels were built—Halter Meuine Shipyard in Mobile. From Jacksonville, SlU Port Agent George Ripoll reports that the Ogden Yukon (Ogden Marine) has been erewed up. She was in layup since Sept. 8, 1983. Brother Ripoll has been made president of an environmental organization called STOUT which, among other things, is opposing the conversion of the trans-gulf pipeline from gas to oil. The SIU is strongly opposed to this conversion which would mean a great loss of jobs for our Boatmen. Finally, in Houston we recently crewed the brand new bulker Odgen Missouri (Ogden Marine) which sailed off to Israel. N St. Louis we're gearing up annual dinner-dance of the Greater St. Louis and Vicinity Port Maritime Council. The affair will be held on March 10 at the Henry Vlll Inn and Lodge in St. Louis. About 500 people are expected to attend. Several people will be honored at the dinner-dance. They are Rep. Robert Young (D-Mo.), a good friend of the SlU; Daniel 'Duke" McDey, president of the Missouri State Labor Council of the AFLClO, and Kenneth Davis, chairman of the boafd of both B-K Construction Co. and the Colonial Bank in St. Louis. The extremely cold weather on the rivers has trapped in ice approximately 40 boats and over 100 barges from Lock 25 up to Keokuk, Iowa. Lock 25 is near Winfield, Mo., about 25 to 30 miles by river from St. Louis. . This is one of the coldest winters we've experienced on the rivers. The Upper Mississippi River and the Upper Illinois River are frozen. Records show that Illinois went through the worst December weather in its history. However, some of the ice is starting to break up and it's possible that the boats might move before the winter is over. Up on the Great Lakes, where they're used to this cold weather, it's pretty quiet. Storms are hitting the area relatively early this year though and that's a good sign for the Lakes. The storms help to break up the ice and this quickens the melting process. Negotiations have started with two of the groups on the Lakes whose contracts expire on March 31. They are the Great Lakes Towing Company and the Great Lakes Dredge Owners' Association. I'll keep you informed in future issues of the LOG on the outcome of these and the other negotiations that will be coming up on the Lakes. East Coast, by V.P. Leon Hall H ERE in the port of New York, we crewed the Pittsburgh (Sea-Land) which had been laid up •for several months. Down in Norfolk we recrewed the Sam Houston (Waterman) on Jan. 30. She had only been in layup for two weeks. Also from Norfolk, I'm pleased to announce that we have a new port agent, Jimmy Martin. Brother Martin has been an official with this Union since 1968 when he sf/ :.y cf, • came ashore from his work on the inland waters to be a representative for the Inland Boatmen's Union, then an affiliate of the Seafarers International Union. He worked mainly in New Orleans and the Gulf area but also served as port agent in St. Louis. For several months Brother Martin worked in the manpower department at the Seafarers Harry Lundeberg School of Seamanship in Piney Point, Md. I'm sure Jimmy Martin will make a fine port agent in Norfolk and I want to wish him the best of luck. In Norfolk we have several negotiations under way with our inland companies. They include Marine Towing and Transportation; Amer­ ican Towing and Transportation; Sheridan; Allied coastal and Inland Towing, and NBC Lines. The SlU-contracted cable ship Long Lines (Transoceanic), which is in Wilmington, N.C. is preparing for another assignment. From Gloucester, we have word that there's been a lot of bad weather up there and some of our fishing vessels were caught in big storms. Prices for fish are generally poor while the price of shnmp goes up and down. Usually prices for fish are pretty good this time of year, but they have been brought down, in part, because of the large amount of fish coming in from Canada and Iceland. I ( .our West Coast, by V.P. George McCartney M Y column this month is a [mixture of good and bad I news. I'm sorry to report that SlUcontracted Delta has announced the discontinuance of its four "M" class ships. These combination passengerfreight ships normally made trips of 58 to 60 days around South America. They are the Santa Maria, Santa Magdelena, Santa Mariana and Santa Mercedes. Each can carry 100 passengers. The Santa Mercedes already is laid up and the other three will gradually be laid up over the next several months. The Santa Magdalena will be the last. She will leave from Vancouver, British Columbia, Canada on March 21 and will return to the United States on May 15. Delta has also announced that the company may break out these ships again if needed, but they will only be for freight. Meanwhile, the company's LASH vessels—the Delta Norte, Delta Mar and Delta Sud—WiW take up some of the slack on the South American run. One of the ironic things about this situation is that as we lose the "M" ships as passenger vessels, more foreign-flag cruise ships are coming into the port of San Francisco. On the positive side, I'm happy to tell you about a rescue made by the competent crew of the SlU-contracted fiill passenger ship Independence (American Hawaii Cruises) which runs among the Hawaiian Islands. On the evening of Jan 27 enroute from Maui to Honolulu, the ship's crew rescued a surfer who was 22 miles out at sea in the Maui channel. A story on this rescue, along with photos, will be appearing in the LOG next month. Finally, 1 want to wish Seattle SlU Representative Horace "Hamp" Hamilton a speedy recovery after his operation. Get well soon, Hamp. February 1984/LOG/9 f �• ,V Crisis in Heaith Care 200 Years of Growth and Governrnent Help Fail ' I.: „ • f I'- !• By LYNNETTE MARSHALL A history of seamen's health care begins with the defeat in 1588 of the Spanish Armada. The Queen of England, blessed by victory, gave homecoming seamen and marines maritime hospitals at Chatham and Greenwich. Colonists in Vir­ ginia continued a similar prac­ tice. The cornerstone of the first seamen's hospital in America was set in place by the Com­ monwealth of Virginia in 1788. The port of Norfolk established health care for seamen in the New World through the levy of a "hospital tax" on seamen's wages. It was one year before the signing of the Constitution. By 1798 Congress provided that all seamen regardless of economic means were eligible for medical care and so began the construction of the U.S. Marine Hospital Service facili­ ties. National Health Care For 200 years, seafaring fam­ ilies came to the solid granite and brick hospitals which at their zenith numbered 24 in 1921. They were mammoth both in actual size and in the contribu­ tion they made to the nation, leaving a lasting impression as the very first public supported national health care institution in the country. A single room laboratory, the original site of the federallysponsored study of bacteria, vaccines and quarantine, lo­ cated at the Staten Island Ma­ rine Hospital, moved to less cramped quarters. It was* re­ named the National Institutes of Health, today a prestigious federally-funded hospital. It was the beginning of a new era in health care. New public civilian hospitals and research facilities expanded throughout the country, alongside Iowa cornfields, along Main Street and in urban districts. More and more people found health care affordable and within traveling distance. National health care pro­ grams to contain and dispel con­ tagious disease financed the drainage of swamps, clearing of malaria-infested lowlands and inoculation of school children against small pox and tetanus. The government began an edu­ cational campaign for sound nu­ trition in America's diet. Federal legislation in more recent years saw provisions en­ acted for Medicare and Medi­ caid, the furthest reaches of so­ cial consciousness in health care. The Social Security Act The Social Security Act was enacted in Congress in 1935 al­ lowing for unemployment com­ pensation, retirement and death benefits, and establishing fed­ eral grants to implement state public health programs and aid to dependent children, the blind and disabled. The Medicare Act of 1966 provided federally-funded med­ ical insurance for those over 65 years of age and a state/federal insurance program for the poor. The Great Depression had been the great equalizer. Few could forget the anguish of an impoverished nation. The De­ pression acted as "a kind of national crucible," Gerald W. McEntee, president of the American Federation of State, County, and Municipal Em­ ployees said. "But out of that crucible emerged a new sense among the people about what kind of a place we wanted the United States to be, and the confidence that our government could lead us to that future." Laws were passed in Congress to ensure the basic essentials of life to all individuals. More than $17 billion has been cut from the federal budget for medical care. Will this baby's parents be able to pay the bill? years of the Great Depression were higher unemployment rates recorded. A report by the AFLCIO shows most unemployed workers lose their health insur­ ance when they lose their job or as soon as one month later, and most do not qualify for government-subsidized pro­ grams such as Medicaid. During the first years of the Reagan administration, 20 mil­ lion jobless workers were with­ out health insurance r In many cases, the jobless person is left without any assistance when ill­ ness strikes. Cuts vs Price Controls The choices facing the Rea­ gan administration were clear. As a candidate, the president supported competition in the health care industry as a way to keep costs from rising further for the nation's bill of health. As president, Reagan pro­ posed a number of cutbacks in health care programs. The Om­ The Fading Promise nibus Reconciliation Act man­ Amid a growing recession in dated substantial decreases in October 1981, the government federal revenues for federal and closed the U.S. Public Health state health programs. In 1982, Service hospitals. In 1983, the Tax Equity and Fiscal Re­ members of the Seafarers Inter­ sponsibility Act approved $17 national Union voted unani­ billion over a three-year span in mously to roll back their IVi budgetary cuts in health care. percent wage increase into the Some $13 billion were taken out Seafarers Welfare Plan to ease of Medicare alone. In the same the strain of transition to fee- year. Medicare costs were passed onto private industry for-service health care. During the decade of the '80s, welfare plans. Workers between the number of jobless workers the ages of 65 and 69 were rose to the second highest level notified that Medicare coverage in the nation's history. Only was drastically reduced. At the year's end, $12.4 bil­ during the hard times of the final lion were shifted from Medicare as an emergency loan to the This is the second in a series of articles about the crisis in Jiealth Social Security Retirement Trust care. During the next several months the series will explore many fund as a way to prevent the aspects of the problem and how it effects you and the SIU. predicted collapse of Social Se­ 10 / LOG / February 1984 curity. Critics point to the loan as the economic example of how solutions are not being found to economic problems, but rather the government is just shifting accounts as temporary cures. Critics also charge it is as if the government has come to believe too many people are asking for too much too often from the nation's medical profession and that the line on health care must be drawn—— not on the overcharges on hospital bills, but on Jhq poor. • - , j • The Philadelphia Experience In Philadelphia, as in the far­ thest corners of the nation, the jobless waited in the summer of 1982. Lines spilled from unem­ ployment offices down the block. They waited in soup kitchen lines. And the jobless waited for admission to urban hospitals. . Wo. are still feeling the after­ effects of this long wait. Cityrun clinics were filled past ca­ pacity. They could not absorb the new wave of unemployed at the same time budget cuts had striken many from the rolls of government-subsidized health care. And Philadelphia's hos­ pitals, with mounting debts ac­ cumulated from providing char­ ity care and doing with less funding from federal grant mon­ ies, were choosing whether to open their doors to the needy or avert bankruptcy. A public moratorium was the deciding factor. Health care union workers voted by a 2-1 margin to strike unless the poor and unemployed were allowed into the city's hospitals. A hot­ line was set up to take calls from anyone turned away. Con- �As Economy Forces Changes ferences were convened. Nine private hospitals claimed they could not survive as things were and would go bust within five years. Cities were surveyed. Twothirds of some 55 cities taking part said the cutback in block grants from the federal govern­ ment had adversely affected thenhuman services programs in 1982. Health care programs were dealt the hardest blow, they said, and were followed closely by employment training and pro­ grams for the elderly. In the same year, a report from the U.S. Conference of Mayors said the reduced block grants to cities "are clearly not serving the needs of the cities at a time when the people in cities need help the most." Since the start of Medicaid and Medicare, medical costs have increased two-fold in little over two decades. Medical costs went up from 5.4 percent in 1960 to 10 percent of all the goods and services produced by the nation in 1983. The greatest junips appear be­ tween 1960 and 1970 when the nation began instituting and building Medicare and other re­ lated social health programs. The increase was not unexpected considering the large capital in­ vestment needed to begin the programs. But the second high­ est increase appears during the Reagan administration's tenure in office.^ In response, the Reagan administration has said cutting social programs is the only al­ ternative if the nation's budget is to be balanced. But the so­ lutions do not seem to be work­ ing. Last month Reagan sub­ mitted the fiscal 1985 budget to Congress, showing a projected deficit of $190 billion. During the final year of the Carter administration, the deficit was $60 billion. In FY 1984 and again this year. President Reagan has pro­ posed to tax employer contri­ butions to employee health care insurance. Labor has countered that this is one more instance of shifting costs to the insured worker rather than curing the problem. In 1983,40 percent of hospital revenues were derived from government reimbursements to Medicare recipients. The gov­ ernment for years has given hos­ pitals and doctors a blank check to charge what they like for health care. It is this system of payment many believe that has increased health expenditures to one-tenth of the nation's three trillion dollar economy of goods and services. A Changing Industry A new consortium of health care is coming to light as a result The Seafarer's Welfare PlanCoordination of Benefits The Seafarer's Welfare Plan, excluding death and dismem­ berment benefits, is subject to coordination of benefits. What this means is that any SIU mem­ ber or the spouse or dependent of an SIU member covered by a medical insurance policy in addition to the Welfare Plan needs to be sure to receive proper medical reimbursement. To insure timely payment of claims submitted to the plan, a copy of any such additional in­ surance policy must be mailed with Seafarer Welfare Plan claims. of a changed economy, and more and more hospitals are adopting the tactics of for-profit hospitals as a means to survive. The in­ surance industry, too, is seeing transformation. In a report produced recently for the Federal Bureau of Health Facilities, researchers Robert Pattison and Hallie Katz found that within a single community the price difference for the same services may be as much as 24 percent higher at some hospi­ tals. When there is such a wide variance in even choosing which hospital to go to for care, many are educating workers to be aware of differences in costs so they do not find they must pay more for health care or lose benefits such as dental and eye care to make up for the rising costs, a practice more and more common today. Next Issue: TKe changiiig he^th care industry. - ji;>. Need Medical Records from USPHS? Here's Where to Get Them ... If you need to obtain copies of your medical records from the USPHS, do not write to your local USPHS hospital. All USPHS hospitals have been closed. Send all requests for medical records to; U.S. Public Health Service Health Data Center 10000 Aerospace Road Lanham, Md. 20706 According to a PHS official, the Health Data Center is now caught up with the backlog of requests it has received. Any new requests should take from two to four weeks to process. These striking heaith care workers forced Phiiadeiphia city hospitals to provide care for the poor and unemployed in 1982. February 1984/LOG/II �^ ••v Ittin Seafarers International Union of .North America. AFL-CIO WASHINGTON REPORT President Reagan, who promised to bal­ ance the budget by 1984, unveiled his budget proposals for Fiscal Year 1985. A deficit of $180 billion, the highest in this nation's history, is projected. In brief, the president plans to increase defense spending, hold funding for do­ mestic programs at their present, de­ pressed levels, and implement further tax cuts in the forms of indexing. No increases are planned for maritime-related pro­ grams, even though the industry is going through its worst crisis ever. If enacted in its present form, the budget would have a two-fold effect ion the mari­ time industry. Most economic analysts predict that these huge deficits will invar­ iably lead to increased interest rates, which would bring the country back to where it was two years ago when it was experi­ encing high unemployment and rampant inflation. Such a scenario would almost certainly mean less cargo for American vessels and fewer jobs for American sea­ men. In addition, the present budget pays little attention to the maritime industry. Indeed, when Department of Transporta­ tion Secretary Elizabeth Dole introduced the specifics of the transportation budget, she devoted only two sentences to the state of the maritime industry. Spending levels for the maritime indus­ try remain basically unchanged from last year. That does not signal a change of heart on the part of the Reagan adminis­ tration. Basically, all the cuts that could have been made in the maritime budget have been made. February 1984 IlL? Legislative. Administrative and Regulatory Happenings the state of our port facilities. These fa­ cilities are woefully antiquated and signif­ icantly increase the cost of transporting coal. Australia and Canada, this nation's two largest coal competitors, have modem port facilities that can easily accommodate coal supertankers. DOMESTIC CONTENT One of the most pressing problems fac­ ing the American people is the decline of many of their basic industries. This decline has been exacerbated by the inability of the federal government to formulate a coherent national policy on industrial de­ velopment. While nations like Japan and West Germany aggressively promote their exports, the American government has done little to protect American industries from unfair foreign competition. The issue is not one of protectionism. The issue is fairness. While American markets are open to foreigners, many foreign markets are closed to American products. The present administration has not yet addressed this basic problem. The SIU is working closely with the rest of organized labor to conie to grips with this issue. We support H.R. 4360 which was introduced by Rep. John La Falce (D-N.Y.) to help older industries modernize. We also support the Domestic Content Bill which would force foreign auto companies to set up plants in this country if they wish to sell their products here. The Great Lakes shipping industry would be a major beneficiary of the Domestic Content Bill. There can be no healthy Great Lakes shipping industry without a healthy auto industry. DECLINE The Department of Transportation re­ leased statistics showing that the Ameri­ can-flag merchant marine has declined by another 12 vessels over the course of the preceding year, to a total of 696, 535 of which operate on the oceans, 143 of which operate on the Great Lakes. Many of the vessels that were included in the count are obsolete or laid up for lack of cargo. COAL INDUSTRY Spokesmen for the coal industry foresee a modest increase in demand for coal in 1984, though not enough to bring the industry back to the levels of 1981 and 1982. "Prospects for the coal industry look better," said Nationeil Coal Association President Carl E. Bagge. He then modified his statement to emphasize that the shortterm prospects look better; the long-term prospects remain uncertain because of the chronic problems facing the industry, es­ pecially those relating to the transporta­ tion of coal to foreign markets. One of the major problems facing the coal industry, long considered to be the key to this nation's energy problems, is 12/^::3/rc;ui'>ary •'984 ihiidtoti .Si THE STATE OF THE INDUSTRY President Drozak delivered a powerful and moving speech at the February mem­ bership meeting that helped put the state of the maritime industry in perspective. "The transportation industries have been faced with intense problems since the Reagan administration took office three years ago. I am talking about the Grey­ hound strike, rail deregulation, labor prob­ lems at Eastern and Continental, and user taxes in the inland water industry which has pitted one mode of transportation against other modes just to bring down working conditions for workers. "We have to face the issues. No one man can solve our problems. We seamen have got to go back to the grassroots. We have to bring our case to the American people. We have tried everything else and nothing has worked. "We are going to have a Crews Con­ ference in March in Piney Point to discuss the problems facing us. It will not be easy. But by working together, we can make things work." "Jobs are the key to everything. Edu­ cation, dignity, respect: They all depend upon jobs. Unfortunately, we have an administration in power that does not care about jobs or seamen. We have to make sure that we have an administration in, power that does care." UPCOMING LEGISLATION Congress has just returned from its Christmas recess, so little has been done in regards to legislation pending in the House and the Senate. Here is a rundown of bills that will have important conse­ quences for seamen and the maritime in­ dustry. Competitive Shipping and Shipbuilding Act of 1983 (Better known as the Boggs Bulk Bill in the House and the Trible Bill in the Senate): Legislation introduced earlier this year aimed at reviving the bulk liner trade. More than 100 representatives are cosponsoring this bill. Passage of the bill would result in the construction of more than 150 American-flag vessels over a 15year period, all of which would be manned by American seamen. Alaskan Oil: An important issue that af­ fects at least 40 SlU-contracted tankers and more than 1,000 SIU jobs. The Export Administration Act, which bans the export of Alaskan oil, was set to expire last Sej^mber. Congress agreed to extend its provisions until February 1984. The bill was passed by the House and is still pending in the Senate, where it has considerable support. The administration has been pushing to have the ban lifted. Maritime Safety Bill: The Maritime Safety Bill, which will strengthen existing safety laws, was passed by the House of Rep­ resentatives and is still pending Senate action. The SIU considers the bill a badlyneeded ' first step. Recent mari­ time disasters such as the much publicized disappearance of the SS Poet and the loss of NMU's Marine Electric have high­ lighted the need for this type of legislation. (See page 4.) CDS Payback: The Reagan administration has come up with a plan to allow subsi­ dized operators to pay back their Con­ struction Differential Subsidies and buy out their Operating Differential Subsidies. The SIU is strongly against both plans and has been able to delay implementation of a DOT ruling on the CDS issue at least until June 15, 1984. Support spad �rvti^Lew-TOrte^ 1^ -•;,' •, Seafarers -iiDiiHARRY LONDEBERG SCHOOL -i OF SEAMANSHIP '^'AMAN'^ Piney Point Maryland Entering the Towboat Operator Scholarship Program, Norman knew there was a lot of material to cover in a short amount of time. "They taught me how to study and use my time effectively. I was in a comfortable learning environ­ ment and the teachers are ex­ cellent. My whole mental attitude changed toward myself. If I hadn't taken the Developmental Studies course, the Towboat Operators course would have scared the hell out of me. I know I wouldn't have lasted two weeks. The course is still tough, but I know I'll make it. A lot of my classmates wish they had taken SHLSS Instructor Donna Curtis and Norman Guild discuss note-taking skills. l.. oo J vr: New the Developmental Studies course." Norman Guild is married, has three children and ships out of Algonac, Michigan. He works as a dredgeman and on freighters. This is the first time he has attended SHLSS but he now plans to come back each winter to upgradfc. "Being at home, and not working up to six months a year can really destroy your self esteem" says Norman. "There's a lot to be discovered in learning and you get out of life in direct proportion to what you put into It.' Youngest Seafarer at SHLSS Developmental Studies Program Offered at SHLSS The Developmental Studies Program is an SHLSS Adult Education course available to all eligible upgraders who want to improve their technical reading, test-taking and study skills. The Developmental Studies Program is a 40-hour course and should be taken one week prior to a scheduled upgrading course. The student uses the upgrading texts in his speciality area to locate definitions, learn how to take class notes, develop memory, vocabulary and test-taking skills. This course is designed for students who have been out of school for awhile and those who have never used technical material. Tailored to the needs of each student, the course covers controlling anxiety, study skills, reading skills, test-taking skills and using charts, graphs, maps and schematics. To apply, a student has to be accepted into an SHLSS upgrading program and has to take a reading test which is mailed to the applicant. If a student has been through an SHLSS program this test is not required. A letter of acceptance will be sent from the Adult Education Dept. A date schedule of the Developmental Studies Program is located in the SHLSS upgrading course schedule of the LOG. For more informa­ tion write to the SHLSS Adult Education Department. Norman Guild Norman Guild has been out of school for twelve years and lacked confidence in his ability to learn. Taking the Developmental Studies course not only boosted his confidence, but also taught him learning skills he could put to use immediately. •k Gary E. Smith enjoys having his family at SHLSS while atten­ ding the Towboat Operator Scholarship Program. Shown are Gary, son Gary Jr. and wife Tricia. February 1984/LOG/13 �jj^p ".Ol.' ,v. i. " . The SHLSS Farm to the The SHLSS farm has an in­ teresting history and a promising future. The farm was purchased in 1976 as a way to supply the Seafarers Harry Lundeberg School , of Seamanship with fresh quality meats and vegetables at a reduced price. The farm has experimented with raising its own chickens and turkeys but found it wasn't cost effective. Their best results have been with hogs, cattle, vegetables and raising feed for their own livestock. The 967 acre farm supports 70% of the school's meat and vegetable needs. Located on the farm are, two hog confinement buildings, one cattle barn, four silos, five grain tanks, a mill for grinding corn and a machine shed. The hog confinement buildings house over 300 hogs which are in progressive stages of being fat­ tened up for market. An average of 80 sows are kept on hand to replenish the stock with about 25 hogs a month being used by the school. The SHLSS farm also raises the beef which is used by the school. Over 350 head of cattle consisting of herefords, black dingus, and charolais supply the school with about 90%. of the beef it consumes. Five acres of land are used to grow vegetables consisting of potatoes, tomatoes, cabbage, lettuce, broccoli, brussel sprouts, etc. Five hundred fifty acres of field corn is planted each year to feed the livestock. The corn is stored in five grain tanks holding a total of 80,000 bushels of corn. Pre-Mix, which is mixed in with the corn, is the only item purchas­ ed to supplement the feeding of the animals. Silage is cut in •• • • September and stored in the four silos each holding 250 tons. The farm supervisor, Stanley Boothe has worked on the SHLSS farm for six years. "Running the farm," says Stanley, "requires three people in the winter and five in the summer. It's a large operation but it doesn't require a large staff." All the meat and produce that is raised on the SHLSS farm adds up to a big dollar savings for the school and quality, fresh meat and vegetables served at mealtime. #t.• f •i'-r •>-: .:,'= 'V-' '• The four silos on the farm each hold 250 tons of silage. 14 / LOG / February 1984 . V SHLSS Farm Supervisor, Stanley Boothe. �..; The pigs in the hog confinement buiiding are raised on metai grated piatforms above the ground. From birth they virtuaiiy never touch the ground. SECOND & THIRD MATE INSPECTED LICENSE Where Do You Stand? Our records Indicate that you completed the Second or Third Mate Inspected License Course at SHLSS, however we dp not have a copy of your license In our files. It Is requested that you provide us with a xerox copy of your license, front and back, so that we can update our files. If your name does not appear on this list and you hold a Second or Third Mate Inspected License, please submit a copy of your license and your name will be added to the list at that time. NAME SHLSS MATE PROGRAM Adams, John Allen, Charles Andreasen, Henry Arnold, Thomas Baker, William Barrett, Carl Bass, Jerry BernachI, James Boies, Charles Bolger, Michael Carraway, Ronald Cosentino, John Cresci, Mike Dale, Randy Dreyling, Thomas Driggers, Thomas Dudnikov, Paul Dye, Jonathan Eady, Harold Fitzgerald, Timothy Eraser, Christopher Fryett, Robert Fulk, Robert Garcia, Robert Qrepo, Paul Henry, Walter Hubbaii, Brian 07/82 03/83 08/81 11/82 03/82 11/81 05/82 11/83 03/81 . 09/81 09/82 03/83 05/82 05/82 09/81 09/82 11/82 11/83 07/82 09/81 08/81 11/82 09/82 07/83 02/81 11/81 11/81 NAME Jones, Leggette Khan, Fareed Klernan, David Kosturos, Spiiios Long, Larry Mignano, Ben Mullin, John Nagy, Nicholas Nealis, Jr. Charles Newman, David O'Sullivan, Robert Parr, Steven Pierce, Leon Pulley, Leon Rodriguez, Miguel Sanford, Jr. William Scott, Bernard Sparks, John Stone, William Stoutlngberg, Jr. Leroy Sutton, Christopher, Tambon, Philip TIdwell, Ben White, Gregory Whitlock, Edward Wills. Richard SHLSS MATE PROGRAM 03/83 09/82 11/83 07/83 08/81 07/82 09/81 05/82 11/83 11/81 11/81 05/82 03/83 09/82 03/82 11/82 03/81 07/82 11/83 07/82 09/82 07/82 02/81 11/82 03/81 05/82 •'•'V: The five grain tanks are interconnected to the grain mill and each tank holds 80,000 bushels of corn. Our record Indicates that the following Seafarers have received their Second or Third Mate Inspected License. If there Is a correction to this list please submit a copy of your license. SHLSS NAME MATE LICENSE MATE PROGRAM Adams, Wilber Barry, Jr. John Collins, II. Harry Davis, John Dean, William Drinan, David Guglielmo, Thomas Hoffman, Robert Karaczynskl, Jake LaRocque, Raymond Mathes, Patrick Moore, William Mason, George Proudfoot, Emmett Ray, Jr. Patrick Rye, Darreii Sieggreen, William Vonderhaff, Daniel Walden, Timothy 2nd-11/83 3rd-12y81 3rd-07/82 2nd08/83 3rd-10/82 3rd-04/83 3rd-06/83 3rd02/83 3rd-09/81 3rd-03/81 3rd-07/83 2nd-02/82 3rd-12/82 3rd-04/83 3rd-05/83 3rd-06/83 2nd-12/82 3rd-07/83 3rd-05/83 07/83 09/81 07/83 09/81 11/82 03/81 03/81 07/83 09/81 09/82 03/83 03/81 09/82 03/82 03/83 The following information is provided to update my records: I received Second or Third Mate Inspected License on Date • Second -Mate Inspected License Third Mate Inspected License Name: SS# _ Book /if . Address: 1. Telephone tf Send To: Director of Vocational Education SHLSS. PIney Point, Md. 20674 February 1984/LOG/15 T 'i �Upgrading Course Schedule^ March Through May 1984 Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry i Steward Upgrading Courses Following are the updated course schedules for March through May 1984 at the Seafarers Harry Lundeberg School of Seamanship. For convenience of the membership, the course schedule is separated into five categories: engine department courses; deck department courses; steward department courses; recertification programs; adult education courses. The starting and completion dates for ail courses are also listed. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll in the courses of their choice as early as possible. Although every effort will be made to help every member, classes will be limited in size—so sign up early. Class schedules may be changed to reflect membership demands. SlU Field Representatives in ali ports will assist members in preparing applications. The following classes will be held through May 1984 as listed below: Engine Upgrading Courses • Course QMED Marine Electronics Refrigeration Systems, Maintenance & Operations Pumproom Maintenance & Operations Automation Marine Electrical Maintenance Diesel - Regular Welding Check-In Date March 12 March 5 May 21 May 21 Able Seaman Celestial Navigation/ Third Mate Ceiestiai Navigation/ Master/Mate Freight &Towing Ceiestiai Navigation/ Towboat Operator Towboat Operator Scholarship Program Quartermaster Third Mate Bosun Recertification varies varies varies varies Course Check-In/ Completion Date Adult Education Courses Developmental Studies March 5 April 23 April 29 May 14 GEO) High School Equivalency Program (ESL) English as a Second Language (ABE) Adult Basic Education July 6 April 16 April 16 May 21 May 18 ; / May 18 June 22 July 6 Length of Course March 9 April 27 May 4 May 18 Open-ended Open-ended Open-ended Don't Miss Your Chance to Improve Your Skills SHLSS has self-study materials in many areas. Upon your request; SHLSS will send them to you to study in your spare-time. May 18 You can use these skills: k on your job. • to improve your skills for upgrading. • to further your education. . :;gy; Please send me the area(s) checked below: Check-In Date Completion Date March 12 March 19 April 26 April 20 March 5 April 9 April 6 June 15 March 19 April 20 April 30 June 22 April 30 May 7 June 15 July 13 March 19 August 27 Steward Recertification May 21 bi-vveekiy bi-weekiy bi-weekiy monthly , How? ^ \ Recertification Programs Course Assistant Cook Cook and Baker Chief Cook Chief Steward MaySI • April 13 July 6 April 16 May 7 Check-In Date Length of Course Completion Date Deck Upgrading Courses Course Course Check-In/ Completion Date Completion Date April 2 October 8 July 2 STUDY SKILLS Listening Skills • How To Improve Your Memory • How To Use Textbooks • Study Habits • Text Anxiety • Test Taking Tactics ENGLISH: Wnting Skills Stress Management Book 1 - 4 • Notetaking Know-How SOCIAL STUDIES Geography • COMMUNICATION SKILLS U.S. History • Economics • Political Science • Name MATH Fractions Decimals Percents Algebra Geometry Street City Book No. • Zip State Social Security No. Department Sailing In Cut out this coupon and mail to: Adult Education Departmeiit Seafarers Harry Lundeberg School of Seamanship Piney Point, Maryland 20674 Send it today! 16 / LOG / February 1984 \- I|' ' ' L' -rr^' �•i,r. -•. -.-»-af mas-'ir"'," A-fi •"" }r [- •'it'-'. '- Apply Now for an SKLSS Upgrading Course -u((a9siLU£»;i>« Seafarers Harry Lundeberg School of Seamanship Upgrading Application »il| i I Name (first) (Last) Address. Mo./Day/Year (Street) ICiTy) — (STafe) Deep Sea Member • S«l' '^i •; •;,' iij I Date of Birth (Miftdle) Telephone (Zip Code) ^ Inland Waters Member • Social Security # Lakes Member • Book,«' Date Book Was Issued. (Area Code) Pacific • Seniority —^— Port Presently .Registered ln_ Port Issued. Endorsement(s) or License(s) Now Held. No n (if yes, fill in below) Are you a graduate of the SHLSS Trainee Program: • Yes Trainee Program: From to (dates attended) No • (if yes, fill in below) Have you attended any SHLSS Upgrading Courses: • Yes Course(s) Taken -i- Dp you hold a letter of completion for Lifeboat: • Yes No • Firefighting: • Yes No • CPR: • Yes No • => Date Available for Training j " , J- . • ^^ Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed ALL DEPARTMENTS ENGINE DECK • • • • • • • Tankerman ' AB Unlimited AB Limited AB Special Quartermaster Towboat Operator Inland Towboat Operator Not More Than 200 Miles • Towboat Operator (Over 200 Miles) • Celestial Navigation • Master Inspected Towing Vessel • Mate Inspected Towing Vessel • 1st Class Pilot • Third Mate Celestial Navigation • Third Mate • • • • • • • FOWT QMED—Any Rating Marine Electronics Marine Electrical Maintenance Pumproom Maintenance & Operation Automation Maintenance of Shipboard Refrigeration Systems • Diesel Engines • Assistant Engirieer (Uninspected Motor Vessei) • Chief Engineer (Uninspected Motor Vessel) • third Asst. Engineer (Motor Inspected) • Welding • LIfeboatman ADULT EDUCATION DEPARTMENT • Adult Basic Education (ABE) • High School Equivalency Program (GEO) • Developmental Studies • English as a Second Language (ESL) STEWARD No transpoilation will be paid unless you present original receipts after course completion. • • • • • Assistant Cook Cook & Baker Chief Cook Steward Towboat inland Cook : COLLEGE PROGRAM • Nauticai Science Certificate Program • ScholarshipAVork Program RECORD OF EMPLOYMENT TIME—(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL DATE SHIPPED RATING HELD DATE OF DISCHARGE DATE SIGNATURE RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 February 19847 LOG/17- .17 b7_ �• 71 • • t!- A ' S the 1984 school season begins, it's not too early for high school seniors to start thinking about September 1984, and college. For depend­ ents of Seafarers and Boatmen, the financial burden of college can be greatly eased if they win an SlU scholarship. The awards, known as the Charlie Logan Scholarship Program, are given each year under the auspices of the Sea­ farers Welfare Plan. For de­ pendents, four $10,000 schol­ arships are offered. But the Scholarship Program is not exciusiveiy for depend­ ents. A $10,000 award and two $5,000 scholarships are avail­ able to active Seafarers and Boatmen. Also, when there are exceptionally qualified Seafar­ ers and Boatmen, the Board of Trustees of the Welfare Plan may grant a second $10,000 award to an active member. The Scholarship Program was begun in 1952 to help members and their children achieve their educational goals. Several years ago it was named after Charlie Logan, a labor consultant and artibrator who died in 1975. He helped establish the Seafarers Scholarship Program and then worked hard to keep it strong and growing. Seafarer Requirements f'.-:7 Seafarers and Boatmen who are applying for scholarships must: • Be a graduate of high school or Its equivalent. • Have credit for two years (730 days) of employment with an employer who is obligated to make contributions to the Sea­ farers Welfare Plan on the em­ ployee's behalf prior to the date of application. • Have one day of employ­ ment on a vessel In the sixmonth period Immediately pre­ ceding the date of application. e Have 125 days of employ­ ment on a vessel In the previous calendar year. Pensioners are not eligible to receive scholarship awards. Dependent Requirements Dependents of Seafarers and Boatmen who apply for a schol­ arship must be unmarried, under 19 years of age, and receive sole support from the employee and/or his or her spouse. Urimamied children who are eligi­ ble for benefits under Plan #1 IS / LOG / February 1984 1984 SlU College Scholarships Must Take SAT or ACT Major Medical are eligible to For both active members and apply for a dependent's schol­ the dependents of eligible mem­ arship up to the age of 25. Each applicant for a depend­ bers, the scholarship grants are awarded on the basis of high ent's scholarship must: • Be unmarried at the time school grades and the scores of either College Entrance Exam­ application Is made. • Be under 19 or 25 years of ination Boards (SAT) or Ameri­ can College Tests (ACT). age (whichever Is applicable). The SAT or ACT exam must • Be eligible for dependent benefits under the Seafarers be taken no later than February 1984 to ensure that the results Welfare Plan. • Be a graduate of high school reach the Scholarship Selection Committee In time to be evalu­ or Its equivalent. The applicant's parent must: ated. For upcoming SAT test .% Have credit for three years dates and applications, contact (1,096 days) of employment with the College Entrance Exami­ an employer who Is obligated to nation Board at either: Box 592, make contributions to the Sea­ farers Welfare Plan on the em­ ployee's behalf prior to the date of application. • Have one day of employ­ ment In the six-month period immediately preceding the date of application. • Have 125 days of employ­ ment In the previous calendar year. The last two Items above cov­ ering worktime requirements of the applicant's parents do not apply to applicants who are the children of pensioners or eligible deceased employees. Princeton, N.J. 08540 or Box 1025, Berkeley, Calif. 94701, whichever Is closest to your mailing address. For upcoming ACT test dates and applications contact: ACT Registration Union, P.O. Box 414, Iowa City, Iowa 52243. Scholarship program appli­ cations are available to active members or their dependents at any SlU hall or through the Sea­ farers Welfare Plarr, 5201 Auth Way, Camp Springs, Md. 20746. Scholarship winners will be announced In May 1984. The deadline for submission of ap­ plications Is April 15, 1984. �Home Away ,from Home SHLSS Training and Recreatibn Center Opens its Doors to Membership By DEBORAH GREENE S INCE the founding of the Seafarers International Union in 1938, much of its ef­ forts have been devoted to train­ ing and upgrading the skills of its members to keep pace with the expanding technologies of the maritime industry. The Seafarers development of its new facilities in Piney Point, Md. in 1967 was a vital step in centralizing its training and up­ grading programs in one con­ venient place, and so the Sea­ farers Harry Lundeberg School of Seamanship came into being. Last month, on Jan. 3, 16 years of planning and building a superb maritime training fa­ cility moved into a new phase. A modern and functional sixstory building opened its doors, proudly identified as the Sea­ farers Harry Lundeberg Train­ ing and Recreation Center. Because of the foresight of men like the late Paul Hall and the active leadership of SIU President Frank Drozak, this facility of approximately 500,000 sq. ft. is the realization of a dream—^to enhance the job skills and job security of the SIU membership. Nestled on the banks of the St. George's River in historic southern Maryland, 80 miles south of Washington, D.C., the Center is more than a hotel or classroom. Under the direction of SHLSS Vice President Frank Mongelli, the Center's staff in- Bronze busts of Andrew Furuseth, Harry Lundeberg and Paul Hall line the walkway into the main entrance. tend to make it a real "home away from home" for the many Seafarers who will pass through its doors each year. Visitors who enter the Cen­ ter's spacious lobby will im­ mediately notice the three beau­ tiful blue rugs, each emblazoned with the gold seal of the SIU, as well as a display of model ships and lush indoor vegeta­ tion, Above the registration desk are eight clocks, each noting the time in different ports all over the world: Yokohama, Manila, Honolulu, San Francisco, New York, London, Rotterdam and Bombay. Trainees SHLSS trainees are housed in a separate section of the building. Their quarters, on the upper floors, are large dormi­ tory-style rooms filled with bunk beds and wardrobes. Off each dormitory room is a separate annex for studying and recrea­ tion, equipped with desks and chairs and a television set. When filled to maximum capacity, the trainee facilities can accommo­ date 236 men and women. The trainees have their own dining hall in the Center as well as a recreation room complete with ping-pong and pool tables and video machines. The shipping desk is on the ground floor of this section. It is here where Carl Peth, Piney Point port agent, sits and from where young men and women trainees ship out following grad­ uation. Upgraders Chief Chef Romeo Lupinacci and SHLSS Vice President Frank Mongelli talk about activities in the galley. Most of the other 292 rooms in the new Center are reserved for upgraders and guests of the Union. Much like a standard hotel room, each has two double beds, color TV, bureaus, desks and a table and chairs. Unlike the standard hotel room, how­ ever, most also have a balcony overlooking the river or a view of the swimming pool and tennis courts below. And, in a striking departure from tradition. Seafarers at­ tending upgrading classes are now permitted to bring their families with them to enjoy the many recreational facilities available at Piney Point while they are in class. Facilities On the ground floor of the Center is a fully-equipped health spa and game room. It has a nice mix of Nautilus, universal and free-weight equipment as well as punching bags, exercise bikes and ping-pong and pool tables. One of the better-at­ tended activities at the health spa is the aerobics class held every Tuesday and Thursday evening. There are separate men's and women's locker rooms, saunas and steam rooms. When the weather warms up a bit, an outdoor olympic-size swimming pool and two tennis courts await use by the membership. The main purpose of the Cen­ ter, of course, is to assist Sea­ farers in attending the many educational and training pro­ grams developed by the SHLSS. It is however, also designed to accommodate the needs for union-related conferences and conventions. In fact, several such meetings have already been (Continued on next page.) February 1984/LOG/19 rnmmM •i �•a& V =»-. • iny V- •I'j >.- a! , "'V r. 1^. "-, "tVil-r- ! Tr Oi - '•V J ^ : -.v- .i'^i (Continued from previous page.) scheduled: the SIU Crews Con­ ference in March, the Towboat Advisory Committee, and the AFL-CIO Executive Council Meeting in May. The SIU will also use the Center for its con­ vention later in May. The Center's auditorium on the ground floor was designed for maximum flexibility. It can accommodate from 50 persons at a banquet to 202 persons when used as a conference room—or as many as 574 when used as a theater. On the first and second floors, there are also a number of lounge areas and rooms for smaller meetings and card games. One such area on the second floor even has a large working fireplace. A small laundry room on the second floor with two washers and dryers has been installed for use by those members and their families for the "homey touch." The Sea Chest, a mini-com­ missary located on the ground floor, sells magazines and news­ papers, post cards, toiletries and other personal items. And a good place to go after a hard day of studying and ex­ ercise is the Anchor Bar. Also on the ground floor, this oakwood bar is designed to resem­ ble a viking longboat. The lovely wooden figurehead originally adorned the Port 'O Call bar in the SIU hall in Brooklyn. The galley crew serves train­ ees and upgraders alike, and prepares breakfast, lunch, sup­ per and night-lunch. Food Service And then, of course, there's the food! Culinary Director Don Nolan and Chief Chef Romeo Lupinacci and their staff of in­ structors and upgrading cooks and bakers whomp up some re­ markable meals, served cafet­ eria style. They have a large galley where soups are always simmering or meats roasting, and there is a separate bakery room. Baking is done between 0400 and 1200 hours, and the tantalizing aroma of freshly baked bread drifts through the area during those hours. Rita Kiefer is enjoying the facilities at the new Center while her husband Robert Is an upgrader. * It's Your Center In announcing the opening of the Center, SIU President>Frank Drozak said, "This new facility is a statement of our commit­ ment to provide our member­ ship with the best training op­ portunities available anywhere in the world. It is also a state­ ment of our commitment to pro­ vide the American-flag mer­ chant marine with the best trained seafarers in the world. And it is a visible expression of our belief in the future of our industry." The new Training and Rec­ reation Center at Piney Point is part of your Union. Come and take advantage of the training and experiences offered there and of the opportunities that await you. The Anchor Bar, designed to resemble a viking longboat, Is always a welcomed spot after a hard day of study and exercise. Harry Kline (I.) and Dave McLeod (center) pay attention as Instructor Bill Seldenstrlcker demonstrates the finer points In making a jelly roll. ; One of the better-attended activities at the health spa Is the aerobics class, •'mm " Mail" �-.'ty:".' •% -1'%^:., ii • 'H'j •v: fa i? <-f; • ? Trainees enjoy some pool in their own recreation The Sea Chest is a small store on the lobby Piney Point Port Agent Carl Peth sits at the room as Hotel Manager Eddie Gildersleeve looks level, open to trainees and upgraders alike. shipping desk on the ground floor of the trainee's on. section of the Center. r. ••' Upgrader George Darney uses a piece of Nautilus equipment to help get in shape. Lisa Peterson, assistant cook, is ready with a smite Alice Bonds is the receptionist at the Center. 22/LOG/February 1984 • r- -Ik .1 'v-;LJq! �Apply Now It will put you on top in your profession. Assistant Cook Cook and Baker Chief Cook Fill out the application in this issue of the Log or contact the Admissions Office at SHLSS, Piney Point, Maryland 20674. Dispatchers Report for Deep Sea JAN. 1-30, 1984 *TOTAL REGISTERED All Groups Class A Class B Class C Port Gloucester New York Philadelphia..;.... Baltimore.......; Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico. Houston Piney Point Totals Port . . Gloucester... New York Philadelphia.. Baltimore Norfolk............;.. Mobile New Orleans Jacksonville San Francisco Wilmington. Seattle Puerto Rico Houston. Piney Point Totals Port Gloucester NewYork Philadelphia Baltimore Norfolk. Mobile..... New Orleans Jacksonville... San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Talrii... PMt Gloucester NewYork Philadelphia ;...... Baltimofe. Norfolk. Mobile NewOrteans Jacksonville. San Francisco Wilmington Seattle pSrtoRico Houston Piney Poirit 3 68 4 7 20 10 35 38 38 31 41 4 34 0 333 : 4 0 21 0 0 0 3 1 12 0 40 7 1 14 0 17 1 14 2 24 1 3 0 17 . 0 0 0 140 6 2^2 45 3 6 14 .6 26 20 29 14 31 -4 - 28 0 228 15 1 1 6 7 4 15 17 7 11 2 7 0 95 0 0 0 0 0 0 1 1 2 Q 0 0 0 0 4 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 2 8 0 55 12 0 0 0 0 1 0 0 10 5 0 770 33 5 0 22 9 0 26 16 0 13 17 0 39 11 0 11 6 0 20 0 0 020 239 98 0 ENGINE DEPARTMENT 2 6 0 25 1 0 .0 0 0 4 0 0 10 1 0 71 0 17 0 0 13 5 0 9 4 0 11 6 0 23 12 0 5 4 0 16 1 0 0 1 , 0 142 42 0 STEWARD DEPARTMBIT .12 0 1 1 0, 33 9 0 ' 21 6 0 0 0 0 0 0 0 2 0 0 0 1 0 80010 60 8 0 0 8 3 0 14 2 0 10 2 0 10 6 0 15 5 0 20 26 2 18 22 0 5 5 0 5 11 0 19 12 0 10 22 0 200 22 0 16 2 0 10 1 0 0 1 0 0 11 0 131 16 2 118 93 0 BTTRY DB>ARTMBIT 1 7 0 26 73 6 1 § 2 2 6 0 7 28 2 , 2 9 1 22 29 2 J If d 15 65 14 3 33 0 9 45 5 2 5 0 15 34 0 D 13 0 114 399 29 9 9 9 TWWsAIIDepeiW* 913 999 41 491 233 9 "'Total Registered" means the number of men who actually registBred for shipping at the port last month. ""Registered on the Beach" means the total nurtrber of men registered at the port at the end of last month. Trip Rellets 0 0 0 0 0 1 3 0 0 0 1 0 0 0 5 0 ''REGISTERED DN BEACH All Groups Class A Class B ClanC 4 150 5 30 28 25 119 85 71 62 82 15 106 0 . 7B2 2 7 1 60 0 4 0 10 1 29 0 90 31 4 41 1 29 1 27 2 51 3 7 0 47 1 00 352 14 3 0 0 0 0 0 0 2 0 0 0 0 1 0 0 3 157 7 15 25 17 93 57 42 35 45 14 88 0 597 41 2 8 16 9 25 26 31 19 24 5 26 0 235 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 79 1 10 17 14 ,, 58 24 32 9 35 10 50 0 339 3 0 36 0 D O 3 0 20 0 0 9 0 13 2 47 5 8 0 25 1 10 7 0 0 0 154 8 9 2 54 J ^2 2 8 22 22 23 11 16 13 45 0 274 13 225 ,5 15 S 26 U2 1g 84 63 » 99 0 999 0 15 ] I 2 3 I ,I 26 2 12 2 2 0 73 9 1.992 1,727 199 . 0 0 0 0 0 2 1 6 1 3 0 0 0 13 Shipping in the month of Jenuaiy was down from the month of December. A totai of 733 Jobs were shipped in January on SIU<ontraciad deep sea vesseis. Of the 733 Jobs shipped. 491 Jobs or about 97 peraent were taken by "A" seniority members. The rest were fiiied by "B" seniority people. There were 9 trip relief Jobs shipped. Since the trip relief program began on April 1,1992, a totai of 497 relief Jobs have been shi|H>od- Directory of Ports Frank Droaak, President Ed Tumar, Exec. Wee President Jo* ENQIorglo, Secretary-Treasurer Laon Hail, Wee President Angua "Rad" Campball, Wee President Mika Sacco, Wee President Joe Sacco, Wee President George McCartnay, Wee President HEADQUARTERS 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, IMich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTiMORE, IMd. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) 621-5450 COLUMBUS, Ohio 2800 South High St., P.O. Box 0770, 43207 (614) 497-2446 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 GLOUCESTER, Mass. 11 Rogers St. 01930 (617)283-1167 HONOLULU, Hawaii 707 Alakea St. 96813 (808) 537-5714 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fia. 3315 Ulierty St. 32206 (904) 353-0987 JERSEY CiTY, N.J. 99 Montgomery St. 07302 (201)435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (212)499-6600 NORFOLK, Va. 115 3 St. 23510 (804)622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Femandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206)623-4334 ST. LOUIS, MP. 4581 Gravois Ave. 63116 (314) 752-6500 WiUynNQTON. Cam. 408 Avalon Blvd. 90744 (213)549-4000 Support SPAD February 1984/LOG/23 �J? Ginger Rogers Gets Aloha Spirit to Improve Your Math Skills HOW? SHLSS has self-study materials in the areas of fractions, decimals, percent, algebra and geometry. Upon your request, SHLSS will send them to you to study in your spare time. You can use these math skills: •• • • • in your JOB to improve your math skills for UPGRADING to review old math skills or learn NEW SKILLS NoU • I am an SIU member. Social Security No. _ : Book Number is Department Sailing In 11 joined the SIU in 19 j Please send me the area(s) checked below. : ( ) Fractions • ( ) Decimals |( ) Percents v I ( ) Algebra ;( ) Geometry ^J; 4,.: : Send my area(s) here: :Name t- — •Street •' 1 City Ginger Rogers was one of the star attractions on the Jan. 21 cruise of the S.S. Independence around the Hawaiian islands. The former movie actress (seen here with Capt. Larry Kelley, master of the ship) said it was one of the most enjoyable and relaxing cruises she has ever had; -•fe State Zip Cut out this coupon and mail it to this address: Academic Education Department Seafarers Harry Lundeberg School of Seamanship Piney Point, MD. 20674 ATTN: Sapdy Schroeder Send it today! •:t: KNOW YOUR RIGHTS 1 '•ii KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available iii all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc.. as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic. Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS, All trust funds of the SIU Atlantic. Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. AIL expenditures and di.sbursements of trust funds are mad.e only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. •t <*» SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU 24 / LOG / February 1984 KNOW YOUR RIGHTS EQUAL RIGHTS. All riiembers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Con.sequcntly. no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. lllllll|||||l|ll||||!llillllllli>lillllll<llllllllHllllliililllllllllllllllllllllllllllllll^ patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. i EDITORIAL POLICY —THE LOG. the Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, i960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing. but not limited to. furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address Is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. 4. a#: �Legal Aid In the event that any SfU members have legal problems In the various ports, a list of attorneys whom they can consult Is being published. The member need not choose the recom­ mended attorneys and this list Is in­ tended only for Informational pur­ poses: NEW YORK, NEW YORK Schulman & Abarbanei 358 Fifth Avenue New York, New York 10001 Tele. # (212) 279-9200 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Md. 21201 Tele. # (301) 539-6967 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, III. 60603 Tele. # (312) 263-6330 Edmund Davis Appointed Sea-Land Director Edmund E. Davis has been named director of Marine Labor Relations for Sea-Land Indus­ tries Inc., a subsidiary of SeaLand Service Inc., the U.S.-flag containership carrier. Replacing David Merritt, who recently retired, Davis brings a great deal of maritime experi­ ence to the position. Before joining Sea-Land in 1983, Davis held sailing and shoreside management posi­ tions with States Marine Lines Inc., Isthmian Lines Inc., and i..i- Alton Steamship Company Inc. He also served as Sea-Land's chief engineer aboard two SeaLand vessels, the St. Louis and the Long Beach. Davis received a B.S. degree in Marine and Electrical Engi­ neering in 1945 from the Mas­ sachusetts Maritime Academy, of which he is now a member of the Board of Trustees. He resides in West Redding, Conn, with his wife and two sons. Edmund E. Davis Sea-Land to Build 3 New Containerships for Alaska Run Sea-Land Service will build three new diesel-powered con­ tainerships. These U.S.-erewed vessels will enter service in late 1986 on the Alaska run. The new ships will run be­ tween the port of Seattle's Puget DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Mich. 48822 Tele. # (313) 532-1220 GLOUCESTER, MASS. Orlando & White 1 Western Avenue Gloucester, Mass. 01930 Tele. # (617) 283-8100 HOUSTON, TEXAS Archer, Peterson and Waldner 1801 Main St. (at Jefferson) Suite 510 Houston, Texas 77002 Tele. # (713) 659-4455 & Tele. # (813) 879-9842 Port Agent Reinosa Is Honored LOS ANGELES, CALIF. Fogel, Rothschild, Feldman & Ostrov 5900 Wilshire Boulevard, Suite 2600 Los Angeles, Calif. 90036 0 Tele. # (213) 937-6250 WILMINGTON, CALIF. Fogel, Rothschild, Feldman & Ostrov, 239 South Avalon Wilmington, Calif. 90744 Tele. # (213) 834-2546 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Ala. 36602 Tele. # (205) 433-4904 NEW ORLEANS. LA. • Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, La. 70112 Tele. # (504) 586-9395 PHILADELPHIA, PA. Kirschner, Walters, Willig, Weinberg & Dempsey Suite 110 1429 Walnut Street Philadelphia, Pa. 19102 Tele. # (215) 569-8900 ST. LOUIS, MO. Gruenberg, Sounders & Levine Suite 905—Chemical Building 721 Olive Street St. Louis, Missouri 63101 Tele. # (314) 231-7440 Sound, Wash, and Anchorage and Kodiak, Alaska. Sea-Land now has four ships on that threetimes weekly run. It began yearround containership service to Anchorage 20 years ago. The company operates 17 of Retiring San Juan Port Agent Juan Reinosa (right) accepts hon­ orary plaque from P.R. Labor Sec­ retary Hector Hernandez Soto on Dec. 17, 1983 for his services to the Island's labor movement and Central Labor Councit-AFL-CIO. the 20 diesel-powered vessels in the U.S. 100 containership fleet. The new vessels will be able to carry refrigerated containers below deck and have a new system for securing on-deck containers. SHLSS Grad Wins Praise While there may be major maritime problems facing this country, Eva Myers proves that competent, well-trained crewmembers aren't part of the prob­ lems. The recent SHLSS steward department graduate got her first job aboard the Sea-Land Pro­ ducer, and by the time she hit her first payoff in New Orleans she had shown what every SIU member knows, we're the best trained, most professional sail­ ors around. "From the moment she stepped aboard, she took over her job with such professional competency that she won the admiration and respect of all of is Eva Myers us. Ms. Eva Myers is certainly an asset to our industry and a credit to her Union," Capt. Walter Koss wrote of Eva to SIU President Frank Drozak. A fine way to start a career! SdVG 3 LifG Support Your Union's Blood Bank Program CL —Company/Lakes SAN FRANCISCO, CALIF. John Paul Jennings Henning, Walsh & Ritchie 100 Bush Street, Suite 440 San Francisco, Calif. 94104 Tele. # (415) 981-4400 SEATTLE, WASH. Davies, Roberts, Reid, Anderson & Wacker 100 West Harrison Plaza Seattle, Wash. 98119 Tele. # (206) 285-3610 TAMPA, FLA. Hamilton & Douglas, P. A. 2620 West Kennedy Boulevard Tampa, Florida 33609 Tele. # (813) 879-9842 NP zifon'priority Dispatcliers Report for Groat Lakes JANUARY 1-30, 1984 Port Algonac Port Algonac... Port Algonac. Port Algonac... .....! 'TOTAL REGISTERED All Groups Class CL Class L Class NP 23 1 0 8 4 0 1 2 0 22 7 0 TOTAL SHIPPED "REGISTERED ON BEACH All Groups All Groups Class CL Class L Class NP Class CL Class L Class NP DECK DEPARTMENT 0 1 ENGINE DEPARTMENT 0 0 STEWARD DEPARTMENT 0 0 ENTRY DEPARTMENT 0 0 0 37 2 0 0 21 4 0 0 2 2 0 0 32 13 1 21 1 Totals All Departments 54 14 0 0 1 0 92 "Total Registered" means tfie number of men who actually registered for shipping at the port last month. ""Registered on the Beach" means the total number of men registered at the port at the end of last month. February 1984/LOG/26 V.A. I- - - J. TV' - �<i ff. Eduardo Cruz Herrero, 65, joined the SIU in the port of New York in 1970 sailing as a GSU for Sea-Land. Brother Herrero was born in Guam and is a resident of Dublin, Calif. "TT"- '••1^ 'k' Deep Sea Victor Austin Cover, 66, joined the SlU in 1947 in the port of Philadelphia sailing as a chief electrician. Brother Cover received a 1960 Union Personal Safety Award for sailing aboard an accidentfree ship, the SS Emilia. He is a veteran of the U.S. Marine Corps in World War II. Sea­ farer Cover was born in New Jersey, and is a resident of Goldsboro, Md. V tp Wiiiiam "Biii" Datzko, 62, joined the SlU in 1948 in the port of New York sailing as a chief steward. Brother Datzko is a veteran of the U.S. Army in World War II, graduating from the Army's Cook and Bakers School. He was born in Scranton, Pa. and is a res­ ident of North Haledon, N.J. t Patrick "Pat" Joseph Devine, 60, joined the SlU in the port of New York in 1957 sail­ ing as a cook. Brother Devine began sailing in 1951. He is a veteran of the U.S. Army in World War 11. Seafarer Devine was born in Ireland and is a naturalized U.S. citizen. He is a resident of Philadelphia. if.;. .1' • l! f '•*-.4 vt- Orlando Leon Guerrero, 65, joined the SiU in 1949 in the port of New York sailing as a QMED. Brother Guerrero was a ship's delegate and sailed for the Delta Line. He received a 1960 Union Per­ sonal Safety Award for sailing aboard an accident-free ship, the SS Young America and is a veteran of the U.S. Army's Infantry in World War il. Born in Costa Rica, he is a resident of Gretna, La. Francisco Antonio Morcigiio Jr., 63, joined the SIU in 1940 in the port of New York sailing as a bosun and deck delegate for the Delta Line. Brother Morciglio hit the bricks in the 1961 Greater N.Y. Harbor beef and the 1965 District Council 37 strike. He was born in Guanica, P.R. and is a resident of the Bronx, N.Y. Felipe "Phii" NarvaezSr., 64, joined the SIU in 1944 in the port of Galveston, Texas sailing as a bosun. Brother Narvaez began sailing in 1940. He also sailed inland with the G & H Towing Co. from 1966 to 1968 and attended a Pihey Point Educational Confer­ ence. Born in San Antonio, Texas, he is a resident of Houston. Rodoifo Eipidio Gatica Pacheco, 65, joined the SIU in the port of New York in 1955 sailing as a FOWT. Brother Pacheco began sail­ ing in 1947. He was born in Mexico and is a resident of ^ Texas City, Texas. Harvey Gray Ridgeway, 62, joined the SIU in 1942 in the port of New York sailing as a chief steward. Brother Ridgeway sailed for lOT. He attended a Piney Point Crews Conference in 1975. Seafarer Ridgeway was born in Mobile and is a resident there. San Juan (P.R.) Port Agent Juan Jose Reinosa Sr., 62, joined the SIU in 1944 in the port of New York sailing as a recertified chief steward and ship's delegate. Brother Rei­ nosa began sailing in 1936. He was also a Union patrol­ man in the port of San Fran­ cisco from 1965 to 1975. Sea­ farer Reinosareceived a 1960 SIU Personal Safety Award for sailing aboard an accidentfree ship, the SS Robin Locksiey (Robin Line). A native of Puerto Rico, he is a resident of San Juan. Michael Romalho, 62, joined the SIU in 1944 in the port of New Orleans sailing as a chief steward. Brother Romalho was born in British Guiana and is a resident of Daly City, Calif. Ray A. Watford, 55, joined the SIU in the port of Mobile in 1954 sailing as an AB aboard the dredge Dodge Is. (North American Trailing). Brother Watford also sailed during World War II. He was born in Prichard, Ala. and is a resi­ dent of Semmes, Ala. Great Lakes Lester Dorsey Greenfeldt, 65, joined the Union in the port of Detroit in 1960 sailing as a bosun for the American Steamship Co. Brother Greenfeldt began sailing in 1956 and is a veteran of the U.S. Coast Guard during World War II. Laker Greenfeldt was born in Washington Is., Wis. and is a resident of Sturgeon Bay, Wis. AMERICAN IS BEAUTIFUI. Buy American... and look for the Union Lat^! UNION LABEL AND SERVICE TRADES DEPARTMENT. AFL-CIO YOU CANY WIN WITH DRUd^ ...AND VDU CAN LO^E YOUR PAPERS FOR LIFE/ 26/LOG/February 1984 �It's That Time of Year Agair>—Here's Some Help -si Some General Information In Filing Your Tax Return It's that time of year again. Uncle Sam is on his way, looking for his tax money. April 15 is the magic date. If you file later than that, you could be slapped with penalties, unless you secure an extension from the IRS. Remember, the earlier you file, the isooner you will receive your refund. If you are one of those unlucky souls who owes the government money, you have our sympathies. There have been some changes in the tax laws which might apply to you. If they do, you may save a few dollars, so read this carefully. Here are some general tips for your 1983 taxes: Who Must File Your income and your filing sta­ tus generally determine whether or not you must file a tax return. You must file a And your return for 1983, even Income was if you owe no tax: at least: If you were single (this also means legally separated, divorced, or married with a dependent child and living apart from your spouse for all of 1983) and: Under 65 $3,300 65 or over 4,300 If you were married filing a joint return and were living with your spouse at the end of 1983 (or on the date your spouse died), and: Both were under 65 .... 5,400 'One was 65 or over .... 6,400 Both were 65 or over ... 7,400 If you were married filing a separate return or married but were not living with your spouse at the end of 1983 1,000 If you could be claimed as a dependent on your par­ ents' return, and had tax­ able dividends, interest, or other unearned income of $1,000 or more 1,000 If you were a qualifying widow(er) with a depend­ ent child and: Under 65 4,400 65 or over 5,400 If you could exclude in­ come from sources within U.S. possessions 1,000 If you were self-employed and your net earn­ ings from this work were at least $400. If you received any ad­ vance earned income credit (EIC) payments from your employer(s) during 1983. Even if your income was less than the amounts shown above, you must file a return if you owe any taxes, such as: • Social security taxes on ti^s you did" not report to your em­ ployer. • Uncollected social security tax and RRTA tax on tips you reported to your employer. • Alternative Minimum Tax. • Tax on an Individual Retire­ ment Arrangement (IRA). • Tax from recapture of invest­ ment credit. These rules apply to all U.S. citizens and resident aliens. They also apply to those nonresident aliens and dual-status aliens who are married to citizens or residents of the United States at the end of 1983 and who have elected to be treated as resident aliens. Note: Different rules apply if you were a nonresident alien at any time' during 1983 (except as men­ tioned above). You may have to file Form 1040NR, U.S. Nonresi­ dent Alien Income Tax Return. Also get Publication 519, U.S. Tax Guide for Aliens. Who Should File Even if you do not have to file, you should file to get a refund if income tax was withheld from your pay. Also file if you can take the earned income credit. If you file for either of these reasons only, you may be able to use Form 1040A (or in some instances. Form 1040EZ). Which Form to File You May Be Able to Use—Form 1040EZ if: • You were single and claim only your personal exemption. • You had only wages, salaries, and tips, and not more than $400 of interest income, other than AllSavers interest. • Your taxable income is less than $50,000. Note: You may also be able to claim the partial deduction for charitable contributions. Form 1040A if: • You had income from wages, salaries, tips, unemployment com­ pensation, interest, or dividends. • Your taxable income is less than $50,000. • You do not itemize deduc­ tions. • You deduct certain payments to your Individual Retirement Ar­ rangement (IRA). • You claim a credit for child and dependent care expenses. • You claim the partial deduc­ tion for charitable contributions. Since Forms 1040A and 1040EZ are easier to complete than Form 1040, you should use one of them unless Form 1040 lets you pay less tax. However, even if you meet the above tests, you may still have to file Form 1040. You MUST Use Form 1040 if: • You itemize deductions. • Your spouse files a separate return and itemizes deductions. Exception: You may still use Form 1040A if you have a dependent child and can meet the tests under Married Persons Who Live Apart. • You can be claimed as a de­ pendent on your parents' return AND you had interest, dividends, or other unearned income of $1,000 or more. • You are a qualifying widow(er) with a dependent child. • You were a nonresident alien during any part of 1983 and do not file a joint return (or Form 1040NR). • You were married to a non­ resident alien at the end of 1983 who had U.S. source income and who has not elected to be treated as a resident alien. Exception: You may still be able to use Form 1040A if you meet the tests under Married Persons Who Live Apart.! • You received ASC interest, or interest as a nominee. • You received or paid accrued interest on securities transferred between interest payment dates. • You receive any nontaxable dividends, capital gain distribu­ tions, dividends as a nominee, or you elect to exclude qualified rein­ vested dividends from a qualified public utility. • You take any of the Adjust­ ments to Income shown on Form 1040, lines 23, 24, 26, 27, 28, 30, and 31. • You file any of these forms: Form 1040-ES, Estimated Tax for Individuals, for 1983 (or if you want to apply any part of your 1983 overpayment to estimated tax for 1984). Schedule G, Income Averaging. Form 2210, Underpayment of Estimated Tax by Individuals. Form 2555, Foreign Earned In­ come. Form 4563, Exclusion of Income from Sources in United States Pos­ sessions. • You claim any of the credits on Form 1040, lines 41-43 and 4648. • You owe any of the taxes on (Continued on Page 28.) February 1984/LOG/27 -4J. �-•'^iaaBwoMa ^ i I i ,.i.' i*i • • !> f i [I t'". i- • .ii -6 t: •('.f t I1 I t JK P' i) -- Tax Tips for Seafarers Merchant seamen are special people in many ways. One of the things that makes them spe­ cial is the way they file their income tax returns. The follow­ ing list of tax tips was compiled by Bob Kerr who is an Adult Education instructor at the Sea­ farers Harry Lundeberg School of Seamanship. 1. Be siire to report ALL your income, including earnings from each company for which you worked and any vacation bene­ fits you collected. In most cases your unemployment benefits will also be taxable. 2. If you moved your resi­ dence from one port to another port, be sure to claim your mov­ ing costs. This is done by com­ pleting form 3903 and entering the amount on line 23 of form 1040. 3. If you traveled from your home port to another port and registered to ship, be sure to claim the cost of transportation to the new port, along with liv­ ing expenses incurred while reg­ istered in the new port. This is done by completing form 2106 and entering the amount on line 24 of form 1040. 4. If you upgraded at SHLSS, make certain you claim the cost of transportation to and from the school. This is done by com­ pleting form 2106 and entering the amount on line 24 of form 1040. 5. If you itemize deductions there are several costs which should be claimed under mis­ cellaneous expenses. These in­ clude union dues, both quarterly and working dues, initiation fees for new members and the cost of your passport and passport photos. Also, you may deduct the cost of any protective cloth­ ing such as rain gear, coveralls, work gloves and steel-toed shoes. If you purchased any small tools, such as a stewards carving knife set, make sure you claim the cost as a miscella­ neous expense. 6. Recent tax law qualifies part of your donation to SPAD for a political contribution credit. You may claim a credit for half of the first $100 if you are single or half of the first $200 if you are married and file a joint re­ turn. Enter the amount on line 44 of form 1040. It's That Time of Year (Continued from Page 27.) Form 1040, line 39 or lines 50 through 55. • You claim any of the pay­ ments on Form 1040, lines 58, 62, 63, or 64. • You are required to fill in Part III of Schedule B for Foreign Ac­ counts and Foreign Trusts. When to File You should file as soon as you can after January 1, but not later than April 16, 1984. If you file late, you may have to pay penalties and interest: If you know that you cannot file by the due date, you should ask for an extension on Form 4868, Application for Automatic Exten­ sion of Time to File U.S. Individual Income Tax Return. If you are living or traveling outside the country on April 15, you can get an automatic twomonth extension of time to file. Just attach a statement to your return explaining the details. Where to File Please use the addressed enve­ lope that came with your return. If you do not have an addressed envelope, or if you moved during the year, mail your return to the Internal Revenue Service Center for 28 / LOG / February 1984 the place where you live. No street address is needed. Other Information Death of Tay payer If the taxpayer died before filing a return for 1983, the taxpayer's spouse or personal representative must file and sign a return for the person who died if the deceased was required to file a return. A personal representative can be an executor, administrator, or anyone who is in charge of the taxpayer's property. The person who files the return should write "deceased" after the deceased's name and show the date of death in the name and address space. If the taxpayer did not have to file a return but had tax withheld, a return must be filed to get a refund. If your spouse died in 1983 and you did not remarry in 1983, you can file ajoint return. You can also file a joint return if your spouse died in 1984 before filing a 1983 return. Ajoint return should show your spouse's 1983 income before death and your income for all of 1983. Also write "Filing as surviv­ ing sjjouse" in the area where you sign the return. If someone else is the personal representative, he or she must also sign. If you are claiming a refund as a surviving spouse filing a joint return with the deceased and you follow the above instructions, no other form is needed to have the refund issued to you. However, all other filers requesting a refund due the deceased must file Form 1310, Statement of Person Claiming Re­ fund Due a Deceased Taxpayer, to claim the refund. For more details, see Tele-Tax Information in the index or get Publication 559, Tax Information for Survivors, Executors, and Ad­ ministrators. U.S. Citizens Living Abroad Generally, foreign source in­ come must be reported on your return. Please get Publication 54, Tax Guide for U.S. Citizens and Resident Aliens Abroad, for more information. Volunteer Income Tax Assistance (VITA) and Tax Counseling for the Elderly (TCE) Free help is available in most communities to lower income, el­ derly, handicapped, and non-Eng­ lish speaking individuals in pre­ paring Form 1040EZ, Form 1040A, and the basic Form 1040. Call the toll-free telephone number for your area for the location of the volun­ teer assistance site near you. Unresolved Tax Problems IRS has a Problem Resolution Program for taxpayers who have been unable to resolve their prob­ lems with IRS. If you have a tax problem you have been unable to resolve through normal channels, write to your local IRS District Director or call your local IRS office and ask for Problem Reso­ lution assistance. The Problem Resolution Office will take responsibility for your problem and ensure that it receives proper attention. Although this of­ fice cannot change the tax law or technical decisions, it can fre­ quently clear up misunderstand­ ings that resulted from previous contacts. Rounding Off to Whole Dollars You may round off cents to the nearest whole dollar on your return and schedules. But, if you do round off, do so for all amounts. You can drop amounts under 50 cents. In­ crease amounts from 50 to 99 cents to the next dollar. For example: $1.39 beconies $1 and $2.69 be­ comes $3. Presidential Election Campaign Fund / Congress established this fund to support public financing of Pres­ idential election campaigns. You may have $1 go to the fund by checking the Yes box. On ajoint return, both of you may choose to have $1 go to this fund, or both may choose not to. One may choose to have $1 go to this fund and the other may choose not to. If you check Yes, it will not change the tax or refund shown on your return. Do not claim this amount as a credit for political contributions on line 44. Filing Status Were you Single or Married? Consider yourself single if on December 31 you were unmarried or separated from your spouse either by divorce or separate mainte­ nance decree and you do not qual­ ify for another filing status. State law governs whether you are mar­ ried, divorced, or legally sepa­ rated. If you were married on Decem­ ber 31, consider yourself married for the whole year. If yoirmeet the tests for Married Persons Who Live Apart, you may consider yourself single for the whole year. If your spouse died 1983, con­ sider yourself married to that spouse for the whole year, unless you remarried before the end of 1983. Married Persons Joint or Separate Returns? Joint Returns. In most cases, married couples will pay less tax if they file ajoint return. You must report all income, exemptions, de­ ductions, and credits for you and your spouse. Both of you must sign the return, even if one one of you had income. You and your spouse can file a joint return even if you did riot live together for the whole year. Both of you are responsible for any-tax due on a joint return, so if one of you does not pay, the other may have to. If your spouse died in 1983, or in 1984 before filing a return for 1983, you can file ajoint return for 1983. You can also file a joint return if your spouse died in 1984 before filing a 1983 return. For more details on how to file the joint return, see Death of Taxpayer. Separate Returns. You can file separate returns if both you and your spouse had income, or if only one of you had income. If you file a separate return and your spouse itemizes deductions, you must also itemize. You each report only your own income, exemptions, deductions, and credits, and you are respon­ sible only for the tax due on your own return. Special rules apply, however, for taxpayers who live in commu­ nity property states. For more de­ tails, see Publication 555, Com­ munity Property and the Federal Income Tax. In most instances if you file a separate return, you will pay more Federal tax. This is because the tax rate is higher for married per(Continued on next Page) �•V -Stl: 'iS^Jil''" It's That Time of Year (Continued from Page 28.) sons filing separately. The follow­ ing also apply: • You cannot take the deduc­ tion for a married couple when both work. • You cannot take the credit for child and dependent care expenses in most instances. • You cannot take the earned income credit. • If you lived with your spouse at any time in 1983— a. You must include in income the total amount of any unemploy­ ment compensation you received in 1983. b. You cannot take the disabil­ ity income exclusion. c. You cannot take the credit for the elderly. • You must itemize your deduc­ tions if your spouse itemizes, even if it is not to your tax benefit to itemize deductions. If you file ai separate return, write your spouse's full name in the space after Box 3 and your spouse's social security number in the block provided for that num­ ber. If your spouse does not file, check the boxes on line 6b that apply if you can claim the exemp­ tions for your spouse. Married Persons Who Live Apart— Some married persons who have a child and who do not live with their spouse may file as Single or as Head of Household and use tax rates that are lower than those for married persons filing separate re­ turns. This means that if your spouse itemizes deductions, you do not have to. Both you and your spouse can file this way if you both meet the tests. You should check Box 1 for Single if you meet ALL 4 of the following tests: a. You file a separate return from your spouse, b. You paid more than half the cost to keep up your home in 1983, c. Your spouse did not live with you at any time during 1983, and d. For over 6 months of 1983, your home was the principal home of your child or stepchild whom you can claim as a dependent. You should check Box 4 for Head of Household if you meet tests a through c above and your home in test d, above, was the dependent child's principal home for ALL of 1983. The tax rates for Head of Household are even lower than the rates for Single. You may also be able to claim the earned income credit. Were Yon a Head of Household? Tax Tip: There are special tax rates for a person who can meet the tests for Head of Household. These rates are lower than the rates for Single or for Married filing a separate return. You may use this filing status ONLY IF on December 31, 1983, you were unmarried (including cer­ tain married persons who live apart) or legally separated and meet test a or b below: a. You paid more than half the cost of keeping up a home which was the principal home of your father or mother whom you can sclaim as a dependent. (Your parent did not have to live with you.) OR Important Tax Law Changes Tax Rate Reduced insurance premiums paid. The rate of tax for all brackets has been reduced for 1983. How­ ever, no additional computation is needed because the reduction has already been built into the Tax Table and the Tax Rate Schedules. Casualty and Theft Losses Try Form 1040A If you filed Form 1040 last year only because you claimed the credit for child and dependent care ex­ penses, or you deducted payments made to an IRA, you may be able to file Form 1040A this year. Deduction for Medical and Dental Expenses Beginning in 1983, you can only deduct medical and dental ex­ penses that are more than 5% of your adjusted gross income. In addition, the total amount of health insurance premiums you paid in 1983 is now subject to the 5% limit. You can no longer take a separate deduction of up to $150 for health Beginning in 1983, you can claim a deduction for nonbusiness cas­ ualty and theft losses only if the total of the losses is more than 10% of your adjusted gross income. You must still reduce each separate nonbusiness casualty or theft loss by $100. Refunds of State and Local Income Taxes If you received a refund of state and local income taxes in 1983, you may receive Form 1099-G, Statement for Recipients of Cer­ tain Government Payments, show­ ing the amount of the refund. You may have to include part or all of this refund in income if you item­ ized your deductions on Schedule A (Form 1040) for 1982. However, you do not have to include this refund in income for 1983 if you did not itemize your deductions for 1982. b. You paid more than half the cost-of keeping up the home in which you lived and in which one of the following also lived all year (except for temporary absences, such as for vacation or school): 1. Your unmarried child, grand­ child, adopted child, or stepchild. (This person did not have to be your dependent.) Note; If this child is not your dependent, you must write the child's name in the space provided on line 4. 2. Your married child, grand­ child, adopted child, or stepchild. (This person must be your depend­ ent.) 3. Any other person listed be­ low whom you can claim as a dependent. Grandparent Sister-in-law Brother Son-in-law Sister Daughter-in law. Stepbrother or if related by Stepsister blood: Stepmother Uncle Stepfather Aunt Mother-in-law Nephew Father-in-law Niece Brother-in-law Special rules 1. If you receive payments un­ der the Aid to Families with De­ pendent Children (AFDC) program and use them to pay part of the cost of keeping up this home, you may not count these amounts as -fi^mished by you. 2. You cannot file as Head of household if you claim a relative in a or b above as a dependent under a Multiple Support Declara­ tion. Were you a Qualifying Widow or Widower With a Dependent Child? If so, you may be able to use joint return tax rates for 1983. If your spouse died in 1982 or 1981 and you dfd not remarry in 1983, file a return for 1983 showing only your own income, exemp­ tions, deductions, and credits. However, you can figure your tax at joint return rates if you meet ALL 3 of the following tests: a. You could have filed a joint return with your spouse for the year your spouse died. (It does not matter whether you actually filed a joint return.) b. Your dependent child, step­ child, adopted child or foster child lived with you (except for tempo­ rary absences, such as for vacation or school). c. You paid over half the cost of keeping up the home for this child for the whole year. Check Box 5, Qualifying widow(er) with dependent child, and show the year your spouse died in the space provided. Do not claim an exemption for your spouse. (You can claim the exemption only for the year your spouse died.) If your spouse died before 1981 and you were single in 1983, you may check Box 4 if you met the tests under Were You a Head of Household? Otherwise you must file as Single. Exemptions For Yourself You can always take one ex­ emption for yourself. Take two exemptions if you were blind, or 65 or over. Take three exemptions if you were blind and 65 or over. Be sure to check all the boxes on line 6a for the exemptions you can take for yourself. You can take the extra exemp­ tions for age 65 or over and blind­ ness only for yourself and your spouse. You cannot take them for dependents. Age and blindness are deter­ mined as of December 31. How­ ever, if your 65th birthday was on January 1, 1984, you can take the extra exemption for age for 1983. For Your Spouse You can take exemptions for your spouse if you file a joint re­ turn. If you file a separate return, you can take your spouse's ex­ emptions only if your spouse is not filing a return, had no income, and was not the dependent of someone else. Your spouse's exemptions are like your own. Take one exemption for your spouse if your spouse was neither blind nor 65 or over. Take two exemptions if your spouse was blind or 65 or over. Take three exemptions if your spouse was blind and 65 or over. Be sure to check all the boxes on line 6b for the exemptions you can take for your spouse. If at the end of 1983, you were divorced or legally separated, you cannot take an exemption for your former spouse. If you were sepa­ rated by a divorce that is not final (interlocutory decree), you are considered married for the whole year. If your spouse died during 1983 and you did not remarry before the end of 1983, check the boxes for the exemptions you could have taken for your spouse on the date of death. Children and Other Dependents Please enter on line 6c the first names of your dependent children who lived with you. Fill in the total number in the box to the right of the arrow. Enter on line 6d the full names and other information for your other dependents, including your de­ pendent children who did not live with you. Fill in the total number in the box to the right of the arrow. (Continued on Page 30.) February 1984/LOG/29 'W �It's That Time of Year .V ¥ la if -iiiS • •1 V. ; i- • • ^v. ,f • • I .'I 4 -a I P •• -v ' f • tf i- i •r ' r; (Continued from Page 29.) Each person you claim as a de­ pendent has to meet ALL 5 of these tests: a. b. c. d. e., income; support; married dependent; citizenship or residence; and relationship. These tests are explained below. a. Income The dependent received less than $1,000 gross income. (This test does not have to be met for your child who was under 19 at the end of the year, or a full-time student.) Note: Gross income does not include nontaxable benefits such as social security or welfare ben­ efits. Student Dependent. Even if your child had income of $1,000 or more, you can claim the child as a de­ pendent if he or she meets tests b, c, and d below: AND • was enrolled as a full-time stu­ dent at a school during any 5 months of 1983, or • took a full-time, on-farm train-' ing course during any 5 months of 1983. (The course had to be given by a school or a state, county, or local government agency.) ' The school must have a regular teaching staff, a regular course of study, and a regularly enrolled body of students in attendance. H; .h ,f^y i' I •M; b. Support The dependent received over half of his or her support from you, or is treated as receiving over half of his or her support from you, under the rules for Children of Divorced / .. <f • f" - J Pt |-5? .•r 3 l|: fi •fl^. iia*' F i c. Married Dependent The dependent did not file a joint return with his or her spouse. How­ ever, if neither the dependent nor the dependent's spouse is required to file, but they file a joint return to get a refund of tax withheld, you may claim him or her if the other four tests are met. e. Relationship The dependent met test 1 or 2 below. 1. Was related to you (or your spouse if you are filing a joint return) in one of the following ways: Child Stepchild Mother Father Grandparent Brother Sister Grandchild Stepbrother Stepsister Stepmother Stepfather Mother-in-law Father-in-law Brother-in-law Sister-in-law Son-in-law Daughter-in-law or, if related by blood: Uncle Aunt Nephew Niece 2. Was any other person who lived in your home as a member of your household for the whole year. A person is not a member of your household if at anytime during your tax year the relationship' be­ tween you and that person violates local law. The word child includes: • Your son, daughter, stepson, or stepdaughter. • A child who lived in your home as a member of your family if placed with you by an authorized placement agency for legal adop­ tion. • A foster child (any child who /lived in your home as a member of your family for the whole year). Children of Divorced or Sepa­ rated Parents. If a child's parents together paid more than half of the child's support, the parent who has Important Reminders !1! 1 "i P' or Separated Parents, or Dependent Supported by Two or More Tax­ payers. If you file a joint return, the support can be from you or your spouse. In figuring total support, you must include money the dependent used for his or her own support, even if this money was not taxable (for example, social security ben­ efits, gifts, savings, welfare bene­ fits). If your child was a student, do not include amounts he or she received as scholarships. Support includes items such as food, a place to live, clothes, med­ ical and dental care, and education. In figuring support, use the actual cost of these items. However, the cost of a place to live is figured at its fair rental value. Do not include in support items such as income and social security taxes, premiums for life insurance, or funeral expenses. Capital items—You must in­ clude capital items such as a car or furniture in figuring support, but only if they are actually given to, or bought by, the dependent for his or her use or benefit. Do not include the cost of a capital item for the household or for use by persons other than the dependent. If you care for a foster child, see Publication 501, Exemptions, for special rules that apply. d. Citizenship or Residence The dependent was a citizen or resident of the United States, a resident of Canada or Mexico, or an alien child adopted by and living the entire year with a U.S. citizen in a foreign country. Voluntary Contributions to Reduce the Public Debt You can make a voluntary con­ tribution to reduce the public debt. If you wish to do so, enclose a separate check with your income tax return and make it payable to "Bureau of the Public Debt." Please do not add it to any tax you may owe. If you owe tax, include a separate check for that "amount payable to "Internal Revenue Service." Try Form 1040EZ If you are single, your income is only from wages, salaries, and tips, and you do not have more than $400 of interest income, you may be able to use Form I040EZ. Estimated Tax Payments— Retirees and Others With Income Not Subject to Income Tax Withholding^ If you have income generally not 30/LOG/February 1984 subject to income tax withholding (such as interest, dividends, or capital gains), you may have to make estimated tax payments. If you do not pay enough estimated tax or do not have enough tax withheld, you may be charged a penalty. Do You Want More or Less Income Tax Withheld in 1984? If the refund you receive is large, you may want to decrease your withholding for 1984. If you are a working married couple, or had two or more jobs, or had income not subject to withholding, you may need to have more tax with­ held to avoid owing IRS a large amount. Deduction for a Married Couple When Both Work If you are married, both of you have earned income, and you file a joint return, generally you can deduct 10% of the qualified earned income of the lesser-earning spouse. Attach Schedule W (Form 1040) to claim this deduction. Deduction for Charitable Contributions Generally, you can deduct 25% of your charitable contributions, but not more than $25 ($12.50 if married filing separately) even if you do not itemize your deduc­ tions. Could You Pay Less Tax by Income Averaging? If there has been a large increase in your income this year, you may* be able to pay less tax by using the income averaging method to figure your tax. However, gener­ ally you must have provided at least one-half of your own support each year from 1979-1982. Please get Schedule G (Form 1040) to see if you qualify. custody for most of the year can generally take the exemption for that child. However, the parent who does NOT have custody (or who has the child for the shorter time), may take the exemption if a or b below, applies. a. That parent gave at least $600 toward the child's support in 1983, and the decree of di­ vorce or separate mainte­ nance (or a written agreement between the parents) states he or she can take the ex­ emption, OR b. That parent gave $1,200 or more for each child's support in 1983, and the parent who had custody cannot prove that he or she gave more than the other parent. Note: To figure the amount of support, a parent who has remar­ ried and has custody may count the support provided by the new spouse. Dependent Supported by Tvro or More Taxpayers. Sometimes two or more taxpayers together pay more than half of another person's support, but no one alone pays over half of the support. One of the taxpayers may claim the person as a dependent only if the tests for income, married dependent, citi­ zenship or residence, and relation­ ship, discussed earlier (tests a, c, d, and e), are met. In addition, the taxpayer who claims the dependent must: a. have paid more than 10% of the dependent's support; and b. attach to his or her tax return a signed Form 2120, Multiple Sup­ port Declaration, from every other person who paid more than 10% of the support. This form states that the person who signs it will not claim an exemption in 1983 for the person he or she helped to support. Birth or Death of Dependent. You can take an exemption for a de- ^ pendent who was bom or who died during 1983 if he or she met the tests for a dependent while alive. This means that a baby who lived only a few minutes can be claimed as a dependent. Payments to an Individual Retirement Arrangement (IRA) You can deduct payments made to your IRA (including those made under a Simplified Employee Pen­ sion (SEP) plan) on line 25a. Sched­ ule C or F filers with a SEP and partners with a SEP, take the de­ duction on line 26. You should receive Form 5498, Individual Retirement Arrange­ ment Information, or a similar statement showing payments made to your IRA in 1983. (The trustee or issuer of the plan will also privide IRS with a copy of Form 5498.) Use this amount when you figure your IRA deduction, BUT please note the following: (Continued on next page) �'.i 'iisLjiiiiilifMik' '• Long-Trip Tax Problems A major tax beef by seamen is that normally taxes are not with­ held on earnings in the year they earned the money, but in the year the payoff took place. For example, a seaman who signed on for a five-month trip in September 1982, paying off in Jan­ uary 1983, would have all the five months' earnings appear on his 1983 W-2 even though his actual 1983 earnings might be less than those in 1982. There are ways to minimize the impacts of this situation. For ex­ ample, while on the ship in 1982, the Seafarer undoubtedly took draws and may have sent allot­ ments home. These can be re­ ported as 1982 income. Unfortunately, this raises an­ other complication. The seaman who reports these earnings in 1982 will not have a W-2 (withholding statement) covering them. He will have to list all allotments, draws and slops on the tax return and explain why he doesn't have a W2 for them. Furthermore, since no tax will have been withheld on these earnings in 1982, he will have to pay the full tax on them with his return, at 11 percent or up­ wards, depending on his tax bracket. The earnings will show up on his 1983 W-2. The seaman then, on his 1983 return would have to explain that he had reported some of his earnings in 1982 and paid taxes on them. He would get a tax refund accordingly. In essence, the seaman would pay taxes twice on the same in­ come and get a refund a year later. While this will save the seaman some tax money in the long run, it means he is out-of-pocket on some of his earnings for a full year until he gets the refund. This procedure would also un­ doubtedly cause Internal Revenue to examine his returns, since the income reported would not coin­ cide with the totals on his W-2 forms. That raises the question, is this procedure justified? It is justified only if a seaman had very little income in one year and very con­ siderable income the next. Other­ wise the tax saving is minor and probably not worth the headache. It's That Time of Year—Again (Continued from Page 30.) • If you made payments to your IRA in'1983 that you deducted on your 1982 Form 1040, do not in­ clude those payments on your 1983 tax return. • If you made payments to your IRA in 1984, by the due date of your tax return, including exten­ sions, that you want to deduct on your 1983 Form 1040, be sure to include these payments when you figure your IRA deduction for 1983. • If your IRA deduction on line 25a is less than your IRA payments and you do not withdraw this ex­ cess payment before your return is ,due, you must file Form 5329 and pay the tax due on the excess payment. • If you are married and you and your spouse work and you both have IRAs, figure each spouse's deduction separately. Then combine the two deductions and enter the total of the two amounts on line 25a. • If you are married and made payments to your nonworking spouse's IRA for 1983, you must file a joint return for 1983 to deduct these payments. Payments to a Keogh (H.R. 10) Retirement Plan Caution: You must have earnings from self-employment to claim this deduction. Sole proprietors and partners enter the allowable de­ duction for contributions to your Keogh (H.R. 10) plan and your SEP on line 26. There are two types of Keogh (H.R. 10) retirement plans: • Defined-contribution plan.— Under this type of plan, you are limited to 15% of your qualified earned income, but not more than $15,000. • Defined-benefit plan.—The de­ duction for this type of plan is determined by the investment needed to fund a specific benefit at retirement age. Write "DB" on the line to the left of the amount if you have a defined-benefit plan. For more details, get Publication 560, Tax Information on Self-Employed Retirement Plans. Penalty on Early Withdrawal of Savings The Form 1099.INT or 1099-ASC given to you by your bank or sav­ ings and loan association will show the amount of any penalty you were charged because you with­ drew funds from your time savings deposit before its maturity. Enter this amount on line 27. (Be sure to include the interest income on Form 1040, line 8.) Alimony Paid You can deduct periodic pay­ ments of alimony or separate main­ tenance made under a court de­ cree. You can also deduct payments made under a. written separation agreement entered into after Au­ gust 16, 1954, or a decree for sup­ port entered intd after March 1, 1954. Don't deduct lump-sum cash or property settlements, voluntary payments not made under a court order or a written separation agree­ ment, or amounts specified as child support. For details, see Tele-Tax Information in the index or get Publication 504, Tax Information for Divorced or Separated Individ­ uals. Deduction for a Married Couple When Both Work You can claim a deduction if: • you are married filing a joint return, • both you and your spouse have qualified earned income, and • you do not exclude income earned abroad or in U.S. posses­ sions or claim the foreign housing deduction. Complete Schedule W (Form 1040) to figure the amount of your deduction. Deduction for Charitable Contributions You may deduct part of your charitable contributions even if you do not itemize your deductions. Your deduction is limited to 25% of your first $100 ($50 if married filing separately) of contributions to qualified organizations. There­ fore, you can deduct up to $25 ($12.50 on a separate return) on line 34b. Include what you gave to, or for the use of, a qualified organization. Examples of qualified organiza­ tions are: churches. United Way, and nonprofit schools and hospi­ tals. Contributions can be cash (in­ cluding checks and money orders), property, or out-of-pocket ex­ penses paid to do volunteer work for a qualified organization. Partial Credit for Political Contributions You may take a tax credit on this line for contributions to can­ didates for public office and to newsletter funds and political com­ mittees of candidates and elected public officials. Caution: Do not take this credit for the $1 or $2 you checked to go to the Presidential Election Cam­ paign Fund. To figure your credit, add up the amounts you gave. Enter half of this total on line 44, but do not enter more than the smaller of the following: a. $50 ($100 if you are married and filing a joint return), or b. The amount on line 40 re­ duced by the credits on lines 41, 42, and 43, Note: You cannot deduct politi­ cal contributions as charitable contributions. Credit for Child and Dependent Care Expenses You may be able to take a credit on line 45 for payments you made ' for child and disabled dependent care while you (and your spouse if you are married) worked or looked for work. The credit is allowed if you kept up a home that included a child under age 15 or your dependent or spouse who could not care for himself or herself. Use Form 2441 to figure the amount of any credit. Please see Form 2441 for more information, including special rules for divorced or separated taxpay­ ers and certain employment taxes for which you may be liable. Residential Energy Credit Generally, if you installed en­ ergy saving items in your principal residence during 1983, or you have an energy credit carryover from a prior tax year, you may take a credit against your tax. Form 5695, Residential Energy Credit, tells you which energy sav­ ing items qualify and how to take the credit. Sign and date your return. Form 1040 is not considered a return unless you sign it. Your spouse must also sign if it is a joint return. Should You Make Estimated Tax Payments? In general, you do not have to make estimated tax payments if you expect that your 1984 Form 1040 will show a tax refund, or a tax balance due IRS of less than $400. If your total estimated tax is $400 or more, please get Form 1040-ES. It contains a worksheet that you can use to see if you have to make estimated tax payments. Address Change If you move after you file your return and your are expecting a refund, you should notify the post office serving your old address. Also notify the IRS service center where you filed your return of your address change. This will help to forward your check to your new address as soon as possible. Corresponding With IRS Be sure to include your social security number in any correspon­ dence with IRS. How Long Should Records Be Kept? Keep records of income, deduc­ tions, and credits shown on your return, as well as any worksheets used to figure them, until the stat­ ute of limitations runs out for that return. Usually this is 3 years from the date the return was due or filed, or 2 years from the date the tax was paid, whichever is later. Also keep copies of your filed tax re­ turns as part of your records. You should keep some records longer. February 1984/LOG/31 �vi I i , r v^' i tt • Summary Annual Report SlU Pacific District-PMA Pension Plan This is a summary of the annual report for the SIU Pacific District-PMA Pension Plan, Employer Identification No. 94-6061923, for the year ended July 31, 1983. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974, (ERISA). Basic Financial Statement lyj #• i^ij •PI .i\ Benefits under the plan are provided by a trust arrangement. Plan expenses were $15,744,007. These expenses included $899,380 in administrative expenses and $14,844,627 in benefits paid to participants and beneficiaries. A total of 8,662 persons were participants in or beneficiaries of the plan at the end of the plan year, although not all of these persons had yet earned the right to receive benefits. The value of plan assets, after subtracting liabilities of the plan, was $119,041,797 as of the end of the plan year compared to $99,559,154 as of the beginning of the plan year. During the plan year, the plan experienced an increase in its net assets of $19,482,643. This increase included unrealized appreciation in the value of plan assets; that is, the difference between the value of the plan's assets at the end of the year and value of the assets at the beginning of the year or the cost of the assets acquired during the year. The plan had total revenue of $23,628,334, including employer contributions of $8,522,187; earnings from investments of $12,543,829; settlement income from bankruptcy proceedings in the amount of $2,558,914; and miscellaneous income of $3,404. The plan incurred book losses in the amount of $1,043,841 from the sale of certain assets; therefore, the net revenue to the plan was $22,584,493. Minimum Funding Standards An actuary's statement shows that enough money was contributed to the plan to keep it funded in accordance with the minimum standards of ERISA. Your Rights to Additional Information 1: (« 1-'^ If :• •• ^.... [ V .i'M- 1 i^'X P •^: Benefits under the plan are provided by a tfust arrangement. Plan expenses were $8,194,530. These expenses included $193,960 in administrative expenses and $8,000,570 in benefits paid to participants and beneficiaries. A total of 2,174 persons were participants in or beneficiaries of the plan at the end of the plan year, although not all of these persons had yet earned the right to receive benefits. The value of plan assets, after subtracting liabilities of the plan, was $3,112,076 as of the end of the plan year compared to $1,885,834 as of the beginning of the plan year. During this plan year, the plan experienced an increase in its net assets of $1,226,242. The plan had total income of $9,420,772 including employer contributions of $8,100,399, earnings from investments of $330,370, settlement income from bankruptcy proceedings of $876,849, and lapsed benefits of $113,154. Your Rights to Aidditional Information You have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report: 1. An accountant's report; 2. Assets held for investment; and 3. Transactions in excess of three (3) percent of plan assets. To obtain a copy of the full annual report or any part thereof, write or call the office of the Plan Administrator, 522 Harrison St., San Francisco, Calif. 94105; (415) 495-6882. The charge to cover copying costs will be $5 for the full annual report, or 10 cents per page for any part thereof. You also have the right to receive from the Plan Administrator, on request and at no charge, a statement of the assets and liabilities of the plan and accompanying notes, and/or statement of income and expenses of the plan and accompanying notes, or both. If you request a copy of the full annual report from the Plan Administrator, these two statements and accompanying notes will be included as part of that report. The charge to cover copying costs given above does not include a charge for the copying of these portions of the report because these portions are furnished without charge. You also have the legally protected right to examine the annual report at the main office of the plan, 522 Harrison St., San Francisco, Calif. 94105, and at the U.S. Department of Labor in Washington, D.C., or to obtain a copy from the U.S. Department of Labor upon payment of copying costs. Requests to the Department of Labor should be addressed to: Public Disclosure Room, N4677 Pension and Welfare Benefit Programs Department of Labor 200 Constitution Avenue, N.W. Washington, D.C. 20216 You have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report: 1. 2. 3. 4. An accountant's report; Assets held for investment; Transactions in excess of three (3) percent of plan assets; and Actuarial information regarding the funding of the plan. To obtain a copy of the full annual report or any part thereof, write or call the office of the Plan Administrator, 522 Harrison St., San Francisco, Calif. 94105; (415) 495-6882. The charge to cover copying costs will be $5 for the full annual report, or 10 cents per page for any part thereof. You also have the right to receive from the Plan Administrator, on request and at no charge, a statement of assets and expenses of the plan and accompanying notes, and/or statement of income and expense of the plan and accompanying notes, or both. If you request a copy of the full annual report from the Plan Administrator, these two statements and accompanying notes will be included as part of that report. The charge to cover copying costs given above does not include a charge for the copying of these portions of the report because these portions are furnished without charge. You also have the legally protected right to examine the annual report at the main office of the plan, 522 Harrison St., San Francisco, Calif. 94105, and at the U.S. Department of Labor in Washington, D.C., or to obtain a copy from the U.S. Department of Labor upon payment of copying costs. Requests to the Department of Labor should be addressed to: Public Disclosure Room, N4677 Pension and Welfare Benefit Programs Department of Labor 200 Constitution Avenue, N.W. Washington, D.C. 20216 1 I• 'I : It fT Basic Financial Statement Summary Annual Report SIU PD-PMA Supplemental Benefits Fund, Inc. PMA Shipping Scene January 1984 REGISTERED SAN FRANCISCO Class "A" 182 Class "B"....... 13 Class "C"..: 8 Grand Total (All Groups) 203 WILMINGTON Class "A" 12 Class "B" 5 Class "C" 0 Grand Total (All Groups) 17 SEATTLE Class "A" 43 Class "B" 3 Class "C" 1 Relief 1 Grand Total (All Groups) 47 HONOLULU Class "A" 5 Class "B" 1 Classic... I Grand Total (All Groups) 7 This is a summary of the annual report for the SIU PD-PMA Supplemental Benefits Fund, Inc., Employer Identification No. 94-1431246, for the year ended July 31, 1983. The annual report has been filed with the Internal Revenue Service, as required under the Employer Retirement Income Security Act of 1974, (ERISA). 32 / LOG / February 1984 21 2 0 23 3 2 0 5 40 1 2 o 43 10 2 ^ 1 13 "Let your boat of life be light, packed with only what you needa homely home and simple pleasures, one or two friends, worth the name, someone to love and someone to love you, a cat, a dog, and a pipe or two, enough to eat and enough to wear, and a little more than enough to drink; for thirst is a dangerous thing." —- i,f, SHIPPED J TTltUI. J Jerome Klapka Jerome, Three Men in a Boat �> -..cr The Chance for a Better Life his motives for "social" drinking. Alcoholism is a progressive dis­ ease. It creeps up on most people. You start out as a social drinker who drinks occasionally. Then you find yourself drinking weekly, then daily. You start taking a drink the morning after a hangover "to help relieve the pain." And then you start lying to yourself: "I could stop drinking at any time." Only you don't. Perhaps the most devastating sign of alcoholism is a change of atti­ tude. There is a marked personality change, characterized chiefly by negative thinking. You become suspicious and fearful. The ironic thing about alcohol­ ism is that most of the time the alcoholic cannot see what is going on. But his family, friends and shipmates can. They suffer dearly from the alcoholic's unreliable be­ havior. By Max Hall Men and women who are allergic to alcohol and who compulsively persist in its use eventually become sick from a unique illness. This illness is alcoholism. Alcoholism is unique because it affects more than just a person's physical well-being: It affects his emotional and spiritual health as well. Often, an alcoholic's family, friends and shipmates are the ones to bear the full brunt of the sick­ ness. Who Are Alcoholics Who are alcoholics? Stereotypes do not tell the full story. Yes, the bums on the Bowery are alcohol­ ics. But so too are a lot of people you would never suspect: promi' nent politicians, housewives, ship­ mates. What are the signs of alcohol­ ism? Blackouts, of course. But that happens in the later stages of the disease. Whenever a person feels the need to drink in a social or business situation; whenever he relies upon alcohol to give him something he thinks he doesn't have, then he had better question Recovery Is Possible The situation is not hopeless. Recovery is possible, especially for Seafarers, who have available to them the Alcoholic Rehabili­ tation Center at Valley Lee, Md. Hundreds of SIU members have begun their recovery there. Men and women who are alco-' holies cannot be controlled drink­ ers. They have developed a serious illness against which their lowered physical and mental resistance is powerless. Control over alcohol is gone. Alcoholism is like many other diseases. It is progressive and it is fatal. Unlike most other diseases, however, it is up to the individual himself to determine whether he or she is an alcoholic, at least in the early stage of the disease. Some Questions The first question you should ask yourself is this: Has alcohol made my life unmanageable? Be honest. The only perspn you fool is yourself. Think back on recent events. Were you ever kicked off a ship because of drinking? Were you ever late for a watch because you had a king-size hangover? Look at your social life. Is your husband or wife nagging you be­ cause you haven't lived up to your family responsibilities? Have you had a lot of fights with your friends recently? Do you wake up in strange places? Look at your career. Have you postponed upgrading for no appar­ ent reason? Are you bored or list­ less at your job? Are you afraid? If several of these answers are yes, then consider talking to some­ one at the Alcoholic Rehabilitation Center in Valley Lee, Md. It has been in existence more than seven years now and bases its program on the highly successful principles and program of Alcoholics Anon­ ymous. Alcoholics Anonymous has been a national institution for nearly 50 years. Before it was founded, al­ coholism was considered to be in­ curable. Now, hundreds of thou­ sands of peopll'Thave had the chance for a better life. AA offers the alcoholic a 12-step program that will help him come to terms with his drinking and with • himself. The first step is the hard­ est. It is also the most important. Step One; We admitted we were powerless over alco­ hol—^That our lives had hecome unmanageable. Need Help? Contact your port agent, or call the SIU-ARC: (301) 994-0010 ' .V'' ' V.!; ,A ^ . Personals Abdo Ali Please contact John Elson at (213) 386-5786. Jimmy Carrugan Please contact Marilyn at P.O. Box 459, Old Chelsea Station, New York, N.Y. 10113. Don Gilbo Now that you are working, please contact Mickey Scheer, Box 336, Ocean Park, Wash. 98640. BiUy MitcheU The Alcoholic Rehabilitation Center in Valley Lee. Md. offers the opportunity for Seafarers who suffer from the disease of alcoholism to discover a new way of living. Comfortable living quarters, caring counselors and the support of Union brothers and sisters all help to encourage the beginning of recovery. Please contact the editor of the LOG for a message (301) 899-0675. February 1984/LOG/33 �Deep Sea 7 Pensioner Ervin Wesley An­ derson, 62, died of heart failure in Pasadena, Texas on Nov. 25,1983. Brother Ander­ son joined the SIU in the port of Houston sailing as a chief steward. He was born in Illinois and was a resident of Deer Park, Texas. Burial was in the Collins City (Miss.) Cemetery. Surviv­ ing are a son; a daughter, Jac­ queline Clayton, and two neph­ ews, Carl W. Clayton of Pascagoula, Miss., and Walter T. Paul of Deer Park. Pensioner Jose N. Castro, 65, died on Jan. 1. Brother Castro joined the SIU in 1947 in the port of New Orleans sailing as a cook. Brother Castro was born in Puerto Rico and was a resident of San Bernar­ dino, Calif. Surviving are his widow, Frances and a son, Pedro of Santa Ana, Calif. Pensioner Moses Crosby, 83, passed away on Jan. 19. Brother Crosby joined the SIU in the port of New York in 1964 sailing as a cook. He was born in Mississippi and was a resident of Detroit. Surviving are two brothers, Morris and Matthew, both of Detroit. Pensioner Aus­ tin Victor Dan­ iels, 87, passed away from heart failure in the Beaufort (S.C.) Hospital on Oct. 1, 1983. Brother Daniels joined the SIU in 1939 in the port of Bal­ timore sailing as a cook. He was bom in Barbados and was a resident of Frogmore, S.C. Cre­ mation took place in the Sipples Crematory, Savannah, Ga. Sur­ viving are his widow, Lillie; a sister, Thelma Small; a nephew, Harold W. Small, both of Frogmore, and a niece, Mrs. Smith. Pensioner Bert Hugh Dawson, 83, passed away in San Francisco on Nov. 3, 1983. Brother Dawson joined the SIU in 1945 in the port of New York sailing as a cook. He was born in Peoria, 111. and was a resident of San Francisco. Surviving are his widow, Berta and a brother, Horace of Boras, Sweden. Pensioner Lor­ enzo Nones Diana, 67, died in Iloilo City, P.I. on Nov. 12,1983. Brother Diana joined the SIU in the port of New York in 1955 sailing as a cook. He was born in the Phil­ ippine Is. and was a resident of Iloilo City. Interment was in the Iloilo City Park Cemetery. Sur­ viving are his widow, Vilma; a son, Mario and a sister, Julita Pandagar of Anining Antique, P.I. Pensioner Santos Pardon Garcia, 74, passed away from a heart at­ tack on Jan. 2. Brother Garcia joined the SIU in 1941 in the port of New Orleans sailing as a deck engineer. He was born in Texas and was a resident of Galveston. Surviving are his widow, Mary; a sister Antonia Guerra and a niece, Matilo, both of Galves­ ton. Kenneth "Ken" John Guido Jr., 22, died of injuries in the Bay Harbor Hospital in Los Angeles, Calif., on Dec. 12,1983. Brother Guido joined the SIU following his graduation from the Seafarers Harry Lundeberg School of Seamanship (SHLSS) Entry Trainee Program, Piney Point, Md. in 1980. He sailed as a chief cook for Sea-Land out of the port of Wilmington, Calif. Sea­ farer Guido was born in Long Beach, Calif, and was a resident of Roanoke, Texas. Cremation took place in the Green Hills Cemetry Crematory, San Pedro, Calif. Surviving are his father, Kenneth Sr.; his mother, Bar­ bara Riddle of Roanoke, and his grandfather, Bernard Babcock. Edward Jo­ seph Jaks Jr., 54, died at home in El Campo, Texas on Nov. 9, 1983. Brother Jaks joined the SIU in 1947 in the port of Galveston, Texas sailing as an oiler. Born in Texas, Seafarer Jaks won a 1960 Union Personal Safety Award for sailing aboard an ac­ cident-free ship, the SS Bien­ ville. And he was a veteran of the U.S. Army after the Korean War. Burial was in the Holy Cross Cemetery, El Campo. Surviving are a son. Von of El Campo; a daughter, Carla; his parents, Edward and Mary Jaks Sr. of El Campo; a brother, Veraon and a sister, Sidonia Hradecky, both of El Campo. Pensioner Henry Johnson, 83, died on Nov. 26,1983. Brother Johnson joined the SIU in the port of Baltimore in 1957 sailing in the steward de­ partment. He sailed 57 years. Seafarer Johnson was born in South Carolina and was a resi­ dent of Trenton, N.J. Surviving is his widow, Annie. Pensioner An­ thony "Jack" I James Kuberski, 68, died after a lengthy illness in the Beth Israel Medical Center, I Newark, N.J. on Jan. 17. Brother Kuberski joined the SIU in 1943 in the port of Baltimore sailing as a chief steward. He was also a Waterman Steamship Co. port steward from 1970 to 1979. Sea­ farer Kuberski was born in Mt. Lion, N.Y. and was a resident of Winfield Park, N.J. Surviving are two brothers, John of Winfield, N.J. and Joseph of Rahway, N.J. Pensioner Junius Lacks, 55, died in the John­ ston-Willis Hos­ pital, Richmond, Va. on Dec. 20, 1983. Brother Lacks joined the SIU in the port of San Francisco in 1959 sailing as a FOWT. He attended a Pi­ ney Point Educational Confer­ ence and was a veteran of the U.S. Navy Seabees after World War II. Seafarer Lacks was bom in Halifax County, Va. and was a resident of Midlothian, Va. Burial was in the Crystal Hill Baptist Church Cemetery, Hal­ ifax County. Surviving are his widow. Alter; a nephew, Jerry Lee of Midlothian, and a niece, Rebecca. Elmer Eugene Lamb, 69, passed away on Nov. 3, 1983. Brother Lamb joined the SIU in 1942 in the port of Mo­ bile sailing as a chief cook. He was born in Massachusetts and was a resident of Wilmington, Calif. Surviving are his widow, Celia; a son, Thomas; a brother, John of Burlington, Vt. and a sister, Marion Lockwood of Roslindale, Mass. William An­ drew Lang, 84, passed away in Sinai Hospital, Baltimore on April 19, 1983. Brother Lang joined the SIU in the port of New York in 1952. He was born in Missouri and was a resident of Baltimore. Interment was in the Wesley Cemetery. Surviving is a sister, Lillian Palmer of Bal­ timore. Pensioner Maxwell "Jake" Earl Longfellow, 65, succumbed to a heart attack on Jan. 2. Brother Longfellow joined the SIU in 1939 in the port of Mobile sailing for the Water­ man Steamship Co. in the stew­ ard department. He was bora in Indiana and was a resident of Kemah, Texas. Surviving is his widow, Anna. 54/LOG/February 1984 X „V' \ -Sfc- -itii .- • i. �4 Patrick Law­ rence Macklin, 54, died on Nov. 15,1983. Brother Macklin joined the SIU in the port of New York in 1957 sailing as a GSU. He hit the bricks in the 1962 Robin Line beef. Seafarer Macklin was a veteran of the U.S. Army serving as a PFC Quartermaster Corps supply clerk after the Ko­ rean War. Macklin was awarded the National Defense Service Medal. Born in Brooklyn, N.Y., he was a resident there. Surviv­ ing are his mother, Margaret and a brother, Edward, both of Brooklyn. Pensioner Clifford F. Mar­ tin, 68, died on Jan. 11. Brother Martin joined the SIU in the port of New York in 1950 sailing for Sea-Land. He was a resident of Brooklyn, N.Y. Surviving is his son, Frank of Brooklyn. Pensioner Charles Walter Maynard, 62, passed away af­ ter a brief illness in the Rahway (N.J.) Hospital on Dec. 30,1983. Brother May­ nard joined the SIU in the port of New York in 1955 sailing as an AB. He began sailing in 1946 and was a veteran of the U.S. Coast Guard in World War II. Seafarer Maynard was born in Erie, Pa. and was a resident of Carteret, N.J. Surviving are his widow. Ana and his mother, Mrs. R. Leibrock of Brea, Calif. Pensioner Ervin "Curly" Donald Moyd, 64, died on Dec. 27, 1983. Brother Moyd joined the SIU in 1940 in the port of Mo­ bile sailing as a recertified bosun. He was grad­ uated from the Union's Recer­ tified Bosuns Program in Janu­ ary 1973. Seafarer Moyd was a veteran of the U.S. Navy in World War II, joining the serv- ice at 14 and serving as a chief bosun's mate. A native of Prichard, Ala., he was a resident of Fairhope, Ala. Surviving is his widow, Pauline. Pensioner Alfred ^'Alf Parek, 70, passed away on Jan. 4. Brother Parek joined the SIU in 1942 in the port of New York sailing as a bo­ sun. He was born in Estonia, U.S.S.R. and was a naturalized U.S. citizen. Seafarer Parek was a resident of New Orleans. Sur­ viving is his widow, Lydia. Teotonio Pereira, 83, passed away on Dec. 3, 1983. Brother Pereira joined the SIU in 1948 in the port of New York sailing in the steward de­ partment. He was born in Por­ tugal and was a naturalized U.S. citizen. Seafarer Pereira was a resident of Brooklyn, N.Y. Sur­ viving is his widow, Angelina. Nicolas "Nick" Vrdo^ak, 58, died of a heart attack on Nov. 8, 1983. Brother Vrdoljak joined the SIU in 1945 in the port M of Norfolk sailJm ing as an AB for Sea-Land. He was a veteran of the U.S. Army Infantry and Medical Corps in the Korean War. Seafarer Vrdoljak was bom in Minnesota and was a resident of Seattle. Surviving are his widow, Tsuneko of Yokahama, Japan; a brother, Tony Dolac of San Francisco and a sister, Mrs. A. J. Bruno of West Duluth, Minn. Great Lakes Pensioner Ter­ esa Fern Davis, 79, passed away on Sept. 24,1983. Sister Davis joined the Union in the port of Frankfort, Mich, in 1954 sailing as a maid. She was born in Cadil­ lac, Mich, and was a resident of Traverse City, Mich. Surviv­ ing are a son, Eugene of Maple City, Mich, and a sister, Mildred Holmes of Traverse City. Scenes from the Great Lakes Algonac, Mich. In the winter! This photo was snapped on a frosty morning at the SIU dock In Algonac. The temperature, with a wind chill factor, hovered around -20° for three days In a row. Inside the Algonac hall, however. It was warmer. For Wheelsman John Kernohan (I.) and- Richard "Ben Gay" Forgays, porter. It was a time to swap warm weather sto­ ries. Hills of broken ice, clogging the river In front of the Algonac hall, form the backdrop for three hearty Sea­ farers. From the left they are: SIrk Sparenborg, porter; Roger Flaherty, porter; and Dean Browning, OS. M. J. SIgler (I.), director of seniority on the Great Lakes, socializes with Roger Flaherty, porter, and his lady friend, Marie. February 1984/LOG/35 .3^ v.. �B- Digest of Ships Neetings •ip- I it LNG AQUARIUS (Energy Trans­ portation Co.), January 3—Chairman Ulus S. Veach; Secretary David W. Velandra; Steward Delegate Kevin W. Thatch. No disputed OT was reported in any of the three departments. The treasury contains $335; approximately $100 of that will be used to purchase blank tapes for the video machine. The bosun talked about the upcoming con­ tract. He urged all members to com­ plete the questionnaires they received from the Union and send them in. By doing so, everyone can help in the decision-making process through their suggestions and recommendations. The bosun also stated that he had talked with the chief mate about the possibility of a layup on this vessel and was told there was no indication that one would occur. He also sug­ gested that all members pay their Union dues for the full year. That way they are assured of being in good standing. The steward reminded all crewmembers of the dress code on SlU ships during meals and in the mess halls. He also suggested they read the letters and memoranda on the treatment given to Seafarers caught carrying or using drugs aboard SlU vessels. A vote of thanks was given to the captain for his donation to the Christmas dinner and to the chief engineer for the fine co­ operation he has shown on all repairs. "The harmony is, by far, the best of any other vessel around." Bill Mullins sent in a short note with a copy of the menu from the scrumptious Christmas dinner that was served—along with best wishes to all for a happy 1984! ' '.. % ft•• .-sf.;' S:| V :4 .'• «» • I'.s-'• f ,.*' , VI,.; • • tok-T-' «i:if Bte .. I ,. t-j • B'-r •f. , i;r • -it' ,••'*•' . 'A , I'S ir W B: ]V ,' BAY RIDGE (Bay Tankers), De­ cember 18—Chairman K. C. Mc­ Gregor; Secretary James Temple; Ed­ ucational Director Kenneth B. Kent. No disputed OT. The bosun reminded all ^ members to fill out the questionnaires • they received and return them to head­ quarters. The responses to these questionnaires will help the. Union in negotiating a new contract. A sugges­ tion was made for better launch service in Long Beach. There is very little time in port as it is, so having a better launch service would help quite a bit. A vote of thanks was given to the steward department for the great job they're doing—and everyone aboard the Bay Ridge wishes all their brothers and sisters and their Union officials a very happy new year. COMANCHE (American Bulk Car­ riers), November 20—Chairman Clar­ ence Burgo; Secretary M. Newsom; Educational Director J. Willard. No dis­ puted OT was reported. The Coman­ che was running shorthanded for a while as the chief pumpman became ill and was taken off ship in Subic Bay, P.I., and a member of the steward department failed to join the ship in Chlba, Japan. The chairman said that he spoke with the captain about the payoff, but no word was given as to exactly when it would take place. The steward was given a vote of thanks from the crew for spraying the roaches. Fumlgators will come aboard to finish up the job in the next port. One minute 38/LOG/February 1984 of silence was observed in memory of our departed brothers and sisters. Next port: Long Beach, Calif. COVE SAILOR (Cove Shipping), January 14—Chairman Aden Ezell Jr.; Secretary Stanley A. Freeman; Edu­ cational Director William Hudson; En­ gine Delegate Robert C. Pritchett; Steward Delegate Herbert Holling. No disputed OT was reported. The repair list was given to the patrolman in Boston but, according to the engine delegate, no repairs have yet been made. Several suggestions were voiced. One was that a meeting be held every week—and when held, each member should make it a point to attend. Another was that a special meeting be held for the captain, the ship's delegates and the steward with regard to stores and the necessity of upgrading the quality of food served (and especially that the cook learn how to make grits!). And a third suggestion was that something be done about the roach problem. LNG GEMINI (Energy Transpor­ tation Co.), December 18—Chairman A. L. Waters; Secretary Guy De Baere; Educational Director K. Conklin; Deck Delegate C. Moses; Engine Delegate Paul R. Wolfe; Steward Delegate R. Worobey. There were no beefs or disputed OT reported. The ship's fund has $225, some of which has been used to order two subscriptions to the Stars & Stripes. The questionnaire from headquarters was received and posted, but it could not be filled out by everyone since it was the only copy aboard. And speaking of copies, the Gemini needs additional copies of the ship's minutes forms. The bosun stated that he has written Red Campbell about some conditions onboard, but he is waiting for a reply before discussing the situation with the members. The educational director urged some of the younger men to attend upgrading courses at Piney Point when they have the required tirne. With regard to the upcoming negotiations, crewmemlDers expressed the desire that vacation time be included toward retirement and that business class on airplanes be allowed when flying overseas. Tuesdays and Saturdays have been set aside as non­ smoking days in the crew lounge. A "no smoking" sign will be hung on those days as a reminder. A vote of thanks was given to the steward de­ partment and to the crew for keeping a clean ship. Next port: Himeji, Japan. EDWARD RUTLEDGE (Water­ man 88 Co.), December 11—Chair­ man Andrew Hudimac; Secretary Paul L. Hunt; Educational Director Paul Thomas; Deck Delegate John W. Cooper Jr.; Engine Delegate Daniel E. Ficca. There was some disputed port time in the engine department. The bosun discussed the Waterman bank­ ruptcy proceedings, and crewmembers expressed their concern as to why the Union didn't send out a notice on this matter. The bosun also re­ minded the crew to clean their rooms and turn in their room keys before getting off—and warned them again of the severe consequences of being found with narcotics onboard ship. All the money in the movie fund was used up in purchasing new videotapes, but the treasurer said he will run some pools to collect more funds. The stew­ ard said he will order a new washing machine and dryer since the old ones are beyond repair. A vote of thanks was given to the steward department for the good food and good service. Next port: Norfolk, Va. MARYLAND (Bay Tankers Inc.), December 11—Chairman Fred Findahl; 8ecretary Thomas Bolton; Edu­ cational Director 8teve Bower. No dis­ puted OT. All mail from headquarters was read at the meeting by the chair­ man and has been posted on the board in the messroom. This has been a very good trip, according to the bosun, and he thanked all hands for their coop­ eration. The steward has application forms for anyone wishing to go to Piney Point and upgrade their skills. The educational director stressed the im­ portance of upgrading and also of contributing to 8PAD. Our Union is doing a good job in Washington, he said, and SPAD is a way to help. OGDEN DYNACHEM (Ogden Marine), December 26—Chairman Horace B. Rains; 8ecretary Donnie W. Collins; Educational Director Joel 8pell; Deck Delegate J. DuFore; Engine Del­ egate Joseph W. 8pell; 8teward Del­ egate Btonewall Jackson. No disputed OT was reported. There is nothing in the ship's fund at the moment since the $230 previously in there was do­ nated to Captain Marrow when he was taken off ship in 8tapleton, N.Y. after payoff. The next payoff will be in Bos­ ton on Dec. 29 as early in the morning as possible. The bosun suggested that the repair list be turned in to the sec­ retary, and he wished everyone a healthy and a happy holiday season. A wire was also received from SlU President Frank Drozak wishing the crew happy holidays and containing some information on the cost of living allowance. No LOGs have been re­ ceived by the Ogden Dynachem since the last payoff at Stapleton. A hearty vote of thanks was given to the steward department for a fine Christmas dinner and for the setting of a beautiful table. Next port: Boston, Mass. OGDEN MISSOURI (Ogden Ma­ rine), December 18—Chairman James J. Boland; Secretary Bobbie W. Steams; Educational Director D. Ross. No dis­ puted OT. There is $6 on hand in the ship's fund. The educational director purchased movies at the port of New Orleans, La, which cost him $85 out of his own pocket. A pool will be held for the ship's arrival in Haifa, Israel. There will be three lucky winners, and the money will be reimbursed to the fund. The bosun said that he would check with the boarding patrolman about the time lag between signing on and the first allotment check being sent out. He also asked the crewmembers to keep the chairs hooked up tight during stormy weather. It has been a quiet trip—a good trip—so far, he noted, outbound to Haifa. The secre­ tary urged all crewmembers to fill out the. new contract questionnaires and return them to headquarters. He also stressed the importance of contributing to SPAD and of registering—and vot­ ing—in the upcoming elections. Sev­ eral suggestions were made. One was that videotapes of monthly meetings be sent to ships so that members can be kept informed of Union happenings at all times. The recommendation was that the tapes be sent to the educa­ tional directors to show to all hands. The educational directors would then be responsible for the tapes and for returning them to headquarters. An­ other suggestion was that safety hooks be purchased by the company to be put on all doors and in the refrigerator rooms; also that additional coat hooks be purchased and placed in all of the quarters. A vote of thanks was given to the steward department for a great job and to the crew for keeping the ship clean. Next port and port of payoff: Baltimore, Md. �•f'T- them, and it was also suggested that blue movies be shown only between 2300 and 0600 hrs. Next port: Rio de Janeiro. SAM HOUSTON (Waterman), De­ cember 25—Chairman G. Burch; Sec­ retary G. T. Aquino; Educationai Di­ rector M. Donion. No disputed OT. There is $165 in the ship's fund, and a thank you ietter was received from the AMMLA for the contribution sent by the crewmembers of the Sam Hous­ ton. Rafaei Ascione, a Piney Point upgrader, was temporarily elevated to chief cook (the regular chief cook took sick). Ascione is nearing completion of his largest schooner made entirely of wooden match sticks (see Jan. LOG). The steward thanked his department and ail others who helped him keep the mess room and pantry dean. He also reminded everyone to support those candidates who will help the maritime industry ... and to vote in the upcoming elections. One minute of silence was observed in memory of our departed brothers and sisters. Next port: New York. SANTA MAGQALENA (Delta Steamship Line), December 4—Chair­ man Lothar Reck; Secretary Reuben Blackburn; Educational Director Wai­ ter J. Lindberg; Deck Delegate Irvin Glass; Steward Delegate Michael Lato. No disputed OT. There is a balance of $362 in the ship's fund after the membership voted to buy a new video recorder. The chairman discussed the shipping situation, noting that times are rougfi, so everyone had better stand up for their jobs and protect maritime interests. Contributing to SPAD is one way to help the Union in its fight for survival. He also noted that there are not enough people attending Union meetings and taking a general interest in the Union. With the next contract negotiations coming up soon, he said that it is imperative for every member to attend meetings and stick together. The bosun received an over­ whelming vote of confidence. It has Ijeen agreed upon that the members will take the responsibility for properly maintaining the rec room and crew mess, and it was also noted that every­ one is in favor of having a new ice machine put in the rec room for the crew's benefit. The new video recorder will be stowed in a safe place. Mem­ bers were cautioned about taking mov­ ies to their rooms and not returning SANTA MARIANA (Delta Steam­ ship Line), December 14—Chairman Thomas W. Lasater; Secretary Willie L. Smith; Deck Delegate Seymour Yaras; Engine Delegate Francis J. Syl­ via; Steward Delegate Virgilio Galdos. No disputed OT. The ship's fund started the voyage with $587. The pools added another $200, and $368 was paid outleaving the fund with $418. Those members with B and C cards who have their 125 days will have to get off in San Francisco. Everyone should check with the patrolman before pay­ off. Also, upon arrival in Los Angeles, all crewmembers must go through im­ migration with their "Z" cards since the ship is returning from Panama. Everyone's cooperation in going through customs would be appreciated. Ail in all, it was a pleasant voyage. Several suggestions were made. One was that the health and welfare department of the Union make a study and cost analysis of a medical and dental plan for members and their dependents through a private insurer such as Blue Cross or Kaiser. There are two voy­ ages worth of movi^ aboard that should probably be exchanged. A vote of thanks was given to the steward de­ partment for the great holiday meals and cook-outs, and a vote of thanks was also given to the reefer for con­ necting fellow crewmen into the video. Heading into Los Angeles and then on to San Francisco for payoff. SEA-LAND INDEPENDENCE (Sea-Land Service), December 4— Chairman William Mortier; Secretary Lee de Pariier; Educationai Director Mark Humphries; Engine Delegate Ron Laner. No beefs or disputed OT re­ ported. There is $65 in the ship's fund. The bosun urged members to carefully read the communications from head­ quarters dealing with pending negoti­ ations for a new agreement and to mail in suggestions for consideration. The educational director has a film on cuts and abrasions for anyone inter­ ested. Members were reminded that the SlU halls are crowded with Sea­ farers seeking jobs;eo if anyone leaves the ship, they should notify their de­ partment head of their intent so that a replacement may be obtained. Thanks were given to the electrician for fixing the washing machine and to the chief cook and the steward department for the fine meals—especially the Thanks­ giving Day dinner. Heading back from Bremerhaven enroute to Elizabeth,N.J., Norfolk, Va., Halifax, Nova Scotia, then out to Rotterdam. SEA-LAND LEADER (Sea-Land Service), January 10—Chairman Leon Curry; Secretary Fred Gissubel; Deck Delegate Charles Romano; Engine Delegate Samuel Witt Jr. No disputed OT. The chairman reminded crew­ members that smoking outside the house is not permitted and that those caught will be subject to reprimand or dismissal. The steward read a report in ietter form from Vice President Red Campbell with regard to the pension plan. This communication dispelled any doubts that members had as to the soundness and strength of the Union's Digest of Ships Neetings pension plan now in effect. A sugges­ tion was made, however, that mem­ bers declare their interest in seeing a raise in the pension monies. Every­ thing is running pretty smoothly aboard the Sea-Land Leader. A vote of thanks was given to the steward department for a job well done. Next port: Wil­ mington, N.C. LNG TAURUS (Energy Transpor­ tation Co.), December 20—Chairman Glen Miller; Secretary John L. Gib­ bons; Educationai Director L. J. Gordon; Deck Delegate Johns H. Wells; Engine Delegate Barry L. Harris. No disputed OT. There is $700 in the ship's fund. Ail departments are work­ ing smoothly at the present time. The bosun read from the LOG, pointing out some of the latest news, both good and bad. it's very sad, he noted, that some ships have to be lost in order to make any headway for new safety bills. The secretary added that he hoped 1984 would be a brighter year for everyone ... one that would hopefully see the passage of the Boggs bill. A vote of thanks was given to the crew for taking a little extra time to help the newer members get a start on their new jobs. And best wishes were given -to each and everyone for a happy holiday season. Next port: Nagoya, Japan. THOMPSON PASS (Interocean Management Corp.), Chairman Les Freeburn; Secretary L.E. Vidal; Edu­ cational Director C. Landa. No dis­ puted OT reported. The ship is ex­ pected to arrive in Long Beach, Calif, on Jan. 4 and will stay in port for approximately 24 hours. The bosun read crewmembers a ietter received onboard the Thompson Pass concern­ ing the condition of the U.S. merchant marine. He urged members to send to headquarters suggestions and other recommendations they may have for helping the Union get through these difficult times. A vote of thanks was given to the steward department for a job well done. Next port: Long Beach, Calif. WALTER RICE (Reynolds Alumi­ num), January 8—Chairman Arne Hovde; Secretary Lawrence Banks; Engine Delegate Joseph M. Grabber; Steward Delegate Derrell Reynolds. Some disputed OT was reported in the deck department, and both the engine and steward departments were run­ ning one man short. A brief discussion was held about the cost of living ad­ justment; the information was posted on the bulletin board. A repair list was tumed in to the mate, and some of the repairs have already been completed. Questions were raised and discussed about overtime for cleaning tanks and about carrying messages topside, it was also noted that the captain's endof-the-year payoff was by check. Checks are hard to cash. Many felt that the company should give the Sea­ farer several options to choose from— send the check home or pay in cash to the individual. A vote of thanks was offered to the steward department for, the fine Christmas dinner. Next port: Galveston, Texas. Official ships minutes were also re­ ceived from the following vessels: LNG ARIES LNG CAPRICORN LNG LIBRA OVERSEAS HARRIEHE OVERSEAS JUNEAU PRIDE OF TEXAS SAN PEORO SANTA ROSA SEA-LAND DEFENDER SEA-LAND DEVELOPER SEA-LAND ECONOMY SEA-LAND EXPRESS . SEA-LAND MARINER SEA-LAND PACER SEA-LAND PRODUCER SEA-LAND VENTURE SEA-LAND VOYAGER SENATOR TRANSCDLUMBIA ULTRAMAR Monthly Membership Meetings Date Port New York Philadelphia Baltimore Norfolk Jacksonville Algonac Detroit Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan St. Louis Honolulu Duluth Gloucester i Jersey City Deep Sea Lakes, Inland Waters i Monday, March 5 Tuesday, March 6 Wednesday, March 7 Thursday, March 8 Thursday, March 8 Friday, March 9 .Friday, March 9 Monday, March 12 Tuesday, March 13 — Wednesday, March 14 Thursday, March 15 Monday, March 19 Friday, March 23 Friday, March 9 Thursday, March 8 Friday, March 16 ... .Thursday, March 8 Wednesday, March 14 Tuesday, March 20 .Wednesday, March 21 ..' ; ;— 2:30 p.m. 2:30 p.m. 2:30 p.m. 9:30 a.m. . -. 2:00 p.m. 2:30 p.m. 2:30 p.m. ... 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 3:00 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. February 1984/LOG/37 > . -.If"^5.-. -i.- • �f. If -ft Santa Elena Crew Cited for Rescue Bosun Ronald W. Jones, ship's chairman of the SS Santa Elena (Delta Line) highly praised Seafarers and officers of the vessel for their 0100 hours rescue of two seamen on Nov. 12 in the Caribbean. The men were aboard a 30-foot craft which had gotten in trouble in heavy seas after running out of fuel. Brother Jones, commending the crew for their exemplary conduct in the emergency, declared, "It's a pleasure to serve with men who know how to handle themselves in an emergency of this kind in regard to safety of life at sea." The ship was off Balboa, Panama bound for a port of call at Maracaibo, Venezuela when the lookout spied the disabled boat. As AB Wheelsman Steve Todorowski steered the Santa Elena within lines-reach of the stricken boat, ship's Capt. E.H. Howe piloted her so close to the boat that it made the rescue team's job of getting a line to the craft and getting the two seamen off the small boat without anyone getting hurt much easier. The rescue team, under Chief Officer C. Paez, of Bosun Jones, Dayman Herbert Jackson and AB Charles Bramble performed their well' done seamanship effecting the rescue. After the two seamen were saved from the briny deep and were onboard. Chief Steward William Lovett and Officer BR Robert Rowe were quick to see that the two seamen were well-fed and put in a nice stateroom. 'i '^: :' V'fr'-. ' vt • 1.1 , }. V ^ -K .ft* • lU: '.">'• "P.. 'i'" 'W *1 AT AT Buys Cable Ship for Pacific ' iii AT&T, owner of the Atlantic Ocean's C.S. Long Unes (Transoceanic Cable) bought a cable ship from Italy's Fratelli d'Amico shipping company for $7 million. The new ship, the C.S. Salernum, will be based in the port of Honolulu, Hawaii and will repair communications cables under the mid-Pacific Ocean. The C.S. Salernum is now in the Tracer Shipyard in Ft. Lauderdale, Fla. for refurbishing, which will take a year and cost $6 million. j0 ' Aboard the Bay Ridge in LA. At Seaa; -M-' t0y> >:h '• ''i-\ p'' LASH Stonewall Jackson to Pt. Sudan on Red Sea •1 • On Feb. 19 from a Gulf port, the LASH Stonewall Jackson (Waterman) will carry 4,039,257 gross metric tons of bagged wheat flour to Port Sudan on the Red Sea. :rv a i •' Delta Asks MAR AD OK on New Service ' " I ':i^ •: lEa • Delta line has asked Marad for the green light to run three lighter< carrying vessels in a "dual service" on two of its runs to the east coast of South America. Delta says it hopes to begin the new sen/ice by March 7. SS United States May Yet Sail Again I '.U. i : The world's fastest ocean liner, the SS United States, in mothballs since 1969 in the port of Norfolk, may once again sail as a No. 1 cruise ship carrying 1,200 passengers. The owner of the vessel, U.S. Cruises of Seattle, has reached a preliminary agreement with the Norfolk Shipbuilding and Drydock Co. (Norshipco) to reconvert the ship for $105 million. She would be moved to the Norshipco dock this spring for structural changes, installation of new machinery and audio gauging of her bottom. Later on the United States would go to a Hamburg, West Germany shipyard for engineering refurbishing of staterooms, the addition of a 12th deck and more than 100 new passenger rooms. A swimming pool and shopping mall will also be added. iHr.: a: .• • '/'».••" '' . ' : t\i i \ ..'• ^='! • V • .1V • i|'. V W'- SS Del Ore Sails to Liberia in April •§ §• starting in April from a Gulf port, the SS Del Oro (Delta Line) will make four voyages to Monrovia, Liberia: April 1-10, June 1-10, Aug. 1-10 and Sept. 1, each time with 6,315,458 metric tons of bagged rice. 'f<i' American Legion Honors Biaggi f Rep. Mario Biaggi (D-N.Y.) last month was awarded the American Merchant Marine Achievement Award of the Robert L. Hague Merchant Marine Industries Post of the American Legion of New York City. The chairman of the House Merchant Marine Subcommittee was cited for his many legislative efforts to strengthen the U.S. merchant marine. The award was rnade by Vice President George Bush at a White House ceremony. - -f- The Bay Ridge (Bay Tankers) made a short stop in Los Angeles early last month. Some of her crew includes, from the left: James Temple, steward/baker; Fred Varona, AB; Mohamed Ahmed, OS; Debbie Mahler, OS; Ken McGregor, bosun; and Fadel Mahamed, GSU. M/V Sea-Land Pacer a Great Xmas Feeder Capt. Allan Svensson and officers of the MIV Sea-Land Pacer had high praise for their Chief Steward Darrell G. Chafin and all members of the ship's steward department for their "excellent" Christmas Day dinner at sea on the North Atlantic run to Europe: "The officer's mess wishes to express its thanks to you and to all the members of your department for the well-planned and excellent Christ­ mas fare you have provided us. "Hard and heavy weather has been our lot throughout this voyage, making your daily tasks that much more difficult. For this holiday season and for all the days in the year when your work is just as important to our well-being as an efficient ship's crew we express our thanks." Cooking dinner were Chief Cook James Harden, Cook and Baker John E. Mortinger, Asst. Cook John M. Velasquez and Steward Assts. Barry L. Deemer and Gregory MelvinOn the menu were egg nog, shrimp cocktail, hot cherry and Jalapeno peppers, oyster stew, chicken noodle soup, turkey with sausage dressing, prime rib of beef, yams, asparagus, French and pumpernickle bread, Cheddar cheese, mince and pumpkin pies, fruit cake, lime or orange sherbet, pink lemonade, Bartlett pears, tangerines, dates, figs, candy, nuts and mints. The Seafarer crew also made a donation to the Seamen's Church Institute of Port Newark, N.J. for their Christmas gifts of knitted sweaters, socks, gloves and scarves. Letters To The Editor 'Easing the Worries . . We would like to take this opportunity to thank the SIU for their promptness in handling the medical claims for our B-yeajold son, Todd. Because of illness and then injiuy, Todd required numerous hospitalizations and srirgery in 1983, and it was comforting to know that we could channel our thoughts to him without worrying about the mounting hospital biUs. During a difacult time you were there when we needed you, and for this we will always feel indebted. Sincerely, ICr. and Mrs. Oscar Hope Chlefland, Ha. .. Write Tonx Bepresentatives' H.R. bill number 4267, now pending [in Congress] would include service during World War II as militajy service for purposes of computing Civil Service retirement. Brothers, tbia is a start—so let's write our congressmen and ask for support of this bill. M. M. Glenn • m �•jsf New Ships Can Be Built Ed Commitment to National Policy IsKey Old ships can be made safe. Many older American vessels 20, even 30 years old, are prop­ erly maintained by operators who know that jt makes good busi­ ness to keep your equipment in the best possible condition, and that it makes good moral sense not to risk lives for an extra buck or two. America's merchant fleet is the oldest of any major trading nation. The average age is 18 years, and 28 percent of the merchant vessels flying the American flag are more than 30 years old.! These old ships are not going to sink tomorrow. As a matter of fact the accompanying edi­ torial points out several ways to make sure these older vessels are properly maintained and safely operated. But that's the immediate question. The long-term question is: How does the United States build and maintain a modern merchant fleet? Even with all the tender loving care possible, the American fleet will wear out.' Soon it will be neither econom­ ical nor safe to continue oper­ ating a fleet past its prime. Like a ballplayer who has lost a step and can't compete, a large part of the U.S.-flag fleet will have to retire soon. Perhaps you've heard this one before. The answer is a com­ prehensive national maritime policy. Decades of patchwork policy are directly responsible for the shape and age of today's U.S.-flag fleet. Every major maritime coun­ try has a comprehensive na­ tional maritime policy. That's why 10 other nations have larger and more modern fleets than the U.S. The problem has been that from one year to the next, from one administration to another, the people who build and op­ erate ships don't know where they stand. In the past several years, builders and operators have seen subsidies disappear, loan guarantees shrink, cargo preference laws not enforced. Other promises and programs either never materialize or are suddenly killed. You cannot run a business if the rules keep changing on you. There is little sense in building and operating new ships unless you have cargo for them. People will not invest hundreds of mil­ lions of dollars in a business they know they cannot compete in. It's an election year, and no doubt the condition of the U.S. merchant fleet will be discov­ ered by various candidates who will make various promises. But unless the promises be­ come a reality of a rational and comprehensive policy centered around cargo, financial commit­ ments, enforcement of current laws and the means to compete in a heavily supported and sub­ sidized world market, the U.S.flag fleet will simply die of old age. The maritime industry is vital to the nation's commerce and vital to the nation's security. Somebody better figure out how to keep it afloat, and fast. Lives Can Be Saved New Rules, Inspections Are the Key The bosun on the LNG Tau­ described as moderate and surrus is right. It's very sad, he vivable. One way to make sure that said at a recent crew meeting, that ships have to sink and sail­ doesn't happen again is for strict ors have to die before the pow- and specific inspections of the ers-that-be recognize, imple­ hulls of ships 20 years old or ment and regulate some basic more. The Poet was 35 years old. That means actually taking safety rules about older ships. Perhaps the best legacy work­ an instrument and gauging the ing men and women leave be­ exact thickness of the metal, hind when they are killed on the not counting rust. The NTSB job is that somehow, somebody says that kind of inspection will find a reason for that death, should be made every two years, eliminate the hazard and save instead of the four or five years \that routinely pass between such lives in the future. So far the 65 men who lost inspections today. The NTSB called on the Coast their lives on the SlU-contracted 5.5. Poet and the NMU- Guard and the American Bureau contracted Marine Electric don't of Shipping (which conducts have much of a legacy. It is up many of the inspections) to set to the maritime industry, the down in writing the specifics of Congress and the Coast Guard what should be done at each of to give some kind of meaning their inspections. The report to these tragic and needless noted that today no such stand­ ards exist in relation to older deaths. The report on the 1983 sinking vessels. That's a surprise. The of the Marine Electric is a very condition of the Marine Elec­ good place to start. The Na­ tric's hull should not have been tional Transportation Safety a surprise, after all the rest of Board said the Marine Electric the ship was in constant need sank because of "undetermined of repair. "The Safety Board believes structural failure." It said "lo­ the continuous need for struc­ cal wastage" was the cause for the structural failure. To put it tural repairs of the hatch covers, more simply, after 38 years the main deck and cargo holds also sea had eaten away, corroded indicated a parallel deteriora­ the metal hull to a point where tion of the structural strength of it cracked in a storm that was the vessel must have been in progress over the preceding two years due to the wasting of the underwater hull plating." Is the NTSB saying that if the Coast Guard and the ABS had been doing the kind of thorough job that is expected of them the accident might not have oc­ curred? Yes. "And the clear inference is that if the Coast Guard, the ABS and the owners of the Marine Electric and the Poet had been careful, demanding and metic­ ulous over the past four years, 65 American seafarers would still be living, breathing and sup­ porting their families," the Journal of Commerce said. We agree. The report also said that 20 of the 31 victims on the Marine Electric died from the cold after they managed to abandon ship, There is no excuse for that to­ day. Survival suits are avail­ able. Some operators, even though it is not the law, equip their crews with the suits. It makes sense; $500 to save a life is a pretty good bargain. It's a morbid calculation, but the Federal Aviation Adminis­ tration determined in the airline business that a human life car­ ries a $430,000 price tag. A Sea­ farer's got to be worth $500. February 1984/LOG/39 �� Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1984 Description An account of the resource Headlines: NEW BUDGET MEANS CONGRESS MUST SAVE FLEET U.S. FLEET CAN'T CARRY PORT DEVELOPMENT COSTS SIU CREWS CONFERENCE SET FOR MARCH 25-APRIL 7 NTSB CITES WEAK HULL IN MARINE ELECTRIC TRAGEDY OGDEN WABASH DOCKS IN NEW YORK DIXIE STRIKERS COUNTERACT UNION-BUSTING MOVES 200 YEARS OF GROWTH AND GOVERNMENT HELP FAIL AS ECONOMY FORCES CHANGES THE SHLSS FARM PLANTING THE SEEDS TO THE FUTURE SHLSS TRAINING AND RECREATION CENTER OPENS ITS DOORS TO MEMBERSHIP THE SEAFARERS HARRY LUNDEBERG TRAINING AND RECREATION CENTER - PLANNING FOR TOMORROW EDMUND DAVIS APPOINTED SEA-LAND DIRECTOR SEA-LAND TO BUILD 3 NEW CONTAINERSHIPS FOR ALASKA RUN SHLSS GRAD WINS PRAISE IT'S THAT TIME OF YEAR AGAIN - HERE'S SOME HELP THE CHANCE FOR A BETTER LIFE COMMITMENT TO NATIONAL POLICY IS KEY NEW RULES, INSPECTIONS ARE THE KEY Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1984 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 46, No. 2 1984 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/4fe307f89e9a52937e2b196b1f4f8e2f.pdf b28e4ba378753f45e61d8483c72d13ff PDF Text Text · Olllclal Paltllcatloa o1 tlae·......._. � Valoa • A.tlaatlc, Gall, Labs ....... w--. Dbtnct • A.l'L-CJO Vol. •'7 .. T-AGOS No. Z I'.._ 19&5 Vessels In Face of Maritime Slump, SIU Finds New Jobs The SIU landed 144 new jobs for Seafarers when the Military Sealift Command (MSC) awarded a $41 . 7 million contract to Sealift Mobility Inc. to op­ erate 12 T-AGOS-1 Class ocean surveillance vessels. • The T-AGOS vessels will be­ gin crewing later this year, the first in April in Norfolk, the second set for June in Hawaii and the third in October in Nor:.. folk. The remaining nine will come on line during the next two-and-a-half years. Each T-AGOS vessel will carry an unlicensed crew of 12 along with seven licensed offi­ cers and seven technicians. "With the shipping industry in the kind of shap� it is in, here:lR ·� . iSt;'jJ�;one ofrthe12 .. jo s or members. ·we Ttt worked closely with the Sealift will carry 1 1 unlicensed crewmembers. Mobility people to make sure worldwide with missions at sea a LOG questionnaire on security we could be competitive and we and calls at overseas ports. Six clearances. The Union will con­ won," SIU President Frank will be stationed in Little Creek, tact those members. If you don't Va. and six in Pearl Harbor. have a clearance, see your port Drozak said. The vessels are platform and Crewmembers will be re­ agent or get in touch with the transportation for SURTASS, a quired to have secret security Manpower office in Piney Point. passive undersea surveillance clearances. Last year several They will explain how to obtain system. All 12 will operate hundred Seafarers responded to a security clearance. I we, our ·In addition, all crewmembers aboard the T-AGOS vessels will receive some special training either in Seattle or at the SHLSS. The contract with the MSC runs through Sept. 30, 1989. The vessels are being built by Ta­ coma Boat Building Co. Inside SIU Victorious in Dixie Strike ·· Page 7 Reagan Budget Cuts Aimed Maritime Eit ·' ·� · Page 3 Marine Sought Electric Indictments Page 5 A Look Back at 1984 Pages 21-28 Last month several members of the Maritime Administration and the Military Sealift Command inspected the SHLSS's up-to-date training facilities and the school's new 32-ton Hagglund crane. Above, Capt. R.W. Kesteloot (left) and Adm. Harold Shear, maritime administrator, get a look at the new crane (see story page 1 4). �c· i President's Report HE result of the 1984 pres­ We already have machinery set in place. It is our Grassroots Program. In his Washington of­ fice, a congressman's attention is divided among the many in­ terest groups and issues that make up his daily schedule. We must find a way to communicate our concerns into the local con­ cerns of the congressional dis­ trict. This is exactly what our Grassroots Program did in the 1984 campaign. Our efforts in this field need not and should not end with the election. We should build on the core of support generated by our Port Maritime Councils around the country over the past year. We must continue the ed­ ucation of new members of Con­ gress. The education of any elected representative can be influenced by letter writing cam­ paigns, visits to the congress-­ man's district office, and by get­ ting active in local political groups. by Frank Drozak Tidential election was a dis­ ; appointment for most of orga­ nized labor. This should not dishearten us, however. The odds against unseating a per­ sonally popular incumbent dur­ ing an economic recovery were high at the outset. We can take heart that labor scored remarkable successes in organizing and turning out the vote in general, and was very effective in swinging the vote of union households around from 1980. Many of our traditional friends were returned to Con­ gress and we can count on their support once again in the 99th Congress. Furthermore, some of our former friends in the House of Representatives, Tom Harkin, Paul Simon and Albert Gore Jr. , were successful in their at­ tempts to win Senate seats. All in all, 43 new members were elected to the House and seven to the Senate. Many of these new legislators have expressed an interest in the issues of the maritime industry. We know that many of the same battles we fought in the last Congress will be fought again, and new battles will surely present themselves. We can continue to expect support from our friends in Congress. But this will not be enough if we wish to win on the larger issues that affect us or on those issues which were not resolved last year. What is needed, then, is an expansion of our support net­ work in Congress. We must build new relationships among those legislators who were just elected. We will certainly make efforts to do this in Washington, but we must now build a system of communication and persuasion with the representative or sen­ ator in his home district. Times were tough over the last four years-and they're not going to be a picnic over the next four either. Nonetheless, we intend to work1 with the administration and with Con­ gress for some kind of break­ through-something that will respond to the needs of the merchant marine. We need to develop some type of program to bring recovery to our industry and cargo for our ships-other than military work� Right now we are working hard to get Navy work for our members. For the time being, and for the foreseeable future, this is going to be the only game in town. It's where we have our best hope of finding new jobs. We are going to prove that our Union can furnish qualified people to man the ships. We'll • • • get the jump on these jobs and end up with the biggest piece of the pie. But the work isn't going to just come knocking at our door. We have to go out there and get it ourselves. On this point-just last month we had the leadership of the Maritime Administration, the Military Sealift Command, and the Navy down at our school in Piney Point. They were impressed. They saw our heavy lift crane; they saw our classrooms, and they talked with our members and teachers. I am also encouraged to see our members responding to these training programs, because these job opportunities in . military sealift are the best opportunities we have today. Port agents need to encourage the membership to take these jobs. I can't state too · strongly how important that is. If we don't act on these oppor­ tunities now-while they're hot-then the only game in town will be lost forever. Clearly Navy work is the wave of the future. That is why we have made underway replenish­ ment skills a high priority at the Seafarers Harry Lundeberg School of Seamanship. As part of its rapid deploy­ ment force concept, the Navy Controlled Fleet needs seafar­ ers trained in loading and un­ loading military cargo and per­ sonnel while ships are underway. Our success in predicting and then meeting this need has re­ sulted in four converted SIU­ contract vessels to date. So promising is the future for underway replenishment, and so necessary the skills, it is now a mandatory course. All members going to the Lundeberg School will be required to take these courses. While our legislative staff is hard at work representing our interests in Washington, I will be at the MTD Executive Board meeting in Florida where we will put together a legislative pro­ gram that we can all get behind and support 100 percent. Many issues will be on the table. We will be seeking leg­ islation to raise fishing fees paid by foreign vessels to make American fishermen competi­ tive. Right now fish processing vessels in domestic fisheries are dominated by foreigners. We should have U .S.-flag vessels processing and harvesting in U.S. waters. There is a potential right there for up to 40 ships. We will work to preserve P.L. 480 cargoes-and form a coa­ lition with others of similar in­ terest to extend the restrictions on the export of Alaska oil. We have to act like a 24-·hour watch­ dog on this one. If we turn our back, even for a moment, our enemies will stick a knife in it. We will also work to get leg­ islation to require that U.S. ships be used to carry U.S. mail over­ seas. We will still be looking at passenger ships as a possible source of jobs. The Customs Department wants to do away with the 24-hour rule on foreign ships at domestic ports. Without it, there wouldn't be a reason for the U.S.-ftag vessels. We will oppose this move and. will press Congress to take other steps to revitalize the U.S. pas­ senger ship market. We have all been having prob­ lems with our companies. We continue to monitor them closely-especially Sea-Land, Puerto Rico Marine Manage­ ment and Maritime Overseas. We have to do what we can to help these outfits stay in busi­ ness and still protect ourselves and our interests. Finally, I want to thank you for your vote of confidence in the recent SIU election. I intend to do everything I can to prove worthy of your trust-and to continue our program for a bet­ ter way of life for all seafarers. . . Official Publication of !tie Seafarers International Union of North America, Atlantic, Gutt. lak!S and Inland Waters District, Afl-CID February 1985 .. �·' ,, .-. ,_. ·- -.....-.. .. _,•.:'7'��.;.\�;i."1»"'·�· ,. Vol. 47, No. 2 Executive Board Frank Drozak President Joe DIGlorglo Secretary· Treasurer Angus "Red" Campbell Mike Sacco Vice President Charles Svenson Editor Marietta Homayonpour Associate Editor New York Ray Bourdh.1a Assistant Editor 2 I LOG I February 1 985 · Max Hall Assistant Editor. Lynnette Marshall Assistant Editor/Photos Vice President Deborah Greene Assistant Editor Vice President ... Washington Leon Hall Vice President George McCartney Joe Sacco Vice President Mike Hall Associate Editor Ed Turner Executive Vice President ... The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL·CIO, 5201 Auth Way, Gamp Springs, Md. 20746, Tel. 8990675. Second-class postage paid at M. S. C. Prince Georges, Md. 20790·9998 and at additional mailin offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 2 746. g >'<>-• • ••• , , ..., �Reagan's Latest, Budget Cuts Slated for Maritime, Social Programs I f Riding a crest of immense personal popularity, President Reagan introduced a controver­ sial $937. 7 billion budget for fiscal year 1 986 that would elim­ inate or cut funding for most maritime and social programs, yet would increase defense spending by 1 3 percent over last year's levels . The proposed ·budget would do little to reduce this nation's enormous budget deficit, which many economists believe is this country's most serious eco­ nomic problem. Even if Rea­ gan's budget were passed with no modifications-an unlikely event-the budget deficit would still top $ 1 80 billion. Most analyses of the budget tended to be in line with the one made by David Hoffman, Wash­ ington Post staff writer, who wrote that ''the budget would fundamentally alter the govern­ ment's relationship to important sectors of the population and economy while continuing to shift federal resources from do­ mestic programs to the mili­ tary." SIU President Frank Drozak made the observation that _...__.,,!ll'llliid9111t .,....m · bad . �- plished the seemingly J.mpossi­ ble-finding ways to cut the maritime budget even more than he has done over the past four years. " Under Reagan's budget, the Strategic Petroleum Reserve would be eliminated. As has been the case for the past four years, no monies would be al­ located for the Construction Differential Subsidy Program. Title XI loan guarantees would remain at $900 million, no change from last year. Yet existing an­ nual fees for such guarantees would be immediately doubled, from 0.5 percent to I percent and eventually increased to 5 percent. Robert Morison, the re­ spected maritime correspon­ dent for The Journal of Com­ merce, noted that " industry sources insist that such an increase would virtually kill the program. " F. The sums allocated to the Maritime Administration would be sharply cut, from $409 mil­ lion this year to $369 million . The largest cut in maritime spending would come in the Op­ erating Differential Subsidy Program, which will be reduced by some $30 million, to about $310 million in fiscal year 1 986. No new operating subsidies will be allowed. Payments will only be made to existing recip­ ients . Efforts to effectively cut ODS even further are being put forth in other forms as well. The­ administration is trying to elim­ inate what it calls a "double subsidy" whereby U . S .-ftag ocean liners carrying cargo pref­ erence receive ODS funds. The administration is also seeking to impose user fees on shippers and would allow com­ panies receiving ODS funds to buiid foreign on a permanent basis. In a briefing with reporters held shortly after the details of the president's budget were made known, Elizabeth Dole, secre­ tary of the Department of Transporation, said that the . tansporta.fiea;. budgebfor· fiscal year 1 986 was "bold" and "his­ toric'' and that it represents a ''fundamental reassessment of the federal role in transporta­ tion.'' While many industry figures bitterly oppose this maritime budget, they would agree with Dole's assessment that the budget marked a fundamental reassessment of the govern­ ment's role in the maritime in­ dustry. They would probably add, however, that this reas­ sessment had not produced the desired results . During the past four years, the Reagan administration has eliminated or cut funding for every important federal mari­ time program. None has been spared. Over that same time, the number of American-flag ves­ sels has fallen proportionately, from more than 600 in 198 1 to fewer than 400 today. Defense Buildup Is Unchecked Every once in a while, a small story will appear that will give life to what appears to be a complicated story . The Washington Post ran a story recently about some of the ways that the Defense Depart­ ment has been spending your Say Goodbye to These Programs The maritime industry was not the only one hit hard by the president's budget. All social welfare programs have been hard hit. The proposed budget reads like an obituary for the Great Society. Here is a partial list of programs that would be eliminated under the president's budget. (The list does not include programs like Medicare, food stamps, Head Start, Aid to Families with Dependent Children, and college students aid loan programs, all of which are scheduled for drastic cutbacks, but which will still remain in existence .) * the $574 million subsidy for Amtrak; * the Urban Development Action Grant (UDAG), which pro­ vides start-up funds for commercial construction; * the Job Corps, a federal job-training program; * the Small Business Administration, which provides credit and low-interest loans to 2 1 ,500 businesses; * General Revenue Sharing, which spreads nearly $4.6 billion a year in federal funds among 39,28 1 , states, counties and cities as a trade-off which was used by Reagan in 1 98 1 to help garner political support for painful cutbacks in social programs; * the Appalachian Regional Commission and the Economic Development Administration; * most of the subsidized loan and grant programs of farmers and businessmen in rural America, that financed more than $ 1 0 billion of water and sewer projects and community facilities in the past decade; * the Export-Import Bank's direct loan program, which has aided many U.S . corparations that do business overseas; * air carrier ·subsidies, which were established in 1 978 to provide financial assistance to communities as they adjusted to the impact of airline deregulations; * health professional training subsidies, first granted in the early 1 960s in response to a serious shortage of doctors, nurses and other health professionals. Delta Sold for After sailing since 1919, Delta Steamship Lines has been sold. Crowley Maritime Corp., Del­ ta's parent company, sold the lines' ships and assets to McLean Industries, owners of United States Lines (USL). The deal, which had been in the works for several months, was completed late last month with Crowley receiving about $36 million in preferred McLean stock for its 1 1 ships and oper­ ating subsidies on Delta's for­ mer routes . In addition, Delta will lease to USL three large hard-earned tax dollars: " Sen. William S. Cohen (R­ Maine) charged yesterday that the Navy has been paying more than $600 each for toilet seats, which he said 'gives new mean- $36 Million containerships being built in Danish shipyards. By the time the transaction was completed, most of Delta's ships had been laid up. Only four were sailing. An official of McLean said he expects some of the Delta ships will continue to be used, but plans for .all 1 1 have not been announced. The sale of Delta leaves only seven established U.S .-ftag lines in international trade. Ten years ago there were 19. USL is a NMU-contracted company. ing to the word throne.' '' The Navy calls the item a "toilet cover asembly" and Lockheed-California Co. con­ cluded after a recent review that it was only "modestly over­ priced." February 1 985 I LOG I 3 ZTIS:Z?tf-..'WW'EW@"'·'�"-··=·- � - - ·:---- -···· -CC=:}!. . _ �Survival Suits Keep Fishermen Afloat, Alive for 12 Hours Sea/arers can look to this in­ cident as proof that survival suits work. It should also remind them that the suits must be taken care of properly to prevent any rips or tears from decreasing their life­ saving potential. * * * Three commercial fishermen owe their lives to survival suits, just like the ones stowed on most SIU deepsea ships, fishing boats and Great Lakes ships. The three spent 12 hours in 32degree seas after their clamming boat went down 1 6 miles off Chincoteague, Va. Feb. 1 . "[The men] wouldn't have lasted 15 minutes in bathing suits. That's all the time you have in 32-degree water," said Dr. Alexander Berger who helped treat the survivors after they were rescued. When the boat went down, one man was apparently tangled in its rigging and was pulled under. Another crewmember died, apparently because tears in his survival suit exposed him to the freezing water. According to reports, the 75foot Atlantic Mist was loaded down with about 44 tons of surf clams when some of the clams broke loose and clogged the cockpit drains. Seas, whipped by 25 to 30 knot willds, began breaking over the decks, and the pumps couldn't keep up. The captain, Robert Martin of Berlin, Md. , signaled the Coast Guard and had the crew put on their survival suits and inflate a raft. After the crew had aban­ doned ship and were onboard the life raft, the A tlantic Mist went down stern first, but one of its outriggers caught the raft and began pulling it down with the boat. The crew was able to jump from the raft and save one crewmember from being dragged under, but another was polled down by the outrigger. His body was recovered later. The four remaining crew­ members hooked arms and stayed together in the heavy seas. But apparently one of the crewmembers had torn his sur­ vival suit and was not protected from the freezing waters. "They held him. He didn't drown. They were talking to him. Doing bicycle things with their legs," Berger said. Initial reports indicated the crewmem­ ber died from hypothermia. The survivors were rescued by a passing fishing boat. Exposure suits like this one helped save the lives of three fishermen whose clamming boat sank off the Virginia coast earlier;thfs.4'00Ath.The suits kept the three alive and afloat for 12 hours in 32-degree water before they were rescued. Pirates Raid Falcon Countess, Escape with 19 G's Pirates boarded the SIU-con­ tracted tanker Falcon Countess (Seahawk Management), held the crew at knife point, tied up the captain and escaped with more than $19,000. The attack oc­ curred as the ship was in the Straits of Malacca Jan. 29. No injuries were reported in the attack which took place in one of three areas where piracy has dramatically increased dur­ ing the past few years. Accord­ ing to shipping officials, the Straits of Malacca, the west coast ofAfrica and other waters around Indonesia show the most pirate activity. Ships sailing through the dan­ gerous areas usually post crew­ members on special pirate watch to repel any boarders with highly charged fire hoses. But the crew of the Falcon Countess had just stood down from that watch because the ship had left the so­ called pirate zone. The raiders approached the vessel from the rear in a small speedboat and boarded the Countess using long bamboo 4 I LOG I February 1985 poles with hooks on the ends to climb aboard over the fantail, according to reports. As the pirates made their way through the ship, they held crewmembers at knife point. They were also armed with large bayonets. When they captured the captain, they threatened him, and then tied him up before rifting the ship's safe. The Countess is under charter to the Military Sealift Com­ mand, and a spokesman for the MSC said commercial ships carry few weapons to defend against attack. He also noted that most companies would probably not like "a lot of gunplay aboard ship." One company, Marine Trans­ port (which operates nine tank­ ers for the MSC), trains its deck officers with small arms, and the ships carry a number of shotguns and handguns. But fleet manager Joe Yoerger said offi­ cers "are not told to defend the ships with their lives. If pirates get onboard, discretion is de­ finitely the better part of valor." Attacks began increasing in 1980, and according to figures supplied by the MSC, 35 attacks occurred in the Straits of Ma­ lacca in 1981 and rose to 40 in 1982. Authorities speculate that even more attacks are not re­ ported. The pirates usually stage their raids by hiding their small boats behind buoys where they are undetected by radar. Then after a ship passes, they speed up to it from behind to board. Injuries appear to be rare in the pirate attacks, but an Aus­ tralian captain was murdered by pirates in 1 980, and in 1982 a captain and chief engineer on­ board a U .S.-flag ship were wounded. Two years ago a crewmember on an MSC ship spotted pirates attempting to board his ship and was able to grab one of the pirates as he came across the rail and toss him back overboard into the pirate boat. The raiders then left the area. Firearms are carried onboard ships operated by the MSC, but crewmembers are instructed not to use them unless their lives are in danger. Most attacks are against for­ eign-flag ships, simply because there are more foreign than U.S.­ flag ships. Also, in 1983 seven international maritime groups banded together to ask the United Nations-sponsored In­ ternational Maritime Organiza­ tion to begin a campaign to curb piracy on the high seas. I\ ;1 . Get in the Fight q Knock Out \J Beerj .. /) Coorsv; fp �Marine Electric Report Coast Guard Wants Indictments in Sinking The Coast Guard has rec­ ommended that the captain of the ill-fated NMU collier Ma­ rine Electric and the company's superintendent of maintenance be prosecuted for allowing an unsafe ship to sail. The ship sank Feb. 1 1 , 1 983, and 31 of the 34 crewmembers died. It will be up to federal pros­ ecutors to pursue any possible legal actions against the pair. U.S. law calls for up to five years in prison and a $1 ,000 fine for anyone convicted who knowingly sends an unsea­ worthy American ship to sea. However, Michael C. Ber­ kowitz, legal counsel for Marine Transport Lines, which oper­ ated the ship, called the Coast Guard's recommendation "shockingly inappropriate." The recommendations for criminal prosecution were part of the Coast Guard's report on the sinking. The report, released early this month after· almost two years of hearings and stud­ ies,· was also critical of Coast Guard inspectors who certified the Marine Electric as seawor­ thy, even though serious safety problems made the ship unsafe. The permanent captain of the ship, James K. Farnham, was not aboard the Marine Electric when it sank. His relief, Capt. Phillip Corl, died in the acci­ dent. Joseph Thelgie is Marine Transport's superintendent of maintenance. ''The ship was poorly man­ aged and horribly maintained. with respect to repairs to the hatch covers, main deck and holes in the cargo area caused during offloading,'' the report by the Coast Guard's Marine Board of Investigations said. ''The most probable cause of the sinking was rusted out plat­ ing on the covers of the dry cargo hatches, and rusted out decking which allowed water rushing over the deck to enter At Sea I��ITTJ@u® ST Overseas Marilyn to Port Sudan, Sudan . . ... On Feb. 21 from the port of Galveston, Texas, the Overseas Marilyn �1�1�me0Yefseas) will carry 20,500 metric tons of bulk sorghums to Port Sudan, Sudan. Chief Steward Listed as 'Royal Shellback' Chief Steward Jonny Cruz and the Seafarer crew of the LNG American Heritage (Apex Marine) early last month received 'Certificates of Clas­ sification'aboard the good ship American Heritage certifying that they "did, on Christmas Day in the year 1 984, at the hour 0548, sail through that unique position on the earth: zero degrees latitude, zero degrees longitude, and [are] to be counted among the select few mariners to have accomplished this feat. "In accordance with the rules of this vessel, the crew has been entered in the record with the class: Royal Shellback." The ship sailed to Pointe Noire, Congo from St. Croix, V.I. Also getting the "crossing the equator treatment" from King Triton, god of the sea, were Recertified Bosun Burt Hanback; ABs E. Luzier, C. Stevens, G. Dates, J. Bidzilya, C. Spence and E. Oya; OSs M. Gailbraith and W. Gomlick; Chief Pumpman R. Wilson; QMEDs J. McLaughlin, D. Cameron and L. Dooley; Chief Cook P. Mena, and GSUs T. Burns and A. Hidais. Presidents Jackson, Taylor, Wilson to Ba11gladesh On Feb. 20, the SS President Jackson, SS President Taylor and the SS President Wilson (all APL) will sail from a West Coast port to Chittagong or Chaina, Bangladesh with cargoes of 1 1 ,761 , 1 5,750 and 1 5,000 metric tons of bagged rice, respectively. Monument to Fete 333 Forgotten Sailors A 2112-ton granite monument, 8-feet high and 1 4-feet wide will be unveiled on April 1 0 in Forest Lawn Cemetery, Norfolk, Va. to mark the row upon row of 333 graves with small concrete, numbered headstones. The stones, mark the resting places in Potter's Field of forgotten merchant seamen who died in the port of Norfolk, their remains unclaimed. They came from 40 countries and 23 U.S. states. Many expired in the great influenza epidemic in 1 91 8. Others drowned, had accidents, TB, pneumonia, typhoid fever and some suffered mis- the holds," said Coast Guard Commandant Adm. James S. Gracey. The report noted that the hatch covers were "wasted, holed, deteriorated, epoxy-patched, deflected, weakened and miss­ ing security devices." The Coast Guard said the Ma­ rine Electric sank because water from the heavy seas that stormy winter night filled the ship's hold and drove it lower and lower into the water until it finally sank. The company has claimed that the ship sank because an im­ properly stowed anchor broke loose and knocked holes into the ship's hull. In a separate civil matter brought by the fam­ ilies of the victims, the ship's owners maintain crew negli­ gence contributed to the sink­ ing. Earlier it contended that the Marine Electric had run aground and pierced its hull while attempting to assist a fishing boat. "[Marine Transport] has a fundamental disagreement with the Coast Guard and explana­ tions for the cause of this ter­ rible tragedy," Berkowitz said. Both the Coast Guard and the National Transportation Safety Board (NTSB) disagreed with the company's version. Their reports showed the ship never entered shallow enough water to run aground, and the NTSB said videotapes showed the an­ chor could not have caused the damage. "For too long, no action has been taken against supervisory employees of ship lines and companies when those man­ agers decide to cut maintenance funds. This action by the Coast Guard sends a clear message to those supervisory personnel, 'We are going to hold you ac­ countable,' " said Henry How­ ell, an attorney for some of the survivors. fortunes of the mariner between 1 91 O and 1 925. Engraved on the monument is the name, age, date of death and native country of each forgotten sailor. Foreign embassies, state governors and British, German and Nor­ wegian newspapers were notified about the ceremony honoring the seafarers who died away from their home ports. Also inscribed on the monument will be these timeless words: "They that go down to the sea in ships, that do business in great waters; These see the works of the Lord, and his wonders in the deep." Medicare and Plans Information for Active and Retired Members Active Seafarers and SIU pen­ sioners should check into Medi­ care rules to make sure they got the widest range of benefits pos­ sible from Medicare and the Sea­ farers Welfare Plan. When a pensioner who is re­ ceiving benefits from the SWP, becomes eligible for Medicare, at age 65, he/she is no longer eligible for full benefits under the welfare plan. That is where Medicare can lend a helping hand. A pensioner must sign up for the "Basic" Med­ icare Program (hospital insur­ ance) and the Supplemental Med­ icare Program (medical insurance) to maintain welfare benefits under the Plan. If you are an active Seafarer, between the ages of 65 and 69, you must choose to have benefits paid by the SWP or Medicare. You cannot receive benefits from both. Even if you have chosen the SWP, if after reaching 65, you wait to sign up for Medicare, the Medicare program will impose a penalty which will raise your pre­ mium when you do enroll. The Plan will reimburse the cost of the Supplemental Medicare Program to all eligible partici­ pants, however, it will not pay for any extra amount caused by a penalty. Medicare's General Enrollment period opened Jan. 1, 1985 and will continue until March 31, 1985. During this time, Social Security will accept applications for en­ rollment in Part B (medical insur­ ance of Medicare) from those who failed to enroll during their initial enrollment period, or those whose enrollment has ended. To qualify for Part B Medicare, you must be age 65 or older, a U.S. citizen or alien lawfully ad­ mitted for permanent residence and have resided continu­ ously in the U.S. for the last five years. If you apply between 1/1/85 and 3/31/85, medical insurance cov­ erage will begin on 7/1/85. The monthly premium for Part B Med­ icare is $15.50. If you have any further ques­ tions or you wish to apply, visit or call your local Social Security office. February 1 985 I LOG I 5 �MTD Leaders Meet To View Critical Issues The Maritime Trades Depart­ ment of the AFL-CIO is meeting in Bal Harbour, Fla. this month to discuss and take action on a number of critical issues affect­ ing the 43 national unions that are affiliates of the MTD. (A full . report on the meeting will be published in the March issue of the LOG.) The meetings will be chaired by Frank Drozak, president of the MTD and president of the Seafarers International Union. Rep. Mario Biaggi (D-N.Y.), chairman of the House Mer­ chant Marine Subcommittee, and Joseph Addabbo (D-N.Y.) will address the members ofthe MTD Executive Board who will be attending the meetings. AFL-CIO President Lane Kirkland will head a team of Federation specialists who will report on and discuss a number of concerns of the AFL-CIO and its MTD affiliates. They are Rudy Oswald, director of the Depart­ ment of Economic Research; Alan Kistler, director of Orga­ nization and Field Services; John Perkins, director of the Com­ mittee on Political Education, and Ray Denison, director of the Department of Legislation. Jean Ingrao, MTD executive sectetary-treasurer, said that reports, resolutions and state- ments covering 29 specific areas of concern were submitted for consideration by the MTD ex­ ecutive board. Among the subjects bearing directly upon the maritime in­ dustry are statements and res­ olutions entitled "Maritime Pol­ icy," "Union Rights for Maritime Captains, Mates and Engineers," "Jones Act," "Urging Congress and the Pres­ ident to Work Toward Fulfilling the Mandate of the 1 92 1 and 1 936 Merchant Marine Acts,'' "U.S. Fishing Industry," "U.S. Dredging Industry,'' ''Great Lakes Maritime Industry,'' and ''Canadian Maritime Policy.'' The broad spectrum of sub­ jects to be considered at the meetings also includes state­ ments and resolutions entitled ''National Labor Relations Board," "Worker Safety," "National Energy Policy," "Fair International Trade," and "Tax Reform." Steinbrenner Honored With Award NEW YORK, NEW YORK Schu man & Abarbanel 358 Frith Avenue New York, New York 10001 Tele. I (212) 279-9200 BALTIMOAE, MD. Kaplan, Heyman. Greenbefg, Eng Iman & Belgrad Sun Life Builcfng Charle & Redwood Str ts Baltimore, Md. 21201 Tele. I (301) 53�967 CHICAGO, ILL Katz & Friedman 7 South Deatbom Street Chicago, Ill. 60603 Tele. I (312) 263-6330 HOUSTON, TEXAS Archer. Peleraon and Waldner 1801 Main St. (at Jefferson) Suite 510 Houston, Texas n002 Tele. I (713) 659-4455 & Tele. # (813) 879·9842 Mrs. Rose Hall, widow of former SIU President Paul Hall, presents the fifth annual Paul Hall Memorial Service Award to George Steinbrenner, chairman of the board of the American Shipbuilding Co. Also in the photo are (I. to r.) SIU President Frank [.)rozak.Fr8(11flonardo; pr�nt of the ·Maritime Port Council of Greater New York and Jack Caffey, special assistant to SIU president. Welfare u are getting more than one copy of the LOG delivered to you, if you have changed your If yo address , or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Ad� Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. .-----------------------------------------------------�----­ I HOME ADDRESS PLEASE PRINT Date: _______ Social Security No. Phone No. Your Full Name City Apt. or BOx # 0 SIU UIW Place 0 UIW Area Code ZIP State 0 Pensioner Other ------- of Employment ------ Thia wlll be my penunent llddreM tor .., otftclal union malllnp. Thie addrea should remain In the Union flle un.... ottMMwt.e chM1g8d by me -per-eo1-"181a11y. --------------------------------------�--------------------� 6 I LOG I February 1 985 po... : GLOUCESTER, MASS. Mail Book Number In the event ttm any SIU members hllve legal problem• In the verlou1 porta, • llllt of ettomey9 whom they can coneult 11 being publl1hed. The member Med not chooee the 1'9COm­ rnended ettorneys end thle llllt II In· tended only for lnformlltlonel pur· Orlando & White 1 Westem Avenue Glouces er, Mass. 01930 Tele. I (617) 2113-8100 We want to make sure that you receive your copy of the LOG each month and other important mail such as Forms, Union and Bulletins. To accomplish this , please use the address form on this page to update your home address. Street Aid DETROIT, MJCH. Vidor G. Hanson 19268 Grand River Avenue Delroi Mich. 4882 2 Tele. I (313) 532-1220 Are You Missing Important Mail? W-2 Legal LOS ANGELES, CALIF. Fogel, Rothschild, Feldman & Ostrov 5900 Wflsh re Boulevard, Suite 2600 Los Angeles, Calif. 90036 Tele. Fogel, (213) 937-6250 W1LMfNOTON, CALIF. Aolh9child. Feldmwl & Ostrov 231 Soult! AWllon Wiimington, C I. 90744 Tele. (213) 834-2.548 MOBILE. AL.A. Simon & Wood 1010 Vari Antwerp Building Mobile, AIL 36602 Tele. I (205) 433-490ot NEW ORLEANS, L.A. Gardner, Robein & Healy 2540 Severn Avenue, Suite 400 Melairie, La. 70002 Tele. I (504) 885-9994 NORFOLK, VA. a.belas & AAocl • P.C. Suite 700 Atlantic National Bank Bldg. "415 Saint Paul's Boulevard Norlol VL 23510 Tele. # (804) 622-3100 Peter PHILADELPHIA. PA. waners, Wi lg, Weinberg & �y Su 110 1-429 Wllnut Street Pnlladelphla. PL 19102 Tele. # (215) 569-8900 Klracnner. ST. LOUIS, MO. Gruenberg. Sounders & Le ne Suite 905-ChemicaJ Bu din g 721 Olive Street S Lou s. M1ssou 63101 Tele. # (31-4) 231·7«0 SAN FRANCISCO, CALIF. John Paul Jennings Henn ng, Wal h & Ritctl e 100 Bush Street, Su e «O San Franciaco, Calif. 9-4104 Tele. (415) 981-4400 SEATTlE, WASH. Davies, Roberts. Reid, Andef1lon & Waclter 201 Elliott Avenue West, Suite 500 Seanle, Wuh. 98119 Tele. I (206) 285-3610 TAMPA, Fl.A. Hamilton & Oougl.u. P.A. 2620 Watt Kennedy Boulevard Tampa, F1oride 33609 Tela. # (813) 879-9842 �Inland News tug/tow harge/dredge SIU Strike Against Dixie Ends; Produces Wage Increase, Better Conditions and Evokes Memories A two-year strike that reached from the docks of Louisiana to the moneyed chambers of Wall Street ended on Jan. 29, 1 985 when the Seafarers Interna­ tional Union and Dixie Carriers signed a three-year agreement calling for improvements in the wages and working conditions of Dixie's unlicensed towboat workers. ''This marks a great victory for the SIU," said SIU Presi­ dent Frank Drozak. ''Dixie made It was because of the dedicated efforts of SIU Boatmen like these, that the Union could wage a two-year strike against Dixie Carriers. a calculated move to break this Union, even though we were willing to help them achieve cost reductions in their overall op­ erations, as long as none of our members were hurt." "I don't think you can over­ emphasize the importance of this development," said Drozak. "This puts everyone on notice that the SIU will fight to the end to protect the interests of its members." Several issues still remain un­ resolved, most notably the sta­ tus of 80 captains, mates and pilots-licensed boatmen that the company claims do not fall un­ der the protection of the Na­ tional Labor Relations Board. The company had recognized the right of the SIU to represent these workers for more than 40 years. The Union has ,worked wit_h D_ixie,.Carriers in Washing­ tOh;' D '. C� ''fo ··�eC:u/e 'legislatfon that would improve conditions in the tug and barge industry. As a result of this coopera­ tion, Dixie grew into one of this country's leading inland water­ ways companies. The company changed its po­ sition on the licensed personnel issue shortly after Dixie was taken over by Kirby Explora­ tion, a conglomerate that has few ties to the maritime indus­ try. Corporate take-overs have become increasingly common in this country. They have created a destabilizing condition for many industries, threatening management-labor relations at a time when management and labor need to work together to combat foreign competition and federal cutbacks. The matter of the licensed boatmen is presently before the State Court in Harris Country, Texas . 4�,��ing to Dr<;>�. "Our Umon w1l1 show the same perseverance in protecting the .. (Continued on Page 9.) International Group Calls for Better Inland Safety A call for health and safety regulations for inland naviga­ tion, backed by stringent in­ spection to enforce the regula­ tions was just one of many recommendations from a week­ long Inland Transport Commit.:. tee meeting held by the Inter­ national Labor Organization in Geneva, Switzerland last month. Bob Vahey and Richard Daschbach, both special assist­ ants to SIU President Frank Drozak, attended the meeting. ''If [the recommendations] are adopted by the U.S., this frame­ work would allow us to press the Coast Guard and OSHA for added regulation of our inland industry. At the conference it became ,clear that our industry is one of the least regulated of any developed nation," Vahey said. The recommendations in­ cluded: Improved productivity in the industry should be consid• ered in the light of its impact on ing and retraining is needed as ments for the different cate­ "job security" and other issues. well as certificates of compe­ gories of inland transport and the skills for their respective There is an "unstructured tency for boatmen. Minimum training require- crew need to be laid down. section'' in the industry, gen­ erally without collective agree­ ments "that is covered by less extensive labor and social leg­ islation'' and the report calls for equalizing conditions between this sector and the organized sector. It calls for extending collective agreements to the un­ structured sector. The report also says that working conditions in inland waters should be comparable to those in related industries. It calls for a maximum daily work period and the extension of other hour laws to inland waters. ''Occupational safety and health regulations for inland navigation should be laid down" Richard Daschbach and Bob Vahey, both special assistants to SIU and "enforced through inspec­ President Frank Drozak, take some time during a Geneva, Switzerland tion." meeting of the Inland Transport Committee to discuss some of the issues, which included a· call for better safety regulations. Increased vocational train• • • • • • February 1 985 I LOG I 7 �New Pensioners A. James 62, Kirchharr, joined the U nion in the port of Mo­ bile in 1 958 sail­ ing as a cook for the Bay Towing and Dredging Co. and. aboard the dredge Mallard (Radcliff Mate­ rials) from 1 955 to 1 956. Brother Kirchharr is a veteran of the U . S . Army during World War I I . He was born in Bay Minette, Ala. and is a resident there. John Watson Allman Jr., 59 , joined the U n ion in the port of Bal­ timore in 1 955. He sailed deep sea and in the port of Norfolk in 1 960, as an AB and tankerman for IBC, IOT in 1 975 and for the Steuart Trans­ portation Co. in 1 973 . Brother Allman hit the bricks in a long­ shoreman's beef. He is a vet­ eran of the U . S . Navy i n World War I I . Boatman Al lman was born in Raleigh, N . C . and is a res[dent of Dolphin, Va. William Leon 65, Broadus, Joined the U nion in the port of Mo­ bile in 1 956 sail­ ing as an oiler for Towing Mobile to 1 947 from Brother 1 977. Broadus was a delegate to the 1 977 Piney Point Inland Con­ tract Negotiating Committee Conference. He was born in Mo­ bile and is a resident there. Eunis Adolph 63, Nelson, joined the U nion in the port of Mo­ bile in 1 965 sail­ ing as a chief en­ gineer for Radcliff from Materials 1 962 to 1 977. Brother Nelson is a veteran of the U . S . Army in World War I I . H e was born in Mobile and i s a resident of I rvington , Ala. Clyde James Robertson, 59, joined the U nion in the port of Bal­ timore in 1 956 sailing as a chief engineer for C . H . Harper Associ­ ates from 1 952 to 8 I LOG I February 1 985 1 972. Brother Robertson was a former member of the I LA. He is a veteran of the U.S. Army in World War I I . Boatman Robert­ son was born in Virginia and is a resident of Baltimore. James Mathes Sammon Sr., 54, joined the U n ion in the port of Bal­ timore in 1 959 sailing as a chief engineer for the Chemical Shell Corp. from 1 952 to 1 959 and aboard the tow­ boats Trojan and W.A. Wansley (G & H Towing) from 1 959 to 1 980. Brother Samon is also a boilermaker. He was born in H umble, Texas and is a resident of Houston. Va. Pilots Assn. Gets New Contract Boatmen, launch operators and shoreside personnel of the Virginia Pilots Assn. early this month got a new three-year contract. The new agreement was approved by the membership rank-and-file in the port of Norfolk. • Contract negotiations are continuing at Carteret Towing. • The contract at the Maryland Pilots Assn. was extended to April 1 , 1 985. Contract Okayed at Delta Steamboat Co. The 320 Boatmen and Boatwomen riding and working aboard the SIU-contracted paddlewheelers Delta Queen and Mississippi Queen (both Delta Queen Steamboat) plying the Mississippi and Ohio Rivers approved a new contract. The steamboats are headquartered in the port of New Orleans. Express Marine Contract Talks On Contract talks also are continuing for Boatmen at Express Marine in the port of Philadelphia. Deep Freeze Slows River Runs ViChester kell, 57, joined the U nion in the port of Baltimore in 1 956 as a and deckhand , mate on the tow­ boat Britania (Baker· Whiteley Towing) from 1 947 to 1 977. Brother Vikell was a former member of the I LA . He was born in Baltimore and is a resident there. • Robert James 62, Wakefield, joined the Union in the port of Houston in 1 957 sailing as a chief engineer and oiler for ITT Towing to 1 956 from 1 957 and aboard the Jennifer George (G & H Towing) from 1 957 to 1 984 . Brother Waker­ field was a former member of the Painters Union. He is also a veteran of the U . S . Air Forces in World War I I . Boatman Wake­ field was born in Angleton , Texas and is a resident of Ace, Texas . . Bennie Stewart, 62, joined the U nion in the port of New Orleans in 1 956 sai ling as a deckhand for the George W. Whiteman Towing Co. from 1 942 to 1 977. Brother Stewart was a former member of the Truck Driver's Union. He was born in Magnolia, Miss. and is a resident of New Orleans. Frigid temperatures slowed down barge traffic on the upper Mississippi and Illinois Rivers last month, especially at Lock and Dam 26 at Alton, Ill. Big slabs of thick ice were spotted in the Mississippi as far south as Memphis, Tenn. Tenn·Tombigbee Dedication June 1 The $2-billion Tennessee-Tombigbee Canal will be officially dedicated on June 1 . It could carry from 1 2 to 28 million tons of Cilrgo-60 percent coal-the first year and 50 mil lion tons in 25 years: The southern terminus of the canal is in the port of Mobile. · In Memoriam Pensioner died on Dec. Brother Carltonjoined the Union in the port of Norfolk, Va. in 1 96 1 . He sailed as a tankerman for Southern Carriers from 1 964 to 1 967, Lynch Brothers, and Allied Towing in 1 972. He was a for­ mer member ofLocal 1 33. Boat­ man Carlton was a veteran of the U.S. Army during World War II. Born in Wilmington, N.C., he was a resident there. Surviving are two daughters, Brenda Russell and Sharon, both of Wilmington. Pensioner Laurence Mistrot Young, 73, succumbed to heartlung failure in the Brazosport Hos­ pital, Lake Jack­ son, Texas on Nov. 6, 1 984 . Stone Robert Carlton Sr. , 60, 1 6, 1 984. t • Brother Youngjoined the Union in the port of Houston in 1 957 sailing as an AB, mate and cap­ tain for the U.S. Army Corps of Engineers from 1 939 to 1 94 1 and for G & H Towing from 1 946 to 1 979 . He was a veteran of the U.S. Coast Guard in World War II. Boatman Young was born in Galveston, Texas and was a resident of Freeport, Texas. Cremation took place in the South Park Crematory, Pearland, Texas. Surviving are his widow, Janet and a daugh­ ter, Patricia. Pensioner Carl Buresh died on New Year's Day, Jan. 1 . Brother Buresh joined the Union in the port of Houston. He re­ tired in 1 965 . Boatman Buresh was a resident of Galveston, Texas. Surviving is his widow, Mary. Pensioner Clarence Roger Cooper, 74, passed away from natural causes on arrival at the Lakeland (Fla.) Regional Med­ ical Center on Dec. 26, 1 984. ' (Continued on Page 9.) �Brother Cooper joined the Union in the port of Philadelphia in 1961. He sailed as a mate and captain for the Curtis Bay Tow­ ing Co. in 1947 and Independent Towing from 1935 to 1947. He was born in Delaware and was a resident of Fort Pierce, Fla. Burial was in the Mariner's Bethel Cemetery� Ucean View, Del. Surviving are his widow, Erma and two sons, Roger and Robert. Donald Fredericksen, 57, died of a liver ailment on Nov. 4, 1984. Brother Fredericksen joined the Union in the port of Philadelphia in 1961 sailing as a deckhand for the Curtis B�y Towing Co. from 1952 to 1954. He was born in Philadelphia and was a resident of Upper Darby, Pa. Surviving is his widow, Ann of Philadelphia. I (Continued from Page 8.) I Pensioner passed away from a lung disease in the North Arundel Hospital, Glen Burnie, Md. on Jan. 8. Brother Frelur­ ger joined the Union in the port of Baltimore. He sailed as a captain for the Curtis Bay Towing Co. and retired in 1970. Boatman Frelurger was born in Maryland and was a resident of 'iS·�l�n Burnie. Interment was in . Olen Haven Park. Cemetery, Glen Burnie. Surviving is a grandson, Leroy of Pasadena, Md. Edward Leroy Fre­ lurger Jr. , 90, \ 1!1 \ ! l 11*'�.... me died on Jan. 7. Brother Paige joined the Union in the port of Mobile sailing for Radcliff Materials. He was a resident of Mobile. Amos E. Paige died on Jan 7. Brother Propps joined the Union in the port of Mobile. He sailed for Radcliff Materials. Boatman Propps was a resident of Mobile. John C . Propps Robert L . Taylor, 53, died on Jan. 10. Brother Taylor joined the Union in the port of Jack­ sonville, Fla. He was a resident of Hibernia, Fla. Surviving 1s his widow, Helen. SIU · Strike Against Dixie Ends rights of these workers· as it did Students of SIU history will in protecting the rights of our remember one of the things that unlicensed boatmen.'' helped establish the SIU was the Wall Street Strike in the At times, the strike against 1940s, where white-capped SIU Dixie Carriers evoked memo­ members made front-page news ries of some of the Union's early by supporting their fellow work­ beefs. ers. In an effort to publicize the ''I'm proud of the job that the company's cavalier treatment of guys in the Gulf did in getting its workers, SIU Vice President this thing resolved," said DroJoe Sacco came up with the idea ' zak. "We're one of the few of having SIU members picket Unions in this country that has the American Stock Exchange. been able to buck the ·general anti-union trend. We've done Sacco realized that this would this by being united.'' serve several purposes. For oiie thing it would put pressure on ''Our members supported this the company to settle by alerting strike every way that they potential investors that Kirby's could," said SIU Vice President profits were down. Joe Sacco. "They did this by walking the picket lines and by It also helped galvanize mem­ getting support from other union bers of the Union by drawing members up and down the rivers upon a potent symbol. and the harbors.'' The contract was negotiated by Sacco together with New Orleans Port Agent Pat Pills­ worth and SIU General Counsel Louis Robein. It is retroactive to Dec. 10, 1984. (Continued from Page 7.) People Power Support March the of Dimes · Dispatchers Report for Inland Waters JAN. 1-31, 1985 *TOTAL REGISTERED All Groups Class C Class B Class A Port Gloucester . . . . . . . . . . . . . . . ·. . . . . . . . . . . . New Yorlt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pttiladelptlia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ·o 0 0 0 0 DECK DEPARTMENT 0 0 0 0 8 61 0 7 4 0 3 0 0 6 21 2 0 118 0 0 7 0 1 3 0 1 0 0 1 9 2 0 24 6 0 0 0 9 10 0 13 0 0 2 0 2 0 43 0 0 0 1 6 0 2 1 0 0 0 0 0 5 0 0 15 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 2 0 0 0 2 1 0 0 0 0 0 0 0 0 5 ENGINE DEPARTMENT Gloucester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New York . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Baltimore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Norfolk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mobile . . . New Orleans Jacksonville . . . . . . . . . . . . . . . . . . . . . . . . . . . . . San Francisco Wilmington . Seattle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hous1on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Algonac . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . St. Louis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pin Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 0 2 0 0 0 9 0 0 0 0 0 0 0 1 0 12 0 0 1 0 0 0 7 2 0 0 0 0 0 0 0 0 10 STEWARD DEPARTMENT Tota s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 0 1 0 3 0 0 1 0 0 0 0 0 4 0 0 9 Totals All Departments . . . . . . . . . . . . . . . . . . . . 142 37 58 Baltimore Norfolk Mobile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New Orleans Jacksonville . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . San Francisco Wilmington Seattle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . .. . . . Houston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Algonac . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . St. i..ouis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pin Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . :l: Tota s . . . . . . . . . . . . . . . . . . • . . . . . . . . . . • . • . . • • . . • . . • . . • . • • . . . Port Gloucester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New York Philadelphia . . . . . . . . . . . . . . . . . . . . . . . . . . . . Baltimore Norfolk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New Orleans . . . . .. Jacksonville . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . San Francisco . .. Wilmington . . Seattle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . . . . . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Algonac . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . St. Louis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pine Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tota s . . . ... . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . r: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . '. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Port . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . :l: 4 * *REGISTERED ON BEACH All Groups Clau C Class A Class B TOTAL SHIPPED All Groups Class C Clau A Clau B 3 7 43 0 0 1 0 0 0 0 3 0 0 0 57 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 4 2 0 4 0 0 1 0 0 0 0 0 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 2 0 0 0 0 0 0 0 0 3 """ ¥·· .:g 0. (1 0 0 3 10 65 0 16 6 0 19 0 0 13 39 3 0 176 0 1 7 0 3 5 0 5 0 0 1 16 3 0 41 5 0 0 0 56 9 0 13 0 0 3 0 11 0 97 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 6 0 4 2 0 1 0 0 1 9 0 0 24 0 0 0 0 0 0 2 0 0 0 0 0 0 2 0 0 4 0 0 2 0 0 0 5 2 0 0 0 0 0 0 0 0 9 0 0 0 0 2 0 0 1 0 0 0 0 0 1 0 0 4 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 2 0 3 0 2 1 0 1 0 0 0 1 0 0 10 0 0 1 0 0 0 7 0 0 1 0 0 0 2 2 0 13 0 0 1 0 0 0 8 2 0 0 0 0 0 0 2 0 13 65 8 4 210 58 119 • "Total Regis1ered" means the number of men who actually registered for shipping at the port last month. "Regis1ered on the Beach" means the total number of men regis1ered at the port at the end of las1 month. ** February 1 985 I LOG / 9 r �---- Area Vice Preside"'•' Report Gulf Coast, by V. P . Joe Sacco A ------ Great Lakes & Western Rivers, by V.P. Mike Sacco FTER nearly two years of N keeping you informed on our continuing fight in the strike against ORMALLY at this time of the year we would be learning about spring dredging work from Dixie Carriers, it gives me great the Army Corps of Engineers. Due pleasure to report the following to temporary legal problems , how­ news to you. ever, there ' s been a delay in the On Jan. 29 the strike against dredging bids. We hope to be hear­ Dixie for the unlicensed personnel ing about the bids in the very near ended with the signing of a three­ future . Eighty percent of the work year agreement. The new contract done by our members on the dredges is retroactive to December of 1 984. comes from bids put out by the In my last column I said that Army Corps of Engineers . with the start of the new year " we It is expected that in approxi­ have a lot of goals and programs mately a month , SIU-contracted set . . . and we're going to give it hell ! " Well, we ' ve started o ff on a good foot b y winning a key point with union-busting Dixie Carriers-the right of the SIU to represent the unlicensed crewmembers aboard the company'� boats. Luedtke Engineering will be recrewing for its hard rock dredging project in Odgensburg, N . Y. The company hopes to resume work as soon as ice conditions permit . I ' m happy to report that a new agreement with SIU-contracted I t ' s unfortunate though that the company provoked this lengthy Falcon Marine has been ratified by the members . This company has strike. Since the late 1 940s the Union had a very good working its home office in Waukegan , Ill . and will be resuming a dredging relationship with Dixie . In fact, until the recent strike began on April project there when the weather becomes milder. 1 , 1 98 3 , that relationship had been strike-free . Meanwhile on the Lakes, contract negotiations are continuing with Then some o f Dixie Carriers ' people started giving other company Tampa Tugs Corp. and the Great Lakes Dredge Owners Association . reps some very bad advice-advice that led to the breakdown of Tampa Tugs has five boats on the Great Lake s , and the Great Lakes what had been a model labor-management relationship for nearly 40 Dredge Owners Association repre sents seven of the largest and most years . active dredging companies on the Lakes. Hopefully now, though, Dixie is moving in the right direction . The ice has put a halt to work on the Lakes and U pper Mississippi There are still issues to be resolved , such as the status of the licensed but we are looking forward to early March for a general fitout on the personnel. But the road is being paved toward re-establishing a good Great Lakes. working relationship between the Union and the company. During part of this month I will be attending some very important Meanwhile I would like to give a big vote of thanks to our members meetings along with other officials of the S I U . One is the executive and SIU reps from coast to coast who supported the strike. They board meeting of the U nion ; another is actually a series of meetings are a credit to their Union . concerning our benefit plans, and a third is the mid-winter executive board meeting of the AFL-CIO Maritime Trades Department. ' At all these meetings , jobs and j ob security for the members will East Coast, by V . P . Leon Hall O be a priority topic . UR SIU fishing representa­ tives in Gloucester, Mass. re­ port that the problem of imported West Coast, by V.P. George McCartney Canadian fish is becoming more U acute all the time . This is especially true now that the World Court in One, the Presiden t Taylor, has al­ � _·.r. ·., ·� � in Seattle three American been in layup are being recrewed. The Hague , Netherlands has given t/;f.f . p President Line ships that had the fis ing rights of the richest part ready recrewed , and the other two, of George ' s Bank to the Canadi­ the President Jackson and the ans . Presiden t Wilson , are due for crew­ Tariffs and quotas on imported Canadian fish must be raised if ing any day now as the LOG goes fishing industry. This is one of the layup if it was not for P . L . 480 to press. The vessels would still be in America is to maintain a viable cargo . The three ships are carrying subjects concerning fishermen that will be discussed at the annual mid-winter executive board meeting of the Maritime Trades Depart­ rice to India and Bangladesh. ment which is being held this month and which I am attending. The Also crewed recently in Seattle SIUNA is an affiliate of the MTD whose president is SIU President was a ship that had been in layup only a short time , the Manunlei Frank Drozak . (Matson) , which headed for Hawaii. Another problem facing U . S . fishermen is the misrepresentation This coming June, for the first time, the Puget Sound Maritime on fish label s . For instance , S I U Fishing Representative Leo Sabato Port Council of the AFL-CIO Maritime Trades Department will be reports that American fish processors often buy processed Canadian sponsoring a dinner which will hopefully become an annual affair. fish and then put their firm ' s label on it from Gloucester or New It will be held in early June at the Harbor Club in Seattle and two Bedford or some other American town. The unaware buyer would governors will be honored at the affair , Bill Sheffield of Alaska and most likely think that the fish was from the United States . Stronger Booth Gardner of Washington. regulations are needed in this area. In the port of Norfol k I ' m happy to report that the members have The dinner is part of an effort to make the Puget Sound Port Council even stronger and more effective than it already i s . unanimously ratified a new three-year contract with the Virginia Also in Seattle, Port Agent George Vukmir reports that the S I U Pilots Association. We 're still in negotiations with the Association has been involved i n demonstrations outside the South African of Maryland Pilots . Finally, I want to say that I ' m very encouraged b y the news of some new jobs becoming available to the members . One of our SIU­ contracted companies , Titan Navigation, has been awarded the operation of 12 TAGOS vessels by the Department of the Navy. These small ships have an unlicensed crew of 1 1 . Also, another SIU-contracted company, Interocean Management , has been awarded the operation of the SS Southern Cross, a C-3 which carries 57 unlicensed jobs. Be on the lookout for these new job opportunities. 10 I LOG I February 1 985 consulate. Along with other trade unionists, the SIU was protesting South Africa's policy of apartheid and its jailing of union leaders in that country. Here in San Francisco we crewed two ships that had been in the reserve fleet and are now under Military Sealift Command charter to American President Lines. They are the SS California, which is a modified Mariner, and the Northern Light, a C-3 . Both ships are going to the Far East. Finally, I must report that San Francisco is still recovering from its great victory over the Miami Dolphins ! �Around the , Port of Jacksonville •o••:::::) : ;o;: :: /•/ ::: '•'•'•• ••••••• •• ••• ·••• . // / / / /: / / o• . • . : =� . : : / •· � SIU Rep Dan Griffin, fourth from left, talks with members aboard one of Crowley's tugs in Jacksonville, Fla. last month. The tug Pilot heads out for San Juan, P.R. with the 400-foot barge Fortelaza in tow. Crewmembers on the tug Pilot (Crowley) and Crowley office personnel listen to a presentation on the Crowley Employee Assistanc� Program . f.EAP) which .deals with in. control of. druQa�.- l�ecaots . . lt . W8$ stressed that ·cooperative employee s with drug and alcoh6tproblems , will not be penalized, but will be helped to become sober and drug-free. � .......i-...._ .ant. .,_ .Jatu: :.t Talkinn further abo1A the '... ntLAn ... and ��� P.,.,"l'r'"!ll'il!!!'"l'l"f � -· • .. •..-- ""11 intoxicants pragram are, from the left: Chief Engineer Brian Hall, 2nd .·. After the EAP presentation aboard the tug Pilot, impromptu follow-up Mate William Guerrin, Chief Mate Hal Lane and Guenther Nuernberger, manager of Crowley's Employee Assistance Program. Bernard F. Mood is the operator of the NATCO launch St. Mary's River. The launch is working with the dredge Sugar Island in Cape Canaveral, Fla. until the protection period for sea turtle breeding begins in February. Capt. James Daley readies the tug Pilot to head out to San Juan, P.R. with the 400-foot barge Fortelaza in tow. Ronald Burton (left foreground), bosun aboard the SS Ponce, poses with members of his crew. Victor Brunell, chief electrician aboard the SS Ponce (Puerto Rico Marine), looks as though he's had a rough, cold day. February 1 985 I LOG I 1 1 ,\ '·"""" ''""''""� �RE HABILJ')o. Help . A '-1�o� Friend Deal With . • . . : � .. ' '1 � . ' , �, .-l '/! I '. i .': --� . ' I ·� ULC3=J � Alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lfad to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy -and just as important -as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling he needs. And he'll get the support of brother SI U members who are fi ghting the same tough battle he is back to a healthy' productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you'll be showing him that the first step back to recovery is only an arm's length away. �- - - - - -- I • I I l I I I I I I I I I I I l l I I - ------ - - - - -- - -- ------ - - � Alcoholic Rehabilitation Center I a m interested i n attend ing a six-week program at the A lcoholic Rehabi l itation Center. I u nderstand that all my med ical and counse l i n g records w i l l b e kept strictly confidential. a n d that they w i l l n o t b e kept anywhere except at The Center. N a me . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Book No . . . . . . . . . . . . . Address . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ( Street or RFD ) ( City ) ( State ) ( Zi p ) Telephone No . . . . . . . . . . . . . . . . M a i l to: THE CENTER Star Route Box l 53-A Valley Lee. Md. 20692 or call. 24 hours-a-day , (301) 994-0010 . f: ----'-- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -' 12 I LOG I February 1 985 �� � . - - � . . . ; · · - • � < • • -. - - - · ' SIU Ships in Military Exercises in Europe and Asia Two of the SIU-crewed T-AKR Fast Sealift Ships were on the move this month, on different sides of the world dur­ ing exercises with the Military Sealift Command. The Bellatrix, with an SIU crew of26 is taking part in Team Spirit 85, a joint U. S ./Korean Rapid Deployment exercise. It was scheduled to arrive in Pusan, Korea Feb. 9 with the first mil­ itary cargo of those exercises. It is set to unload the gear and return to the United States for another shipload of equipment to take to Korea in March. The other T-AKR ship on maneuvers this month is the Antares which participated in Reforger II, a winter military exercise with NATO forces. Also the SIU-contracted American Eagle took part in the exercises. Both ships were bound for Am­ sterdam, Holland with their car­ goes. The two fast sealift ships James P. Feeney, assistant cook onboard the Antares serves up food to hungry crewmembers QMED CarroU "Tiny" Boudreaux (arm outstretched) and Junior Engineer John S. Penrose. The Antares was getting ready to ship out for the RefOrger II exercises. transport both containerized unloaded by shipboard cranes cargo which can be loaded and and wheeled vehicles which can be driven on and off because each ship is a RO/RO. '\ Ordinary seamen James A. Blitch and Jeff L. Burke and AB Michael Vanderhorst check some galley supplies as the Antares loads for an MSC exercise. The steward department on the Antares takes time for a short break. They are (I. to r.) Chief Cook Angel B. Correa, Chief Steward Douglas A. Thomas, GSU Kim Dermody, Assistant Cook James P. Feeney, and Steward Assistants Lynne A. Santacruz and Taffy L. McKechnie. Photos courtesy of Lou Granger, Military . Sealift Command AB Michael L. Vanderhorst and Steward Assistant Taffy McKechnie share a laugh as the Antares takes on supplies before sailing. GSU Kim Dermody fixes up pitchers of tea for thirsty crewmates onboard the Antares, shortly before it left for Amsterdam on MSC exercises. February 1 985 I LOG I 1 3 ;)\. �\ :' Mariti m e Ad m i n i strati o n and MSC Offici a l s Vi sit Pi ney Poi nt ' 'The great strides made by the discuss the Sealift Operations and Seafarers Harry Lundeberg School Maintenance course materials and of practical training program . Seamanship in maritime The course contains all of the education are accomplished only with the cooperation of labor, n e c es s a r y management and federal agencies training to equip SIU members working for jobs on MSC chartered vessels . together. " With this i n form a t i o n statement Frank Drozak welcomed The the tour group to Piney Point. underway replenishment, vertical In January , the school hosted Maritime Admi nistration and MSC Officials on a fact finding m aj o r top i c s and replenishment , and crane operation m a r n t e n ance , fo r k l i ft Because of meetings like this the course materials are changed for MSC chartered vessels. The group , headed by Admiral and modified Harold Shear of the Maritime demands Administration , chartered vessels . t. there John Mason discusses the SH LSS Automation course and how it relates to the M SC vessels. operation and damage control . tour concerning training programs was i nclude to to required meet for the military .... ���. . SIU President Frank D rozak explal ns the advantages of the new automated SIU manpower control room. /U:. . Ad m i ral Shear discu sses the i mportance of the Seal ift Operations and Mai ntenance course w ith the students. The tour g roup gets a fi rst hand look at the 32-ton Hagglund crane . ., ;Jik.. From I. to r. are John M ason and Jackie Knoetgen SH LSS, Walter Sansone - M i i i tary Seal ift Command, Adm i ral Harold Shear Marit i me Adm i n i stration, Frank Drozak - SIU President, Capt. R.W. Kesteloot ·Office of the Chief of Naval Operation s, Ed Hackett, Chri s Krusa and· Stanley Wheatley - Maritime Ad m i n istration, CDR. M i ke M i i ier · USN OP-39, and Ken Conkl i n SHLSS. · M r. Sansone, third from left, receives an answer from M i ke Wilson, TV Director, about an Underway Replenishment video tape. · · 14 / LOG I February 1 985 - --- --- -- --- - - ·------ - ---------- ---- -- · - - · - - - - -·----- -- - . ----,-- �• members than the ma1ont1y of unions; and television plays a major role in that. President Drozak tapes a Membership Repon each month that is sent to all ports so that every seafarer has a chance to hear first hand about the state of the industry, impor­ tant legislation , and union activ­ ities . In addition , every time there is imponant business that SIU members need to vote on or understand, a tape will be made and sent out . It all adds up to effective communications. Programs produced at SHLSS are only part of the material available. Other programs in the videotape library come from the school 's extensive film collection. We have the rights to many of S H LSS Tu nes 1 n to TV What did you learn from watching television last night? If you ' re like most people , your answer would have to be ' ' not much . " But if you were lucky enough to be an SIU member attending the Seafarers Hairy Lundeberg School of Seamanship , you had a choice . Last night, like every weekday night , the SHLSS Video Depart­ ment provided up to 8 hours of instructional and educational television to students at the school. The programming is piped directly into the rooms in the Hotel and shown on four channels from 6 : 00 p . m . to about 8 : 00 p.m. If you were at the school you could say you learned about arc welding, or salad preparation , or navigation , or any .one of half-a­ dozen different subjects. In shon , you could have learned something specifically related to your job and your interests . The programs are chosen by the instructors from the school 's li brary of more than 5 2 0 videotapes , �nd programming is keyed to work with classes that are in session at the school. Programs are repeated throughout the week to help ensure that everyone gets a chance to see what they need to. Of course, if you do miss a program you can always come to the Media 4nter in the Paul Hall .library. All the programs we have on file are available there for individual or small group study. Or, you may find that your instructor is using the program in his class . During the day , there are six channels of television available to instructors for showing programs in the classrooms . Last year, we played over 400 'hours of videotape through the video distribution system . Video in the classroom is nothing new at SHLSS; it has been available since 1979. What is new is the state-of-the-art system that makes it more extensive . Last summer, in response to the growi ng u s e of c l assroom television , the school completely re-engineered the distribution system . The number of playback channels jumped from one to six ; we added satellite and off-air reception for another 10 channels ; a 24-hour bulletin board was brought on-line ; and a full-time operator was hired . This major renovation was another step in the continuing growth of instruc­ tional television at SHLSS. In 198 1 , a professional , fully­ equipped video studio was completed . Since then , the staff of the Video department has produced dozens of hours of programming on everything from the metric system to union education. Many of these programs have been placed in the videotape library and are used regularly both in the classom o and during the evening hours. The big advantage in producing programs ourselves is that we can gear them directly toward We can go. aboatd-.'- S.W . shipl ·arid '"" videotal>e the eqw mcbt that ' you ' will actually be using on the job. By doing programs ourselves we can be sure that you get the information you need in a way that makes it easy for you to use . The SIU has better communi­ cation between its officials and its these films and have put them on videotape so that they can_ be used over the distribution system. Films are copied to tape in the SHLSS studio. Still other programs are bought specifically for the video library. These are purchased at the request of the instructors and help keep our information up-to-date . Last year alone we added over 1 00 tapes to our library . The collection contains programs . on virtually every aspect of seafaring. Combined with our ability to produce programs uniquely suited to SIU members , the SHLSS Video Department provides instructional television services that are matched by few other schools . l ri the stud io control room tapes can be edited, and m usic, special effects and g raphics can be added to produce i nformative video tapes. ��"�·. p - Melody Chainey video tapes M i ke Wi lson in the S H LSS stud io. Robert Abell ru ns the video d i stribution center and he can send programs all over base. Every classroom i s equi pped w i th a TV, and teachers can specify the programs and t ime they want for class view i ng . February 1 985 I LOG I 1 5 --------- - - - �--- ----:---- - -:.:= ===-=---=-: ---=- : " _ _ __ ___ -- - - - - - -- - - -------------- - -! �With New Sea l ift Operations S H LSS On January 2 1 , 1985, the first Scalift Operations and Maintenance class started at Sl-Il.SS. The 5-week course covers: UNREP (underway replenishment), VERTREP (venical replenishment) , Fork Truck Operations, Damage Control, and Crane Operations. This course was put together after 6 months of intensive research and course development. The Scalift Operations class came about after the SIU had been awarded contracts to man ships under contract to the Navy and Military Scalift Command (MSC). These ships are merchant vessels that have been convened and reconstructed so they can act as suppon ships for the military. These ships will be carrying and tramferring cargo, supplies and equipment to our military forces worldwide. The crews which will man these ships needed specialized training . Bill Hellwege , a vocational deck instructor, was selected to set up the first training course . The first course was on-the-job training aboard the contracted ships. This did not meet the needs of the SIU membership because there was not enough time for classwork and regular shipboard work. Bill sug�ested that a course be developed and then taught at SHLSS. The course would cover in depth all parts of the special training that was required by the contracts. Developing a course and manual requires time , personnel and energy . Information on all & Mai ntenance Cou rse Staff Meets Futu re Job Challenges parts of the course had to be gathered . This meant that Bill had to contact the Navy , MSC, shipping companies , private industry and special training schools to . get the material that was needed . Bill spent many days putting the material together. Once this was done , Bill con­ tacted the Learning Resource Center staff for help . Resource Coordinator Mary Coyle, along with Durella Rodriquez , began organizing, rewriting and editing the material . While this was being done , Bill worked with other vocational instructors and the maintenance crews to get the SHLSS ships ready for the· class. This included ordering equip­ ment, remodeling classrooms , and setting up rigging and lighting. Bill was also working with Mike Wilson in the Video Department , writing scripts and making tapes for classroom videos. As the rewriting and editing were being finished , Bill and Mary worked closely with the Public Relations staff in designing the manual ' s cover and section dividers. Public Relations Director Michelle Wilson designed the cover , and she and her staff silkscreened over 100 covers for the class textbooks . Once the editing was completed, the sections were given to Jane Vibben, secretary to the Dean of Education, and Debbie Swann , Vocational Education secretary, for typing. This was not a small job. All totaled, Jane and Debbie typed close to 550 pages of material. · \·:..\; ·.•· . After the typing was com­ pleted , it was proofread for errors and mistakes. Once these were corrected , the entire manual was sent to Mary Edna Norris for copy­ ing. Mary Edna spent many hours at the Xerox machine making sure that the pages went through cor­ rectly, the copies were in good shape , and that everything was in order . As the copying was being done , section dividers were made for each manual and the printed covers were finished . The manuals were put together in the Learning Center. The completed textbook has over 600 pages of material and weighs about 3 pounds . Normally, it would take 50 people about a year and a half to develop a course and manual of this size. The SHLSS staff did it in less than 6 months . It took a great deal of energy and a lot of hard work from many people. This course will help the SIU and its members be prepared for the future . It will give seamen the skills that they need to work aboard these specialized ships. We would like to thank all the people involved in getting this course and manual ready to go. The fine work that is done by the educational and suppon staff of SHLSS helps keep the training that is offered at the school up to date and second to none . Without the expenise of these people , it would have been far more difficult to offer the new Sealift Operations course. ··....... ·····..- ! i i I J ! j I I I l I 1 l l ' Steve Pratt from Mai ntenance, and : Ed Boyer complet i n g the rig g i n g of the SH LSS tank barge. Deck Instructors B i l l Hel lwege and Ben Cusic putt i n g together the fi rst rough draft of the Seal i ft Operations manual. Mary Coyle and Dure l l a Rod rig uez ed i t i n g a U N R EP section while J ane Vi bbert beg i ns typ i n g VE RTR EP. Video Director Mike Wilson working with Bill Hellwege in video tape editing. Debbie Swann and Mary Edna Norris Xeroxing the final copy of the Sealift manual. 1 6 I LOG I February 1 985 �Publ i c Relations staff Pat Sweitzer, and Marge DI Preta s l l kscree n l ng the manual covers. The result of 6 months of hard work- over 600 pages and 3 pounds of Information. S H LSS Wo rki ng to G rant Two. Year Occu patio nal Col lege Degrees ==== ===== will have the advantage of having a degree in their chosen occupation in addition to having credits in courses such as Math , Physics , and English which should be transferable if the student wishes to enter a four -- year program at a college or university . Another reason why SHLSS is working With the Matyfand State Board for Higher Education to obtain degree granting status is because the school ' s conviction and philosophy is to offer as many educational opportunities as possible to the meinbers of the SIU. By offering two-year college degrees in the occupational areas , SHLSS will be giving members a chance to improve themselves both profe s s i o n a l l y and educationally. As the maritime Taking the col lege Math 1 08 course are: (I . to r.) Randy Santucc i , M ichael Cal houn, M i c hael M cCarthy, instructor Sandy Schroeder and M ichael Kraljevic. For the past two years , the Seafarers Harry Lundeberg School of Seamanship has been working with the Maryland State Board for Higher Education to obtain degree granting approval . Once this approval has been obtained , SHLSS will be able to grant two year occupational associates in arts degrees in Nautical Science Technology, Marine Engineering Techn.ology , and Maritime Food Service Management. Seafarets will be able to earn these two-year college degrees by combining credits they earn in vocational classes with credits they earn in general education courses (i.e. Math , English , Science etc . ) . You may be wondering why SHLSS is working to grant its own degrees when students already have the opportunity to earn a degree at SHLSS through Charles County Community College . The answer is twofold. First , students working on Charles County Community College degrees have been able to earn a degree only in General Studies . A General Studies degree is basically useful only to students wh� wish to transfer into a four-year college program . The credits from a general studies degree that are transferable are the credits earned in courses like Math , English , History, Science , etc . With the new college program that SHLSS will be offering, students will be able to earn degrees in their professional occupation . Deck department members can earn a degree in Nautical Science Technology ; engine department members can earn a degree in Marine Engineering Technology , and steward department members can earn a degree in Maritime Food S e rvice M anagemen t . Students who earn these degrees industry changes and implements new technologies aboard ships , students who earn these degrees will have not only the vocational and Coast Guard endorsements to do their jobs, but also a college degree to show that they have trained and educatec:l themselves even funher. The Seafarers Harry Lundeberg ' School of Seamanship' hopes to have degree granting approval from the Maryland State Board for Higher Education by the spring or summer for the Nautical Science and Marine Engineering Technology degrees and approval for the Maritime Food Service Management degree by the end of 1985 . More information about the college programs will appear m future editions ot the LOG. February 1 985 I LOG I 17 .. ' ' 1 -� J �Ap p l y N ow for a n. S H LSS U pg rad i ng Co u rse . . . . .. . . . . . .... . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . .. .... . . .......... . ...... .. . . . . . . . . . ... . .. . . . . . . . . . . . . . . . . .... Sea f a rers H a rry Lundeberg School of Seamanship U p g rad i n g A p p l icat io n Name (ilrsl) (Lisi) Address Date of BI rth (Middle) _.,,. =-=MoJoayNear ___, ....,,... _ '"""" ­ .._, ==..----------------------- _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Deep Sea M em ber O ______ Endorsement(s) or Ucense(s) Now Held Port Iss ued (Area COds) � -� � ­ Pac i f i c D Lakes Member 0 I n land Waters Member 0 Soc ial Security # ------ Book # Date Book Was I ssued Tel ep hone (Zip Code) (Stale) (City) ------ ______ Seniority ------ Port Presently Registered In _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Are you a g raduate of the S H LSS Trai nee Program: 0 Yes No 0 (if yes, f l l l In below) -----­ Trainee Program : From ------..,r:r.:"l� to :=-:z-= (dales altend 8d) = No O (if yes, f i l l in below) H ave you attended any S H LSS Upgrad i ng Courses: O Yes Cou rse(s) Taken I_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Do you hold a letter of completion for Lifeboat : 0 Yes Date Avai lable for Trai n i n g No 0 Firefighting: 0 Yes No O CPR: O Yes No O ------- I Am i nterested in the Follow Ing Course(s) Checked Below or I n d icated H ere i f N ot Li sted 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 DECK 0 0 0 D 0 0 Ta n kennan AB Unllmlted A B Lim ited AB Special Quartennaater Towboat Opetaitor lnl•nd ENGINE FOWT ALL D EPARTM E N TS D Weldlng 0 Ufeboatm•n QMED -Any R•llng Merine Eleclronlc1 M 8 fl ne Electrical Malnlenance Pumproom Maintenance I Operation Autom•tlon 0 SHllft Oper•llon1 & M•lntenance O Maintenance of Shipboard Refrigeration Towbo8t Operetor Not More Than 200 Mlln Towboel 0pel'8tor (Over 200 Mllea) C.IHtlal Nav'911 tlon MHter ln1pected Towing Ve1HI Mate Inspected Towi ng Ve11el 1 st CIHI Piiot Th i rd Mate Cele1tlat N evl g•llon Third M•le Syatema 0 Olaael Englne1 0 Aaal1tant Engineer (Unln1pected Motor Ve11el) 0 Chief En g l n Hr (Unln1pected Motor VeaHI 0 Third Aut. EnglnHr (Mo�or Inspected) Radar Ob1erver Unlimited No transportation will be paid unless you present original receipts a nd succes sfu l l y complete the course. C C D 0 0 STEWAR D A11l1tsnt Cook C O L L E G E PROG RAM Cook & Beker :J Naullcal Science Chief Cook Certltlc.te Prog r•m Steward Towboat Inland Cook O Scf'tol1rahlp1Work Program R EC O R D O F E M PLOY M E N T T I M E -(Show only amount needed to upgrade i n rat i n g noted above or attach letter of service, w h i c hever Is applicable.) V ESSEL 18 I LOG I February 1 985 RATING H E L D DATE S H I P P E D DATE O F DISCHARGE ... �i Fo l l ow i n g are t h e u pd ated c o u rse sched u l es for Marc h t h ro u g h M ay 1 985, at t h e Seafarers H arry L u n debe rg School of Seaman s h i p . F o r conve n i e nce o f t h e m e m be rs h i p , t h e c o u rse sc hed u l e i s separated i n t o five categories: engine department c o u rses; deck department c o u rses; steward department c o u rses; recerti fication programs; adult education c o u rses. The start i n g and c o m p l et i o n dates for al l c o u rses are a l so l i sted . I n land Boat men and deep sea Seafarers w h o are p repar i n g t o u p g rade are advi sed to e n ro l l i n the cou rses of t h e i r c h o i ce as early a s possible. Althoug h every effort wi 11 be made to h e l p every mem ber, c l asses w i l l be l i m i ted i n s ize- s o s i g n u p early. C l as s sched u l es may be c h anged to ref l ect m e m be rsh i p demands. SI U Representatives in all ports w i ll ass i st mem bers i n p repari ng ap p l icat i o n s . The fo l l owi ng c l as ses w i l l b e h e l d t h ro u g h May 1 985 as l i sted be low: __ Engine U pgradi ng Cou rses Course Check-In Date Completion Date D i esel En g i neer-Reg. Apri l 26 M ay 30 We l d i ng Marc h 1 5 Apri l 1 9 May 24 Apri l 1 8 M ay 23 J u n e 27 Diesel Eng i neer Schol arsh i p Apri l 26 J u n e 20 Tan ke rman May 1 7 Q M ED-Any Rat i n g Marc h 1 5 M ay 30 . Course Check-In/ Completion Date b i -weekly varies Cook and Baker b i -weekly varies C h ief Cook b i -weekly varies Ch ief Steward monthly varies Length of Course Recertification Programs Bos u n Rece rt i f i cat i o n Completion Date Cel est ial N avigat i o n May 1 0 J u ne 1 4 Radar Obse rver M ay 3 1 J u ne 1 3 Quarte rmaster- Ocean A p ri l 1 9 M ay 30 License Mate (3rd U n l i m i ted-M aster/Mate Fre i g h t & Tow i n g) M arch 1 M ay 1 0 Able Seaman M arch 1 A p ri l 1 1 Lifeboat M arch 1 1 Apri l 8 May 6 March 2 1 April 1 8 May 1 6 Seal i ft Operat i o n s & Mai ntenance M arc h 29 M ay 3 M ay 2 J une 6 Tow boat Operato r Scholars h i p P rog ram March 1 5 Check-In Date Marc h 3 M ay 2 Bus Schedule Monday Th rough Friday O n ly Depart Lexington Park Steward U pg rad i ng Cou rses Course Course Check-In Date June 6 (License) Ass istant Cook Deck U pgrad i ng Cou rses Completion Date Arrive Washington D.C. 8:20 A. M . 6:20 A. M . Depart Washington, D.C. Arrive Lexington Park 6: 1 5 A. M . 7 . 55 P. M . 4:30 A. M . 5:55 P. M . The G o l d L i n e Bus i s the o n l y bus w h i c h t rave l s between Wash i ngton D.C. and the nearest bus stop in Lex i ngton Park. Th is bus l i ne t ravels M onday t h ro u g h Friday o n ly. I t i s necessary to take a cab from Lex i n gton Park t o the Seafarers Harry Lun de be rg Sc h oo l of Seaman s h i p in Piney Po i n t. The Gold Line·Bus Station is located at 12th and New York, Northwest, D.c. · Telephone N u m ber In Wash i ngton, D C. : (202) 479-5900 . The Gold Line Bus Station Is located In Lexington Park at the A&P Grocery. Fare: $1 0.30 (One Way) Friend ly Cab Company, Lexington Park, Maryland Telephone N u m ber: 863-8141 Fare from Lexington Park to SH LSS Is: $1 1 .00 (1 or 2 occupants) one way. Apr i l 8 February 1 985 I LOG I 1 9 ! �Tom Hogan, GSU , proclaims himself King of the Pantry! Eye on Emerson Walker, crane maintenance engineer, helps keep Sea-Land's equipment in good working order. L.A. Eye on L.A. Recertified Steward Bobby Stearns looks over the night's menu with Chief Cook Tom Barrett. Barrett is a 1 980 graduate of Class 307 at the SHLSS in Piney Point, Md. !j I I ! Crewmembers aboard the Sea-Land Innovator talk with Wilmington Port Agent Mike Worley (fourth from left) about the contract on which they are about to vote. Jose Del Rio is a crane maintenance engineer with Sea-Land. 20 I LOG I February 1 985 __ __ ___ _________. __ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ I �1 984: A Troubled Year for Maritime SIU Unites to Seek .Jobs and Security for Future rt 1 ot t A�t::�s�� c�� cl��:d �:�: �:���o:S :;O:��:��: ;i� . , , �,�., ·�:. its New York operations, ending many years of service to what was once America's busiest port and home to hundreds of U .S.-flag ships. At the end of 1984, Delta, an SIU-contracted company for decades, stopped sailing altogether-sold to United State Lines. To some, Delta's problems may seem symbolic of another troubled year for the American maritime industry and the unions representing unlicensed and Iicensed American seamen. But between those two events, it was a year of regrouping and even progress for the Sip. As traditional jobs dwindled because of the economy, lack of government support for the merchant marine, cheap foreign competition and other reasons, the SIU sought new jobs for its membership-and found them. A number of conferences were held where the membership more competitive In the political arena, the SIU mounted a grassroots campaign to educate the public and the politicians to the problems of the merchant marine. That paid off and will pay off in the future when representatives and senators remember where their support and help came from in November. The membership of the Union decided at the end of the year that the SIU, despite all the troubles, was headed in the rrght direction. That was shown by· the overwhelming re-election of Frank Drozak and the entire executive board. It's true some jobs were lost last year. But many more were gained as the SIU aggressively pursued new military work. SIU crews manned the new Key­ stone State, the first of what is • • • · .. ., . , • · · .. . ... . · ·. . •., .. �. ,. . . · ·. Ogden Marine Vice President Richard du Moulin credited SIU efforts with helping his company preserve government contracted business. Because of that, the Ogden Columbia and other Odgen ships sailed through most of 1 984. scheduled to be 10 modern heavy-lift crane ships. During its first exercise, Seafarers showed the military that SIU crews with SIU training can do the job-efficiently and depend­ ably. Last year four new Fast Sea­ lift Ships (former SL-7s) came out with SIU crews. These new ships, the Bellatrix, the Algol, the Antares and the Cappella are desikned to move military . supplies rapidly anywhere in the world. Again during trials and large-scale maneuvers, Seafar­ ers won praise for their profes­ sionalism and dependability. During the next several years more of these ships will be de­ livered, and the Navy will know the SIU can fill those jobs. Along with the Keystone State and the Fast Sealift ships, four converted RO/ROs came under Military Sealift Command juris­ diction as Maritime Preposition­ ing ships. The SIU crewed the Cpl. Louis J. Hauge, Jr. , the PFC Eugene A. Obregon, the Sgt. Matej Kocak and the PFC William A . Baugh. The A meri­ can Condor (Pacific Gulf Ma­ rine) also was crewed. The ITB Mobile joined the SIU fleet. The Aurora (Apex Marine) crewed with Seafarers. The Ogden Columbia, Ogden Missouri and Ogden Sacra­ mento began sailing with SIU crews. On the Great Lakes, one of the best seasons in recent years put more SIU members back to work. In addition, SIU dredges were getting more work as Corps • SIU members crewed several military ships last year as the U nion continued its efforts to find jobs. Above, William Mullins on the Keystone State, a new crane ship, gives a hand signal to assist the crane operator during training on the ship. . • • of Engineers dredges were being phased out. A Crews Conference for deepsea members helped the Union set its goal for new con­ tract demands and constitu­ tional changes. After two weeks of discussion and sometimes heated disagreements, SIU del­ egates united behind a set of recommendations that held the line OQ wages;,:and b�efits, es­ tablished permanent jobs, helped spread employment opportuni­ ties around, and improved the areas of shipboard safety and health care. • • • Inland members from more than l 00 tug and barge compa­ nies in a first-of-it s-kind meeting gathered at Piney Point. During the year, SIU members from all of Sonat' s fleet met in a series of Sonat Crews Conferences at Piney Point. • • • The SIUNA convention, with more than 200 delegates attend­ ing, adopted 5 1 resolutions ranging from maritime protec­ tion to inland waterways devel­ opment, Great Lakes shipping and several fishing resolutions. The Fisherman and Cannery Workers conference called for the development of a national fishing industry policy to help out that troubled industry. • • • The year marked the debut of an ambitious new program by the SIU to bring the maritime industry to the forefront of the • • • (Continued on Page 28.) February 1 985 I LOG I 21 --- -- r.: �Union Lays Strong Foundation for Future S CONDITIONS wors­ Aened for the American-flag merchant marine, the Union's political activities took on an even greater importance. Like everything else in 1984, political action took on a new complexion. It was no longer enough to concentrate our ef­ forts in Washington; it was nec­ essary to go to the people on a grassroots level. SIU halls across the country became the launching pads for a sophisticated grassroots pro­ gram that helped our Union elect program to halt the decline of the U .S.-flag merchant marine, the Reagan administration seemed hell-bent on dismantling it piece by piece. An example of what the SIU had to contend with during 1984 was the admin­ istration's attempt to get Con­ gress to approve CDS pay­ backs, which would have decimated what is left of this nation's deepsea fleet and dis­ rupted the inland industry. There was even talk by some high ranking Reagan officials of opening up domestic shipping the redocumentation of two pas­ senger vessels under the Amer­ ican registry. Another disappointment was the failure of the Reagan admin­ istration to do anything to halt the decline of the American shipbuilding industry. As has been the case for the past four years, Congress failed to appro­ priate any money for the Con­ struction Differential Subsidy Program, even though the ship­ building industry in this country had reached an all-time low. Despite an all-out push from the maritime industry, no action was taken on port development or the revitalization of this na­ tion's liner trade through such legislation as the Boggs bill, which would have set aside a certain percentage of bulk cargo carried on deep-sea liners for American-flag vessels. The administration centered its attention on the Shipping Act of 1984, which streamlined this country's system of maritime regulations. While the SIU wel­ comed the move, it stated in the strongest terms possible that more was needed to be done to revitalize this country's mer­ chant marine. Other important pro-maritime bills that were passed included the following: H.R. 5 167, which established a two-year, seven­ member presidential commis­ sion to study the defense-related aspects of the U.S. maritime industry; H.R. 6040, which pro­ hibited the use of foreign-flag vessels for the offshore storage of military petroleum and petro­ leum products; P.L. 98-473, which appropriated funding for the Strategic Petroleum Reserve at the fill rate of 159,000 barrels a day. One of the big success stories of 1984 came with the decision by the Navy to let private sector operators run certain strategic vessels on a cost competitive basis. The SIU has already manned four of these vessels (TAKX), and is expected to man another four in the near future. As Red Campbell, vice pres­ ident in charge of contracts, said at a recent membership meeting in Brooklyn, "The Navy vessels are the only game in town. And we're getting them. '' Politics and Medicine Democratic presidential candidate Walter Mondale visited SIU head­ quarters last year to outline his maritime policies. After his speech, Mondale and SIU President Frank Drozak took time to mingle with the 300 who had gathered. percent of the candidates we supported for the House, and 19 out of 25 candidates for the U.S. Senate. More than anything else, the Union's grassroots campaign was an attempt to educate the American people about the im­ portance of maintaining a strong and healthy merchant marine. SIU President Frank Drozak criss-crossed the country to get our message across. One of the most important things this grassroots effort accomplished was to help our membership understand that they had a re­ sponsibility to get involved in their communities to publicize the problems facing the Amer­ ican-flag merchant marine. While the SIU was able to lay a strong foundation for the fu­ ture, it had mixed success in getting legislation passed during the 98th session of Congress. Rather than come up with a 90 22 I LOG I February 1 985 to vessels registered under the Canadian or Israeli flag. Reagan's immense popularity and personal indifference to the maritime industry provided for­ midable obstacles for the Union. Still, the SIU was able to keep many long-term programs from being eliminated. The Union's greatest success was in protecting this nation's existing cargo laws and in mak­ ing sure that the Jones Act was not dismantled by special inter­ est groups that placed their own short-term benefit over the long­ term economic and security in­ terest of the country. The biggest disappointment last year occurred during the final days of the 98th session of Congress when legislators, preoccupied with passing a last­ minute budget resolution, did not get around to dealing with two important issues: the ban on the export of Alaskan oil and T USED to be that all you Ihad to do to stay healthy was to get a regular check-up. Now you have to vote. In 1984 medical care became a political issue. The trend was hastened by rising medical costs, which threatened to undermine this nation's private system of health and pension care. Walter Mondale tried to make medical care an important issue in his presidential campaign. He got nowhere with the American voters, who re-elected Ronald Reagan. Yet many of the things that Walter Mondale tried to warn the American people about in 1984 had become a reality by February 1985. He predicted that efforts would be made to cut Medicare and other badly needed social pro­ grams. His prediction came true when Reagan introduced a budget that called for substan­ tial cuts in almost every medical and social program. Seamen had already felt gov­ ernment indifference toward medical care for American sea­ farers when the public health hospitals were closed in 198 1 after providing high quality medical attention for more than 200 years . There were some disturbing trends last year. All across the country, businesse,� were tar­ geting cutbacks in f)e nsion and welfare plans. Despite this, the SIU's pen­ sion and welfare plans remained sound. More than 87 ,000 med­ ical claims were paid, a few for sums in excess of $35,000 . Still, the Union tried to face up to the long-term implications of this trend. Delegates elected to a committee to review the contract voted to look into im­ plementing some kind of pre­ ferred provider system. SIU members had one advan­ tage not available to other seg­ ments of the American popula­ tion. They could go to the Union's clinics, which had a long, successful history of tak­ ing care of the medical needs of seamen and their families. �1 984 : A Year of Progress for Maritime Safety LD-TIMERS have a say­ ing that they like to pass O along to young seamen making their first voyage: one hand for the ship, the other hand for you. The saying illustrates an en­ during aspect of shipboard life. From the moment that a seaman steps onboard his first vessel, he comes face to face with the cruel realities of nature. The difference between life and death can be measured in seconds or inches. As a union that prides itself on being close to the member­ ship, to being a brotherhood of the sea in fact as well as in name, the SIU has consistently made the health and safety of its members a top priority. The Union's legislative staff spent a good deal of its time last year trying to make the Amer­ ican maritime industry a safer place to work. The SIU was instrumental in passing two maritime safety bills-S. 46 and S. 1 102-as well as in persuad­ ing the Coast Guard to require that survival suits be placed on­ board American-flag vessels. In achieving these successes, the SIU was able to go against the general tide of history. Dur­ ing the past four years, there has been an easing of health and safety standards throughout the country. The Occupational Safety and Health Administra­ tion (OSHA) has been cut tothe bone, and health and safety con­ siderations have been given a low priority. S. 46 updated and reorganized Title 46 ofthe U.S. Code, which regulates marine safety and sea­ men's welfare. The statute had been in a state of disarray, and needed a new sense of direction. S. 1 102, the Marine Sanctu­ aries bill, tightened vessel in­ spection and reporting require­ ments, increased penalties for operating non-certified vessels, and increased the shipowners' limit on liability for death and personal injury claims from $60 per ton to $240 ton. As such, it had important consequences for all kinds of marine equipment: deepsea, inland, dredging and fishing. The impetus for some kind of reorganization of this nation's marine safety laws came in the wake of several highly publi­ cized marine disasters, most no­ tably the NMU-manned Marine and the Poet, which was crewed by SIU members. The Poet disappeared in the Atlantic Ocean without a trace in October 1980. Thirty-four members died, the youngest of whom was Messman and Third Cook Jerry Batchler Jr. He was 19. The Union's campaign to im­ prove marine safety last year did not end in the halls of Con­ gress, but was carried to where it would do the most good: to the membership. The SIU's safety program ac­ tively promotes safe seaman­ ship onboard vessels by en- SHLSS trainee Armondo Voluntad was the wreathbearer at last year's Maritime Day services in Washington, D.C. couraging members to report potentially serious violations to their Union representatives. The safety program has at its core . this principle: the safest ship is the one where the crew­ members are informed and use their k�wledge to _protect therosel� and the . interests of . everyone onboard . In light of this, the Union continues to improve training facilities at the Seafarers Harry Lundeberg School of Seaman­ ship, already one of the finest of its kind in the United States. Yet skill and training are not enough. You have to be alert. That is why the Union started its Alcoholic Rehabilitation Center, which is in the tenth year of operation. And that is why the SIU has an active drug program. ·. · The only way to protect the safety of the people onboard a ship is by making everyone un­ derstand that he has a commit­ ment to himself, his Union and his fellow crewmembers. awareness Electric In the spring, hundreds of SIU members helped map out the Union's future at the ·crews Conference. Verna and Gerry Payne from New York (above) study some materials. February 1 985 I LOG I 23 -- - ---- - - - ;;,1 ... _ �Heroism and Humanity Mark SIU sea was large, im­ Tmense. It rolled from the coast of Borneo like some fierce dragon tossing the small boat every which way but toward land. Eighty-six Vietnamese refu­ gees had traded the uncertainty of life in their war-ravaged vil­ lages for a treacherous journey by sea to freedom. In October 1984, the highest humanitarian award, the Nan­ sen Medal, was bestowed by the United Nations on Rose City crewmembers ABs Gregg Turay and Jeffrey Kass and Captain Lewis Hiller who did not pass the Vietnamese boat people by, but brought them aboard in stormy seas. Other Seafarers last year showed the same courage in many rescues at sea and in the work they performed. There were many other ac­ complishments in 1984. Seafar­ ers donated time to bring laugh­ ter to children. Several set first­ time records and earned first­ time awards. Others fulfilled personal goals not without sac­ rifice. Nineteen eighty-four was tell­ ing 'Of the people who work the maritime industry. Their hopes, their dreams, their aspirations were revealed in their achieve­ ments and gave the human side of what it is to sail out on a journey to sea. HE Mason, captured all the sadness a child feels when a father be­ gins that journey. Farewells are a common sac­ rifice of all Seafarers, and when Mason submitted the photo to the LOG Photo Contest last year, he won the First Place award. Photos of the continuing jour­ ney, the beauty of sea and spec­ tacular cloudbursts were sub­ mitted by others. In May, the LOG devoted a full two-page spread to the artistic aspirations of Seafarers depicting the life of a people who earn their living sailing for months at a time out to sea. AB B. Isenstadt won the 480 Food for Peace program, a government-sponsored aid proj­ ect that distributes food to hun­ gry nations. By their work, Seafarers are known for the professionalism they bring to American-flag ves­ sels. Perfection can be a well­ scrubbed pot hung to dry, or in the case of the Jade Phoenix (Titan Navigation) the efficient loading of cargo. The Phoenix crew set a new standard of work excellence in 1984, saving $4.3 million dollars in government aid by sailing to the port of Shafaga, Egypt with the largest shipment of grain "You have no idea what real problems are until you realize what they're confronted with," says Fischer. Laughter is his reward. Hope is that he has had a positive effect on the chil­ dren's recovery. QMED Bob Shaw joined , a circus troupe last year of an­ other type. • • • When the Taiwanese freighter Panamax Nova was stranded off San Francisco for 42 days because of financial difficulties, Ed Turner, SIU executive vice president, helped lead the way with other area labor unions for a relief effort which brought food and supplies to the stranded sailors. first place award for color pho­ ever carried by an American-flag tography and there were nu­ ship. With hard work and careful merous awards in the honorable loading, 1 12,500 tons of wheat mentions category as well. were packed into cargo bays, reducing the cost of the trip by Another journey in 1984 had 43 percent, making that much A photo of son Matthew, sorry an enormous impact on the P. L. more food aid available to the to let go of his father, Marvin needy. • • • • • • • More than 50 SIU members, and these traine.e s, took part in demon­ strations against South African apartheid and that country's arrest of many labor leaders. 24 I LOG I February 1 985 • • Most of the people in the world suffering from an inade­ quate supply of food are chil­ dren. While Seafarer Erick Fischer did not sail the Jade Phoenix last year, his earnings from the_ sea provided the means for journeys to help many chil­ dren. Fischer is a member of the Kismet Clowns, affiliated with the Shriners community orga­ nization that entertains sick children in hospitals throughout the nation. Donning checkered pants, a smile and a frown, Fischer coaxes children with his antics, magically molding balloons into dogs and flowers until he can see the sparkle in their eyes. Marvin Mason, a SIU member frc LOG Photo Contest (black and Matthew, titled "Dad Going Back High up to the sky, above the Flying Circus airfield in Beale­ ton, Va. , Shaw put on an ac­ robatic show as one of a handful of wing walkers licensed to per­ form without support of safety props or hidden wires on the wing of an airplane. During warm weather week­ ends, audiences of all ages flocked to see him perform an array of gravity-defying stunts in the air. The applause was deafening. And for the same sense of adventure that made him dream of a career at sea, he will return to the circus next spring to savor children rushing �embers' Journeys Through 1 984 forward for his autograph with pen and paper, and then take up the sea where he left off. Last year QMED John An­ derson was insuring his journey would be a long and healthy one. Each year heart attacks and heart disease claim hundreds of thousands of lives. As one of • ti • • St. Petersburg Beach, Fla. won the ite) with this picture of his son Sea. " " l f �. I• i " the leading causes of death at sea, even with emergency as­ sistance within reach to wing victims quickly to shoreside medical facilities, heart attacks are most often fatal. A friend sent a picture of Anderson to the LOG last year. He had become something of a celebrity, an inspiration. On the expansive deck of the Ogden Missouri each morning he scheduled a rigorous routine of long distance jogging, stirring others to participate in the race for life as a prevention against cornonary heart disease. • • • Alternately listening as speakers addressed Union is­ sues, touring SIU facilities or just enjoying a relaxing retreat with their husbands, Seafarers' wives were seen everywhere, the welcomed guests in 1984. , The women arrived with hus­ band-delegates to the many con­ ferences and conventions held at the new SHLSS Training and Recreation Center and with hus­ bands who were upgrading their job skills at the Lundeberg School. On the Sea-Land Venture, Leticia Peralez became the first SIU woman to be elected ship's chairperson. Handing over the offitial papers is As much time as Seafarers Bosun spend away from their wiyes at on. Otto P0dersen while Lonnie Gamble (I.) and Brother Young look sea, the SIU determined that they would not add to the sep­ World War II, Korea, Vietnam. other branch of the armed serv­ aration of spouses but encour­ The merchant marine suffered ices in WW II. As administration speakers age members to invite.wives for a casualty rate higher than any rose to voice their admiration of the merchant marine' s cou­ rageous participation in war ef­ forts, it was hardest for those participating in Maritime Day ceremonies last year to under­ stand it all. Because of detri­ mental government policies, the merchant marine in 1984 was just a shadow of its former self fated to disappear unless things change. It was difficult for the Maritime Day participants to stand tall for those who gave so much with so little now to show for it. SIU crewmembers on the SS Independence helped rescue a man off Maui, Hawaii, whose wind surfer had carried him out to sea. But they did, after all. the duration of upgrading courses and delegate meetings. Often it is the Seafarer's wife who completes the paperwork for receiving welfare and pen­ sion benefits. The difference last year was that the women had an opportunity to learn about how they could contribute di­ rectly to the system of claims reimbursement, now under re­ vision, and a chance to improve the system with their sugges­ tions. • • • Memorial wreaths were placed in honor of Seafarers who died serving, their nation. SIU Vice Presidents Leon Hall and George McCartney, Port Agent George Ripoll, SHLSS Trainee Ar­ mando Voluntad and many other SIU members honored the dead May 22, Maritime Day. In their stance, in their beai:­ ing of wreaths, in their speeches, images swept by, World War I, SIU members Gregg Turay and Jeffrey Kass, along with the captain of the SIU-contracted Rose City, were honored by the United Nations for their part in the rescue of 86 Vietnamese boat people. In addition, they were honored at a White House ceremony by President Ronald Reagan. Kass was unable to attend. From left to right is Turay, his son Jonathon, his wife Anita and Capt. and Mrs. Lewis Hiller with the president. February 1 985 I LOG I 25 r ·- ... ,:,.. �Jobs Jump on Lakes, 1 984 Is Best in Years HE past few years have not raw materials. Shippingjobs rose easy ones for SIU 25 percent. members on the Great Lakes. The Lakes have been hit hard After years of Union efforts, by the industrial slump .of the the U.S. Army Corps of Engi­ first years of the Reagan admin­ neers was finally forced to turn istration. This has cut down the over many of its projects to number ofjobs available for SIU private firms, and a lot of those companies were SIU-con­ Lakers. When a late spring storm sys­ tracted. The result was about tem put a deep freeze on the St. 150 new jobs created in the Clair River and trapped dozens dredging industry along the Great of ships, including many SIU Lakes. ships, it could have been taken After a two-year fight, the as a bad omen for the rest of SIU won a contract with the the year. Great Lakes Towing Co. and But employment opportun­ returned 32 SIU members to ites on Lakes ships and dredges jobs aboard four tugs on the turned out to be the best in two Detroit River. years. Thanks to a resurgence If the automobile industry in the automobile industry, due continues its surge and the Corps mainly to car import restrictions of Engineers' work continues to on Japan, steel production rose bid to private firms, 1985 could and, in turn, SIU ships were be another good year on the called on to haul the ore and Lakes. T been • • • Deckhand Bob Donald on the Great Lakes ship Medusa Challenger. SIU Fishermen Strugg le Through a Rough 1 984 WORLD COURT decision Alimiting American fishing rights in George's Banks in­ creased imports of foreign-proc­ essed fish, low prices for Amer­ ican fish and the lack of any kind of comprehensive govern­ ment help for American fisher­ men marked 1984 as a low point for SIU fishermen. But despite the many prob­ lems , there were victories in at least maintaining some safety regulations and rules which pro­ tect U.S. fishermen. Efforts to eliminate U.S. cit­ izen requirements on fishing boats and lower the percentage of Americans mandated on fish processing ships were beaten back by SIU efforts. In addition, the three-watch rule for fish processing ships was main­ tained in the face of action to reduce that to only two watches. The SIU fought to impose an increased tariff on water-packed imported tuna, which is not cov­ ered under current tariff regu­ lations. Despite a strong pres­ entation to the International Trade Commission, no new tar­ iffs were imposed. On the East Coast two of the biggest problems in 1984 were the George's Bank decision and the flood of Canadian govern26 I LOG I February 1 985 ment supported fish imports into the U . S . market place .. Historically, George's Bank has been an American fishing ground, but the World Court gave the most fertile area, the Northeast Peak, to Canada. Af­ ter the decision, a group of sen- Walter Smith, secretary-treasurer of the Alaska Fishermen's Union, makes a point during the Fishermen and Cannery Workers Conference at the SIU NA convention last year. At left is Steve Edney, U IW national director. ators and representatives asked Secretary of State George Shultz to attempt to work out some kind of agreement with Canada which would allow U.S. fishermen to return to the dis­ puted area. At the end of the year no progress on that had been made. Also there has been no effort on the part of the administration to impose some sort of tariff or quota on Canadian fish import s , despite the fact that the Cana­ dian government plans to spend some $22.3 million during the next five years to promote its fish products in the U.S. mar­ ket. Canadian fishermen are also subsidized by their government. On a more positive note, one piece of legislation which does help American SIU fishermen made it out of Congress last year. S. 1 102 strengthened some safety laws and tightened vessel reporting requirements along with extending a small amount of possible financial help to fish­ ermen in danger of defaulting on their loans. Overall, 1984 was not good for SIU fishermen, but the Union plans to continue to push Con­ gress and government agencies into some type of action to pro­ tect one of the nation's most valuable food industries. �Union Fights for Ucensed Members Legal Decisions Mark 1 984 on I nland Waterways T he year 1 984 was marked by a nearly two-year strike against the giant Dixie Carriers for refusing to bargain collec­ tively on a new contract. The long fight on the "unfair labor practices of Dixie' ' was fought on the picket lines, in the , offices of the National Labor Relations Board (NLRB) in New Orleans, and in the Texas courts. Previously, before Dixie merged with the conglomerate Kirby Enterprises of Houston, it had good labor relations with the SIU for 40 years . tory in November for the cap­ tains of the Curtis Bay Towing fleet-a Moran Towing subsid­ iary-in the ports of Baltimore, Philadelphia and Norfolk. In a new three-year contract, Curtis Bay tried to exclude the masters from SIU representation in the contract negotiations , saying they were " supervisors" and so not eligible for union protection under NLRB law. captains stood together for SIU representation, and they won ! * * * Besides new contracts, new tugs, towboats and dredges were added last year to the SIU fleets . Notably, a new 5 ,000 hp, 97foot long coal-docking tug, the Seaboard (Chesapeake & Ohio Railroad) went into service last summer in the port of Norfolk. Last year another ex-SIU in­ land company, the American Commercial Barge Line (ACBL) of the port of St. Louis, a con­ glomerate subsidiary of the Texas Gas Co . , in a NLRB ruling had to pay nearly $1 mil­ lion to almost 50 SIU Boatmen for 1 979- 1 98 1 back wages plus interest for not using the Union hiring halls . In yet another NLRB ruling favorable to SIU Boatmen, the board issued a complaint in Au­ gust against the Union-manned McAllister Brothers of the port ofBaltimorn for laying off some members who had worked for the company for 45 years, when they formed a new company (Outreach Marine) there in April. If the complaint is upheld by a NLRB hearing examiner, the fired workers will get back pay, fringe benefits and top priority for rehiring at Outreach Marine. The year was also marked by the SIU winning an historic vie- land waterways and channels. The U.S. would pay lOO percent for dredging under 45 feet. User fees could be imposed for dredg­ ing over 45 feet. The 99th U . S . Congress which convened Jan. 3 waits for Sen­ ate action on a similar bill. * * * The Foss NLRB precedent­ setting decision on " supervi­ sory licensed personnel' ' has come up with the SIU 20-year­ old-contracted port of Philadel­ phia-based IOT Green, Mariner White, IBC and Harbor Fleets bought by SONAT Marine (a big energy non-union conglom­ erate) more than four years ago. As of December, the SONAT colossus has refused to bargain collectively for their IOT and Mariner captains , mates , chief engineers and barge captains. Last year, in an effort to iron out problems within the Sonat fleet, four special conferences for Sonat members were held at Piney Point. Here AB John Allman (I.) ahd Capt. Tom Braddy of the JOT fleet take part in discussions; In January the West Coast NLRB, in a precedent-setting decision, said the Foss Co. ' s licensed wheelhouse personnel, members of the Masters , Mates and Pilots Union (MM&PU), were ' 'supervisors ' ' and so not entitled to union representation. Nevertheless, the Curtis Bay On the Great Lakes in the summertime , a new hopper dredge, the 205-foot Northerly Island (North American Trail­ ing) joined the NATCO fleet of 26 dredges . Early in the year, in the port of Houston, a new pushboat, the 1 12 . 3 dwt SIU-contracted Karl G. Andren (Higman Tow­ ing), went into service with a SIU crew of six on the Gulf Intracoastal Canal. Finally, at the same time, Union Boatmen in the port of Norfolk manned a rebuilt fire­ fighting tug, the Fort Johnston (Cape Fear Towing) of Wil­ mington, N.C. for runs up the Cape Fear River. * SIU vice presidents Red Campbell (I.) and Joe Sacco address the Inland Crews Conference held last year to help map out plans for the Union. * * On the legislative front for the inland waterways industry , in June the U . S . House of Rep­ resentatives overwhelmingly passed Rep. Robert Roe' s (D­ N.J.) Water Resources, Port Development Dredging and User Fees Authorization' s bill which would spend $2-billion over the next 10 years for dredging and improvements of harbors , in- Tankerman Harry Kieler Unlicensed and licensed del­ egates from more than 100 SIU­ contracted companies met in June at an Inland Fleets Crews Conference. The delegates , elected i n all ports, were there to help Union officials develop ways to better service the boats and help plan the needs of future contracts . Crowley Marine officials, Boatmen and Union represen­ tatives have met all year at unique quarterly labor-manage­ ment meetings in Southern Cal­ ifornia to discuss problems and solutions which led to a 5 per­ cent wage hike payable June 1 986 for Crowley West Coast manners. February 1 985 I LOG I 27 �f 1r' ' \ SIU Unites to Seek Jobs and Security for Future public's attention-the SIU Grassroots Campaign. "We've got to let the public know what's happening to the U.S. merchant marine. This isn't some narrow special interest. We're talking about jobs for everybody and national secu­ rity," SIU President Drozak said. The grassroots campaign which began in April, swept across the country. In cities and towns in the East, the Gulf and the West Coast, the public learned about the merchant ma­ rine. Candidates saw SIU mem­ bers at rallies everywhere. Walter Mondale visited SIU headquarters last year to outline his program for the merchant marine. Other candidates ac­ tively sought SIU support. The SIU threw its support behind Walter Mondale in the presidential election and behind many others in House and Sen­ ate races_. While Mondale had the misfortune of running against one of the most popular presi­ dents of all time and was beaten, overall more than 70 pecent of the candidates the SIU backed were victorious. As important was the coverage given the problems of the merchant fleet, and many Americans increased their awareness of the maritime industry. As the year ended, Seafarers could be proud that they and their Union had fought the best they could in a year where the entire merchant marine was un­ der both political and economic (Continued from Page 21.) Seafarers had two important decisions to make at the end of 1984: what conditions they would work under and who they would choose to lead them. Unionwide voting on new deepsea con­ tracts and for SIU officials ended Dec. 3 1 . The basis for the new con• • • Darry Sanders of Mobile, Ala. was one of more than 200 Seatarers who gathered at Piney Point last spring to help the Union chart a course during the SIU Crews Con­ ference. The conference helped Union officials determine what the membership needed and wanted in the future and, in turn, it helped the delegates learn some of the problems the SIU faces in the fu­ ture and how the Union intends to solve them. Many of the Confer­ ence's recommendations were in­ cluded in the new three-year agree­ ment reached late last year and in Constitutional changes voted on also. tracts came from the springtime Crews Conference. After long In a strong show of support, negotiations with ship opera­ Seafarers re-elected Frank Dro­ tors, SIU bargainers were able zak and the entire Executive to incorporate most of the rec­ Board for another term. ommendations from those con­ ferences. In addition, in the face of serious industry-wide prob­ lems, the SIU was able to hold the line in the areas of wages and benefits. The membership approved the agreements over­ whelmingly. More than 200 delegates adopted 51 resolutions at the SIUNA Conven­ tion at Piney Point last year. 28 I LOG I -- ._ __._ . . February attack, and where workers in many industries were forced to take cutbacks in wages and ben­ efits. They could also feel secure that the SIU would do what is necessary to protect their jobs and job security in a troubled industry. The USNS Algol was just one of the four TAKX ships (former SL-7s) manned by the SIU last year. Here are two of the ship's stern cranes. • • • At the MTD's Executive Board meeting last year (I. to r.) AFL-CIO President Lane Kirkland, Frank Drozak and MTD Vice President Stephen Leslie helped outline programs for maritime's future. 1 985 ·-· _ - -· -·- · �--= -� == --= _:�-= --·- = ---- -=-=-=========== · ·-· ---� · - -� -� -- ::: ·· ====== ================i=:r!i] === �Tax Time Againi-Here's Some Help Important Tax Law Changes Tax Rate Reduced The rate of tax for all brackets has been reduced for 1984. However, no additional computation is needed because the reduc­ tion has already been built into the Tax Table and the Tax Rate Schedules. Social Security Benefits May Be Taxable If you received social security benefits in 1984, part of these benefits may be taxable under certain conditions. Be sure to read the IRS Notice 703 that you should get from the Social Security Administration with Form SSA-1099 by January 3 1 , 1985. t" ' " " ' ; t f I Credit for the Elderly and Permanently and Totally Disabled not more than $75 ($37. 50 if married filing separately) . J Deduction for Medical and Dental Expenses Tax Shelter Registration Number Oortf'•ul>l· t ·11 l � l>-1 ' � ot """ i.i 'j'99' befon-.: Deduction for Charitable Contributions Generally , for 1 984, if you do not itemize your deductions, you can deduct 25% of your qualified charitable contributions, but You may be able to take a special credit for 1 984 if, on January 1 , 1985 , you have a 1 979 or newer model diesel-powered car, van, or light truck. Get Form 4136 for details. Estimated Tax Payments­ Retirees and Others With Income Not Subject to Income Tax Withholding you have income generally not subject to income tax withholding (such as inter- W4Tf>ON,f .. Eatmplions A1wa�ch«k laOe!fl! 1� bO• Yourw-JI Check ctr-..• bo�u 1lt1it"y apply � '"°""'' �us� at1ac1i There are a number of tax law changes that may affect your tax return for 1985. Some of the changes for 1985 include n-ew rules for: CoPy B o l you• fotm' W·2. W·2G. .JndW-2Phe•e \f �ou do no! ha�t o W- 2 , s ee Jl"'lt4ol h1\lruct11)11� • alimony and separate maintenance payments, • head of household filing status, • earned income credit, • exemption for a dependent child of di­ vorced or separated parents, and • estimated taxes. Pleo�I.' ..11.t<11 ctoetO. p mWW) (IP(ll.'r '1t-ll.' c Subtt1tt line 9b lrom line 9a 1nd �t� tlV 10 Refunds ol Sta1e and loc.al 1ncome taxe:s.� 4.o:M M1MftOIJfltun.ifs.sf04J1/'emard� 11 Alimony rece?\'ed . �"'� 12 Bulln&U income 01(io»)(•ttKh 5€h«ivi. CJ . , 1 l C.p.ti.1 pin or (•on) (•rt«h Sch«1M DJ 14 40% of capital gain OTStribU!tons not reported 011 lme l.., 15 Supp1em«ntilll g11Mor (los�) (1tt«fr fomi '797) .. 1 7• Other pt!n�•onsaflod •nnu1twtt. 1nclud1na r�rs Tolal 1ec41,,.q b> r,,.,blt- amount. 11 .any. lrom t� WOl�hfft on �e 10 of tn.J 18 Ren1s. 1oyalt1M. P-1nner�1ps. e!Olilt�. trusts. etc (•rtKl'I Sell«. 1 9 farm ,ncome 01 (loss) (•N�l'I Sc�u� (J 20• Unemployme111 compien�l1on(11"11.u1a11ce) Tota.11ec1ttved b Taubteomou11t.1l .1ny. trom lhe WOfkshttt Of'I pitge lOol lostructi.o l 2 h Soc•> "'�"' "'""'" ('"' .... JO o»nwoct�"') b l.il.lb\f amount. 1l any. lrom the wo1ks'1ttt Of>p�e l 1 ol lroslru<:li 22 For more details on changes for 1 985, get Publication 553, Highlights of 1 984 Tax Changes. ome r �=� :�:u_ ""' _ """ _ " -_ ��tt � ��l::IM1).= P.•t.l' ) l ) Recordkeeping for Certain Trade or Business Expenses Beginning in 1985, in general, you must keep adequate and contemporaneous rec­ ords to prove the accuracy of: • any travel, entertainment, and gift ex­ penses you deduct, and . • the business use of your auto and certain other property used in your trade or business or held for the production of income. For more details on the new record­ keeping rules, get Publication 463, Travel , Entertainment , and Gift Expenses and Publication 583, Information for Business Taxpayers. Could You Pay Less Tax by Income Averaging? New Telephone Service for Tax Refund Information If there has been a large increase in your income this year, you may be able to pay less tax by using the income averaging method to figure your tax. However, some of the rules for income averaging have changed , and fewer people may l?e eligible to income average. Get Schedule G (Form 1040) to see if you qualify . Do You Want More or Less Income Tax Withheld in 1 985? est, dividends, pensions, or capital gains) , you may have to make estimated tax pay­ ments. If you do not pay enough estimated tax or do not have enough tax withheld, you may be charged a penalty. For more details, see Publication 505, Tax With­ holding and Estimated Tax. · If the refund you receive is large, you may want to decrease your withholding for 1985. If you are a working married couple, or had two or more jobs, or had income not subject to withholding, you may need to have more tax withheld to avoid owing IRS a large amount. Single (including d ivorced and legally separated) Single or Head of household under 65 65 or over $3,300 $4,300 Married with a dependent child and living apart from your spouse all year Single or Head of household under 65 65 or over $3,300 $4,300 Married and living with your spouse at end of 1 984 (or on the date your spouse died) Married, joint return under 65 (both spouses) 65 or over (one spouse) 65 or over (both spouses) $5.400 $6,400 $7 ,400 Married, separate return any age $ 1 ,000 Married , joint return any age $ 1 ,000 Married , separate return any age $ 1 ,000 Single or Head of household under 65 65 or over $3,300 $4,300 Qualifying widow(er) with dependent child under 65 65 or over $4,400 $5 ,400 Single or Head of household under 65 65 or over $3,300 $4,300 Widowed before 1 982 and not remarried in 1984 Information If you have a household employee , both you and the employee may have to pay a share of the social security tax on the employee's wages . You may also have to pay Federal unemployment tax, which is for your employee's unemployment insur­ ance. For more details, get Publication 503, Child and Dependent Care Credit, and · Employment Taxes for Household Employers. Other Filing Requirements. Even if your and al the end of 1984 you were: Widowed in 1 983 or 1983 and not remarried in 1984 If it has been at least 10 weeks since you mailed your 1 984 tax return, you may be able to call a special telephone number for your area to find out the status of your income tax refund. For details on how to use this service, see How To Use Tele-Tax Employment Taxes for Household Employers and your filing status is: 1 984 Ji:t��ti Adjustments to Income Who Must File Married , not living with your spouse at end of · " T/..IE G'OLUTION IS' 6'1MPLE7 Fifine Slalus Credit for Owners of Diesel-Fueled Vehicles Important · Reminders You must.file a tax return if­ Your marital status al the end of 1984 was: . 198" . .. ....,.,,. hon� on A person who sells (or otherwise transfers) to you an interest in a tax shelter after August 3 1 , 1 984, must maintain a list of investors and give you the tax shelter registration number assigned to the tax shelter. You must attach to your tax return Form 8271, Investor Reporting of Tax Shelter Registration Number, to report this number. Penalties are provided if you fail to report this number on your tax return. If , ,,,. 11 .. ..., ,r l Some of the rules for deducting medicines and drugs have changed. Also, certain · lodging expenses for medical care may be deducted. Highlights of 1985 Tux Changes The rules for taking th.: credit for the elderly have changed and the disability income exclusion no longer applies. But, you may be able to take the credit for the elderly and the permanently and totally disabled if, by the end of 1 984, you were either 65 or over; or you were under 65 , you retired on permanent and total disa­ bility, and you received taxable disability income in 1 984 . See Schedule R, Credit for the Elderly and the Permanently and Totally Disabled, for more details. 1 040 ��s'."i��;�,-���'11���;;·.;,; ;,;;;�·rn 11®84 j"' I ·r •·� and your gross income was al least: income was less than the amounts shown above , you must file a return if any one of the following applied for 1984: • You could be claimed as a dependent on your parent 's return and you had $ 1 ,000 or more in income that was not earned income-for example, taxable interest and dividends. • You owe any special taxes, such as: -social security tax on tips you did not report to your employer; -uncollected social security tax or RRTA tax on tips you reported to your em­ ployer; -alternative minimum tax; -tax on an Individual Retirement Arrangement (IRA); or -tax from recapture of investment credit. • You received any advance earned in­ come credit (EiC) payments from your employer(s). • You had net earnings from self-employ­ ment income of at least $400. • You had wages of $ 100 or more from a church or qualified church-controlled (Continued on Page 30.) February 1 985 I LOG I 29 ------- ----- ------- ----�· � � � � · �- � -��--�" = =-· � -- �- - - - - � � -,-= �(Continued from Page 29.) • You were married at the end of 1 984 to organization that is exempt from em­ ployer social security taxes. • You exclude income from sources within U . S . possessions and your gross income was at least $ 1 ,000 . These rules apply to all U . S. citizens and resident aliens. They also apply to those nonresident aliens and dual-status aliens who are married to citizens or res­ idents of the United States at the end of 1984 and who have elected to be treated as resident aliens. Note: Different rules apply if you were a nonresident alien at any time during 1 984 (except as mentioned above). You may have to file Form 1040NR, U.S. Nonresi­ dent Alien Income Tax Return. Also get Publication 519, U.S. Tax Guidefor Aliens. Who Should File Even if you do not have to file, you should file to get a refund if Federal income tax was withheld from any payments to you. Also file if you can take the earned income credit. If you file for either of these reasons only , you may be able to use Form 1040A (or in some instances, Form 1040EZ). When To File You should file as soon as you can after January 1 , but not later than April 1 5 , 1985. If you file late, you may have to pay penalties and interest. If you know that you cannot file by the due date, you should ask for an extension using Form 4868, Application for Auto­ matic Extension of Time to File U . S . Individual Income Tax Return. Note: Form 4868 does not extend the time • • • • • • • • • • a nonresident alien who had U .S . source income and who has not elected to be treated as a resident alien. Exception: Your may be able to use Form 1 040A if you meet the tests under Married Per­ sons Who Live Apart. You received taxable social security benefits or tier 1 railroad retirement benefits. You received interest as a nominee. You received or paid accrued interest on securities transferred between inter­ est payment dates . You received any nontaxable dividends, capital gain distributions, dividends as a nominee, or you elect to exclude qualified reinvested dividends from a qualified public utility. You are required to fill in Part III of Schedule B for Foreign Accounts and Foreign Trusts. You take any of the Adjustments to Income shown on Form 1040, lines 24, 25, 27, 28, 29, or any write-in amount included on line 3 1 . You claim any of the credits on Form 1040, lines 42, 43, 47, 48, or any write­ in credit included on line 49. You own any of the taxes on Form 1040, lines 39, 51 through 55, or any write-in amount included on line 56. You claim any of the payments on Form 1040, lines 58, 62, 63, or any write-in amount included on line 64 . You file any of these forms: · Form 1040-ES, Estimated Tax for Individ­ uals, for 1984 (or if you want to apply any part of your 1984 overpayment to esti­ mated tax for 1985). Schedule G, Income Averaging. Form 2210, Underpayment of Estimated Tax by Individuals. to pay your income tax. See the instruc­ tions for Form 4868. Form 2555, Foreign Earned Income. If you are living or traveling outside the country on April 1 5 , you can get an au­ tomatic two-month extension of time to file. Just attach a statement to your return explaining the details. Form 827 1 , Investor Reporting of Tax Shelter Registration Number. Form 4563, Exclusion of Income From Sources in United States Possessions. Which Form To File Where To File You MAY be able to Use Form 1040EZ If: Use the addressed envelope that came with your return. If you do not have one, or if you moved during the year, mail your return to the Internal Revenue Service Cen­ ter for the place where you live. No street address is needed. Please write -4444 after the five digit ZIP Code for your state ; e . g . , Ogden, U T 84244-4444. • You were single and claim only your own personal exemption. • You had only wages, salaries, and tips, and not more than $400 of interest in­ come. • Your taxable income is less than $50,000. • You claim the partial deduction for char­ itable contributions. You MAY Be Able To Use Form 1040A If: • You had income from wages, salaries, tips, unemployment compensation, in­ terest, or dividends. • Your taxable income is less than $50,000. • You do not itemize deductions. • You deduct certain payments to your Individual Retirement Arrangement (IRA). • You claim a credit for child and de­ pendent care expenses. • You claim the partial deduction for char­ itable contributions. Since Forms 1 040A and 1040EZ are easier to complete than Form 1040, you should use one of them unless Form 1040 lets you pay less tax. However, even if you meet the above tests, you may still have to file Form 1040. You MUST Use Form 1040 If: • Your taxable income is $50,000 or more. • You itemize deductions. • Your spouse files a separate return and itemizes deductions. Exception: You may still use Form 1040A if you have a dependent child and can meet the tests under Married Persons Who Live Apart. • You can be claimed as a dependent on your parents' return AND you had in­ terest, dividends, or other unearned in­ come of $ 1 ,000 or more. • You are a qualifying widow(er) with a dependent child. • You were a nonresident alien during any part of 1 984 and do not file a joint return. (You may have to file Form 1040NR.) 30 I LOG I February 1 985 Other Information Death of Taxpayer If the taxpayer died before filing a return for 1 984, the taxpayer's spouse or personal representative must file and sign a return for the person who died if the deceased was required to file a return. A personal representative can be an executor, admin­ istrator, or anyone who is in charge of the taxpayer's property. The person who files the return should write ''deceased' ' after the deceased' s name and show the date of death in the name and address space. Also write "DE­ CEASED" across the top ofthe tax return. If the taxpayer did not have to file a return but had tax withheld, a return must be filed to get a refund. If your spouse died in 1 984 and you did not remarry in 1 984, you can file a joint return. You can also file a joint return if your spouse died in 1985 before filing a 1984 return. A joint return should show your spouse's 1 984 income before death and your income for all of 1984. Also write " Filing as surviving spouse" in the area where you sign the return. If someone else is the personal representative, he or she must also sign. If you are claiming a refund as a surviv­ ing spouse filing a joint return with the deceased and you follow the above instruc­ tions, no other form is needed to have the refund issued to you . However, all other filers requesting a refund due the deceased must file Form 1310, Statement of Person Claiming Refund Due a Deceased Tax­ payer, to claim the refund. For more details, see Tele-Tax Infor­ mation (tape no. 1 28) in the index or get Publication 559, Tax Information for Sur­ vivors , Executors, and Administrators. U.S. Citizens Living Abroad Generally, foreign source income must be reported. Get Publication 54, Tax Guide for U .S . Citizens and Resident Aliens Abroad, for more details. Rounding Off to Whole Dollars You may round off cents to the nearest whole dollar on your return and schedules. But, if you do round off, do so for all amounts . You can drop amounts under 50 cents. Increase amounts from 50 to 99 cents to the next dollar. For example: $ 1 .39 becomes $ 1 and $2.69 becomes $3. Community Property States Community property States are: Arizona, California, Idaho, Louisiana, Nevada, New Mexico, Texas, and Washington. If you and your spouse live in a com­ munity property State, you must follow State law to determine what is community income and what is separate income . How­ ever, different rules could apply if: • you and your spouse lived apart all year, • you do not file a joint return, and • no part of the community income you earn is transferred to your spouse . Please get Publication 555, Community Property and the Federal Income Tax, for more details. Volunteer Income Tax Assistance (VITA) and Tax Counseling for the Elderly (TCE) Free help is available in most communities to lower income, elderly, handicapped, and non-English speaking individuals in preparing Form 1040EZ, Form 1040A, and the basic Form 1 040. Call the toll-free telephone number for your area for the location of the volunteer assistance site near you. Unresolved Tax Problems IRS has a Problem Resolution Program for taxpayers who have been unable to resolve their problems with IRS. If you have a tax problem you have been unable to resolve through normal channels., write to your local IRS District Director or call your local IRS offic e and ask for Problem Res­ olution assistance. The Problem Resolution Office will take responsibility for your problem and ensure that it receives proper attention. Although this office cannot change the tax law or technical decisions, it can frequently clear up misunderstandings that resulted from previous contacts . Presidential Election Campaign Fund Congress established this fund to support public financing of Presidential election campaigns . You may have $ 1 go t o the fund by checking the Yes box. On a joint return, each of you may choose to have $ 1 go to this fund, or each may choose not to. One may choose to have $ 1 go to this fund and the other may choose not to. If you check Yes, it will not change the tax or refund shown on your return. Do not claim this amount as a credit for political contributions on line 44. Voluntary Contributions To Reduce the Public Debt You can make a voluntary contribution to reduce the public debt. If you wish to do so, enclose a separate check with your income tax return and make it payable to "Bureau of the Public Debt . " Please do not add it to any tax you may owe . If you owe tax, include a separate check for that amount payable to " Internal Revenue Service. " Filing Status Lines 1 through 5 Boxes Single Consider yourself single if on December 3 1 you were unmarried or separated from your spouse either by divorce or separate maintenance decree and you do not qualify for another filing status. State law governs whether you are married, divorced, or legally separated. If you were married on December 3 1 , consider yourself married for the whole year. If you meet the tests explained on this page for Married Persons Who Live Apart, you may consider yourself single for the whole year. If your spouse died during 1984, consider yourself married to that spouse for the whole year, unless you remarried before the end of 1984. Married Joint or Separate Returns? Joint Returns. Most married couples will pay less tax if they file a joint return. You must report all income, exemptions, de­ ductions, and credits for you and your spouse. Both of you must sign the return, even if only one of you had income. You and your spouse can file a joint return even if you did not live together for the whole year. Both of you are responsible for any tax due on a joint return, so if one of you does not pay, the other may have to. Note: If you file a joint return, you may not, after the due date ofthe return, choose to file separate returns for that year. If your spouse died in 1 984, you can file a joint return for 1984. You can also file a joint return if your spouse died in 1985 before filing a 1 984 return . For more details on how to file the joint return, see Death of Taxpayer. Separate Returns. You can file separate returns if both you and your spouse had income , or if only one of you had income. If you file a separate return and your spouse itemizes deductions, you must also itemize. You each report only your own income , exemptions, deductions and cred­ its, and you are responsible only for the tax due on your return. Special rules apply, however, for tax­ payers who live in community property states . For more details, see Publication 555, Community Property and the Federal Income Tax. In most instances if you file a separate return, you will pay more Federal tax because the tax rate is higher for married persons filing separately. The following also apply: • You cannot take the deduction for a married couple when both work. • You cannot take the credit for child and dependent care expenses in most cases. • You cannot take the earned income credit • If you lived with your spouse at any time in 1 984a. You may have to include in income the total amount of any unemployment compensation you received in 1 984. b. You cannot take the credit for the elderly and the permanently and totally disabled. c. You may have to include in income up to one-half of any social security ben­ efits (including any tier 1 railroad retire­ ment benefits) you received in 1984. • You must itemize your dedeuctions if your spouse itemizes, even if it is not to your tax benefit to itemize deduc­ tions. If you file a separate return, write your spouse' s full name in the space after Box 3 and your spouse' s social security number in the block provided for that number. If your spouse does not file, check the boxes on line 6b that apply if you can claim the exemptions for your spouse. Married Persons Who Live Apart Some married persons who have a child and who do not live with their spouse may file as Single or as Head of household and use tax rates that are lower than those for married persons filing separate returns . This also means that i f your spouse item­ izes deductions, you do not have to. You should check Box 1 for Single if you meet ALL 4 of the following tests: (Continued on Page 31.) �Tax Ti me Againi-Here's Some Hel p (Continued from Page 30.) a. You file a separate return from your spouse. b. You paid more than half the cost to keep up your home in 1 984. c. Your spouse did not live with you at any time during 1984, and d. For over 6 months of t 984, your home was the principal home of your child or stepchild whom you can claim as a depend­ ent. You should check Box 4 for Head of household if you meet tests a through c above and your home in test d, above, was the dependent child's principal home for ALL of 1984. The tax rates for Head of household are even lower than the rates for Single. You may also be able to claim the earned income credit. Head of Household Tax Tip: There are special tax rates for a person who can meet the tests for Head of household. These rat:?:: are lower than the rates for Single or for Marriedfiling a separate return. You may use this filing status ONLY IF on December 3 1 , 1984, you were unmar­ ried (including certain married persons who live apart, as discussed above) or legally separated and meet test a or b below: a. You paid more than half the cost of keeping up a home, which was the principal home of your father or mother whom you can claim as a dependent. (Your parent did not have to live with you.) OR b. You paid more than half the cost of keeping up the home iii which you lived and in which one of the following also lived all year (except for temporary ab­ sences, such as for vacation or school): 1 . Your unmarried child , grandchild, adopted child, or stepchild. (This person did not have to be your dependent, unless you qualify for Head of household under the rules listed above for Married Persons Who Live Apart.) Note: If this child is not your dependent, you must write the child's name in the space provided on line 4. 2. Your Married child, grandchild, adopted child, or stepchild. (This person must be your dependent.) 3. Any other relative listed below whom you can claim as a dependent. Grandparent Brother Sister Brother-in-law Sister-in-law Son-in-law Stepbrother Daughter-in-law, or Stepsister Stepmother Stepfather if related by blood : Uncle Aunt Mother-in-law Father-in-law Nephew Niece Special rules 1. If you receive payments under the Aid to Families with Dependent Children (AFDC) program and use them to pay part of the cost of keeping up this home, you may not count these amounts as furnished by you. 2. You cannot file as Head of household if you claim a relative in a or b above as a dependent under a Multiple Support Declaration. 3. A foster child may qualify you for Head of household purposes if you can claim the foster child as your dependent. Qualifying Widow or Widower With a Dependent Child If your spouse died in 1 983 or 1 982 and you did not remarry in 1984, you may be able to use joint return tax rates for 1 984. You can figure your tax at joint return rates if you meet ALL 3 of the following tests: a. You could have filed a joint return with your spouse for the year your spouse died, even if you didn't actually do so. b. Your dependent child, stepchild, adopted child or foster child lived with you (except for temporary absences, such as for vacation or school). c. You paid over half the cost of i(eeping up the home for this child for the whole year. Check Box 5. Qualifying widow(er) with dependent child, and show the year your spouse died in the space provided. Do not claim an exemption for your spouse. (You can claim the exemption only for the year your spouse died.) If your spouse died before 1982 and you were single in 1 984, you may check Box 4 if you met the tests under Head of Household. Otherwise you must file as Single. Exemptions Line 6a Boxes For Yourself You can always take one exemption for yourself. Take two exemptions if you were blind, or 65 or over. Take three exemptions if you were blind and 65 or over. Be sure to check all the boxes on line 6a for the exemptions you can take for yourself. You can take the extra exemptions for age 65 or over and blindness only for yourself and your spouse. You cannot take them for dependents. Age and blindness are determined as of December 3 1 . However, if your 65th birth­ day was on January 1 , 1 985 , you can take the extra exemption for age for 1 984. Line 6b Boxes For Your Spouse You can take exemptions for your spouse if you file a joint return. If you file a separate return, you can take your spouse' s exemptions only i f your spouse is not filing a return, had no income, and was not the dependent of someone else. Your spouse's exemptions are like your own. Take one exemption for your spouse if your spouse was neither blind nor 65 or over. Take two exemptions if your spouse was blind or 65 or over. Take three ex­ emptions if your spouse was blind and 65 or over. Be sure to check all the boxes on line 6b for the exemptions you can take for your spouse. If at the end of 1 984, you were divorced or legally separated, you cannot take an exemption for your former spouse. If you were separated by a divorce that is not final (interlocutory decree) , you are con­ sidered married for the whole year. If your spouse died during 1 984 and you did not remarry before the end of 1984, check the boxes for the exemptions you could have taken for your spouse on the date of death. Lines 6c and 6d Children and Other Dependents Please enter on line 6c the first names of your dependent children who lived with you. Fill in the total number in the box to the right of the arrow. Birth or Death of Dependent. You can take an exemption for a dependent who was born or who died during 1984 if he or she met the tests for a dependent while alive. This means that a baby who lived only a few minutes can be claimed as a depend­ ent. Enter on line 6d the full names and other information for your other dependents, including your dependent children who did not live with you. Fill in the total number in the box to the right of the arrow. You can take an exemption for each person who is your "dependent. " Each person you claim as a dependent has to meet ALL 5 of these tests: 1. 2. 3. 4. 5. income; support; married dependent; citizenship or residence; and relationship. These tests are explained below. 1. Income In general, the person must have received less than $ 1 ,000 of gross income. Gross income does not include nontaxable in­ come, such as welfare benefits or nontax­ able social security benefits. Special Rules for Your Dependent Child. Even if your child had income of $ 1 ,000 or more, you can claim your child as a dependent if tests 2, 3, and 4 below are met, and: • Your child was under 19 at the end of 1 984, or • Your child was enrolled as a full-time student at a school during any five months of 1984, or • Your child took a full-time , on-farm training course during any 5 months of 1 984. (The course had to be given by a school or a State , county, or local gov­ ernment agency.) The school must have a regular teaching staff, a regular course of study , and a regularly enrolled body of students in at­ tendance. 2. Support In general, you must have given over half of the dependent's support in 1984. If you file a joint return, the support can be from you or your spouse. Even if you did not give over half of the dependent's support, you will be treated as having given over half of the support if you meet the tests for Children of Divorced or Separated Par­ ents or Dependent Supported by Two or More Taxpayers. In figuring total support, you must in­ clude money the dependent used for his or her own support, even if this money was not taxable (for example , gifts, sav­ ings, welfare benefits). If your child was a student, do not include amounts he or she received as scholarships. Support includes items such as food, a place to live, clothes, medical and dental care, recreation, and education. In figuring support, use the actual cost of these items. However, the cost of a place to live is figured at its fair rental value. Do not include in support items such as income and social security taxes, premi­ ums for life insurance, or funeral expenses. Capital items-You must include capital items such as a car or furniture in figuring support, but only if they are actually given to, or bought by, the dependent for his or her use or benefit. Do not include the cost of a capital item for the household or for use by persons other than the dependent. If you care for a foster child, see Pub­ lication 501 , Exemptions, for special rules that apply. ried dependent, citizenship or residence, and relationship, are met. In addition, the taxpayer who claims the dependent must: a. have paid more than 10% of the dependent's support; and b. attach to his or her tax return a signed Form 2120, Multiple Support Declaration, for every other person who paid more than 10% of the support. This form states that the person who signs it will not claim an exemption in 1 984 for the person he or she helped to support. 3. Married Dependent The dependent did not file a joint return. However, if neither the dependent nor the dependent's spouse is required to file, but they file a joint return to get a refund of tax withheld, you may claim him or her if the other four tests are met. 4. Citizenship or Resident The dependent must have been a citizen or resident of the United States , a resident of Canada or Mexico, or an alien · child adopted by and living the entire year with a U . S . citizen in a foreign country. 5. Relationship The dependent met test a or b below. a. Was related to you (or your spouse if you are filing a joint return) in one of the following ways: Child Stepchild Mother Father Grandparent Brother Sister Grandchild Stepbrother Stepsister Stepmother Stepfather Mother-in-law Father-in-law Brother-in-law Sister-in-law Son-in-law Daughter-in-law or, if related by blood: Uncle Aunt Nephew Niece Note: Any relationships that have been established by marriage are not ended by death or divorce . . b. Was any other person who lived in your home as a member of your household for the whole year. A person is not a member of your household if at any time during your tax year the relationship be­ tween you and that person violates local law. The word child includes: • Your son, daughter, stepson, or step­ daughter, or adopted son or daughter. • A child who lived in your home as a member of your family if placed with you by an authorized placement agency for legal adoption. • A foster child (any child who lived in your home as a member of your family for the whole ye ar) . Children of Divorced or Separated Parents. If a child's parents together paid more than half of the child's support, the parent who has custody for most of the year can generally take the exemption for that child. However, the parent who does not have custody (or who has the child for the shorter time), may take the exemption if a or b below, applies. a. That parent gave at least $600 toward each child's support in 1984, and the decree of divorce or separate maintenance (or a written agreement between the parents) states he or she can take the exemption , OR b. That parent gave $ 1 ,200 or more for each child' s support in 1984, and the parent who had custody cannot prove that he or she gave more than the other parent. Note: In figuring support, a parent who has remarried and has custody may count the support provided by the new spouse. Tax Tip: Beginning after 1 984 , new rules apply for claiming exemptions for children of divorced or separated parents. See Publication 504 for details. Dependent Supported by Two or More Taxpayers. Sometimes two or more tax­ payers together pay more than · half of another person's support, but no one alone pays over half of the support. One of the taxpayers may claim the person as a de­ pendent only if the tests for income, mar- Income Examples of Income You Do Not Report (Do not include these amounts when you decide if you must file a return.) Welfare benefits. Disability retirement payments (and other benefits) paid by the Veterans' Admin­ istration. Worker's compensation benefits, insur­ ance damages, etc . , for injury or sick­ ness. Child support . Gifts, money, or other property you in­ herited or that was willed to you. Dividends on veterans' life insurance. Life insurance proceeds received because of a person's death. Interest on certain State and municipal bonds. Amounts you received for insurance be­ cause you lost the use of your home due to fire or other casualty to the extent the amounts were more than the cost of your normal expenses while living in your home. (You must report as income reimbursements for normal living ex­ penses.) Amounts an employer contributed on your behalf and h enefits provided to you as an employee or the spouse or dependent (Continued on Page 32.) February 1 985 I LOG I 31 �(Continued from Page 31.) of an employee, under a qualified group legal services plan. Cancellation of certain student loans, on or after January l , 1983 , where the student, under the terms of the loan, performs certain professional services for any of a broad class of employers. Examples of Income You Must Report The following kinds of income should be reported on Form 1 040, or related forms and schedules. You may need some of the forms and schedules listed below. Wages, including salaries, bonuses, com­ missions, fees, and tips. Dividends (Schedule B). Interest (Schedule B) on: bank deposits, bonds, notes; U . S . Savings Bonds; pay­ mortgages on which you receive ments; tax refunds; certain arbitrage bonds issued by State and local governments; and accounts with savings and loan associations, mu­ tual savings banks, credit unions, etc. In general, most Federal social security benefits (and tier 1 railroad retirement benefits) are not taxable. However, begin­ ning in 1 984, in certain instances, part of these benefits may be taxable. Original Issue Discount (Schedule B). Unemployment compensation (insurance) Distributions from an Individual Retirement Arrangement (IRA), including SEPs and DECs. Amounts received in place of wages, from accident and health plans (including sick pay and disability pensions) if your em­ ployer paid for the policy . Bartering income (fair market value of goods or services you received in return for your services). Business expense reimbursements you re­ ceived that are more than you spent for these expenses . Alimony, separate maintenance, o r sup­ port payments received from and de­ ductible by your spouse or former spouse. Refunds of state and local taxes if you deducted the taxes in an earlier year and got a tax benefit for these taxes. Life insurance proceeds from a policy you cashed in if the proceeds are more than the premium you paid. Profit s from businesses and professions (Schedule C). Your share of profits from partnerships and S corporations (Schedule E). Profit s from farming (Schedule F). Pensions, annuities, and endowments. Tier 2 and supplemental annuities under the Railroad Retirement Act. Lump-sum distributions (Form 4972 or Form 5544). Gains from the sale or exchange (including barter) of real estate, securities, coins, gold, silver, gems, or other property (Schedule D or Form 4797) . Gains from the sale of your personal res­ idence (Schedule D and Form 2 1 19). Rents and royalties (Schedule E). Your share of estate or trust income (Schedule E), including accumulation distributions from trusts (Form 4970). Prizes and awards (contests, raffles, lot­ tery , and gambling winnings). Earned income from sources outside the United States (Form 2555). Director' s fees. Fees received for jury duty and precinct election board duty. Fees received as an executor or adminis­ trator of an estate. Embezzled or other illegal income. Adjustments to Income Line 24 Moving Expense Employees and self-employed persons (in­ cluding partners) can deduct certain mov­ ing expenses. The move had to be in connection with your job or business. You can take this deduction only if your change in job location has added at least 35 miles to the distance from your old residence to your work place. If you had no former principal work place, your new 32 I LOG I February 1 985 principal work place must be at least 35 miles from your former residence. If you meet these requirements, you should see Form 3903 for details. Use Form 3903 to figure the amount of moving ex­ penses to show on line 24. If you moved outside the United States or its posses­ sions, see Form 3903F. If your employer paid for any part of the move, you must report that as income on Form 1 040, line 7. Your employer should give you Form 4782 and include that amount in total wages, tips, and other compensation on Form W-2. Line 25 Employee Business Expenses You can deduct certain business expenses that were not paid by your employer. Travel, transportation (but not commuting to and from work), and meals and lodging can be deducted on line 25 by using Form 2106 even if you do not itemize deductions on Schedule A. All other business ex­ penses, such as union or professional dues, tools, and uniforms, can be deducted only if you itemize deductions on Schedule A . Outside salespersons should claim their business expenses on line 25 by using Form 2 1 06 . For details, see Tele-Tax Information (tape no. 2 1 4) in the index or get Publication 463, Travel, Entertainment, and Gift Ex­ penses. Lines 26a and 26b Payments to an lndivUJual Retirement Arrangement (IRA) You can deduct on line 26a payments made to your IRA (including those made under a Simplified Employee Pension (SEP) plan or to a plan that accepts deductible em­ ployee contributions (DECs)). Schedule C or F filers with a SEP and partners with a SEP take the deduction on line 27. You should receive a statement showing payments made to your IRA in 1984. (The trustee or issuer of the plan will also provide IRS with this information.) Use this amount when you figure your IRA deduction, BUT please note the following: • If you made payments to your IRA in • • • • 1 984 that you deducted on your 1 983 Form 1040, do not include those pay­ ments on your 1984 tax return . If you made payments to your IRA in 1985 (by April 1 5 , 1985) that you want to deduct on your 1 984 Form 1040, be sure to include these payments when you figure your IRA deduction for 1984. If your IRA deduction on line 26a is less than your IRA payments and you do not withdraw this excess payment be­ fore your return is due, you must file Form 5329 and pay the tax due on the excess payment. If you are married and you and your spouse work and you both have IRAs, figure each spouse's deduction sepa­ rately. Then combine the two deduc­ tions and enter the total of the two amounts on line 26a. If you are married and made payments to your nonworking spouse' s IRA for 1984, you must file a joint return for 1 984 to deduct these payments. Note: Ifyou are divorced and a nonworking spouse 's IRA was set up for your benefit before the divorce, special rules may ap­ ply. See Publication 590, Individual Retire­ ment Arrangements (IRA 's), for details. • Do not include rollover payments in figuring your deduction. Line 27 Payments to a Keogh (H.R. 10) Retirement Plan Caution: You must be self-employed to claim this deduction. Sole proprietors and partners enter the allowable deduction for contributions to your Keogh (H.R. 10) plan and your SEP on line 27. There are two types of Keogh retirement plans: • Defined-contribution plan.-This plan provides an individual account for each person in the plan. In general, if pay­ ments to the plan are geared to the employer's profits, the plan is a profit- sharing plan. If payments are not based on the employer's profits, the plan is a money purchase pension plan. • Defined-benefit plan.-The deduction for this type of plan is determined by the investment needed to fund a specific benefit at retirement age. Write "DB" on the line to the left of the amount if you have a defined-benefit plan. For more details, get Publication 560, Self-Employed Retirement Plans. Line 28 Penalty on Early Withdrawal of Savings The Form 1099-INT given to you by your bank or savings and loan association will show the amount of any penalty you were charged because you withdrew funds from your time savings deposit before its ma­ turity. Enter this amount on line 28. (Be sure to include the interest income on Form 1 040, line 8.) Line 29 Alimony PaUJ You can deduct periodic payments of ali­ mony or separate maintenance made under a court decree. You can also deduct pay­ ments made under a written separation agreement entered into after August 1 6, 1954, or a decree for support entered into after March l , 1954. Don't deduct lump­ sum cash or property settlements, volun­ tary payments not made under a court order or a written separation agreement, or amounts specified as child support. For details, see Tele-Tax Information (tape no. 2 1 9) in the index or get Publication 504, Tax Information for Divorced or Separated Individuals. Line 30 Deduction for a Married Couple When Both Work You can claim a deduction if: • you are married filing a joint return, • both you and your spouse have qualified earned income, and • you do not exclude income earned abroad or in U . S . possessions, or claim the foreign housing deduction. Complete Schedule W (Form 1040) to figure the amount of your deduction. Other Adjustments If you can claim any of the following adjustments, include it in the total on line 3 1 . Be sure to identify it to the left of the total and show the amount. Foreign Housing Deduction.-If you have income earned abroad and you claim a deduction for foreign housing expenses on Form 2555, enter your deduction on line 3 1 . Write " Form 2555" in the space to the left of the total. Forestation/Reforestation Amortization.­ If you can claim a deduction for amorti­ zation of the costs of forestation or refo­ restation and you do not have to file Schedule C or Schedule F for this activity, enter your deduction on line 3 1 . Write "Reforestation" in the space to the left of the total. Repayment of Sub-pay Under the Trade Act of 1974.-If you repaid supplemental unemployment benefits (sub-pay) that you previously reported in income because you became eligible for payments under the Trade Act of 1974, enter the amount you repaid in 1 984. Write "Sub-pay TRA" in the space to the left of the total. Or, you may be able to claim a credit against your tax instead. See Publication 525, Taxable and Nontaxable Income, for more details. on your parents' return and had interest, dividends, or other unearned income of $ 1 ,000 or more. Generally, this means that you must complete and attach Schedule A and complete the worksheet on this page. However, there are two exceptions to this rule: Exception 1 . You don't have to itemize deductions on Schedule A or complete the worksheet if you have earned income* of $2,300 or more if single ($1 ,700 or more if married filing a separate return). Enter zero (0) on line 34a and go on to line 34b. Exception 2. You don't have to use Schedule A if you know that your earned income* is more than your itemized de­ ductions. Instead, use the worksheet after completing line 33 of Form 1 040 and enter your earned income on line 3 of the work­ sheet. Note: Ifyour unearned income is less than $1,000 , you don 't have to use Schedule A or the worksheet-enter zero (0) on line 34a and go on to line 34b. In any case, be sure to check the box below line 34a. B. You are married, filing a separate return, and your spouse itemizes deduc­ tions. C. You file Form 4563 and exclude in­ come from sources in U . S. possessions. (Please see Publication 570, Tax Guide for U . S . Citizens Employed in U . S . Posses­ sions, for more details.) D. You had dual status as a nonresident alien for part of 1 984, and during the rest of the year you were either a resident alien or a U.S. citizen. However, you do not have to itemize if you file a joint return with your spouse who was a U . S . citizen or resident at the end of 1 984 and you and your spouse agree to be taxed on your combined worldwide income. You Choose To Itemize You may choose to itemize your deduc­ tions if you are: • Married and filing a joint return, or a Qualifying widow(er) with dependent child, and your itemized deductions are more than $3 ,400. • Married and filing a separate return, and your itemized deductions are more than $ 1 ,700. • Single, or a Head of household, and your itemized deductions are more than $2 ,300. If you do itemize , complete and attach Schedule A and enter the amount from Schedule A, line 26, on Form 1 040, line 34a. You Do Not Itemize If your itemized deductions are less than the amount shown above for your filing status (or you choose not to itemize), enter zero on line 34a, unless you MUST itemize as described on this page . Line 34b Deduction for Charitable Contributions You may deduct part of your charitable contributions on line 34b if you do not itemize your deductions on Schedule A (Form 1040). The amount you can deduct depends on your filing status and how much you actually gave to a qualified organization. Include what you gave to, or for the use of, a qualified organization. Examples of qualified organizations are: churches, United Way , and nonprofit schools and hospitals . Contributions can be cash (including checks and money orders), property, or out-of-pocket expenses paid to do volun­ teer work for a qualified organization. Tax Computation Line 36 Line 34a Exemptions You will fall into one of these three classes below: • You MUST itemize deductions, or • You choose to itemize, or • You do not itemize. The three classes are described below. Multiply $ 1 ,000 by the total number of exemptions you claimed on line 6e. You MUST Itemize Deductions You must itemize deductions if: A. You can be claimed as a dependent Line 38 Tax To figure your tax, use one of the following methods. (Continued on Page 33.) �Tax Ti me Again-Here's Some Help (Continued from Page 32.) Tax Rate Schedules You must use the Tax Rate Schedules to figure your tax if your taxable income is $50,000 or more. Also use the Tax Rate Schedules if you figure your tax using: Income Averaging, Schedule G.-You may pay less tax by using this method if there has been a large increase in your income this year. In some cases you may benefit even if your 1 984 income did not increase substantially. This will depend on the amount of your taxable incomes in the three base years ( 198 1-1983). Get Schedule G to see if you qualify. Tax Table If none of the above conditions apply to you, you MUST use the Tax Table to find your tax. Be sure you use the correct column in the Tax Table. After you have found the correct tax, enter that amount on line 38. There is an example at the beginning of the table to help you find the correct tax. Note: The allowance for the zero bracket amount and the tax rate reduction have already been built into both the Tax Table and the Tax Rate Schedules for you. Line 44 Partial Credit for Political Contributions You may take a tax credit on this line for contributions to candidates for public of­ fice and to newsletter funds and political committees of candidates and elected pub­ lic officials. Caution: Do not take this credit for the $1 or $2 you checked to go to the Presidential Election Campaign Fund. To figure your credit, add up the amounts you gave . Enter half of this total on line 44, but do not enter more than $50 ($1 00 if you are married and filing ajoint return). Note: You cannot deduct political contri­ butions as charitable contributions. For more information, please see Publication 585. Line 39 Additional Taxes Check the box( es) on line 39 to report any of the additional taxes listed below. Form 4970, Tax on Accumulation Dis­ tribution of Trusts. Form 4972, Special 10-Year Averaging Method. Form 5544, Multiple Recipient Special 10-Year Averaging Method. Credits Line 41 Credit for Child and Dependent Care Expenses You may be able to take a credit on line 41 for payments you made for child and disabled dependent care while you (and your spouse if you are married) worked or looked for work. The credit is allowed if you kept up a home that included a child under age 1 5 o r your dependent o r spouse who could not care for himself or herself. Use Form 2441 to figure the amount of any credit. Please see Form 2441 for more infor­ mation, including special rules for divorced or separated taxpayers and certain em­ ployment taxes for which you may be liable. Line 42 Credit for the Elderly and the Permanently and Totally Disabled Beginning in 1 984, you may be able to take this credit and reduce your tax, if by the end of 1984, you were : • Age 65 or over, or • Under age 65 , you retired on permanent and total disability , and you had taxable disability income in 1984. For more information, see the separate instructions for Schedule R, Credit for the Elderly and the Permanently and Totally Disabled. Enter the credit on line 42. Line 43 Residential Energy Credit Generally, if you installed energy saving items in your principal residence during 1984, or you have an energy credit car­ ryover from a prior tax year, you may take a credit against your tax. Form 5696, Residential Energy Credit, tells you which energy saving items qualify and how to take the credit. Also, see Publication 903, Energy Credits for indi­ viduals, for more information. Line 52 Alternative Minimum Tax Your may be liable for the alternative minimum tax if your adjusted gross income added to your tax preference items total more than: Foreign Tax Credit • $30,000 if single or head of household, Form 1 116 explains when you can take this credit for payment of income tax to a foreign country. Also see Publication 514. Enter the credit from Form 1 1 16 on line 47. • $20,000 if married filing separately. For tax years beginning in 1 984, the in­ vestment credit, jobs credit, and alcohol fuels credit have been combined into one general business credit. Check the box(es) on line 48 if you can take any of these three credits. Use the appropriate credit form (as described below) to figure the credit. If you have only one credit, enter on line 48 the amount of the credit from the form. However, if you take two or more of these credits, you must also complete Form 3800 to figure the total credit and enter on line 48 the amount from Form 3800. Also be sure to check the box on line 48 for Form 3800. Form 3468 , Investment Credit. You are allowed a credit for investing in certain types of trade or business property. Use Form 3468 to figure the credit. Form 5884, Jobs Credit. If you are a business employer who hires people who are members of special targeted groups, you may qualify for this credit. Use Form 5884 to figure the credit. Get Publication 906 , Jobs and Research Credits, for more details. Also see the instructions for Form 5884 if you have a WIN credit carryover. 6478, Alcohol Fuels Credit. If you sell straight alcohol (or an alcohol mixture) at retail or use it as fuel in your trade or business, you may be able to take a credit for the alcohol used as fuel. Use Form 6478 to figure the credit. Form Line 49 Add amounts on lines 47 and 48 and enter the total on line 49. Also include in the total on line 49 any of the following credits. Credit for Fuel From a Nonconventional Source A credit is allowed for the sale of qualified fuels produced from a nonconventional source. See l.R. Code section 29 for a definition of qualified fuels, provisions for figuring the credit, and other special rules. Attach a separate schedule showing how you figured the credit. Include the credit in the total for line 49. On the dotted line next to this total, write "FNS" and show the amount. Credit for Increasing Research Activities You may be able to take a credit for research and experimental expenditures paid or incurred in carrying on your trade or business. Use Form 6765 to figure the credit. Include the credit in your total for line 49. On the dotted line next to this total, write "Research" and show the amount. If you had two or more employers in 1 984 who together paid you more than $37 ,800 in wages, too much social security tax and railroad retirement tax (RRTA) may have been withheld from your wages . If so, you may be able to take a credit for it against your income tax. If you are filing a joint return, you must figure this separately for yourself and your spouse. Complete the following worksheet to see if you can take the credit. If you worked for two or more railroad employers, see your employer for infor­ mation on how to figure your excess RRTA tax. Do not use this worksheet. If you had self-employment income in 1984, and earned under $37 ,800 in wages from which social security tax or RRTA tax was withheld, you may have to pay self-employment tax. Please see Schedule SE (Form 1040) and instructions . If you have to pay self-employment tax, enter the amount from Schedule SE, line 1 4 . • $40,000 if married filing jointly or sur­ General Business Credit Excess Social Security Tax and RRTA Tax Withheld-Two or More Employers Self�Employment Tax Line 47 Line 48 Line 61 Other Taxes Line 51 Caution: If you were a U.S . Government employee whose wages were subject only to the 1 .3% hospital insurance benefits tax, and you had other social security or RRTA wages that when combined with your U.S. Government wages totaled more than $37,800, see Form 4469 before com­ pleting the worksheet below. viving spouse, or or Tax preference items include: • All-Savers interest exclusion; • dividend exclusion ; • accelerated depreciation; • amortization of certified pollution-con­ trol facilities. • capital gain deduction; • mining exploration and development costs; • reserves for losses on bad debts of financial institutions; • depletion; • incentive stock options ; • intangible drilling costs ; and • circulation and research and experimen­ tal expenditures. Get Form 6251 to see if you are liable for this tax. Worksheet (Keep for your records) 1. Add all social security tax withheld (but not more than $2,532.60 for each employer) . * Enter total here 2. Enter any uncollected social security tax on tips included in the total on Form 1 040, line 56 . . . . . . . . . . . . . 3. Add lines 1 and 2 above . . . . . . . . . . . . . . . . . . . 4. Less . . . . . . . . . . . . . . . . - 2,532.60 5. Subtract line 4 from line 3 . Enter this amount on line 61 . . . . . . . . . . . . . . . . . . . . . . . *Note: If any one employer withheld more than $2 ,532 .60, you should ask the employer to refund the excess to you. You cannot take credit for it on your return. Line 53 Tax From Recapture of Investment Credit. You may owe this tax if you dispose of investment credit property before the end of its useful life or recovery period. See Form 4255 for details. Enter any tax from Form 4255 on this line. Excess Hospital Insurance Benefits Tux. If you were a U . S . Government employee whose wages in 1 984 were subject ONLY to the 1 .3% hospital insurance benefits (Medicare) tax, you may be entitled to a credit for excess medicare tax paid if: Line 54 1 . you had other wages subject to social security tax or RRTA tax, and 2. your government wages plus any combination of social security wages, or RRTA wages, total more than $37 ,800. See Form 4469, Computation of Excess Hos­ pital Insurance Benefits Tax, for more details. Social Security Tax on Tip Income Not Reported to Employer If you received tips of $20 or more in any month and you did not report the full amount to your employer, you must pay the social security or railroad retirement tax on the unreported tips. To figure the amount of social security tax on unreported tips, complete Form 4137 and attach it to your Form 1 040. Enter the tax on this line. To determine the amount of railroad retirement tax on unreported tips, contact your nearest Railroad Retirement Board office. On line 54, enter the tax and on the dotted line next to it, write "RRT A . " Be sure all your tips are reported as income on Form 1040, line 7 . Line 62 Credit for Federal Tax on Gasoline and Special Fuels If you can take a credit for tax on gasoline and special fuels used in your business (including qualified taxicabs), or for certain diesel-powered cars, vans, and light trucks, please attach Form 4136. Enter the credit on line 62. Underpayment of Estimated Tax If line 68 is $400 or more and more than 20% of the tax shown on your return, or you underpaid your 1 984 estimated tax liability for any payment period, you may owe a penalty. Get Form 2210 (Form 2210F for farmers and fishermen) to see if you meet one of the exceptions to the penalty. Please attach that form to Form 1040 to show how you figured the penalty or which exceptions you believe you meet. Line 55 Tax on an IRA If you owe tax on any early distributions from your IRA, any excess payments made to your IRA, or any excess accumulations in your IRA account, use Form 5329 to figure the tax. Enter the total tax on line 55. Uncollected Employee Social Security and RRTA Tax on Tips.-If you did not have enough wages to cover the social security tax on railroad retirement tax (RRTA) due on tips you reported to your employer, the amount of tax due will be shown on your Form W-2. Include that amount in the total on line 56. On the dotted line next to this total, write " Uncollected Tax on Tips" and show the amount. · Note: For tax years beginning in 1 984, the penalty may be waived under certain con­ ditions. See Publication 505, Tax With­ holding and Estimated Tax, for details. If you underpaid your 1 984 income tax, you will not owe a penalty or have to complete Form 2210 (or Form 2210F), if: 1 . you had no tax liability for 1983; (Continued on Page 34.) February 1 985 I LOG I 33 �(Continued from Page 33.) 2. you were a U . S . citizen or resident for all of l 9S3 ; and 3. your 19S3 tax return was for a tax year of 12 full months. If you attach Form 22 10 or 22 10F, be sure you check the box below line 6S. If you owe a penalty, show the amount in the space below line 6S. If you owe tax, add the penalty amount to the tax due and show the total on line 6S. Or, if you are due a refund, subtract the penalty amount from the overpayment you show on line 65. Should You Make Estimated Tax Payments for 1985? In general, you do not have to make estimated tax payments if you expect that your 1 9S5 Form 1040 will show a tax refund, or a tax balance due IRS of less than $500. If your total estimated tax is $500 or more, please get Form 1040-ES. It contains a worksheet that you can use to see if you have to make estimated tax payments. Sign Your Return. Form 1 040 is not considered a return unless you sign it. Your spouse must also sign if it is a joint return. Address Change If you move after you file your return and you are expecting a refund, you should notify the post office serving your old address. Also notify the IRS service center where you filed your return of your address change. This will help to forward your check to your new address as soon as possible. limitation. The separate 1% limitation on medicines and drugs has been eliminated. Lodging Expenses. You may deduct up to $50 a night for lodging expenses you paid while away from home to receive certain medical care . See Publication 502, Medical and Dental Expenses, for details. Purpose of Schedule Some taxpayers must itemize their deduc­ tions and some should itemize because they will save money. See You MUST Itemize Deductions and You Choose To Item­ ize. If you itemize, you can deduct part of your medical and dental expenses, and amounts you paid for certain taxes, inter­ est, contributions, casualty and theft losses, and other miscellaneous expenses. These are explained below. Before you can figure your total deduction for medical and dental expenses, you must complete Form 1 040 through line 33. You may deduct only that part of your medical and dental expenses that is more than 5% of your adjusted gross income on Form 1 040, line 33. Lines 1 through 5 of Schedule A explain how to figure your deduction for medical and dental expenses. Include amounts you paid for hospital, medical, and extra Med­ icare (Medicare B) insurance. When you figure your deduction, you may include medical and dental bills you paid for: A major tax beef by seamen i s that normally taxes are not withheld on earn­ ings in the year they earned the money, but in the year the payoff took place . For example , a seaman who signed on for a five-month trip in September 19S3 , paying off in January 19S4, would have all the five months' earnings appear on his 19S4 W-2 even though his actual 1 9S4 earnings might be less than those in I 9S3 . There are ways to minimize the impacts of this situation. For example , while on the ship in 19S3 , the Seafarer undoubtedly took draws and may have sent allotments home . These can be reported as 1 9S3 income . Unfortunately, this raises another com­ plication. The seaman who reports these earnings in 19S3 will not have a W-2 (withholding statement) covering them. He will have to list all allotments, draws and slops on the tax return and explain why he doesn't have a W-2 for them. Further­ more , since no tax will have been withheld on these earnings in 1 983 , he will have to Keep records of income, deductions, and credits shown on your return, as well as any- worksheets used to figure them, until the statute of limitations runs out for that return. Usually this is 3 years from the date the return was due or filed, or 2 years from the date the tax was paid, whichever is later. Also keep copies of your filed tax returns as part of your records. You should keep some records longer. For example , keep property records (including those on your own home) as long as they are needed to figure the basis of the original or re­ placement property. For more details, get Publication 552, Recordkeeping for Indi­ viduals and a List of Tax Publications. Note: If your Federal return is changed for any reason, it may affect your State income tax liability. This would include changes made as a result of an examina­ tion of your return by the IRS. Contact your State tax agency for more informa­ tion . Instructions for Schedule A Itemized Deductions Changes Your Should Note The following changes to medical and dental expenses apply to tax years begin­ ning after l 9S3. Medicines and Drugs. You may deduct only medicine and drug costs that are for prescribed drugs or insulin. Prescription drugs and insulin are subject to the 5% 34 I LOG I February 1 985 • • • • ratory services, insulin treatment, and whirlpool baths your doctor ordered. Nursing help. If you pay someone to do both nursing and housework, you may deduct only the cost of the nursing help. Hospital care (including meals and lodg­ ing), clinic costs, and lab fees. Medical treatment at a center for drug addicts or alcoholics. Medical aids such as hearing aids (and batteries), false teeth, eyeglasses, con­ tact lenses, braces, crutches, wheel­ chairs, guide dogs and the cost of main­ taining them. Lodging expenses (but not meals) paid while away from home to receive med­ ical care in a hospital or a medical care facility that is related to a hospital. Do not include more than $50 a night for each eligible person. Ambulance service and other travel costs to get medical care . If you used your own car, you may claim what you spent for gas and oil to go to and from the place you received the care ; or you may claim 9 cents a mile. Add parking and tolls to the amount you claim under either method. Examples of Medical and Dental Payments You MAY NOT Deduct You may not deduct the following: • The basic cost of Medicare insurance (Medicare A). Note: Ifyou are 65 or over and not entitled to social security benefits, you may deduct premiums you voluntarily paid for Medi­ care A coverage . Long-Trip Tax Problems How Long Should Records Be Kept? If you file your income tax return and later become aware of any changes you must make to income, deductions, or credits, file Form 1040X, Amended U . S . Individual Income Tax Return, to change the Form 1 040, 1040A, or l040EZ you already filed. • Medical and Dental Expenses Be sure to include your social security number in any correspondence with IRS. Amended Return • Lines 1 through 5 Co"esponding With IRS Requesting a Copy of Your Tax Return. If you need a copy of your tax return or tax account information, use Form 4506, Re­ quest for Copy of Tax Form . The charge for a copy of a return is $5.00. The charge for tax account information is $2.50. choanalysts (medical care only). • Medical examinations, X-ray and labo­ • Yourself. Your spouse. • All dependents you list on your return. • Any person that you could have listed as a dependent on your return if that person had not received $ 1 ,000 or more of gross income or had not filed a joint return. • Example.-You gave more than half of your mother' s support but may not list her as a dependent because she received $1 ,000 of wages during 1 984. If part of your support was the payment of her medical bills, you may include that part in your medical expenses. You should include all amounts you paid during 19S4, but do not include amounts repaid to you, or paid to anyone else , by hospital, health or accident insurance, or your employer. Examples of Medical and Dental Payments You MAY Deduct To the extend you were not reimbursed, you may deduct what you paid for: • Medicines and drugs that required a prescription, or insulin. • Medical doctors, dentists, eye doctors, chiropractors, osteopaths, podiatrists, psychiatrists, psychologists, physical therapists, acupuncturists, and psy- pay the full tax on them with his return, at 1 1 percent or upwards, depending on his tax bracket. The earnings will show up on his 19S4 W-2. The se aman then, on his 19S4 return would have to explain that he had reported some of his earnings in 19S3 and paid taxes on them. He would get a tax refund accordingly . In essence, the seaman would pay taxes twice on the same income and get a refund a year later. While this will save the seaman some tax money in the long run, it means he is out-of-pocket on some of his earnings for a full year until he gets the refund. This procedure would also undoubtedly cause Internal Revenue to examine his returns, since the income reported would not coincide with the totals on his W-2 forms . That raises the question, is this proce­ durejustified? It is justified only if a seaman had very little income in one year and very considerable income the next. Otherwise the tax saving is minor and probably not worth the headache . include payments you made in 1984 on a tax for a prior year. If you received a refund of (or credit for) prior-year taxes in 19S4, see the in­ structions for Form 1040, line 10. Do not reduce your deduction by this amount. • Real estate taxes (line 7) Include taxes that you paid on property you own that was not used for business. Publication 530, Tax Information for Own­ ers of Homes, Condominiums, and Co­ operative Apartments, explains the deduc­ tions homeowners may take . If your mortgage payments include your real estate taxes, do not take a deduction for those taxes until the year the mortgage company actually pays them to the taxing authority. • General sales taxes (line 8) The Sales Tax Tables show how much you may deduct for your income and family size if you did not keep detailed records. You may add to the sales tax table amount the general sales tax you paid if you bought: • A car, motorcycle, motor home, or truck. (Note: Beginning August l , 1984, Texas charges a higher motor vehicle sales or use tax than it does for other items. Figure how much you would have paid at the general sales tax rate and enter only that amount on line Sb.) • A boat, plane , home (including mobile or prefabricated), or materials to build a new home if: 1. The tax rate was the same as the general sales tax rate, and 2. Your sales receipt or contract shows how much tax was imposed on you and paid by you. If you kept records that show you paid more state sales tax than the tables list, you may deduct the larger amount on line Sa. Separately show the sales tax you paid on any motor vehicle you bought in 1 9S4 on line Sb. Include state or local selective sales or excise taxes if the rates were the same as the general sales tax rates. • Personal property taxes and other taxes (line 9) If you had any deductible tax not listed on Schedule A, lines 6 through Sb (such as personal property or foreign income tax), list the tax and the amount of tax. Enter one total in the total amount column on line 9. Personal property tax must be based on value alone . For example, if part of the fee you paid for the registration of your car was based on the car's value and part was based on its weight, you may deduct only the part based on value. If you paid tax to a foreign country or U . S . possession, you may want to take it as a credit instead of a deduction. Please see Publication 514, Foreign Tax Credit for U . S . Citizens and Resident Aliens. Taxes You MAY NOT Deduct • Federal income tax. • Social security tax. • • Life insurance or income protection pol­ icies . • The I .3% hospital insurance benefits tax withheld from your pay as part of the social security tax or paid as part of social security self-employment tax. • Nursing care for a healthy baby. ( You may qualify for the child and dependent care credit; see Form 2441, Credit for Child and Dependent Care Expenses.) • Illegal operations or drugs. Medicines or drugs you bought without a prescription. • Travel your doctor told you to take for rest or change . • Funeral , burial, or cremation costs. • Publication 502 has a discussion of ex­ penses that may and may not be deducted. It also explains when you may deduct capital expenditures and special care for handicapped persons. Lines 6 through IO Taxes You Paid Taxes You MAY Deduct • State and local income taxes (line 6) Include on this line state and local income taxes that were withheld from your salary and any estimated payments made. Also Railroad retirement tax (RRTA). • Federal excise tax on transportation, telephone , gasoline , etc. • Customs duties. • Federal estate and gift taxes. (However, see Miscellaneous Deductions.) • Certain state and local taxes, including: a. Tax on gasoline . b. Car inspection fees. c. Tax on liquor, beer, wine, cigarettes, and tobacco. d. Assessments for sidewalks or other improvements to your property. e. Taxes paid for your business or profession. (Use Schedules C, E, or F of Form 1040 to deduct business taxes. ) f. Tax you paid fo r someone else. g. License fees (marriage , driver's, dog, hunting, etc .). h. Per capita (head) tax. Lines l la through 14 Interest You Paid Include interest you paid on nonbusiness items only. In general, a cash basis taxpayer who in 19S4 paid interest that includes amounts that apply to any period after 19S4 may deduct only the amount that applies for 1 9S4. (Continued on Page 35.) �Tax Time Again-Here's Some Help (Continued from Page 34.) Interest You MAY Deduct Include the interest you paid on- • Your home mortgage (lines l la and l ib). Report home mortgage interest paid to financial institutions on line 1 la. Report home mortgage interest paid to individ­ uals on line l lb. Also list this person's name and address in the space provided. • Bank and other general purpose credit cards. Deduct the finance charge paid as interest if no part of it was for service charges, membership fees, loan fees, etc. credit investigation fees, (line 1 2). • Revolving charge accounts. Deduct any finance charge a retail store added if the charges are based on your monthly un­ paid balance (line 1 2). • Your personal note for money you bor­ rowed from a bank, a credit union, or another person (line 1 3). • Loans on life insurance if you paid the interest in cash and you report on the cash basis (line 13). • Installment contracts on personal property, such as cars (line 1 3). • Taxes you paid late. Show only the interest; do not include any amount that is considered a penalty . If the tax is deductible, show it under Taxes You Paid (lines 6 through 9 of this schedule). • Loans on investment property. Report the nonbusiness part of interest on these loans on line 1 3 . (If your total investment interest on investment debts created after 1 969 is more than $ 10,000 ($5,000 if married filing a separate return), you may have to complete Form 4952, In­ vestment Interest Expense Deduction, to figure your correct deduction. Also see Publication 550, Investment Income and Expenses.) Special rules apply to interest expense imputed on below-market loans. See Pub­ lication 545 . ' Note: On line 13 list the interest expense and the amount of expense. Enter one total in the total amount column on line 13. for, or help people who have arthritis, asthma, birth defects, cancer, cerebral palsy, cystic fibrosis, diabetes, heart disease, hemophilia, mental illness or retardation, multiple sclerosis, muscular dystrophy, tuberculosis, etc. • Federal, state, and local governments if the gifts are solely for public purposes. If you contributed to a charitable orga­ nization and also received a benefit from it, you may deduct only the amount that is more than the benefit you received. If you do not know whether you may deduct what you gave to an organization, check with that organization or with IRS. Contributions You MAY Deduct Contributions may be in cash (including checks and money orders), property, or out-of-pocket expenses you paid to do volunteer work for the kinds of organiza­ tions described above. If you drive to and from the volunteer work, you may take 9 cents a mile or the actual cost of gas and.. oil. Add parking and tolls to the amount you claim under either method. (But don't deduct any amounts that were repaid to you.) Line 15a. Enter on line 1 5a all of your cash contributions except those that total $3 ,000 or more to any one organization. Line 15b. Enter on line 1 5b cash contri­ butions totaling $3,000 or more to any one organization. Show to whom and how much you gave in the space provided. Line 16. If you gave property, attach a statement showing the kind of property you gave and the name of the organization you gave it to. Include the date you gave it, show how you figures its value at the time you gave it, and state whether it was capital gain or ordinary income property. If you determine the value of a gift by an appraisal, also attach a signed copy of it for gifts for which you claim a deduction of over $200. For gifts valued over $200, also include the following on your attached statement: a. b. c. d. e. Interest You MAY NOT DEDUCT Do not include the interest you paid for• Tax-exempt income. This includes in­ terest on money you borrowed to buy or carry wholly tax-exempt securities . This also includes interest paid t o pur­ chase or carry obligations or shares, or to make deposits or other investments, to the extent any interest income re­ ceived from the investment is tax-ex­ empt. • A loan on life insurance if the interest is added to the loan and you report on the cash basis. • A debt to buy a single-premium life insurance or endowment contract. • Any kind of business transaction. (Use Schedules C, E, or F of Form 1040 to deduct business interest expenses.) See Publication 545 for more details. Lines 15a through 1 8 Contributions You Made You may deduct what you gave to orga­ nizations that are religious, charitable, ed­ ucational, scientific, or literary in purpose. You may also deduct what you gave to organizations that work to prevent cruelty to children or animals. Examples of these organizations are: • Churches, temples, synagogues, Salva­ tion Army, Red Cross, CARE, Goodwill Industries, United Way, Boy Scouts, Girl Scouts, Boys Club of America, etc. • Fraternal orders, if the gifts will be used for the purposes listed above. • Veterans' and certain cultural groups . • Nonprofit schools, hospitals, and orga­ nizations whose purpose is to find a cure The address of the organization. A description of the property. Any conditions attached to the gift. How you got the property. The cost of other basis of the property if: 1 . You owned it less than 5 years, or 2. You must reduce it by any ordinary income or capital gain that would have resulted if the property had been sold at its fair market value. f, How you figured your deduction if you chose to reduce your deduction for con­ tributions of capital gain property. g. If the gift was a "qualified conservation contribution" under section 1 70(h), also include the fair market value of the un­ derlying property before and after the gift, the type of legal interest donated, and describe the conservation purpose fur­ thered by the gift. If you gave used items, such as clothing or furniture, deduct their fair market value at the time you gave them. Fair market value is what a willing buyer would pay a willing selier when neither has to buy or sell and both are aware of the conditions of the sale. Note: Beginning in 1 985, if your total de­ duction for gifts ofproperty is over $5 ,000, you may have to get appraisals of the values and attach a summary of them to your return. Special rules apply if • Your cash contributions or contribu­ tions of ordinary income property are more than 30% of Form 1 040, line 33, or • Your gifts of capital gain property to certain organizations are more than 20% of Form 1 040, line 33. If you gave gifts of property that in­ creased in value, made bargain sales to charity, or gave gifts of the use of property, other rules apply. For additional information, please get Publication 526, Charitable Contributions. You MAY NOT Deduct As Contributions • Political contributions (but see instruc­ tions for Form 1 040, line 44): • Dues, fees, or bills paid to country clubs, lodges, fraternal orders, or similar groups. Cost of raffle, bingo, or lottery tickets. Cost of tuition. The value of your time or services . Value of blood given t o a blood bank. The transfer of a future interest in tan­ gible personal property (generally, until the entire interest has been transferred). • Gifts to: • • • • • a. Individuals. b. Foreign organizations. c. Groups that are run for personal profit. d. Groups whose purpose is to lobby for changes in the laws. e. Civic leagues, social and sports clubs, labor unions, and chambers of commerce. You may not deduct some educational expenses. Among them are expenses for study that helps you meet minimum re­ quirements for your job, or qualifies you to get a new job. Also, do not deduct expenses that were repaid to you. You must complete and attach Form 2106, Employee Business Expenses, if you deduct educational expenses. For more details, see Tele-18x Infor­ mation in the index (tape no. 238) or Publication 508, Educational Expenses. Gambling Losses. You may deduct gam­ bling losses, but no more than the gambling winnings you reported on Form 1 040, line 22. Income in Respect of a Decedent. You may deduct the Federal estate tax attrib­ utable to income in respect of a decedent that is ordinary income. Employee Expenses. Examples of the ex­ penses you may deduct (if you were not reimbursed for them) are: • Union and professional dues (line 20). • Safety equipment, small tools, and sup­ plies you needed for your job. Line 19 Casualty and Theft Losses Use line 1 9 to report casualty or theft losses of property that is not trade, busi­ ness, or rent or royalty property. Complete and attach Form 4684, Casualties and Thefts, or a similar statement to figure your loss. Enter on line 19 of Schedule A the amount of loss from Form 4684. Losses You MAY Deduct You may be able to deduct all or part of each loss caused by theft , vandalism, fire, storm, and car, boat, and other accidents or similar causes. You may deduct nonbusiness casualty or theft losses only to the extent thata. The amount of EACH separate cas­ ualty or theft loss is more than $100, and b. The total amount of ALL losses dur­ ing the year is more than 10% of your adjusted gross income on Form 1040, line 33. Note: Beginning in 1984, special rules apply if you had both gains and losses from nonbusiness casualties or thefts. See Form 4684 for details. Losses You MAY NOT Deduct • Money or property misplaced or lost. • Breakage of china, glassware , furniture , and similar items under normal condi­ tions. • Progressive damage to property (build­ ings, clothes, trees, etc . ) caused by termites, moths, other insects, or dis­ ease. Use line 22 of Schedule A to deduct the costs of proving that you had a property loss. (Examples of these costs are appraisal fees and photographs used to establish the amount of your loss.) For more details, get Publication 547, Nonbusiness Disasters, Casualties , and Thefts. It also gives information about Federal disaster area losses. Lines 20 through 23 Miscellaneous Deductions Miscellaneous Expenses You MAY Deduct Business Use of Home. You may deduct expenses for business use of part of your home only if you use that part exclusively and on a regular basis in your work and for the convenience of your employer. See Tele-Tax Information in the index (tape no. 237) or Publication 587, Business Use of Your Home, for details. Educational Expenses. Generally, you may deduct what you paid for education required by your employer, or by law or regulations, to keep your present salary or job. In general, you may also deduct the cost of maintaining or improving skills you must have in your present position. • Uniforms your employer said you must • • • • • have, and which you may not usually wear away from work. Protective clothing, required in your work, such as hard hats and safety shoes and glasses. Physical examinations your employer said you must have. Dues to professional organizations and chambers of commerce . Subscriptions to professional journals. Fees to employment agencies and other costs to get a new job in your present occupation. Note: You may not have to complete Form 2106 if you paid or incurred any employee business expenses other than reimbursed expenses, travel and transportation ex­ penses, and outside salesperson 's ex­ penses . See Form 2106 for details . Expenses of Producing Income. You may deduct what you paid to produce or collect taxable income or to manage or protect property held for producing income . Examples of these expenses are: • • • • • Tax return preparation fees (line 2 1 ). Safe deposit box rental. Certain legal and accounting fees. Clerical help and office rent. Custodial (e.g. trust account) fees. Qualified Adoption Expenses. You may be able to deduct up to $ 1 ,500 of qualified adoption expenses you paid to adopt a child with "special needs. " A child with special needs is a child (for purposes of the Social Security Act adop­ tion assistance program) whom the state determines cannot or should not be re­ turned to his or her parental home , who has a specific factor or condition that makes placement difficult, and who has been the subject of an unsuccessful place­ ment effort. Miscellaneous Expenses You MAY NOT Deduct Expenses you may not deduct include : • Political contributions (but see instruc- tions for Form 1040, line 44). • Personal legal expenses. • Lost or misplaced cash or property. • Expenses for meals during regular or extra work hours. • The cost of entertaining friends. • Expenses of going to or from work. • Education that you need to meet mini­ mum requirements for your job or that _will qualify you for a new occupation. • Fines and penalties. • Expenses of producing tax-exempt in­ come. For more details on miscellaneous ex­ penses, get Publication 529, Miscellaneous Deductions. February 1 985 I LOG I 35 �Health Talk The Ach i ng Back: A Very com mon Pro b lem ACK injuries and back pain most recognized health prob­ lems in the world. In the United States today, it is also one of the most common. Back pain, which afflicts four out of five Americans at one time or another, is second only to the headache as a common disorder characterized by pain. And following the common cold, it also is the second most pop­ ular medical reason to miss work. One out of three job-related injuries is to the back, making back problems the most fre­ quently reported injury. There are about 400 ,000 occupational back injuries each year. The monetary cost in terms of med­ ical treatment and disability payments is well into the bil­ lions, but no dollar amount can be placed on the pain and suf­ fering caused by an injured back. B are one of the oldest and The human back is made up of four basic structures: bones, muscles, nerves and discs. The purpose of this structure is to provide support and flexibility for the head and upper body and to protect the spinal cord, the nerve that runs from the brain to the rest of the body. The spinal column is made up of 24 movable vertebrae or bones, held together with tough bands of tissue called - ''liga­ ments." And each of the bones is separated and cushioned from each other by "discs," which act as shock absorbers for the bones, thus preventing back bones from grating on each other as we walk and move. The mus­ cles are attached to the bones by pieces of cartilage material called "tendons." Down through the hollow center of the back bone runs the The Back spinal cord, the main nerve from our brain. All of our muscles, organs and other body parts receive messages from the brain via the spinal cord and its branches. If a nerve is cut or seriously injured, it will not carry the messages needed for the part of the body to function. There­ fore a wrench of the back or a failure of muscular support may result in the painful "pinching" of a nerve. Pain in the upper spine may accompany an accident or in­ jury; however, for the over­ whelming majority, the pain originates in the lower back, or lumbar region. There are many different diseases (such as can­ cer and arthritis), infections and injuries which can affect the back. But for the most part, the problem is mechanical. This means that there is an improper postural alignment together with a weakness of certain muscles. Seafarers, as well as many other types of workers, run the risk of hurting their backs. Bas­ ically, anyone who has to move heavy objects, do their job in an awkward position (like bend­ ing forward and reaching out), hold one position for a long time, or do certain tasks re­ peatedly at a fast pace is prone to back problems. Although 25 percent of back injuries which occur on the job seem to be caused by lifting and lowering heavy objects, other motions such as carrying some­ thing in an awkward way can be just as dangerous. What you are doing when you hurt your back is either twisting, stretch­ ing or pulling the muscles or ligaments or weakening the discs. Once this happens, your back is weakened, making future problems more likely. How­ ever, when you do get hurt, the cause is often difficult to iden­ tify. Basic Causes Sometimes the symptoms of a spinal problem appear imme­ diately after stress, allowing the person to relate the painful ef­ fect with a specific cause. Other times, however, hours or even weeks may pass before obvious symptoms appear. A pulled or strained muscle is perhaps the most common back problem and may occur in almost half of the American population at least once during the course of their lives. When a muscle is injured, it causes pain. This pain results in muscle spasms or tightening which causes more pain. A pulled or strained muscle can be brought about by an unexpected or awkward move­ ment, stress of any kind, or even by a chill. There are times when a relatively innocent act such as stepping off a curbstone or mak­ ing a bed is sufficient cause for back pain. Treatment of a pulled or strained muscle must involve relaxing the muscle and reliev­ ing the pain. In addition to rest­ ing the injured muscle, the pain or spasm must be treated. Doc­ tors traditionally prescribe cer­ tain painkillers or muscle relax­ ants, but other forms oftreatment are often just as effective and cause fewer side effects: ther­ apeutic massage, chiropractic manipulation, acupuncture and stretching exercises. If the force of the injury to the back is very great, ' the tougher ligaments and tendons may actually have been ripped or hurt. Injuries to these struc­ Treatment tures usually take a longer time Symptoms A doctor's check-up, including an X-ray of your spine, may be needed to determine the cause of your pain. 36 I LOG I February 1 985 Learning to lift with your legs, not your back, is one of the basic principles in preventing back prob­ lems. The idea is to keep the load as close to your body as possible. ��· . '· ' ...--...;.� . .;;, · �. - · . "6P;,�·�·· ·:.:· ·.· · .. #.: , _. . . ·.:;·····.:�;:r� · 1 . . : ·· . : · · �; . '! I ·., 1 /· Moving heavy objects: 'behdinQ. forward' ,�nC:t r�actiihg but,' Holding one position. fqr a IQl19 : l�e, : , 1 doing certain t?sks repe:atedty: These are alt everyday jobs-for Sea'ta�ars; jobs which can weaken . · · : .,. 1 � i ': · ; " ' . , the back·. · · · � : · ), · - · to heal, but the same treatment as for muscle injuries applies here: rest, prevention of further injury, and pain and spasm re­ lief. More severe problems may be. brought about by a serious fall, a motor vehicle accident or some form of arthritis as well as disc and nerve problems. It is often very d.ifficult to tell if you have a work-related back problem or one of these other serious medical conditions. A doctor's check-up, including tests like X-rays, are usually needed to determine the extent of the problem. _ Recurrent back pain, leading to the deterioration of the mus­ cles supporting the spine-usu­ ally can be traced to a specific condition. These include a se­ dentary lifestyle, obesity (which places an extra load on the back muscles), poor posture and a general lack of muscular tone. A chill may cause muscular con­ tractions, as will over-exerting seldom-used muscles. The type of exercise taken by usually sedentary people often fails to strengthen the muscles supporting the lower back. Such popular weekend sports as ten­ nis, golfand skiing may actually promote back problems in peo- · · - · · · · Recent studies indicate. -ihat . fewer than 15' perc�nt of cases of lower back pain are traceable to structural defects such as ruptured discs, arthritis or tu­ mors. In most cases, the disa­ bility arises from a weakness of the muscles surrounding the spine. Therefore, the most im­ portant aspect of treatment for - muscle-based back pain in­ volves strengthening and pro­ tecting these supporting mus­ cles. With a doctor's guidance, motivated patients can carry out most of the treatment on their own. Bed rest, hot baths and as­ pirin or a prescribed medication usually provide relief, and in most cases the pain subsides within two months. If the un­ derlying causes of the pain are not altered, however, it is likely to recur. To prevent a recurrence of low back pain, gentle stretching exercises should be undertaken as soon as possible after the acute pain subsides. Since there is no way to strengthen the bones or discs, it is the muscles that must be exercised. Simple, non­ strenuous exercises are used to strengthen the muscles in the Treating the Pain J � ' \ 7 · . . . . " · . pie who· don't get any other form of exercise the rest of the week. : - • , back and�abdomen, stretch out be avoided in favor of walking, tightness'in the lower back, and jogging, cycling and swimming. restore normal postural align� ment. In addition, stretching ex­ Summary ercises are important to relieve Back pain is one of our most muscle tension due to heavy common health problems, but lifting or repetitive work. A long­ almost every kind of backache term weight reduction plan may can be successfully by also be advised for the over­ means of heat, diet, treated proper ex­ weight person. ercise and good posture. If you One major rule in avoiding are having back pains, check unnecessary back injury deals with your doctor to see what with picking up and lowering can be done about ydur specific heavy objects: bend at the knees problem. Just as with any dis­ only-not the back. And if the ease, the earlier the problem is object is heavy, hold it close to diagnosed, the earlier you can the body. Sports involving sud­ begin treatment and ease the den body movements also should pain. } ·! 1 I J I February 1 985 I LOG I 37 ---L- ! !!mm! !! �!!!!� !! ��------------.._.---...=-·j;f &iiiiiiiiii iii iiii iii iiilm iii ____________________________________ll!llS!!!!! �Deep Sea William Andrew Aycock, 62 , joined the S I U in the port of New York in 1 957 sail ing as a recertified bosun. Brother Aycock was graduated from the Union's Recertified Bo­ suns Program in February 1 980. He is a veteran of the U . S . Navy du ring World War I I . He also owned and oper­ ated his own auto body and fender repair shop in Oregon. Seafarer Aycock was born in Thomaston, Ga. and is a res­ ident of Seattle. William Thomas Fagan Jr., 68, joined the S I U in 1 944 in the port of New York sailing as a chief electrician. Brother Fagan worked on the Sea­ Land Shoregang, Port Eliza­ beth, N.J. from 1 969 to 1 976. He is also an instrument re­ pairman . Seafarer Fagan was born in Terre Haute, Ind. and is a resident of Pompton Plains, N.J. Cyril Archibald Henning, 65, joined the S I U in the port of New Orleans in 1 956 sailing as an AB and deck maintenance for the Delta Line Shoregang from 1 952 to 1 978. Brother Henning was born in G retna, La. and is a resident of Abita Spring , La. Fernando Tenario Mesen, 62, joined the S I U in the port of New Orleans in 1 959 sailing as an AB. Brother Mesen was born i n Costa Rica and re­ sides there. Robert Kerr Holt, 62, joi ned the S I U in Edward Charles O'Con­ nell, 61 , joined the S I U in 1 943 in the port of New York sailing as a recertified bosun. Brother O'Connell was grad­ uated from the Union's Re­ certified Bosuns Program in 1 979. He also worked for the U . S . Civilian Conservation Corps before World War I I . Seafarer O'Connell was born in Rockport, Maine and is a resident of Salem , Mass. 1 948 in the port of New York sail ing as an AB. Brother Holt walked the picket l ine in the Wall St. beef, the 1 946 General Maritime strike and the 1 947 Isth mian beef. He was born in Pennsylvania and is a resident of Rehoboth Beach, Del. · Michael lwaski, 64, joi ned the SIU in the port of San Francisco in 1 956 sail ing as an oiler and ship's delegate · during the Vietnam War. Brother lwaski worked as a crane maintenance electri­ cian for the Waterman Shore­ gang from 1 966 to 1 971 and the Sea-Land Shoregang, Oakland, Calif. from 1 971 to 1 978. He is a veteran of the U . S . Army in World War I I . Seafarer lwaski was born in Boston , Mass. and is a resi­ dent of Hayward , Calif. Jack Dempsey Kennedy, 62, joi ned the S I U in 1 942 in Jose Antonio Fernandez, 68 , joined the S I U in the port of Wilmington, Calif. in 1 966 sail ing as a chief steward . Brother Fernandez was a for­ mer member of the Los An­ geles Culinary and Barten­ ders Union, Local 463. He was born in Puerto Rico and is a resident of Hawthorne, Calif. Juan Valeriano Fernan­ dez, 62, joined the S I U in 1 944 in the port of New Or­ leans sail ing as a bosun for Puerto Rico Marine. Brother Fernandez was born in San Juan, P . R . and is a resident of Everett, Wash. the port of Mobile sailng as a bosun. Brother Kennedy was a former member of the Iron­ workers Union, Local 798, Mobile. He was born in Wal­ lace, Ala. and is a resident of Prichard, Ala. Robert Julius Llegel, joi ned the S I U in the port of Tampa in 1 965 sailing as a cook for IOT from 1 974 to 1 976 and as a recertified chief steward . He was graduated from the Union's Recertified Chief Steward P rog ram in 1 980. Brother Liegel is a veteran of the U . S . Army in World War I I . He was born in Newark, N . J . and is a resident of Brooksville, Fla. Robert Patrick Marion, 61 , joined the S I U in 1 944 in the port of New York sailing as a Salvatore Frank Jr., 63 , joined the S I U i n 1 939 in the port o f Providence, R . I . , sailing during the Vietnam War as a bosun and later as a recertified bosun and ship's delegate. Brother Frank was graduated from the Union's Recertified Bosuns Program in 1 980. He hit the bricks in the 1 946 General Maritime beef and the 1 947 Isthmian strike. Seafarer Frank also attended the H LSS-MEBA District 2 $chool of Engineering and Navigation in Brooklyn , N . Y. in 1 969. Born i n Pawcatuck, Con n . , he is a resident there. Robert Gordon, 65, joined the S I U in the port of New York. He is a resident there. waiter and recertified chief steward . Brother Marion was born in Mayfield , Pa. and is a resident of Long Beach, Miss. Albert J. Marti nelli, 62 , joined the S I U in 1 943 in the port of Baltimore sailing as a QMED. Brother Martinelli hit the bricks in the 1 961 G reater N .Y. Harbor beef. He was born " in Oneida, Pa. and is a resi­ dent there. Earl Douglas Pattee Jr., 6 1 , joi ned the SIU in 1 945 i n the port o f Philadelphia sail ing as a .bosun and ship's dele­ gate. Brother Pattee was born in Kentucky and is a resident of Carbonado, Wash. Carlos Manuel Ponce, 65, joi ned the SIU in 1 943 in the port of New York sailing as a FOWT. Brother Ponce was on the picket line in the 1 961 N . Y. Harbor beef. He was an or­ ganizer with the late U IW VP Ralph Quinnonez in 1 965. Seafarer Ponce was born i n Puerto Rico and is a resident of New York City. Charles Edward Price, 65, joined the SIU in 1 945 i n the port of Wilmington, Calif. sail­ ing as an AB. Brother Price was a former member of the N M U . He was born in Kansas City, Mo. and is a resident of La Habra, Calif. Manuel Sanchez, 62, joined the S I U in 1 942 in the port of New York sailing as a recer­ tified bosun. Brother Sanchez was born in Puerto Rico and is a resident of Bayamon, P . R . Awat Bin Sulaiman, 6 6 , joined the SIU in the port of Philadelphia in 1 963 sailing as . a chief electrician and QMED. Brother Su­ laiman is a veteran of the U . S . Navy in World War I I . He was born in Si ngapore, Malaysia and is a resident of Philadelphia. Demetrios Vagladjides, 73, joined the S I U in the port of New York in 1 970 sailing as a chief pumpman. Brother Vagladjides was born in G reece and is a resident of Seattle. 38 I LOG I February 1 985 ·=- ------ �( Old-Timers Corner ( Raymond Torres, 61 , joined the S I U in 1 948 in the port of New York sailing as a FOWT. Brother Torres also worked on the Sea-Land Shoregang, Port Elizabeth, N . J . from 1 966 to 1 974. He walked the picket l i ne in the 1 965 District Council 37 beef. Seafarer Torres is a veteran of the U . S . Army in World War I L A native of New York City, he is a resident of Elizabeth, N .J . Angel Javier Urti Sr., 63 , joined the S I U in 1 947 in the port of Mobile sailing as a bosu n . Brother U rti attended a Piney Point conference. He is a veteran of the U . S . Army. Seafarer Urti was born in Punta Alta, Argentina and is a resi­ dent of New Orleans. Great Lakes Stephen John Herman, 65, joined the U nion in the port of Detroit in 1 960 sailing as an AB. Brother H erman is a wounded veteran of the U . S . Army during World War I I . H e was born i n Luzerne, P a . and is a resident of Miami Lakes, Fla. KNO W YOUR RIGHTS Glen H. Whitehead wants all his old friends to know that he's now at the Moose home in Orange Park, Fla. He hopes that "all who come down this way will stop and see me." Whitehead spent his last days of sailing aboard the John T. Hutchinson, retiring in 1 975. Pictured at left is Brother White­ head in 1 966, standing watch, as well as a more recent photo. At the hall in New York, Brother Kalju Reinvelt (I.) receives his first SIU pension check from Union Vice President Leon Hall. A native of Estonia, Seafarer Reinvelt started sailing with the SIU in the port of New York in 1 946. He worked his way up from AB to chief mate and in 1 966 became a member of District 2 of MEBA­ AMO. Brother Reinvelt, who is 59 years old, now lives in Jericho, N.Y. K N O W YO U R R I G H T S FINANCIAL REPORTS. The constitution of the SIU KNOW YOU R RIGHTS C O N S T IT U TION A L R I G HTS A N D O B L I G A · TIONS. Copies of the S I U constitution are avail ahle i n A t l antic. G u l f. Lakes and I n land Waters District makes specific provision for safeguarding the membership's a l l U n ion halls. A l l memhers should ohtain copies o f t h is constitution so as to fam i l i arize themselves with its con­ money and U n ion fi n a nces. The constitution requires a di;:tailed audit by Certifieo Public Accountants every three months, which are to be subm itted to the m e m bership by ing to Jeprive you of any constitutional right or ohl igation hy any methods such as dealing with ch arges, trials. etc .. as well as all other details. then the member so affecteo of rank ano file members, elected by the membersh ip, makes exam i n ation each quarter of the finances of the should im mediately notify headqu arters. U n ion and reports fully their findings and reco mmenda­ tions. Me mbers of this comm ittee may make dissenting rights in employment and as memhers of the S I U . These rights are clearly set forth in the S I U const itut ion ano i n the contracts which the U n ion has negotiated with the TRUST F U N DS. All trust funds of the SlU Atlantic. G u lf. Lakes and I nland Waters District are admi nistered employers. Conseq u e n t l y . no member m a y he d iscrimi· agreem ents. All these agreements specify that the trustees t ional or geogra p h i c o r i gin. If any memher feels that he i s in charge of these funds shall equally consist of U n ion denied t h e equal rights t o which he is en titled. he should nated against because of race. creed. color. sex and na­ in accordance with the provisions of various trust fund only upon approval by a majority of the trustees. A l l trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the U n ion and the employers. Get to know your shipping rights. Copies of these contracts are posted and avail able in all U n ion halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the U n ion and the employers. notify the Seafarers Appeals Board by certified mail. return re­ ceipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georses County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all t imes, either by writi ng directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SI U halls. These contracts specify the wages and conditions under which you work and live aboard 1111111ttuu111t11111�1umun11111un1u1111111m111111111111n11111111111111111111111un1111111111111 patrolm a n or other U n ion offi:ial. in your opi n ion, fails to protect your contract rights properly, contact the nearest S I U port agent. EDITORIAL POLICY - THE LOG. The Log has notify U n ion heaoquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. S P A D is a separate segregated fund. I ts pro­ ceeos are useo to further its ohjects and purposes incl ud­ i n g. but not l i m i ted to. furthering the pol it ical. social and economic i n terests of maritime workers. the preservation and furthering of t he A merican Merchant M arine with the political purposes of any individual i n the U n ion. improved employment opport unities for seamen and boatmen and the advancement of trade un ion concepts. articles deemed harmful to t he U n ion or i t s collective contributes to political candidates for elective office. A l l trad itionally refrained from publishing any article serv ing officer or memher. It has also refrained from puhlish i n g membership. This established policy has been reaffirmed by membership action at the September. 1 960, meetings i n all const itutional ports. The responsihility for Log In connection with such ohjects. SPA D supports and contributions are voluntary. No contrihution m a y be solicited or received hecause of force. job discrimination, financial reprisal. or threat of such conduct. or as a con­ policy is vested in an editorial hoard which consists of dition of membership in the Union or of employment. If may dt:lcgate. from among its ranks. one individual to conduct. notify the Seafarers U n io n or SPAD by certified PAYMENT OF MONIES. No monies are to be paid port S P A D to protect and further your economi�, poli­ the Executive Board of the Union. The Executive Board carry out this responsibility. to anyone in any official capacity in the S I U unless a n official U n i o n receipt is given for same. Under no circum­ stances should any member pay any money for any reason u n less he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt. or if a member is required to make a your ship or boat. Know your contract rights, as well as payment and is given an official receipt. but feels that he sheets and in the proper m anner. I f. at any time. any S I U should im mediately he reported to U n ion headquarters. your obligations, such as filing for OT on the proper .. EQU A L RIG HTS. All mem hers are guaranteed equ;il reports, specific recommendations ano separate findings. expenditures and disbursements of trust funds are made .I . tents. Any time you feel any memher or officer i s attempt­ the Secretary-Treasurer. A quarterly fi n ance com m ittee and management represen tatives and . their alternates. A l l �, should not have heen req u i red t o make such payment. this a contribution is made by reason of the ahove improper m a il within 30 days of the contribution for investigation and appropriate action and refund. if invol untaty. Sup­ tical and social concepts. interests. and American trade union H at any time a member reels that any of the above rtpts have been violated, or that he bas been denied Ills constitutional right or access to Union records or Information, he should lmmedlatdy nodfy SIU President Frank Drozak at Headquarters by certHled . mall , return receipt requested. The address is 5201 Auth Way and :Britannia Way, Prince Georges County, Camp Springs, Md. 20746. I1 -�j lI February 1 985 I LOG I 39 t �������-----�=..:.���� . ---------------....--.. ... -...---. .. ..-..--...;.;...;.�....;__.;.; ;.;,. ;;...___ �>q Deep Sea Pensioner 72, passed away on Jan. 2 1 . Brother Barry joined the SIU in 1949 in the port of New York sailing as a bosun. He hit the bricks in the Wall St. beef, the 1946 General Maritime strike and the 1947 Isthmian beef. Seafarer Barry was a veteran of the U.S. Army during World War II. A native of Massachusetts, he was a res­ ident of Seattle. Surviving is an aunt, Minnie Dunn of Provi­ dence, R.I. "Dave" David John Barry, Point, Md. in 1974. He sailed as a 2nd pumpman. Seafarer Brecht was born in Los Angeles, Calif. and was a resident of Houston. Surviving are his widow, Tonya; his parents, Paul (SIU chief steward) and Betty Brecht of Houston; four brothers, Sea­ farer Geoffrey Brecht, Nathan, William and Paul; an uncle and aunt, Louis and Jean Widoff of Tampa, Fla. , and a sister-in­ law, Debra Brecht. Pensioner Sol­ 72, t passed away on Jan. 15. Brother '. Brian joined the � SIU in the port Pensioner ,: of New Orleans ' Bengt S.O. Berg­ in 1957 sailing as a FOWT. He was born in St. lund, 65, died on Jan. 2. Brother Maurice, La. and was a resident Berglund joined of Summerville, S.C. Surviving the SIU in 1947 are his widow, Dorothea and a in the port of New son, Ralph of Summerville. York sailing as an AB. He walked Gerald Broussard, 40, died on the picket line in the 1946 Gen­ Jan. 1 1 . Brother Broussard eral Maritime beef and the 1947 Isthmian strike. Seafarer Berg­ joine<l the· Sltr iri the port of lund was born in Sweden and New Orleans in 1968 sailing as was a resident of Brooklyn, N. Y. an AB. He was a former mem­ Surviving is a sister, Maj ber of the SUP. Seafarer Brous­ Arvedsson of Sundsiall, Swe­ sard was a veteran of the U.S. Navy during the Vietnam War. den. A native of New Iberia, La. , he Pensioner Jo- was a resident there. Surviving is his mother, Velma of New Dennis . seph Blanchard, 63, Iberia. succumbed to a liver ailment at Pensioner Noe home in New Or­ Refeiro Cardosa, leans on Sept. 15, 83, passed away 1984. Brother November Blanchard joined Brother 1983. the SIU in 1948 in the port of Cardosa joined New York sailing as an AB. He the SIU in 1943 attended Piney Point Educa­ in the port ofNew tional Conference No. 5. Sea­ sailing as a farer Blanchard was a veteran FOWT. He wasYork born in Portugal of the U.S. Navy in World War and was a resident of Lisbon, II. Blanchard was born in New Portugal. Surviving are his Iberia, La. Burial was in the widow, Maria; a daughter, Cypress Grove Cemetery, New Maria, and a sister, Albertina Orleans. Surviving are his of Lisbon. widow, Beatrice and a sister, Alice Dorsey of New Iberia. Joseph George Cayou, 56, died on July 15. Brother Cayoujoined Gregory Karl Brecht, 27, died of an apparent heart attack on the SIU in 1945 in the port of Jan. 5. Brother Brecht joined Philadelphia sailing as a cook. the SIU following his graduation He was born in Barnhart, Mo. from the Seafarers Harry Lun­ and was a resident of Port Ar­ deberg School of Seamanship thur, Texas. Surviving is his Entry Trainee Program, Piney widow, Julia. omon Brian -· i, �·· · · i m · 40 I LOG I February 1 985 -Morgan Jr. , < Pensioner John Wilfred Clark, 79, succumbed to a stroke in the Jersey Shore Medical Center, Neptune, N.J. on Aug. 8. Brother Clarkjoined the SIU . in 1940 in the port of New York sailing as a waiter and chief steward. He hit the bricks in the 1946 General Maritime beef and the 1947 Isthmian Strike. Sea­ farer Clark was a Democrat committeeman for Monmouth County, N.J. A native of West Virginia, he was a resident of Neptune. Cremation took place in the Monmouth Crematory. Surviving are a sister, Alberta Montgomery of Salem, Va. and a niece, Gertrude Moody of Neptune. Pensioner Jr. , 75, suc­ cumbed to heart failure on arrival at the N.C. Baptist Hospital, . Winston-Salem on Nov. 8, 1984. Brother Clough joined the SIU in 1941 in the port of Baltimore sailing as a bosun. fle was born in Maryland and was a resident of Trinity, N .C. Interment was in Trinity Cemetery. Surviving are three sisters, Etta of Cen­ terville, Md. , Nellie of Catons­ ville, Md. and Margaret Lohr of Greensboro, Md. Pensioner Thomas Clough, Eugene 61 , died in November 1984. Brother Coker joined the SIU in ·•·''<F:':'''''''""' 1944 in the port of Norfolk sailing as a chief steward in 198 1 . He also sailed during the Viet­ nam War and worked on the Seattle Sea-Land Shoregang in 1978. In 1972 he attended a Piney Point Educational Con­ ference. Coker was a veteran of the U.S. Army in the Korean War. A native of South Caro­ lina, he was a resident of Seat­ tle. Surviving are his widow, Alice and a son, John of Seattle. Pensioner Thomas Conway, 72, succumbed to cancer in Lutz, . Fla. on Dec. 6, 1984. Brother Conway joined ,,,, the SIU in 1948 in the port of New Dargan mie" Coker, .� "JimOnslow York sailing as a chief steward. He was a former member of the Union in Canada. Seafarer Con­ way was born in Ireland and was a resident of Clearwater, Fla. Burial was in the Gate of Heaven Cemetery, Hawthorn, N. Y. Surviving is a sister, Helen Christal of Tampa, Fla. Pensioner Edwin Cumbie Cooper, 64, succumbed to a lung ailment in the Hermann Hos­ pital, Houston, Texas on Oct. 30, 1984. Brother Cooperjoined the SIU in the port of New York in 1954 sailing as chief steward and inland as a cook for the G & H Towing Co. .He was a veteran of the U.S. Army in World War II. Born in Dothan, Ala., he was a resident of Ar­ cadia, Texas. Burial was in the Galveston (Texas) Park Ceme­ tery. Surviving is his widow, Ann. Marshall Coley Cooper, 56, died on Christmas Day, Dec. 25, 1984. Brother Cooper joined the SIU in 1946 in the port of Mobile sailing as a recertified bosun. He was graduated from the Union's Recertified Bosuns Program in 1980. Seafarer Cooper was a veteran of the U.S. Army after the Korean War. Cooper was born in Rob­ ertsdale, Ala. and was a resident there. Surviving are his widow, Alyce; two sons, John of Rob­ ertsdale and Michael, and a daughter, Angela. Pensioner Di­ a 59, died on Dec. 20, 1984. Brother Cortez joined the SIU in the port of New York in 1955 sail­ ing as a bosun. He was a veteran of the U.S. Navy in World War II. Seafarer Cortez was born-in Puerto Rico and was a resident of the Bronx, N. Y. Surviving is his widow, Rosario. Pensioner Wil­ bur Elmer Cou­ tant, 62, died on Jan. 20. Brother Coutant joined the SIU in 1943 in the port of Mo­ bile sailing as � bosun. He was Euclides mas Cortez, (Continued on Next Page.) �(Continued from Preceding Page.) born in Honduras and was a resident of Goose Creek, S.C. Surviving are his widow, Irene of Corpus Christi, Texas and a daughter, Patricia Brown. 36, died on Nov. 17. Brother Dawsey joined the SIU follow­ ing his graduation from the Sea­ farers Harry Lundeberg School of Seamanship Entry Trainee Program, Piney Point, Md. in 1967. He sailed as a cook. Daw­ sey was born in Jacksonville and was a resident there. Surviving are his widow, Christine; a son, Ronald Jr. ; his mother, Elase of Jacksonville, and his father, Ed­ ward. Ronald Eugene Dawsey Sr. , Pensioner Jose Maria Seara 86, passed away from heart failure in the Policlinico Santa Teresa, Spain on July 24. Brother Deus joined the SIU in 1941 in the port of Miami, Fla. He was born in Orol Lugo, Spain and was a resident of La Corona, Spain. Interment was in Feans, Spain. Surviving is a brother, Jesus of La Corona. Pensioner Floyd Dominski, 75, passed away on Sept. 27, 1984. Brother Domin­ skijoined the SIU in 1943 in the port of New York sailing as an oiler. He was on the picket line in the 1961 Greater N. Y. Harbor beef. Seafarer Dominski was born in Tremont, Pa. and was a resident of Holland, Pa. Surviving are a sister, Claire of Holland and another relative, Joseph Dom­ inski of Feasterville, Pa. Pensioner Wil­ liam James Doyle, 62, died on Jan. N·'W� "'liil� a�·,.&.: 5. Brother Doyle joined the SIU in the port of New Orleans in 1955 sailing as an AB. He began sailing in 1946 and hit the bricks in the 1961 . N.Y. Harbor beef. Sea­ farer Doyle was a veteran of the U.S. Army in World War II. A native of Wisconsin, he was a resident of Cleveland, Miss. Surviving is his widow, Billie. Deus, 46, died on Jan. 24. Brother Duncan joined the SIU in the port of New York in 1965 sailing as a QMED. He was born in Knox­ ville, Tenn. and was a resident of Jacksonville, Fla. Surviving are his son, Richard; a daughter, Teresa, and his father, James Duncan of Knoxville. Pensioner Quong Sun Dye, 64 , died of heart failure in the Swed­ ish Hospital Medical Center, Seattle, Wash. on Aug. 3. Brother Dye joined the SIU in the port of Seattle in 1965 sailing as a BR Utility, He began sailing on the W�st Coast in 1956. Sea­ farer Dye was born in China and was a naturalized U.S. citizen. Dye was a resident of Seattle. Burial was in the Lake View Cemetery, Seattle. Surviving are his widow, Pui Ching and a relative, Gap Young Dye of Se­ attle. Pensioner Frank Smith 75 , Findlay, passed away on Jan. 3. Brother Findlay joined the SIU in 1940 in -the port of Galveston, Texas sailing as a bosun. He received a 1961 Union Personal Safety Award for sailing aboard an ac­ cident-free ship, the SS Steel Surveyor. Seafarer Findlay was a veteran of the U.S. Coast Artillery in World War II. He was born in West Virginia and was a resident of New Orleans. Surviving are his widow, Joann and a daughter of Arabi, La. Pensioner Del­ mer Gleen Flynn, 77, passed away on Jan. 8. Brother Flynn joined the SIU in the port of New Yor!< in 1957 sailing as a FOWT: He was born in Tampa, Fla. and was a resident there. Surviving are three daughters, Janet of Ridge­ wood, N.Y., Lillie McKay of Tampa and Melevey, and a brother, Milton oflrvington, N .J. Pensioner Ronald John Gar­ recht, 75, passed away from heart failure at home in Albany, Ore. on Nov. 26, 1984. Brother Garrecht joined the SIU in 1944 Charles Edward Duncan, · in the port of Wilmington, Calif. sailing as a QMED. He was a sailing as a chief electrician. He resident of San Francisco. Sur­ was born in the state of Wash­ viving is a sister, Mary Cook of ington. Cremation took place in Baltimore. the City View Crematorium, Pensioner Salem, Ore. Surviving is a Cuthbert Ray­ daughter, Susan Schultz. mond Hinkson, 82, died on Jan. J� Antonio Gomalez, 62, died , 7. Brother Hink­ of heart disease at home in son joined the Brooklyn, N.Y. on July 13. SIU in the port Brother Gonzalez joined the SIU · of New York. He in the port of New York in 1968 �,/' retired in 1968. sailing as a cook. He began Seafarer Hinkson a resident sailing on the West Coast in of Brooklyn, N.Y.was Surviving are 1941 . Seafarer Gonzalez sailed his widow, Francella and a for the American President Line daughter, Phyllis Betancort of (APL) and was a former mem­ Laurel ton, N. Y. ber of the Marine Cooks and Stewards Union (MC&SU). Pensioner Gonzalez was born in Puerto Bjarne Jensen, Rico. Interment was in Rose­ 70, passed away dale Cemetery, Linden, N .J. on Jan. 2 1 . Surviving are his widow, Grace Brother Jen sen and a son, Nataiio. joined the SIU in - 1947 in the port 1, ofingBaltimore sailPensioner as a FOWT. Louie Raymond He was born in Norway and Guertin Sr. II, 57, was of Federal Way, died in Meraux, Wash.a resident Surviving are two sisters, La. on Dec. 12, K. Kristensen ofNasborg, Swe­ 1984. Brother den and Alvena Ludwig of Se­ Guertin joined attle. �· the SIU in 1945 in the port ofNew Pensioner Orleans sailing as a QMED. He George Irving attended the 1974 Piney Point Knowles Jr. , 69, Educational Conference. Sea­ died on Oct. 22, farer Guertin was born in Rock 1984. Brother Bluff, Fla. and was a resident Knowles joined of Violet, La. Burial was in the the ·siu in 1938 Masonic Cemetery, New Orle­ in the port of ans. Surviving are his son, Louie Miami, Fla. sail­ Jr. III ; a daughter, Barbara Kir­ ing aboard the SS Bradford Is­ kindall, and three sisters, Al­ land in the engine department. madar Phillips of Bristol, Fla. , He was born in Key West, Fla. Dolly and Elga. and was a resident of Opa Locka,. Fla. Surviving are his widow, Pensioner Ed­ Libby and four daughters, Ni­ cola Edwards, Dana Knowles, ward Trabue 78 ; Jan Myers and Kerry Stoddard. Hawkins, passed away on Clarence Lacey Sr. , 30, died Dec. 14. Brother on Sept. 22. Brother Lacey Hawkins joined joined the SIU following his the SIU in the graduation from the Seafarers port of New Or­ Harry Lundeberg School of leans in 1967 sail­ Seamanship (SHLSS) Entry ing as a chief cook. He was born Trainee Program, Piney Point, in Tennessee and was a resident Md. in 1974. He sailed as a cook. of Carrabelle, Fla. Surviving are Seafarer Lacey was born in Mo­ his widow, Dorothy and a bile and was a resident of daughter, Betty Sue. Brooklyn, N.Y. Surviving are his widow, Gloria; a son, Clar­ ence Jr. ; a daughter, Tawana; Samuel Charles Hudgins, 60, his mother, Gladys of Prichard, died in St. Luke's Hospital, San Francisco on Dec. 19, 1984. Ala., and his father, Ernest of Brother Hudgins joined the SIU Brooklyn. in 1946 in the port of Baltimore (Continued on Page 42.) t · February 1 985 I LOG I 41 · ��!F'li JTu ©\lli l �EEEEEEEE EEE E IQ) E EE EE E i; � � �� � i ; . ; ; ; ; ; i i i i i mu rom = on ge Pa 41 ) (c t ed f cian. He was a veteran of the AB . He walked the p1· c=k; et;li ne;J��org; rk·��� � d . � · 1 the 1 946 ·General Maritime n British Royal Air Force in World bosun in 198 1 . He began sailing Pensioner Du- War II. A native of New york , beefand the 1 947 Isthrm"an strike. in 1 945 . Seafarer Nicholson was minado Raagas he was a resident of Spottsville, Seafarer Metros was born in graduated from the Union's ReLlenos, 76, Ky. Surviving is his w1· dow, Penns.ylvania and was a resident certified Bosons Program in 1 98 1 . Passed away on Katherine a brother, Harry of New Orleans. Surviving are He hit the bricks in the 1 947 Dec. 20 , 1 984 . of Groves,and his widow, Josie and a sister, maritime beef in Galveston, Texas. Brother Llenos Mrs. Stephen Steinmacher of Texas and the N. Y .C. Longjoined the SIU in Pensioner Greenbrook, N.Y. shoremen's strike. Born in Mis1 946 in the port Robert E. Mcsissippi, he was a resident of of Philadelphia Cluskey, 76, sue Asa Earl Moore III, 54, was Mobile. Surviving is his widow, sailing as a chief steward. He combed to pneu- lost at sea off a Sea-Land ship Joyce. was born in the Philippine Ismonia in the Life on Christmas Day, Dec. 25 , 1 984. lands and was a resident of SalCare Center of Brother Moore joined the SIU Pensioner Daniel Patrick O'­ inas, Calif. Surviving is his Punta Gorda, Fla. in the port of New York in 1 964 Connor, 67 , died of heart-lung widow, Lolita. on Nov. 1 8 , 1 984. sailing as a recertified bosun in Brother Mc- 1 976. He was graduated from failure in Philadelphia on Sept. Carlos Manuel Duclos Lopez, 19. Brother O'Connorjoined the Cluskey joined the SIUin the the ·Union's Recertified Bosun 3 5 , died in Chile on Sept. 29 . of New Orleans in 1 955 Program that year, and he was SIU in the port of New York in Brother Lopez joined the SIU port sailing as a FOWT . He was a a veteran of the U.S. Coast 1 966 sailing as an oiler. He was in the port of New York in 1 977 veteran of the U.S. Army Cav- Guard in the Korean War. Sea- a veteran of the U.S. Coast sailing as a cook and AB for the before World War II. Sea- farer Moore had two years of Guard in World War II serving Delta Line. He was born in airy farer McCluskey was born in junior college. A native of Ma- as a machinist's mate and at­ Puerto Rico and was a resident Michigan and tending the service's Diesel En­ was a resident of con, Ga. , he was a resident of Truillo Alto, P.R. Surviving Gorda. Interment was in there. Surviving are two daugh- gineering School. Seafarer 0 are his widow, Mercedes and a Punta the Charlotte Cty. Gardens ters, Dell of Macon and Mar- Connor was born in Philadelphia daughter, Nancy of Brooklyn, Cemetery, Fla. Surviving are a jorie; his mother, Lillian Stan- and was a resident there. Sur­ N. Y. son, John of Roseville, Mich. bridge, and a sister, Mary viving is a sister, Eleanor of Philadelphia. and a daughter, Mary Buas of Stallings, both of Macon. Roy Mack Jr. , Punta Gorda. 37 , died in a blast Pensioner Eg­ EdJoseph at sea aboard the Eugene McKenna, 58, died on bert Culbergan ward Munoz, 68 , tanker Golden Sept. 23 . Brother Mc Kenna 79, Palmer, died on Nov. 7 , Dolphin (Titan joined the SIU in the port of passed away on 1 984. Brother Navigation) on New York in 1 970 sailing as an Jan. 1 5 . Brother Munozjoined the March 6, 1 982 . AB. He upgraded to quarterPalmer joined the SIU-merged MaBrother Mack master at the SHLSS in Piney SIU in the port, rine Cooks and joined the SIU in Point, Md. in 1 973 . Seafarer of Norfolk, Va. Stewards Union the port of Mobile in 1 969 sailing McKenna was a veteran of the He retired · · in in the port of San as an AB. He was a veteran of U.S. Navy during World War 1 970. Seafarer Palmer was a the U.S. Navy during the Viet­ II. Born in New York City, he Francisco in 1 968 . He began resident of Virginia Beach, Va. nam War. Seafarer Mack up­ was a resident of Santa Rosa, sailing on the West Coast in Surviving are a relative, graded at the SHLSS in Piney Calif. Surviving is a son, Mi- 1 93 5 . Seafarer Munoz was born Palmer, and three sisters, Dale Nell in Hawaii and was a resident of Point, Md. Born in Mobile, he chael of Santa Rosa. Duckett of Biloxi, Miss. , Agnes Sunnyvale, Calif. Cremation was a resident there. Surviving White of Savannah, Ga. and John Deman took place in California and his is his mother, Mattie Perkins. McQueen, 62, ashes were scattered on the Pa­ Charlsie Moody, also of Savan­ Pensioner Wil­ died on Nov. 7, cific Ocean. Surviving is his nah. � lie Frank Man­ Brother widow, Laulinda. 1 984. Matais C. Pena, 66, passed they, 78, passed McQueen joined away on Sept. 27 . Brother Pena Pensioner Guy • "'� · away in June the SIU in the Nealis, 82, passed . joined the SIU in the port of 1984. Brother . port of Wilming­ away on Dec. 1 8 , New York in 1 964 sailing in the Manthey joined ton, Calif. in 1 970 1 984. Brother steward department. He was a the SIU in 1 947 sailing as an AB. Nealis joined the veteran of the U.S. Army In­ in the port of Bal­ He was a veteran of the U.S. SIU in 1 947 in fantry in World War II. Seafarer timore sailing as Navy in World War II. Seafarer the port of Bal­ Pena was born in Puerto Rico a bosun. He was a veteran of McQueen was born in Jackson timore sailing as and was a resident of Hato Rey, the U.S. Navy in World War II. Cty., Ky. and was a reside.nt_ of an AB. He was P.R. Surviving is his widow, Seafarer Manthey was born in Long Beach, Calif. Surv1vmg Poland and was a naturalized are his widow, Evelyn and a born in Maryland and was a Juana. U.S. citizen. Manthey was a sister, Dora Henzerling of Har­ resident of Tucson, Ariz. Sur­ viving is his widow, Elizabeth. Pensioner Ru­ resident of New York City. rison1 Ohio. dolfo W. Italia Pensioner Pensioner Ed­ Pensioner SteRodriguez, 65 , Dempsey Nichol­ ward "Eddie" ven William died on Jan. 1 5 . , son, 58, died on Metros, 79 , Martin, 86, died Brother Rodri­ Christmas Day, passed away on on Jan. 4. Brother guez joined the Dec. 25 , 1 984 . Jan. l . Brother 't ,'flf!l!7:.. Martinjoined the SIU in 1 947 in Brother Nichol­ Metros joined the '�. ·� ,,-.l s I u m 1 947 m . the port of New son joined the '. SIU in 1 939 in the port of New York sailing in SIU in 1 949 in the port of Hous­ Orleans sailing as (Continued on next page.) the port of New , ton sailing as an • a chief electri- � � ���� · ' 'tt. . - · ···h··-�·· . · · • 0 . Ji :' -- ... . ·· 42 I LOG I February 1 985 �.,...,... I the steward department. He was born in Manila, P .I. and was a resident of Jersey City, N.J. Surviving are his widow, Purita; a son, Roderick; a daughter, Rodelia, and a sister, Bettina Umal of Velasquez, Tondo, P.I. (Continued from preceding page.) Pensioner O ­ 84, passed away on Jan. 18. Brother Rosen­ felt joined the , SIU in the port : of Lake Charles, . � La. in 1953 sail­ ing as a chief pumpman. He was born in Volone, U.S.S.R. and was a U.S. naturalized citizen. Seafarer Rosenfelt was a resi­ dent of Burbank, Calif. Surviv­ ing is his sister, Alma Findley of Kalamazoo, Mich. s car Alfred Rosen­ felt, I, Pensioner A ­ 77, died on Jan. 14. Brother Santiago joined the SIU in 1939 in the port ofNew York sailing as a bosun. He was born in Puerto Rico and was a resident of Luquillo, P.R. Sur­ viving are his widow, Dominga and a daughter, Georgina. l berto Luis San­ tiago, f . ! Pensioner Char.Jes Peter Ser­ 80, passed away on Oct. 10. Brother Seroczynski joined the SIU in the port of New York in 1955 sailing as a FOWT. He began sailing in 1947. Seafarer Seroczynski hit the bricks in the 1946 General Maroczynski, \ ' : i ! : ' i � ! i ' I I \ . f ' ; itime beef. And he was also a Great Lakes coremaker. Born in Pennsyl­ vania, he was a resident of Lo­ rain, Ohio. Surviving are a sis­ ter, Lena ofPhiladelphia; a niece, Pensioner Jack Erven Bogart, Edna Coyle, and a cousin, Jeyne 75, passed away on Dec. 22, D. Burke of Lorain. 1984. Brother Bogart joined the Union in 1940 in the port of Pensioner John Detroit, Mich. sailing as a cook aboard the SS Diamond Alkali Ulis, 77, passed away on Dec. 9. (American Steamship) in 1967. Brother Ulis He was born in Michigan and joined the SIU in was a resident of Grand Blanc, 1942 in the port Mich. Surviving are his widow, of New York Marie; a dalJ,ghter, Gloria Wal­ sailing as a bo­ stad of Grand Blanc, and a sis­ sun. He was born ter, Harriet Franks of Vassar, in Estonia, U .S.S.R. and was a Mich. resident of Long Beach, Calif. Seafarer Ulis was a naturalized U.S. citizen. Surviving is a sis­ Pensioner ter, Ida of New York City. Philip Leroy Er­ ickson, 57, died on Oct. 25. Pensioner Brother Erick­ Constantine Ven­ son joined the ardis, 76, passed Union in the port away on Nov. 26, of Duluth, Minn. 1984. Brother sailing as an AB. V enardis joined the SIU in the He was born in Bagley, Minn. port of New York and was a resident there. Sur­ in 1963 sailing as viving is his widow, Henrietta. an AB. He hit the bricks in the 1965 District Council 37 beef. Seafarer Venardis was born in Carl William Han­ Kumi, Greece and was a resi­ son,Pensioner to pneu­ dent of Brooklyn, N. Y. Surviv­ monia69,in succumbed the Mainstee Cty. ing are his widow, Tena and a (Mich.) Medical Care Facility daughter, Georgia of Kymi. on Nov. 17. Brother Hanson joined the Union· in the port of Pensioner Walter Paul Zimek, Detroit, Mich. in 1951 sailing as 66, passed away on Oct. 17. a deckhand and FOWT. He was Brother Zimek joined the SIU born in Mainstee, Mich. and in the port of Baltimore in 1964 was a resident of Arcadia, Mich. sailing as a FOWT. He was born Burial was in the Pilgrim Home in Baltimore and was a resident Cemetery, Arcadia. Surviving there. Surviving is a sister, Jen­ are his widow, Iva and a son, nie Burke of Baltimore. Jason. · ·; . .ill Pensioner 60, died of a stroke at the Manistee (Mich.) Cty. Medical Care Facility on Nov. 1 . Brother Jalo•# szynski joined the Union in the port of Cleveland, Ohio sailing as a cook for more than 20 years. He was a veteran of the U.S. Marine Corps in World War II. Laker Jaloszynski was born in Manistee and was a resident of Muskegon Heights, Mich. Bur­ ial was in Mt. Carmel Cemetery, Manistee. Surviving are four sisters, Helen, Edwardine, Florence Kubiak and Delphine Gumieny, all of Manistee; two brothers, Richard and Emery of Flint, Mich., and a nephew, Gerald of Manistee. Donald Gerald Jaloszynski, �. � Pensioner Cornelius Neil C. Mahaney, 67, succumbed to cancer in Toledo, Ohio on Oct. 28. Brother Mahaney joined the Union in the port of Detroit sailing as an engineer. He was born in New York and was a resident of Toledo. Cremation took place in the Toledo Park Cemetery Crematory, Sylvania, Ohio. Surviving is his widow,, Fanny. Pensioner Thomas John Same, died on Dec. 8. Brother Same joined the Union in the port of of Ashland, Wis. Surviving are a daughter, Carol Fisher of Mil­ burn, Wis. and another relative, Myrtle Same. Duluth , Minn. He was a resident i I : ' i DON'T D1 G YO U R OWN G RAVE ' ) 't . - - ' a i ' ! . 0 NARCOTICS RUIN YOUR LIFE, AND CAN END 11 YOU/Z SEAFARING CARE"E'R [] 0 February 1 985 I LOG I 43 ��. D�11es� of Sh�ps llee��n11s AMERICAN EAGLE (Pacific Gulf Marine), December 1 6---C hairman D.L. Meadows; Secretary F.T. DiCarlo; Ed­ ucational Director C. Henley. Some disputed OT was reported in the deck department by the bosun. The ship's fund contains $394, of which $ 1 44 was spent on purchasing fresh lobster in the port of Cortez. The ship's chairman and the steward/baker (treasurer) are both getting .a relief this trip. Jeff Moritz was elected the new ship's chairman and J. Miller was elected treasurer. Men on the gangway watch were re­ minded to wear hard hats. A cook-out was held aboard ship. Some of the delicacies included "fresh stuffed lob­ ster, London broil, barbequed spare the crew of the importance of contrib­ uting to SPAD. The secretary added his thanks to the crew for helping keep the pantry and messroom clean at night, and advised all eligible members to take advantage of the upgrading opportunities available at Piney Point. A vote of thanks was given to the steward department for a job well done. Next port: Baltimore, Md. DELTA SUD (Delta Lines), De­ cember 1 6-Chairman A. McGinnis; Secretary E. Vieira; Educational Direc­ tor J .A. Burkette; Engine Delegate E. Burnett; Steward Delegate Rodolfo Ramirez. All is running well aboard the Delta Sud with no beefs or disputed OT reported. There is $71 in the ship's petty cash fund. The chairman re­ minded those members who are get­ ting off to strip their bunks, clean their rooms and leave a clean set of linen. He also stressed the importance of donating to SPAD. A recommendation was made for headquarters to notify crewmembers as to whether or not ribs, Italian breaded chicken, fresh shrimp cocktail , hamburgers, grilled franks, potato salad, macaroni salad, fresh salad bar, Italian green olive salad, and a lot more. A good time was had by all. " AMERICAN HERITAGE (Apex Marine), January 6-Chairman C. Spence; Secretary Jonny Cruz; Edu­ cational Director Richard Wilson; Deck Delegate J. Bidzilya; Engine Delegate John Mclaughlin; Steward Delegate Pedro Mena. No beefs or disputed OT. The bosun aboard the American Her­ itage was pronounced unfit for duty in the Congo and left the ship there. C . Spence, who was elected the new chairman and bosun, thanked the en­ tir� crew for the smooth trip so far. The secretary noted that oompared to the weather at Thanksgiving, this Christmas was "a peach." He also reminded members that the small amount of money they donate to SPAD will come back to them in the long run-in the form of job security. A change of movies was one suggestion made, and a vote of thanks was given to the steward department which is doing "a great job feeding . " Next ports: St. Croix, V . I . and the Shetland Islands, Scotland. BORINQUEN (Puerto Rico Ma­ rine), December 30-Chairman M. Os­ man ; Secretary Cassie B. Carter Jr; Educational Director Pat Colonna; Deck Delegate H. Montalvo; Engine Dele­ gate J. Page; Steward Delegate Oscar Johnson. No beefs or disputed OT reported. There is $1 3 in the ship's treasury. An end-of-the-year payoff will take place on the 3 1 st. This has been a good trip, and it is hoped that 1 985 will be a better year for the merchant marine. A vote of thanks was given to the steward department for preparing and serving a truly fine Christmas din­ ner. Next ports : Elizabeth, N.J. and San Juan, P.R. CHARLESTON (Apex Marine), December 23--Chairman Barney E. Swearingen; Secretary Edward M. Collins; Educational Director Clarence D. Crowder; Deck Delegate Terry Thomas; Engine Delegate Harold Per­ kins. No beefs or disputed OT re­ ported. The chairman announced that the ship will pay off in the port of Baltimore on Dec. 26. He noted that this had been a good trip and reminded 44 I LOG I February 1 985 COMANCHE (American Bulk Car­ riers), December 30-Chairman Curtis Brodnax ; Secretary Robert D. Bright; Deck Delegate Thomas P. Banks; En­ gine Delegate Nathaniel P. Davis; Steward Delegate Herbert T. Archer; Reading Clerk John 0. Jackson. Everything . la going. well aboard the Comanche, with only a few hours of disputed OT in the deck department. The crew called a special meeting to elect a new ship's chairman, and the chief cook was chosen for the job. The captain is going to close out the payroll for 1 984 and will let anyone see his payoff slip if they so desire. One motion brought up was that each member aboard ship get one day's pay in lieu of time off. Another item mentioned was that the BR/GSU should not be working in the galley for sanitation reasons. Brother Bright told him that he had just gotten off the Groton and the Baltimore and that the chief stew­ ard/baker and the chief cook had to do everything themselves because they only have two-man steward depart­ ments. they have to turn in their seamen's papers to the captain when he calls for them in foreign ports for local im­ migration identification. Another item for clarification was: Should a person's replacement be called while at sea and coming into port, when his number of days are up, or should his time be turned over to the patrolman for ac­ tion? Next port: Lake Charles, La. COVE SAILOR (Cove Shipping), December 9--Chairman Richard Gib­ bons; Secretary Welden 0. Wallace; Deck Delegate Charles Lambat; En­ gine Delegate Jerome Sumlin; Stew­ ard Delegate John Collins. No beefs were reported although there was some disputed OT (due to delayed sailing) which will be turned over to the board­ ing patrolman. It is not known where the Cove Sailor will sail to next. Any and all information will be relayed to crewmembers as soon as it is forth­ coming. In the meanwhile, repairs are being completed since the proper tools and equipment are available. All is running smoothly aboard ship. The steward department was given a vote of thanks for a fine job. Next port of payoff: New York. OGDEN LEADER (Ogden Ma­ rine), December 30-Chairman W.L. Osborne; Secretary Floyd Mitchell ; Ed­ ucational Director J�rry L. Boyce; Deck Delegate Robert Lambert; Engine Del­ egate David M. Dunklin; Steward Del­ egate John M. Clarke. No disputed OT reported. The chief steward is serving as treasurer. He reported $73 in the ship's fund. Also, $ 1 70 has been col­ lected from the unlicensed members to build up a movie fund. This money will be used only to upgrade the crew's movie library. The chairman reported that the ship will pay off this trip, probably upon arrival in Texas. From the repair list that was put up last trip, all or most repairs have been taken care of and the laundry room has been repainted. All crewmembers were asked OGDEN CHARGER (Ogden Ma­ rine), December 23--Chairman F.R. Schwarz; Secretary E. Lambe; Edu­ cational Director Wiley Yarber. No dis­ puted OT reported. There is $21 4 in the ship's fund. The chairman reported that the ship loaded up in the Gulf of Mexico and will discharge her cargo in Yorktown , Va. and Charleston, S.C. After that, she will probably lay up in Florida. A motion was made that when a vessel lays up before a member has his 1 20 days seatime, he or she ought to be able to collect vacation time based on the number of days up to the time of lay-up. A vote of thanks was given to the steward department for a good job. to cooperate in helping keep the ship clean. A vote of thanks was given to the steward department for the fine meals and service-particularly the Christmas dinner. Next port: Baytown, Texas, OGDEN YUKON (Odgen Marine), December 27-Chairman Luigi Alle­ luia; Secretary George W. Luke; Ed­ ucational Director C.G. Hall; Deck Del­ egate Charles Pafford; Engine Delegate Warren Steim ; Steward Delegate Al­ bert L. He.ndricks. No beefs or disputed OT reported. There is $8 left in the ship's treasury after using some for the movie fund and some to send two messages. According to the chairman, the Ogden Yukon will arrive in Long Beach for payoff on Dec. 28. All has been going well aboard ship with the exception of the loss of one OS, who had to get off ship in Valdez with a leg injury. A vote of thanks was given to the steward department for a job well done, and members observed one minute of silence in memory of our departed brothers and sisters. Next port and port of payoff: Long Beach, Calif. OVERSEAS ALASKA (Maritime Overseas) , December 30-Chairman Frank R. Cottongin ; Secretary Henry W. Roberts; Educational Director H . Granger; Deck Delegate John M. Ze­ penda; Engine Delegate Larry M . Clement; Steward Delegate Rottia F . Lacy; Treasurer R.T. Yarbrough. No disputed OT. There is $ 1 55 in the ship's fund. The Mobile port a:gent was able to clear up some confusion aboard ship pertaining to reliefs for permanent job holders. He explained that you must wait for your relief before leaving the ship or else lose your permanent status. All members were asked to try not to slam doors. Part of this problem will be alleviated when hydraulic cjoor stoppers are installed on ttte··mess­ room and rec room doors. A vote of thanks was given to the steward de­ partment for their excellent Xmas din­ ner. Next port: New Orleans, La. OVERSEAS J U N EAU (Maritime Overseas) , December 1 6--C hairman John B. Lundborg ; Secretary Clarence Waldren; Deck Delegate John Mc­ Auliffe; Engine Delegate James Fair; Steward Delegate Jim Weed. All de­ partments are functioning well with no beefs or disputed OT. The ship is scheduled to arrive in Long Beach on Dec. 20, and payoff will be on the 29th. The layover is due to a lack of cargo. A vote of confidence was given to the steward department for a job well done. Next ports: Long Beach, Calif. and Valdez, Alaska. PU ERTO RICO (Puerto Rico Ma­ rine), December 23--Chairman Fred­ die Goethe; Secretary Jose R. Colls; Educational Director K. Linan; Deck Delegate James Tompson ; Engine Delegate John Hall, Jr. ; Steward Del­ egate Ovidio Crespo. No beefs or dis­ puted OT reported. The Puerto Rico is heading for the shipyard. All mem­ bers were asked to remove extra and dirty linen from their rooms early in the morning before getting off. S I U elec­ tions are still going on-u ntil Dec. 31 , and members were urged to go to the hall and vote. One OS was taken off ship by the doctor in Miami. The ship �That's why we have to support SPAD­ so they can keep going ." A vote of thanks was given to Chief Steward Humberto Ortiz and his gang for the excellent Thanksgiving and Christmas dinners they prepared and sei:ved. (Waterman), January 6--Chairman G. Burch ; Sec­ retary G. Aquino; Educational Director C. Tsipliareles. No beefs or disputed OT. Minutes of the last meeting were read and all communications were posted as received. All hands, except those on watch, viewed some movies on fire fighting that were shown by the mate. The bosun thanked the crew­ members for keeping the noise down, and the steward thanked the men on watch who helped keep the messroom and pantry clean. A special vote of thanks was given to the steward de­ partment for the fine meals prepared during the trip, especially at holiday time. One minute of silence was ob�­ served in memory of our departed brothers and sisters. Next port of pay­ off: Norfolk, Va. SAM then sailed short from Miami to Puerto Rico. A repair list was turned in to the captain by the chief steward. It in­ cluded a few minor repairs in the stew­ ard department and the installation of a new water cooler. The secretary noted that this has been a very good crew and "we hope to see you back after the yard. " ROVER (Ocean Carriers), Decem­ ber 30-Chairman Cliff Leahy; Sec­ retary E. Harris; Educational Director/ Engine Delegate Phil Tarantino ; Deck Delegate Steve Parrish; Steward Del­ egate Edgardo Dedos. Everything is ""'-. running just fine aboard the MIV Rover this trip with no beefs or disputed OT reported. There is $ 1 1 .50 in the ship's fund; $9.50 was spent on a wire to headquarters. A new 1 9" TV and a new cassette player will be purchased in Singapore, and the captain has been authorized to buy $500 worth of tapes for the player. The secretary thanked the deck and engine departments for keeping the ship clean and for getting along so well with each other. QMEDs were reminded that as of Jan. 1 , they need proof of their rating in order to sign on as a OMED. Several sugges­ tions were made. One was to have the company get better mail service to the crew. Only a couple of letters have come aboard since Oct. 1 9 when the ship was in Guam. Another was to let each crewmember make one phone call each month free of charge via the satellite telephone. A vote of thanks was given to the steward department for a job well done and an excellent Christmas Day dinner-everything from shrimp cocktail and smoked salmon to roast turkey, smoked Virginia ham and standing rib roast to four d ifferent pies, ice cream, cookies and assorted nuts. Next port: Singapore. ST. LOUIS (Sea-Land Service) , December 23-Chairman Frank Teti ; Secretary Humberto Ortiz; Educational Director LaGasse. No beefs or dis­ puted OT. Yuletide greetings were re­ ceived onboard the St. Louis from President Drozak and other S I U offi­ cials. These were posted on the bul­ letin board along with commendations from the officials regarding the crew's behavior at sea and in port. The sec­ retary reminded members that "our Union and our president are in Wash­ ington for these reasons: to get more jobs for our membership and to protect our members' rights. That has always been the guiding principle of this Union. HOUSTON SEA·LAND ECONOMY (Sea­ Land Service), December 2--Chair­ man John Higgins; Secretary Wheeler M. Washington ; Educational Director W.R. Thomas. No disputed OT was reported in any of the three depart­ ments. There is $46 in the ship's fund. The ship is running smoothly, accord­ ing to the chairman. He noted that they had finally gotten an answer to a ques­ tion that needed clarification. The question was: In the event a crew­ member takes a trip off and the person who replaces him is fired or quits, will the member who took the trip off lose his or her job? The answer: A new relief person will be called from the hall to finish the relief job. The person on the permanent job will not lose his or her job as long as he or she returns to the ship on the day scheduled. Members were also reminded of the opportunities to upgrade their ratings by attending courses at the school in Piney Point. A vote of thanks was given to the steward department for a job well done. Next ports: Port Everglades, Fla., Houston, Texas, New Orleans, La. SEA·LAND EXPRESS (Sea-Land Service), December 1 1 -Chairman Andrew Lesnansky; Secretary Otis Paschal ; Educational Director W. Brack. No beefs or disputed OT reported. There is $75 in the ship's fund. The chairman noted that as Dec. 1 5 ap­ proaches, the ship should receive some information from S I U headquarters re­ garding their contract. The secretary also reminded members that voting for officers and constitutional amend­ ments will continue until Dec. 3 1 . By reading the LOG, Seafarers can keep informed of Union and maritime activ­ ities. The educational director re­ quested that members operate the video machine with care and that they return the tapes to the chief mate when they're through. Also, members de­ parting the vessel were requested to leave keys to their rooms with their department head. A vote of thanks was given to · Chief Cook Manny Cas­ tro, who has been satisfying the ap­ petites of officers and crew since join­ ing the vessel Dec. 4 in Bremerhaven. Next port: Halifax, Nova Scotia. Dllaes� of Shllps Mee�llnas SEA·LAND VOYAGER (Sea-Land Service), December 23-Chairman R. Murry; Secretary D.B. Smith ; Educa­ tional Director D. Johnson; Deck Del­ egate Kadir P. Amat. No beefs or disputed OT reported. The chairman reported that port time is still in effect, contrary to a telegram sent by the company. He also explained that con­ tract negotiations are now going on between the Union and the company, and that if any crewmember has a recommendation pertaining to the ne­ gotiations, they should send it to SIU headquarters because "it's our future that's at stake. " The chief steward talked to the crew about all members attending Union meetings-aboard ship or on shore. The Union meeting is the place to express your feelings about matters concerning the future of your jobs. And the educational director re­ minded everyone about keeping clear of the reefer cables on deck. Members were also reminded of the very stiff penalty for smoking on deck in Ger­ many. Next port: Elizabeth, N.J. SENATOR (Coordinated Carib­ bean Transport) , December 1 4Chairman D.L. McCorvey; Secretary J. Gilliam ; Educational Director E. McBain ; Steward Delegate Floyd Bishop. No disputed OT. The chairman noted that everything is running smoothly. Payoff is scheduled for Dec. 1 7 in Miami, and it is hoped that a partrolman from Jacksonville will be present. The bosun and the steward will be going on their much-needed 60-day relief. All members were re­ minded to clean up after themselves as there is no messman onboard the Senator. The chairman also urged members to be careful with the movies. Two were lost last trip and they must either be paid for or replaced, as all films have to be accounted for. Next port: Miami, Fla. STONEWALL JACKSON (Waterman), December 1 6--C hair­ man Carl T. Lineberry; Secretary Thomas Liles, Jr.; Educational Director Benjamin F. Cooley; Deck Delegate Ronald S . Davis; Engine Delegate Raymond L. Culpepper, Jr. ; Steward Delegate Jerry Watkins. No disputed OT reported. There is $550 in the movie fund which , · the bosun ex­ plained, is added to by running pools. During the last voyage, the 4 to 8 QMED port was blown out. This is the third time this has happened, and the company is trying to figure out the best way to stop it from happening again. The chairman talked about the condi­ tion of the lifeboats. They can be low­ ered, but repairs are needed in order to raise them back up properly. Chair­ man Lineberry also gave a talk on the state of the Union as he got it from the patrolman. He said not to expect too much in the coming years. "We will be lucky to hold on to what we have. Reagan has done nothing for the mer­ chant marine in the past four years, and it seems unlikely that he will." Next ports: the Suez Canal and Aqaba, Jordan. Official ships minutes were also re­ ceived from the following vessels: AMCO TRADER CAGUAS FALCOlll COUllTESS FALCOI PRllCESS GOLDEI MOURCH OGDEI CHAMPIOI OGDEI COLUMBIA 06DE1 DYllACHEM OGDEI WABASH OVERSEAS ARCTIC OVERSEAS BOSTOI ROBERT E. LEE ROSE cm SEA-LAND ADYEllTURER SEA-LAID EXPUJRER SEA-LAID llDEPEIDEICE SEA-LAND LEADER SEA-LAID MARllER SEA-LAID PRODUCER STUYYESAllT SUGAR !SWIDER WALTER RICE PATRIOT Monthly . Meanbership Meetings Deep Sea Lakes, Inland Port Date New York . . . . . . . . . . . . . . . . . Monday, March 4 Waters . . . . . . . . . . . . . . . . . . . . . 2:30 p.m. Philadelphia . . . . . . . . . . . . . . . Tuesday, March 5 . . . . . . . . . . . . . . . . . . . . . . 2:30 p.m. Baltimore . . . . . . . . . . . . . . . . . Wednesday, March 6 . . . . . . . . . . . . . . . . . . . 2:30 p . m . Norfolk . . . . . . . . . . . . . . . . . . . Thursday, March 7 . . . . . . . . . . . . . . . . . . . . . 9:30 p . m . Jacksonville . . . . . . . . . . . . . . . Thursday, March 7 . . . . . . . . . . . . . . . . . . . . . 2 : 00 p . m . Algonac . . . . . . . . . . . . . . . : . . . Friday, March 8 . . . . . . . . . . . . . . . . . . . . . . . . 2 : 3 0 p.m. Houston . . . . . . . . . . . . . . . . . . · . Monday, March 1 1 . . . . . . . . . . . . . . . . . . . . . 2 : 30 p . m . New Orleans . . . . . . . . . . . . . . Tuesday , March 1 2 . . . . . . . . . . . . . . . . . . . . . 2:30 p . m . Mobile . . . . . . . . . . . . . . . . . . . . Wednesday, March 1 3 . . . . . . . . . . . . . . . . . . 2 : 30 p.m. San Francisco . . . . . . . . . . . . . Thursday, March 1 4 . . . . . . . . . . . . . . . . . . . . 2:30 p.m. Wilmington . . . . . . . . . . . . . . . . Monday, March 1 8 . . . . . . . . . . . . . . . . . . . . . 2:30 p.m. Seattle . . . . . . . . . . . . . . . . . . . . Friday, March 22 . . . . . . . . . . . . . . . . . . . . . . . 2:30 p . m . Piney Point . . . . . . . . . . . . . . . . Friday, March 8 . . . . . . . . . . . . . . . . . . . . . . . . 3:00 p.m. San Juan . . . . . . . . . . . . . . . . . . Thursday , March 7 . . . . . . . . . . . . . . . . . . . . . 2:30 p.m. St. Louis . . . . . . . . . . . . . . . . . . Friday , March 1 5 . . . . . . . . . . . . . . . . . . . . . . . 2:30 p.m. Honolulu . . . . . . . . . . . . . . . . . . Thursday, March 1 4 . . . . . . . . . . . . . . . . . . . . 2:30 p.m. Duluth . . . . . . . . . . . . . . . . . . . . Wednesday, March 1 3 . . . . . . . . . . . . . . . . . . 2:30 p . m . Gloucester . . . . . . . . . . . . . . . . . Tuesday, March 1 9 . . . . . . . . . . . . . . . . . . . . . 2 : 3 0 p.m. Jersey City . . . . . . . . . . . . . . . . Wednesday, March 20 . . . . . . . . . . . . . . . . . . 2:30 p.m. February 1 985 I LOG I 45 ·�·· �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes JAN. 1-31 , 1985 *TOTAL REGISTERED All Groups Class CL Class L Class NP Port Algonac . . . . . . . . . . . . . . . . . . . . . Port Algonac . . . . . . . . . . . . . . . . . . . . . Port Algonac . . . . . . . . . . . . . . . . . . . . . 2 35 4 0 20 0 0 6 0 1 31 2 Port Algonac . . . . . . . . . . . . . . . . . . . . . 92 3 Totals All Departments . . . . . . . . TOTAL SHIPPED All Groups . Class CL Class L Class NP DECK DEPARTMENT 0 0 0 ENGINE DEPARTMENT 0 0 0 STEWARD DEPARTMENT 0 0 0 2 40 0 19 0 8 0 40 10 1 07 17 ENTRY DEPARTMENT 0 0 6 0 0 0 Frank Drozak, President Ed Turner, Exec. Vice President Joe DIGlorglo, Secretary-Treasurer * *REGISTERED ON BEACH All Groups Class CL Class L Class NP 3 0 Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President 6 HEADQUARTERS 5201 Auth Way Camp Springs, Md. 20746 (301 ) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (31 3) 794-4988 * "Total Registered" means the number o f men who actually registered for shipping at the port last month. * * " Registered on the Beach" means the total number of men registered at the port at the end of last month. BALTIMORE, Md. 1 21 6 E. Baltimore St. 21 202 (301 ) 327-4900 Dispatchers Report for Deep Sea JAN. 1-31 , 1985 *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHiPPED All Groups Class A Class B Class C Port Gloucester . . . . . . . . . . . . . . . . . . New York . . . . . . . . . . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . . Baltimore . . . . . . . . . . . . . . . . . . . Norfolk . . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . . . . . . . . . . . New Orleans . . . . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . Wilmington . . . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . Honolulu . . . . . . . . . . . . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . St. Louis . . . . . . . . . . . . . . . . . . . Pine Point . . . . . . . . . . . . . . . . . Tota s . . . . . . . . . . . . . . . . . . . . . . 6 70 8 6 13 13 60 44 38 29 68 6 8 47 0 0 416 4 16 12 1 12 2 9 15 10 10 36 5 15 14 1 0 162 0 0 0 0 0 1 1 0 1 0 0 0 0 0 0 0 3 3 49 9 2 4 10 50 64 21 32 27 8 5 32 0 0 316 Port Gloucester . . . . . . . . . . . . . . . . . . New York . . . . . . . . . . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . . Baltimore . . . . . . . . . . . . . . . . . . . -Norfolk . . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . . . . . . . . . . . New Orleans . . . . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . Wilmington . . . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . Honolulu . . . . . . . . . . . . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . St. Louis . . . . . . . . . . . . . . . . . . . Pine Point . . . . . . . . . . . . . . . . . Tota s . . . . . . . . . . . . . . . . . . . . . . 2 55 12 5 10 6 40 24 26 23 55 7 5 38 0 0 308 2 9 3 0 1 4 8 6 10 10 29 4 14 3 0 0 103 1 0 0 0 0 0 0 0 1 1 0 0 3 0 0 0 6 1 33 5 1 5 6 41 36 10 14 34 8 2 26 0 0 222 20 34 5 5 4 10 26 14 54 11 60 8 4 20 0 0 257 2 11 1 1 0 3 6 8 3 7 22 1 34 0 0 0 99 0 0 0 0 0 0 1 0 0 1 0 0 34 0 0 0 36 0 27 2 1 4 9 34 30 48 25 33 3 11 12 0 0 239 Tota . . . . . . . . . . . . . . . . . . . . . . 0 19 4 4 5 0 20 12 52 14 46 7 10 14 0 0 207 0 49 22 2 8 1 21 23 37 30 90 8 117 17 0 18 443 0 1 0 1 0 0 1 2 5 3 0 0 1 33 0 0 0 146 0 0 Totals All Departments . . . . . . . . 1 1 88 807 191 777 438 r: r: Port Gloucester . New York . . Philadelphia Baltimore . . Norfolk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .. .. .. . . . . . . . . . . . . .. .. .. .. . . . . . . . . ................. Mobile . . . . . . . . . . . . . . . . . . . . . New Orleans . . . . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . Wilmington . . . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . Honolulu . . . . . . . . . . . . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . St. Louis . . . . . . . . . . . . . . . . . . . Pine Point . . . . . . . . . . . . . . . . . Tota s . . . . . . . . . . . . . . . . . . . . . . . � Port Gloucester . . . . . . . . . . . . . . . . . . New York . . . . . . . . . . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . . Baltimore . . . . . . . . . . . . . . . . . . . Norfolk . . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . . . . . . . . . . . New Orleans . . . . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . .. . . Wilmington . . . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . Honolulu . . . . . . . . . . . . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . St. Louis . . . . . . . . . . . . . . . . . . . Pin Point . . . . . . . . . . . . . . . . . :y. DECK DEPARTMENT 0 20 6 0 3 2 21 28 0 7 16 0 7 13 0 3 126 9 1 55 18 22 39 25 118 71 74 46 68 19 4 88 0 0 756 9 37 16 10 20 7 14 31 20 34 36 11 16 14 2 0 277 0 0 0 0 0 1 1 7 2 0 0 0 1 1 0 0 13 0 0 0 0 0 0 0 1 4 1 0 1 0 4 0 0 11 4 1 24 18 19 19 21 81 48 56 38 55 15 4 64 0 0 566 5 17 9 0 7 6 15 13 19 13 29 7 21 10 0 0 171 1 0 0 0 0 0 0 4 2 0 0 0 2 0 0 0 9 1 0 0 0 3 0 0 3 9 2 0 1 0 2 0 0 21 1 75 10 12 12 14 47 20 89 32 60 14 11 45 2 0 444 3 17 2 3 3 0 6 8 16 8 22 1 48 16 0 0 153 0 0 0 0 0 0 0 0 1 0 0 0 39 1 0 0 41 0 0 0 46 15 10 12 3 48 11 1 28 30 46 20 9 15 0 0 393 6 1 47 43 19 40 19 51 40 70 35 90 26 1 24 20 1 0 731 0 0 0 1 0 0 1 7 23 0 0 2 1 44 0 0 0 178 127 50 2,159 1 , 332 241 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 STEWARD DEPARTMENT 2 11 6 0 4 1 9 11 7 8 8 2 161 4 0 13 247 **REGISTERED ON BEACH All Groups Class A Class B Class C 0 0 0 0 1 0 0 1 7 3 2 2 0 2 0 0 18 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ENGINE DEPARTMENT 0 6 2 0 1 2 10 4 6 5 8 0 10 9 0 2 65 � Tr Relie s CLEVELAND, Ohio 1 290 Old River Rd. 441 1 3 0 0 0 0 0 0 0 0 0 0 0 0 1 27 0 0 0 127 ENTRY DEPARTMENT *"Total Registered" means the number of men who actually registered for shipping at the port last month. • * "Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping In the month of January was up from the month of December. A total of 1 ,392 jobs were shipped on SIU-contracted deep sea vessels. Of the 1 ,392 jobs shipped, 777 jobs or about 56 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 50 trip relief jobs were shipped. Since the trip relief program began on April 1 , 1 982, a total of 891 jobs have been shipped. 46 I LOG I February 1 985 ;;;;; (21 6) 621 -5450 DULUTH, Minn. 705 Medical Arts Building 55802 (21 8) 722-41 1 0 GLOUCESTER, Mass. 1 1 Rogers St. 0 1 930 (61 7) 283- 1 1 67 HONOLULU, Hawaii 707 Alakea St. 96813 (808) 537-571 4 HOUSTON, Tex. 1 221 Pierce St. n002 (71 3) 659-51 52 JACKSONVILLE, Fla. 331 5 Liberty St. 32206 JERSEY CITY, JU. 99 (904) 353-0987 Montgomery SL. 07302 (201 ) 435-9424 MOBILE, Ala. 1 640 Dauphin Island Pkwy. 36605 (205) 478-09 1 6 NEW ORLEANS, La. 630 Jackson Ave. 701 30 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave., Brooklyn 1 1 232 (71 8) 499-6600 NORFOLK, Va. 1 1 5 3 St. 23510 (804) 622-1 892 PHILADELPHIA, Pa. 2604 S. 4 St. 1 9 1 48 (21 5) 336-381 8 PINEY POINT, Md. St. Mary's County 20674 (301 ) 994-001 0 SAN FRANCISCO, Calif. 350 Fremont St. 941 05 (41 5) 543-5855 SANTURCE, P.R. 1 057 Fernandez Juncos St. Stop 1 6 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 981 21 (206) 441 - 1 960 ST. LOUIS, Mo. 4581 Gravois Ave. 631 1 6 (31 4) 752-6500 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (21 3) 549-4000 Support SPAD �Soviet Deals Shut Out Our Seafarers would have crossed the sea on American-flag ships. Oddly, those smiling; genial, vodka-imbibing Marxist-Lenin­ ist gentlemen who are bargain­ ing with our suppliers didn't give this a thought, either. The Red merchant seamen are among the lowest pa_id of all shipwork­ ers sailing from the world's in­ dustrial nations. Obviously, the Soviets are purchasing what they vitally Nationally syndicated col­ umnist Victor Riesel wrote this column early this month. It ap­ '. ...,i peared in hundreds of news­ papers across the country, in­ cluding the Washington Times, one of Ronald Reagan's favorite newspapers. If detente is the statesman's fashion of making the best of the worst, why are we making the worst of the best? We are trading with the So­ viets in a most peculiar way. The U .S.S.R. is desperate for wheat. In the past two years we sold them well over 14 million tons of grain. They haul the ocean cargo cheaply. None of the grain was shipped to the Russians in American vessels. Our shipping companies lost profits, and for some time now, 5,000 seafarers have been "on the beach. '' The national budget deficit might have been low­ ered-albeit a sliver, but still lowered. More than 100 vessels of our shrinking merchant ma­ rine are laid up. Our viable cargo fleet is down to little more than 400 carriers. But those who attended the two past ,trade conferences­ and the current one, both secret a?<. tpublic--don 't appear to have given · this a thought. The U .S.S.R. , with its inner Krem­ lin in a crisis crunch, is getti ng virtually whatever it wants. Si­ multaneously, it is beefing up merchant marine and integrat­ ing it with its military and naval forces. If a long-expired U . S.­ U . S . S . R. maritime agreement were still in effect, more than 5 million tons of this grain-worth scores of millions of dollars for the loading and ocean hauling- G uest Opin ion need-or they wouldn't be shelling out hard currency (val:. uta)-and don't intend to permit American seamen to make a buck under a U.S. charter. By moving the grain, and whatever else they're about to purchase now through their oversized trade mission, they plan to use the craft of their own commercial fleet, those of the Brezhnev bloc, and those of a few friendly Third World na­ tions. There was a 10-year U.S.­ U .S.S.R. maritime pact which expired in 198 1 . It called for bulk-hauling to the Soviet Union one-third of the grain cargo in U .S.-fiag craft, one-third in So­ viet vessels, and the remaining third to be shared by other coun­ tries. But even under the maritime agreement, the Soviets didn't adhere to the treaty. Anyway, the United States suspended the pact when Poland's martial law attempted to crush the inde­ pendent anticommunist national union Solidarnosc (Solidarity) . The United States broke away. There was a boycott. But now, several years later, there's been ''somewhat of a lj�ll ers To The Ed it.o r ' 'SIU Offers Support . . . ' I want to thank you for all the SIU has done for our family. You ma.de my husband's last years secure from worry, and the death benefit helped me so much. On going through papers after my husband's death, I Thomas Cronan and the crew Please get in touch with Edith of the MIV Falcon Champion Spradling, 1221C Murray Hill sincerely wish you a long, Ct. , Mobile, Ala. 36606; tele­ healthful and enjoyable- retire­ phone (205) 471-2940. ment. William F. Jordan Thomas M. Cox Please contact Helen Jordan Please contact Mary Jo at in Fork Union, Va. at (804) 842(315) 339-4563. 3740. William Burkeen Fredrick (Fred) David Gosse Important Notice To SIU & PMA Pensioners On Jan. 1 , 1 985, the premium for Medicare (Part years. increased to $ 1 5 . 50 if single and $3 1 .00 if married. He was a strong supporter of his Union, a wonderful husband and father. " B ' ') was Retirees of t.he SEAFARERS PENSION PLAN and the SIU a Medicare premium reimbursement, and who have . submitted proper proof of Medicare Part reimbursed at the new rate. Clara Harwood l'rankfort, Mich. "B" coverage to the Plan, will be February 1 985 I LOG I 47 ------------ ' ;· j l ' r \ r I \ } ! ) I --- ---- ----- ----- - -- --- - - - ---· --- --- 1 .- .l PACIFIC DISTRICT-PMA PENSION PLAN wbo �re entitled to Again, thank you for. everything. ------- 1 J personals discovered that he had been a melllber of unions for a.lmost 50 · and export . . . . '' This included bilateral trade. The Seafarers chief also sees a thaw between Washington and Warsaw resulting from the wide amnesty given to Solidarity leaders. Mr. Drozak also referred to Soviet Foreign Minister Andrei Gromkyo' s visits to the White House and the trade confer­ ences between the United States and the U.S.S.R. These, says Mr. Drozak, "are further evi­ dence that there are few barriers to prompt resumption of nego­ tiations between our country and the Soviet Union." Why should the Russians get critically needed foodstuffs and other material from us and still make the whole profit on trans­ porting the cargo? Mr. Drozak has been pressuring high Amer­ ican officials to prevent the Marxist-Leninist regime from making the extra valuta. He has written to Secretary of State Shultz, Secretary of Transpor­ tation Dole, U.S. Trade Rep­ resentative Brock-who the other day warned we plan to get tough on trade policies around the world-and to Maritime Administration chief, Adm. Harold Shear. A grain boycott of the Soviet Union is against the law. But nowhere is it engraved that the Kremlin shall have the right to say "nyet " to a chance for our shipping companies to make profit and our seamen to earn bread. Very clever people, those Leninist bargainers-until someone begins to holler. thaw" in East-West relations, says Frank Drozak, the Seafar­ ers president who also heads the AFL-CIO Maritime Trades Department. And Mr. Drozak seeks a new maritime agreement with the Soviets so, once again, Ameri­ can craft can carry grain and other cargo-and many of the seamen can get off the beach. Speaking for his union and department, Mr. Drozak has been pressuring high govern­ ment officials to remember the American merchant marine in any agreement that provides cargo for Russia-which never buys anything from the United States that it doesn't need. There isn't any Red charity. The thaw of which Mr. Dro­ zak speaks has made available more wheat-food for the Rus­ sian people and their farmers' livestock-and has also permit­ ted Soviet fishing in American waters. Why, then, no further nego­ tiations on a maritime agree­ ment which once again would give U.S. bulk carriers a chance to cross the seas? "New Amer­ ican ocean-going jobs and the additional revenue created by a bilateral maritime pact would in turn be a spur to the overall U.S. economy," Mr. Drozak avers. To his critics, in and out of government, Mr. Drozak retorts that "the United States has en­ tered into over 40 treaties of friendship, commerce, and nav­ igation, which generally guar­ antee the ships of each party unlimited access for . . . import �f' ' ' ! ! " 50 CENTS A DAY I S A S MALL PR I C E TO PAY / • ;;>,. '•- FOR J OB· SECURIT Y � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1985 Description An account of the resource Headlines: IN FACE OF MARITIME SLUMP, SIU FINDS NEW JOBS BUDGET CUTS SLATED FOR MARITIME, SOCIAL PROGRAMS DELTA SOLD FOR $36 MILLION DEFENSE BUILDUP IS UNCHECKED SURVIVAL SUITS KEEP FISHERMEN AFLOAT, ALIVE FOR 12 HOURS PIRATES RAID FALCON COUNTESS, ESCAPE WITH 19 G'S COAST GUARD WANTS INDICTMENTS IN SINKING MTD LEADERS MEET TO VIEW CRITICAL ISSUES SIU STRIKE AGAINST DIXIE ENDS; PRODUCES WAGE INCREASE, BETTER CONDITIONS AND EVOKES MEMORIES INTERNATIONAL GROUP CALLS FOR BETTER INLAND SAFETY AROUND THE PORT OF JACKSONVILLE SIU SHIPS IN MILITARY EXERCISES IN EUROPE AND ASIA MARITIME ADMINISTRATION AND MSC OFFICIALS VISIT PINEY POINT SHLSS TUNES IN TO TV SHLSS STAFF MEETS FUTURE JOB CHALLENGES EYE ON L.A. SIU UNITES TO SEEK JOBS AND SECURITY FOR FUTURE UNION LAYS STRONG FOUNDATION FOR FUTURE POLITICIS AND MEDICINE 1984: A YEAR OF PROGRESS FOR MARITIME SAFETY HEROISM AND HUMANITY MARK SIU MEMBERS' JOURNEYS THROUGH 1984 JOBS JUMP ON LAKES, 1984 IS BEST IN YEARS SIU FISHERMEN STRUGGLE THROUGH A ROUGH 1984 LEGAL DECISIONS MARK 1984 ON INLAND WATERWAYS TAX TIME THE ACHING BACK: A VERY COMMON PROBLEM SOVIET DEALS SHUT OUT OUR SEAFARERS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1985 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 47, No. 2 1985 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/df30227ed222a3e7beeb7b0f729dd6b2.pdf 34b1f2ec2ef4ad0da2c18464fd89d544 PDF Text Text Owners Reject Arbitration Fair Share Is Key in New Bedford Fish Strike by Mike Hall About the only thing that is certain owners, the Seafood Producers As­ which split the Union and the owners. in the seven-week-old New Bedford fishermen's strike is that the SIU will sociation (SPA} which represents only On Feb. 2 the SPA Oatly refused the 32 owners, made its ''final offer" Jan. SIU's offer. be there ''until hell freezes over,'' 24. The proposal would drastically The strike by some 600 SIU fisher­ i)nion President Frank Drozak said. slash the share of the catch which men from about 1 20 boats has virtually The strike, which began Dec. 27, centers around several issues, includ­ currently goes to the fishing crews and shut down the once-busy harbor. New leave the fishermen with virtually no Bedford is the nation's most profitable ing the way each boat's catch is di­ rights. fishing harbor. Even though most of vided between the fishermen and own­ "We're willing to give them another I percent. But the boatowners have gone too far. There isn't any more to take from us. But the percentages are not the main issues. We want a con­ tract that can correct the incredible abuses in this whole system," said Jack Caffey, SIU special assistant to the president. In an attempt to bring about a set­ tlement of the strike and reopen New Bedford's $1 million-a-day harbor, the Union offered to turn the dispute over to binding arbitration in which a neu­ tral party would decide the issues ers, documentation of crew expenses, work rules and the way the entire fish auction system is run (see page 7). Despite SIU attempts to reach a contract (the old contract negotiated by the fishermen's former union, Lo­ cal 59 of the International Brotherhood of Teamsters. expired in March), boat­ owners' representatives have failed to bargain in good faith, Union officials say. More than 50 failure-to-bargain charges have been filed by the SIU since contract talks began in July. The main bargaining unit for the Seafarers at the New Bedford ball the fishing boatowners are not part of the SPA, the Association wields power far beyond its numbers. "It's a closed market and they are trying to dictate for the rest of the industry. We've asked the independ­ ents what their demands are. We've offered to talk to them, but most hav­ en't shown up. The Seafood Producers have totally lied to the independents," Caffey said. In the face of the SPA's attempts to dominate the New Bedford fleet, (Continued OD Page 5.) Fisherman Dao Spooner walks a pn-dawn picket line at the site where the Seafood .Prodaftn COlldud their dlspafed &la nc­ tlon wttb catches from scab boets. make preparations for the day's picket action. Inside: Pages 3 & 10 Seafarers Detained by Iranians Complete New Bedford Strike Coverage Pages Government Services Division News Pages B Erl & g Onboard the SIU's Crane Ship Gem State Pages 12 & 13 Special Lundeberg School Section Pages 15-34 The SIU-contracted MV Ricltanl G. MaJthintn is the 9eCODd of five new T-5 tankers scheduled for long-term charters to the Navy's Military SeaUft Command. All five will be opented by Ocean Carriers, Inc. of Houston, Teus. Both the Mo#IUe1en and the MV Gw Warnn DarntQ w«e buUt at the American Shipbuildhig Co. yard In Tampa, and both are crewed by the SIU and District 2, MEBA·AMO. Tite new 30,000 dwt tankers are being named for dvOlan Ameriam ..tann who lum� been cited for acts of lleroillm .oo.rd mercJaut slaipl chuiDc World War D. Able Seaman Richard G. M.attblmn was killed aboard the S.S. Mlll'tiu 1WJ dllriaa tbe lnl:tW bavaioll of tlle Phlllppme hluds. �President's Report by Frank Drozak I * sailors, offshore fishermen and with Japanese trade and gov­ ernment officials in recent months, and I am hopeful that we will get some agreement here. Again, it means more jobs for American seafarers. partment to provide better and faster service in the payment of medical claims. We are offering new options in our pension pro­ grams. We are improving our mail system to make certain that see that our industry is in a deep decline. But, if you look at the availability of jobs for our full book members, and even most of our B seniority members, we're not doing too badly. And, if you look at the sad condition and service for our members. There are the new job oppor­ tunities in the growing military support sector of our industry. eter to measure the condition of our organization. That is the Here, we have been successful in getting the very large majority day-to-day activity of our or­ ganization, and the participation of these jobs because our mem­ bers understand that this is where of our membership. the job opportunities are and ... We are moving forward with new pro­ grams to improve job opportunities, edu­ cation and service to our membership... Center in Piney Point-we are moving forward with new pro­ * ices for our membership. We have streamlined our claims de­ pared to 20 years ago , you can ters, on the legislative front, in Ol:Jr ports and at our Training * many thousands of cars that are imported each year into the U.S. I have had a number of meetings At our headquarters, we are continuing to develop new serv­ industrial workers. If we look at the number of jobs we have today for our membership com­ In every area-at headquar­ are also on the verge of a break­ through in getting agreement with the Japanese on carrying the has taken advantage of these programs. senting deep-sea seafarers, tug and barge workers, Great Lakes quite well. But, there's another barom­ thousands of new seagoing jobs. That means more job security for all American seafarers. We We are the most skilled and best trained because we have devel­ oped the finest training facilities anywhere in the United States, and because our membership T'S TOUGH trying to deter­ mine just how well we are doing as an organization repre­ of the other unlicensed unions, by comparison we are doing skilled seafarers in the world. that in order to get these jobs we must be competitive. I don't like the manner in which we have to bid for these jobs, and I'm not happy with the manning scales. But I know, and our grams to improve job opportu­ nities, education and service to our membership. And because we have placed a high priority on communication and educa­ we have to make concessions now in order to protect our job security. lt is a base from which tion, we have a membership that understands the needs and the problems of our industry and we can build to better these conditions. A key reason for our success has responded to them in posi­ tive ways. A reading of this and recent issues of the LOG shows the in winning these military sealift and support jobs is that we alone have developed the training pro­ grams that enable our members scope and the depth of our many programs, and how they all tie to qualify for the many new jobs they will perform on these ves­ together to provide job security sels. Our members are the most * * * As I write this, I am getting ready to meet with the executive board of the AFL-CIO Maritime Trades Department. I will be meeting with the presidents and other top officers of 43 national our members get timely infor­ mation. * * * AFL-CIO unions who share a common interest in the well­ Our legislative and political action departments are contin­ being and growth of the U.S. uing to work to protect our job maritime industry. There are a rights and to seek new job op­ number of programs we will be portunities. We have already outlined in recent issues of the discussing, and I will report to you on this at our next mem­ LOG the many struggles we had in the past three years to protect bership meeting in March. * our jobs in the Alaskan oil trade and in foreign aid cargoes. That * * Finally, let me encourage each of you to take advantage of the fight goes on. As we go into this last session of Congress, we have another shot at breaking open a whole new job market-the U.S. pas­ senger ship trade. l can tell you many training and upgrading op­ portunities that are available to you at the Seafarers Harry Lun­ deberg School of Seamanship. that if we can get legislation to open up this trade, it could mean available anywhere, and they are free. These are the finest programs membership understands, that Edward X. Mooney (l.) meets his old friend Scottie Aubussoo (r.) at a Chicago fund ndser for Richard F. Kelly Jr., state senator from llllnols' 39th district. Mooney, a former SIU official, is now work.log with some of our pensioners in the Seattle area. Aubusson, also retired, was one of our colorful port agents lo St. Louis and Chicago. Oftlcill PubiclUof1 ol lhe $ednr$ lnlemlllonal llnion o! Allantlc, Gli!, Lakes and l!Uld Wllenl Dlslllct, Afl.-0() Nortll Amlflca, Vol. '48, No. 2 Executive Boaird Frank Drozak President Ed Turner Executive Vice President Joe DIGlorglo Secretary Angus "Red" C8mpbeH Vice President Charles Svenson Editor Joe Sacco Vice President Mike Hall Managing Editor Max Hllll Associate Editor Deborah Greene Associate Editor L vn nette Marshall AsslStant Editor/Photos 2 I LOG I February 1 986 Mike Sacco Vice President George McCartney Vice President Leon Hall Vice President Roy A. Mercer Vlce President ..rt·� .� .. I The LOG (ISSN 0160-2047) is published monthly by Seafarers International Umon, Atlantic, Gulf, Lakes and Inland Waters 01strict, AFL-ClO, 5201 Autll Way, Camp Springs, Md. 20746, Tel. 6990675. Second-ciass postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at add!tlooal mailing offices. POSTMASTER: Sand address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 207-46. �Advance Your Career-Ship T-AGOS UA S. NAVAL SHJP TRIUMPH The USNS TriJlmph (Sea Mobility) is one of the new T·AGOS mHitary-contracted vesse ls which now comprise 30 percent of the SIU's manned Oeet. Standing on the dock is Bob HamU. Job opportunities with a chance for quicker advancement from B to A­ book and for Seafarers with third as­ sistant engineer diesel unlimited licen­ ses are available aboard the T-AGOS vessels. Currently six T-AGOS vessels are sailing, and there will be 12 of these ships under SIU contract by next year. At I a.m. eastern standard time and 150 miles north of Abu Dhabi, seven Iranian officers and seamen came alongside the Taylor. Travelling on a gun-boat fitted with 50-caliber ma­ chine guns, they radioed the captain of the Taylor to stop, that they were coming aboard. According to Richard Tavrow, sen­ ior vice president of American Presi­ dent Lines, the owner of the vessel which carries an SIU steward depart­ ment, the guns were positioned before the bow. He said it was the first time in the 75 years APL has provided service in that region that one of its vessels has been stopped. Aboard were 11 SIU crewmembers. Iranians proceeded to search the vessel and ordered a black-out on radio contact during the search. They broke open seals on containers, searched rooms and ship's alcoves for war armaments en route to Iraq. In 45 minutes the incident was over. But international repercussions were on1y just beginning. Vessels have been stopped as far away from Iran as 240 miles southeast of the Straits of Hormuz near Pakistan. Iran officially acknowledges searching 300 vessels since September for war goods that could be placed in the hands appropriate Coast Guard examina­ tions must be passed for an unlimited license also. For example a third assistant/QMED who sails in that job for two years can move up to T-AGOS limited first as­ sistant license. Then sailing for a year on the first assistant's license, he or she may move up to a T-AGOS chief engineer's license. But the applicable portions of the second engineer's un­ limited license exam must be taken. If a Seafarer sails aboard a T-AGOS vessel as third assistant/QMED, he or she will gain membership in MEBA-2 and will also sail as an officer with the privileges and responsibilities, includ­ ing posting their license and wearing khakis. For more information on this pro­ gram contact your port agent or call Frank Paladino, at headquarters. Any Bosun/AB, AB, OS, third assist­ ant/QMED, QMED, engine/utility, steward/baker, chief cook, steward/ assistant or corpsman/independent duty who is interested in securing a berth aboard a T-AGOS vessel should get in touch with their port agent for details. Under a new program adopted by Iranians Board, Search APL's President Taylor (See Reaction Page 10.) No one could have predicted that on Jan. 12 the President Taylor, heav­ ily laden with cotton, would not be permitted free passage through the Gulf of Oman. the Seafarers Appeals Board (see Oct. 1985 LOG) a B-book member who earns 730 days seatime aboard a T­ AGOS vessel or other selected mili­ tary ship. will be granted A-seniority. Also, Seafarers with third assistant engineer diesel unlimited licenses can upgrade more quickly under another new program by sailing as third as­ sistant engineer/QMED aboard a T­ AGOS vessel. Under the rules of the new program, which applies only to the T-AGOS vessels, a Seafarer with a third assist­ ant engineer's license, but with no seatime on that license, could advance to T-AGOS chief engineer in three years. But that license would be limited to only the T-AGOS vessels. How­ ever, half of that seatime could be applied to the requirements for an unlimited chief engineer's license. The of Iraqi soldiers. Iran and Iraq have been engaged in war since 1982. Response from the U.S. State De­ partment was immediate. Bruce Am­ merman, an official at the department, issued a statement that the U.S. thought of the incident as ''a matter of serious concern.'' However in recent weeks the State Department has called its stand into question. It now holds that international law does not restrict a nation at war from searching vessels for contraband and has pointed out that the U.S. has engaged in similar activity, searching vessels during the Cuban missile crisis. No injuries were reported, and Am­ merman said the incident was the first time that an American vessel has been stopped and searched by Iran. In an effort to guarantee safe passage of U.S. vessels for the time being, vessels are being given Naval escort through the Gulf region. The Taylor, a C-5, 27,000-ton multi­ purpose carrier, was to pick up a cargo of wheat in the Port of Fujaira in the United Arab Emirates when it was intercepted. There were 43 crewmem­ bers working on the vessel at the time. The Taylor is one of several APL vessels that normally travels with car­ goes into the GuJf. There was deep concern for the safety of the SIU crewmembers by officials of the SIU. "American ships," said SIU Presi­ dent Frank Drozak, "are like a piece of the U.S. The Iranians who boarded the Taylor had no legitimate right to Another vessel in the T-AGOS fleet �the USNS Contender (Sea Mobility). Sitting (l. to r.) are Bruce Mercado, OS; Errol Pak, patrolman; Steve Ruiz, port agent; Nel<>oo "Chico" Rodriguez, OS, and Norm Young, QMED. Standing (l. to r.) are: AJ Lautennilch, bosun; Kimberly Allen, chief cook; Jack Kem, AB; Chris Bren, SA; Bob W�ink, AB, and Gerald Durham, AB. board the vessel under the rules of international law. We condemn the boarding and we consider it to be piracy at sea." Drozak urged the Navy to train all Seafarers in self-defense. He has asked the State Department to "take the strongest action to see that this doesn't recur." "The crew," he said, "handled themselves in a professional manner and had the good sense not to incite the Iranians. "I am reminded." he said "of the reports of piracy particularly occur­ ring in the South China Sea and of the Achille Lauro in which an American businessman was killed by terrorists. Something has to be done," he said. The President Taylor is tentatively scheduled to return to the U.S. March 7 in the port of Seattle. Orientation Held in Honolulu The new SIU ball In Honolulu Is the site crewmembers aboard our passenger ships. for orientation programs ror newly-hired February 1986 I LOG I 3 �Dempster Wins SUP Re-Elects All Officers All incumbent officials of the Sailors Union of the Pacific were returned to office Jan. 3 1 , at the conclusion of the unionwide two-month secret ballot vote of the membership conducted by the American Arbitration Association. Those re-elected in San Francisco were President Paul Dempster; Vice Presi­ dent Jack Ryan; and Business Agents Gunnar Lundeberg, Duane Hewitt, Knud Andersen and Kaj Kristensen. Incumbent port agents and business agents in Seattle, Portland (Ore.), Wil­ mington (Calif.), New York, New Or­ leans and HonolullI also were returned to office. Also on the ballot were 63 proposed constitutional changes and three pro­ posed shipping rule amendments, most of which were adopted by the required two-thirds majority of the votes cast. Did You Get Your If you received taxable benefits from the Seafarers Plans, such as Vacation or Sickness & Accident, you should have received a W-2 form in the mail. These forms were mailed to each member's last known address. If you have not received your W2, please call headquarters (301) 899-0675, and ask for extension 2 1 0. W-2 Form? You should also send by mail your permanent home address so that you will not miss any important information from your Union. Write to: Seafarers International Union Membership Services 5201 Auth Way Camp Springs, Md. 20746 COLA Boosts Freighter, Tanker Wages A I percent Cost of Living Adjustment (COLA) went into effect for Seafarers working under the Standard Freightship and Standard Tanker agreements Jan. 1 . Following is a list of wage rates with the COLA included for those agreements. Tanker Wages, Premium and Overtime Rates as of January 1, 1986 Monthly Rate Premium Rate Overtime Rate DECK DEPARTMENT Boatswain (on vessels constructed since 1970) Boatswain (25,500 D.W.T. or over) Boatswain (under 25,500 D.W.T.) A.B. Deck Maintenance Able Seaman (Green) Able Seaman (Blue) O.S. Deck Maintenance Ordinary Seaman 2133.34 18.52 I0.11 1933.83 17.82 I0.11 1861.32 1587.23 1396.86 1299.41 1282.55 1107.66 16.23 13.85 12.21 11.34 11.22 9.68 I0.11 7.75 7.75 7.75 6.14 6.14 2133.34 1949.21 1765.10 1580.98 2133.34 1951.53 18.52 16.89 15.28 13.70 18.52 17.00 10.11 IO.I I 10.11 10.11 10.11 10.11 1951.53 17.00 10.11 1727.66 1571.30 1609.86 13%.86 1396.86 14.89 13.98 13.99 12.21 12.21 10.11 10.11 7.75 7.75 7.75 1282.55 1282.55 11.22 11.22 6.14 6.14 STEWARD DEPARTMENT Chief Steward (on vessels constructed since 1970) Steward/Cook Steward/Baker Chief Steward (25,500 D.W.T. or over) Chief Steward (under 25,500 D.W.T.) Chief Cook Cook & Baker Third Cook Assistant Cook Steward Assistant 18.52 JO.II 2133.34 2133.34 18.52 18.52 10.11 1941.54 16.93 10.11 1869.06 1677.71 1638.12 1453.02 1453.02 1070.77 16.29 14.62 13.85 11.92 11.92 9.40 10.11 10.11 10.11 7.75 7.75 6.14 2133.34 JO.II PENALTY RATES Off Watch, Monday through Friday 11.26 9.04 8.04 Group I Group II Group III 1813.41 1668.42 1668.42 1541.83 1454.20 1380.62 1284.30 1153.69 !079.20 15.79 14.54 14.54 13.42 12.69 12.06 11.22 9.42 9.42 10.11 I0.11 I0.11 7.75 7.75 7.75 7.75 6.14 6.14 2193.56 2193.56 2133.34 2133.34 2133.34 1994.28 1994.28 19.24 19.24 18.52 18.52 18.52 17.38 17.38 10.11 I0.11 I0.11 I0.11 I0.11 10.11 10.11 1994.28 17.38 10.11 1994.28 17.38 10.11 2045.56 1817.73 1695.70 15.93 15.22 14.77 10.11 10.11 10.11 2050.29 1882.87 1715.45 1548.04 1828.64 17.64 16.31 14.85 13.40 15.93 10.11 10.11 10.11 10.11 I0.11 1744.84 15.22 10.11 1571.08 1692.04 1593.63 1461.71 1380.62 1485.74 1380.62 1380.62 1380.62 1282.47 13.72 14.77 13.91 12.78 12.06 1 2.97 12.06 2.06 12.06 l 1.22 10.11 10.11 10.11 10.11 7.75 7.75 7.75 7.75 7.75 6.14 1 7 1 2.73 1593.63 14.77 JO.II 12.97 7.75 1282.47 11.22 6.14 2050.29 2050.29 2050.29 1813.41 1611.82 1571.07 1380.62 1361.96 1361.96 1070.78 17.64 17.64 17.64 15.79 14.07 13.72 11.92 11.92 11.92 9.40 I0.11 10.11 10.11 10.11 10.11 10.11 7.75 7.75 7.75 6.14 ENGINE DEPARTMENT ENGINE DEPARTMENT Q.M.E.D. Class I Class 2 Class 3 Class 4 Q. M.E. D./Pumpman Chief Pumpman Second Pumpman/Engine Maintenance Ship's Welder Maintenance Engine Utility Oiler Maintenance Utility Oiler Fireman/Watertender General Utility/Deck Engine Wiper Boatswain Carpenter Carpenter Maintenance A.B. Maintenance Quartermaster Able Seaman (Green) Able Seaman (Blue) O.S. Maintenance Ordinary Seaman Freightship Wages, Premium and Overtime Rates as of January I, 1986 Monthly Rate Premium Rate Overtime Rate Chief Electrician (SL7's, SLl8's, D6's, Lash & Mariner) Q.M.E.D./Electrician D-9 Chief Electrician Crane Mtce./Electrician Electrician Reefer Mtce. Second Electrician Engine Maintenance Engine Utility Reefer Maintenance Refrigeration Engineer (when one is carried) Refrigeration Engineer (when three are carried) Chief First Assistant Second Assistant Q.M.E.D. Class I Class 2 Class 3 Class 4 Plumber Machinist Unlicensed Jr. Engr. (Day) Unlicensed Jr. Engr. (Watch) Deck Engineer Engine Utility Evaporator/Maintenance Oiler Oiler (Diesel) Watertender Fireman/Watertender Fireman Wiper Ship's Welder Maintenance Oiler/Maintenance Utility General Utility/Deck Engine STEWARD DEPARTMENT Chief Steward (SL7's, SLl8's, D6's, D9's, Lash & Mariner) Steward/Cook Steward/Baker Chief Steward Chief Cook Cook & Baker Second Cook Third Cook Assistant Cook Steward Assistant PENALTY RATES DECK DEPARTMENT Off Watch, Monday through Friday Boatswain (SL7's, SLl8's, D6's, D9's, Lash & Mariner) Group I Group II Group III 4 I LOG I February 1986 2050.29 17.64 I0.11 11.26 9.04 8.04 �Fair Share Is Key in New Bedford Fish Strike (Continued from Page 1.) the SIU has been able to sign about the auctions be open to the public. 35 fishing boats to new contracts, and These are not. negotiations between the Union and other independents Since the strike began, support from goes on daily. SIU headquarters, the Labor Move­ Union officials hope that by signing up boats one at a time, they will be ment throughout New England and able to weaken the SPA's hold on the whelming. the local townspeople has been over­ Almost 1,000 striking fishermen, their other owners. But since the strike began, a few families, friends and other union mem­ scab boats have been out to sea, and bers marched through New Bedford the SPA, in violation of a 20-year-old last month for a rally to support the New Bedford ordinance, has been strikers. buying their small catches at an illegal auction house. The New Bedford Seafood In addition, enough groceries to fill more than 400 bags have been donated Ex­ by townspeople and other unions to change Inc. has rented space on the help strikers through the tough times. property of Yellowbird Trucking Co. to hold the illegal auctions. Every Oddly enough, fishermen say, they began a strike fund under their old morning two vans and a handful of union, Local 59, but the officials of other vehicles are escorted by police that union have refused to release any past the Union's picket lines. The of the funds. The SIU is helping through courts slapped an eight-person limit a stipend of $10 a day for strikers on on the picket line there. But usually picket duty. In addition a 24-hour they are buying the catch of only one sandwich board is available at the or two boats. makeshift Union hall. Local 59 refuses Every day since the Seafood Producers began to violate the city's ordinance on fish auctions by holding their own private auction from scab boats, fishermen have been at the site. Here fishermen George Albert and Milo Pendergast lead a group of pickets. 40 members from the port of New The city, reacting to strong Union to vacate its offices in the former than 2,200'pounds of lunch meat, 1,200 pressure, has finally asked for an in­ Union building. Also, several coffee loaves of bread, 400 pounds of cheese, York to assist the striking fishermen junction to halt the auction because it and sandwich runs are made each day 72 cases of coffee and more than 200 around the clock. They work 12-hour violates an ordinance which requires to all the picket sites throughout New dozen donuts have been used. Ost­ shifts. that all seafood sold in New Bedford Bedford and adjoining Fairhaven. man, a cook on the boats, spends "We've never had the strength we about eight hours a day preparing the have now. The brotherhood is there," be sold through the city's own auction Fred Ostman, who has spent 40 house at Pier 3. It also requires that years on the water, estimates more food and buying the supplies. In addition, the SIU has sent about Ostman said, "I think we're strong enough to whip any boatowner's ass." In better times New Bedford's fish auction was held at this site, the City Wharfage on Pier 3. No fish have been sold there since Dec. 27. Fishermen Bill Murphy (left) and Jimmy Jones man the site. At right, New Bedford Rep. Frank Joia helps some striking fishermen at the Union hall. Since the New Bedford fishermen's strike began in December, there has been an outpouring of support and Area Rallies Around Strikers help from many segments of the com­ munity. The area's unions have shown a great deal of support for SIU fish­ ermen. People from as far away as New York have journeyed to New Bedford to join the fishermen on the picket lines and to show their support. The following groups have helped and to them we express our heartfelt appreciation. Hospital Workers Local 767, Oper­ ating Engineers, United Food and Commercial Workers, Electrical, Radio and Machine Workers, United Rubber Workers, Southern Massa­ chusetts Faculty Federation, United Auto Workers, Bricklayers, Plumbers, Longshoremen, Insurance Workers-American Income Life, Massachusetts State Federation, New Bedford and Cape Cod Central La­ bor Council, Building Trades De­ partment, MEBA-AMO, Leather and Novelty Workers, Garment Shops. There are many other individuals who have helped, but space does not allow us to list them at this time (see next month's LOG). Unions throughout the region have pitched in and helped out during the SIU strike. Above are members of Operating Engineers who joined hundreds of others at a rally late last month. February 1986 I LOG I 5 �System's a Rip-off SIU Fishermen Demand End to Years of Abuse The sentiment of most SIU members in the New Bedford fishing fleet is that they have been "ripped off" in the past and they want that changed. "I don't want to be on a boat where there is total dictatorship by the captain and the .boatowner. You don't know how long you'll be out, where you'll be � , / . ' I working or what your pay wiU be," said fisherman Patrick Carr. "I'm 60 years old and I have never fished for what they're asking for now,'' .,.·· said Jimmy Jones, another SIU fisherman. -�· ·· ;>?ef-�� The strike centers around several issues (see page 7). The percentage of the catch that goes to a fishingboat's crew is a central issue. Under the last contract, crews on scallopers divided up 64 percent of the proceeds from the . catch. On the draggers-that figure was 58 percent. But those figures are ,•, ..._:: ,· i<:. deceiving. "There are so many ways to rip us off," said Dan Spooner who has been fishing for eight year!>. :C: ;fr ' :\�_ Before a fisherman receives a penny, here is what happens. First the boat's captain gets 10 percent of the catch's value off the top. That leaves 90 percent of the catch to be divided between the crew and the owner. That means before anything is split, JO percent of the boat's catch is slashed .� -: < .. from the top. But there's more. The crew must pay fuel, ice, and food costs for the trip. However, few of the boats' fuel tanks are equipped with gauges so the owner "estimates" the cost of fuel. The owners order the tons of ice needed to keep the fish fresh. The owners order the food and other supplies, and the owners determine "miscellaneous" expenses. The owners also do all the accounting, but there is no way to hold them accountable for the figures. striking fishermen say . Supposedly after each trip the owner provides a settlement sheet which is supposed to outline the expenses. But many owners simply tell the crew what their expenses were, and while others will provide settlement sheets, there is no way to determine how accurate and honest the figures are. "You don't see any receipts. You ask them what $3,000 in miscellaneous is and they say ·you 're paying for the light bulbs.' For the last 50 years, if you asked to see the settlement sheet, you got fired," said Kevin Mederios who has been fishing for 1 3 years. But Union officials and striking fishermen say the abuses don't stop there. The crew may have been told their expenses for the trip ran $20,000; they still don't know how much the portion of the catch weighed or how much it will bring at the fish auction. And strikers are not convinced either process is run Several times a day, an SIU van makes the rounds of all the picket sites in New Fairhaven, keeping strikers warm with coffee and fueled with sandwiches. More than a too of lunch meat and 1,200 loaves of bread have been served. Bedford and See honestly. In normal times, the auction is run at the city's own auction house. The Editorial Page 47 'auction at the city's facility is public, but in reality the entire operation is a A common practice, according to striking fishermen, is to take only part of ''closed market." Strikers and other observers have charged that some buyers the catch to the auction house and arrange for the remainder to be sold to and some owners work hand-in-hand to cheat fishermen on the weights of the buyers outside the auction system. catch, the prices and the quality. All of those factors figure into the final pay. By the time a fisherman's expenses have been deducted and the price of the Fishermen and Union representatives have few ways to ensure an honest fish determined, the leftover money still does not belong to the fisherman. process. Under an agreement negotiated by the fishermen's previous union, Local 59 of the International Brotherhood of Teamsters, each employee must pay his own Social Security taxes, which last year amounted to more than I 3 percent. Earl Withee is a cook on a New Bedford scalloper. He has been fishing in New England for 23 years. At one time he fished out of Maine on a non-union boat. "If I wanted to fish for nothing," he said while walking the picket line, "I could go back to Maine and fish for nothing. That's what they are asking us to do here." The community has rallied around the striking fishermen. Here Ramos helps unload bags of groceries donated by a local woman . 6 / '...O G I February 1986 Seafarer Marti Striking fishermen and local fish buyers eye each other at the site of the disputed fish auction wliere a handful of scab boats seU their small catches. Police escort the buyers in and out or the site. · �Fishermen's Rights Are Strike's Central Issue The strike centers around what every American worker, and even most managers, would agree are basic issues-guaranteed rights. But decades of tradition and a powerful group of owners and fish buyers have run the industry as their own personal fiefdom for years. They do not want to give up anything. Their greed shows through their offers. Here is a list of the main issues. Owner Demands Jack Caffey, SIU special �t to the president, tells the nearly 1,000 people at a rally that the fishermen wW stand Orm. New Bedford Port Agent Joe Piva (right) also_ spoke at the rally. Union Offer SHARE OF THE CATCH Increase owners' share from 42% to 48% Increase owners' share to 43% PENSION/WELFARE Take away current plans Keep plans (2 V2% of gross to each plan) FISIDNG TIME Take away all limits on time away fr'om home Keep some limits GRIEVANCE PROCEDURE Take away grievance and arbitration procedure Keep procedure AUCTION HOUSE Take away all rules re­ garding selling catch Keep city-run, jointly ad­ ministered auction house SAILING TIME Captain & crew can agree to Sunday sailing No Sunday sailing FISH WEIGHING Take away union access to fish weighing Keep union access SHOP STEWARDS Take away steward recog­ nition Keep recognition ACCOUNTING OF WAGES & EXPENSES No documentation o f wage and expense records Crewmember access to documentation FUEL GAUGES No fuel gauges; estimate fuel costs Gauges to be installed on every boat SAFETY COMMITTEE Take away safety commit­ tee Keep committee; add sur­ vival suits for each crew­ member PENSION ABUSE Existing plan benefits non­ fishermen Stop abuses; benefits to union fishermen -· i. : x «":'� ...-......... . SIU fishermen will not . �,.» be moved. Port Agent Joe Plva (second from left) end a group of striking fishermen picket the site oC the Seafood Producers disputed auction. ': ·. :. ' . : : . This child's sign tells the story. : .: ' When members of the Seafood Prodettrs Association tried to hold an illegal auction with scab fish, they called to protect the site. Hundreds of SIU fishermen turned out to protest the action. on law enforcement ofticlals . February 1986 I LOG I 7 �Revised Forms for CIVMARS MSC Releases Important Tax Information on W-2 Forms The MSC has released important tax information concerning W-2 forms. All MSC employees should be tzware of this informaJion. Because of the importance of this material, the LOG is reprinting the cir­ cular that the MSC handed out word for word. Forget the condescending tone of the circular ("E mployee expense de­ ductions are not limited to CIL pay­ ments, but to actual and provable ex­ penses. Note the emphasis in the last sentence."). The information it conJains will be very helpful when the April 15th deadline for taxes rears its ugly head. The Wage and Tax Statement, more commonly known as a W-2, for civilian marine employees has been changed slightly for the 1985 tax year. Previous Income tax deduction-The value of subsistence and quarters furnished in kind is not subject to Federal Income Tax. Cash paid for subsis­ tence and/or quarters in the home­ port is taxable and is subject to withholding tax deductions whether the employee's homeport is in the continental U.S. or overseas. Cash paid for subsistence and/or quarters away from the home port is not subject to withholding tax deduc­ tions, but must be reported by the employee on his Income Tax Return as part of his woss income from which he may deduct the actual expenses incurred in procuring board and/or lodging for the period during which the allowances were paid. ·4' > � . tt. ' l. editions apparently caused substantial confusion regarding the taxation of cash in lieu of subsistence and quarters (CIL). Revisions have been made in CIL will continue to be reported on the W-2 in two categories: "Home­ an attempt to alleviate this confusion. port" and "Other." However, all MSCPAC's revisions do not change CIL, wherever earned, will be in­ the tax consequences of CIL pay­ ments, if the proper tax forms are cluded in taxable income. In other words, all CIL payments will be completed and adequate supporting documentation obtained. The revi­ reported to the IRS as income via sions merely simplify the W-2 form mean that tax will be owed on CIL and treat both CIL Homeport and CIL payments. CIL payments are made Other as taxable income. The revi­ to reimburse employees for food and sions also align the W-2 with an ex­ isting provision of CMPI 593, Sub­ lodging expenses incurred sistence and Quarters, paragraph l 5e, which states: the W-2. This does not necessarily when subsistence and quarters in kind (S & Q) cannot be provided aboard ship. Around the MSC Fleet The USNS DeSteiguer is one of the oceanographic ships that the SIU fought to obtain foc MSC members. Since subsistence and quarters ing is based upon the premise that the employee for the convenience of MSCPAC, the value of S & Q in mariners maintain their residence kind is not taxable. Although there is a W-2 block for S & Q in kind, lodging is obtained at home and consequently the CIL Homeport ago a value was attached to S & Q in kind for social security deduction payments are income. However, mariners who do not commute from purposes. However, placing a dollar their homes and who actually spend value on S & Q in kind became unnecessary in 1981 due to a Su­ meals and lodging can deduct these preme Court ruling, and the S & Q expenses as employee business ex­ penses and avoid taxation on CIL Expenses for meals and lodging Homeport payments. Since 20 per­ when S & Q in kind are not available Talked with crew and ship chair­ man. No beefs. cause of the watch time he lost in engine department. He stated that come by completing Form 2106, Employee Business Expenses, and Hassayampa went to sea Jan. 27 it was not fair. I explained to him making an adjustment to income on about 7:00 pm. Two or three men the facts that were put to me on this subject. line 25 of Form 1040. In fact, if actual expenses exceed the CIL * morning and stated he had the mid­ * "' payment, a better tax position will night to eight watch but the board Boarded t he MIV Rover. Talked to crew. No complaints on ship. result by using this form. Employee expense deductions arc not limited was not posted when he left the Collected dues of members getting to CIL payments but to actual and ship. He did turn himself in to the off. Was told by crew that the Rover provable expenses. Note the em­ phasis in the last sentence. The would pick up the Ranger load. taxpayer has the burden of proving Ranger canceled out in coming to Subic. Was not told the reason why. Did not get a crew list of Rover as it was not ready at this time. All crew feel the captain is some­ thing else. Crew stated he was a very hard man to get along with. Crew also stated the captain picked up seamen's documents, for what reason I do not know. ! ! ! ! Captain was not available at this time, so will try and talk with him tomorrow. -Melvin Henline the validity of all deductions, and must keep records supporting his MSC office. Steward department asked if they could have a meeting in the SIU office as they did not want to talk on the ship. I informed them they could come to the office anytime that was right for them. As of yet they have not come to the office. Ship did pick four new TVs in Japan for crew and licensed per­ sonnel. Crew stated that 33 days in Japan was pure hell-cold and nasty weather. Ship did give leave to everyone that wanted it here in Subic. 8 I LOG I February 1986 their CIL Homeport payments on block on the W-2 is no longer used. One watchstander raised hell be­ men came to the office the next to a ship in its homeport, food and block exists because several years USNS Hassayampa. were left on the beach. One of the within commuting distance of the homeport; therefore, when assigned that block is always empty. The are expenses incurred by an em­ ployee on business for his employer which may be deducted from in­ Boarded the ments. This difference in withhold­ are normally provided at no cost to expense deductions. If audited two or three years from now, do not expect to rely upon MSCPAC for records. By then, records will be in storage, if they have not been de­ stroyed. There is a difference be­ tween "CIL Homeport" and "CIL Other" related to income tax with­ holding which needs to be under­ cent of CIL Homeport payments has been withheld, if these pay­ ments were used to pay for meals and lodging away from home, then by completing the proper forms the amount withheld may be refunded or may at least offset other tax liabilities. Even though no taxes are with­ held from CIL Other payments, these payments are reported to the IRS as income. If Form 2106 is not completed and actual expenses are not deducted, then the CIL pay­ ments will be taxed as income. To avoid paying tax on any CIL payment, "Homeport" or "Other," maintain records of your expenses by keeping receipts. By completing Form 2106 and taking the appropri­ ate adjustment to income, the value of CIL will be deducted from your gross income and you will not be taxed on these payments. Any individual tax questions should be directed to a private tax stood. Twenty percent tax is with­ professional. Any general questions held Homeport regarding S & Q and CIL can be payments. No withholding taxes are addressed to Carol H. Pickard, As­ deducted from CIL Other pay- sistant Counsel (415) 466-4925. from all CIL �New Administrator at MSC The Military Sealift Command, Pa­ cific has, for the first time, brought onboard a full-time administrator for the Civilian Employees Assistance Program (CEAP). Donna Ottosen who came to MSCPAC from the Veteran's Admin­ istration can boast of 20 years expe­ rience as a counseling psychologist. Her credits include service with the MentaJ Health Division of the County of San Mateo (Calif.) where she worked with drug addicts and alcoholics. She has also worked with the mayor's task force on drinking and driving in Mon­ terey, Calif. Although the CEAP has been touted by MSCPAC to help shoreside as well as civilian marine employees, little was accomplished in the area for which the program was designed until the arrival of Ottosen. . · .. . ..:_:·r:·:.':.:�i· ·· '·.· ... ·-· . . _ . ·:::· ··· Donna �n will lend a sympathetic ear to MSC mariners. U.S. Ships Threatened The Islamic Jihad has threatened to continue its war against the United States by carrying out new suicide attacks and kidnapings against targets belonging to the U.S. and its allies, most notably ships and embassies. In a letter sent to the Associated Press news agency headquarters in Beirut, the Jihad announced that it would carry out "righteous" attacks against Israel, Turkey and the United States. ''The American terrorist Ronald Reagan must be told," the letter said, "that other V .S. embassies and ships will be blown up just as the U.S. Marine headquarters in Beirut was destroyed." The Jihad has claimed responsibility for the suicide attacks in 1983 against the American Embassy in Beirut, as well as for the 1984 attack against the embassy complex. The combined at­ tacks caused the deaths of more than 300 people. "This underscores the importance of implementing new safety measures onboard American vessels," said SIU President Frank Drozak. "The safety measures formulated by the MSC are a good beginning." According to the MSC, the key to vessel safety is alertness. Ottosen declared that she will ex­ pand the program to deaJ not only with alcoholic and personal problems, but marital, financial, legal, drug, mentaJ and family issues as well. She realizes she will be dealing with a widely di­ versified group (shoreside and marine personnel), but she is looking forward to the challenge. Never having worked with mariners before, Ottosen feels she can become better acquainted with the problems of seamen by observing them at the point of production. It is · her intention to visit the ships and also to make a short voyage where she can gain first-hand knowledge of the life of a seaman. It should be understood, however, that Ottosen is not there to do ex­ tended counseling on a case-by-case basis. She will perform assessments and give referrals to outside agencies for whatever needs to be done. Nor is she there to deal with EEO or disciplinary actions. Her role is to discuss and counsel those ,,.;ho seek help in the problems outlined. For many employees, particularly marine people, this type of help could very easily avert disciplinary actions. Referring to employees with a chem­ ical dependency, Ottosen said "get­ ting people to admit they have a prob­ lem is the first big step they have to take; after that, there is plenty of help available." Her office is located in the P-2 area, Employee Relations Section, on the first floor of building 310. Marine em­ ployees who are reporting for duty from leave or are spending time await­ ing assignment should drop by her office to see who she is and to say hello--0r to discuss a problem. Alertness Is The Key to Vessel Safety USNS Henry J. Kaiser The delivery date for the USNS Kaiser b Sept. 12, 1986. Key penoanel will board the ship early to become familiar with It. 11ae Kaiser is the largest superstructure ever constructed by Avondale Shipyards. MSC olHclals have exp� satbraction with the ship's accomod m ations. Everyone will be assigned bis or her own stateroom, which includes an 18n by 24" window. Restructuring of Military The House Armed Services Com­ mittee has taken up legislation to man­ date the most significant change in military structure since the Defense Department itself was created in 1947. The legislation would create for the first time a uniformed officer who will provide military advice from a national perspective and counteract the paro­ chial interests of the services, accord­ ing to Les Aspin (D-Wis.), chairman of the House Armed Services Com­ mittee. In 1947 the War Department and Navy Department were separated and the Defense Department was created. But the Army, Navy and Air Force remained independent and fairly un­ coordinated organizations within the Defense Department. In 1949 the chairman of the Joint Chiefs of Staff was created but he was given hardly any authority. The new bill will give him authority in his own right, creating for the first time a single senior military officer as principal military adviser to the president. At press time, it was uncertain what effect this would have on the MSC, which underwent an organizationaJ re­ structuring in 1984 to give it equal footing with other departments of the Navy. Imporklnt Notice: Union Books There are still a number of members who have not received SIU Union books. We here in the office do not know where people are located, mainly because of the many changes that are made. If each ship's chairman would forward a list of those in his crew who do not have Union books, we will make every effort to get their books to them. Representative Raleigh Minix and J will meet with MSCPAC on a number of unresolved issues as well as other subjects that are important to seagoing personnel. One of the unresolved problems revolves around POOL as­ signments which has been a serious bone of contention for some months now. Another issue that will be dis­ cussed is TRAINING at the SIU's Harry Lundeberg School of Seaman­ ship in Piney Point, Md. Both of these subjects will be ad­ dressed in the March issue of the LOG. -Buck Mercer Obituaries We in the SIU would like to erpress our condoknus to thefami.Ues andfriends of the following SIU mem�rs. Nicetas F. Gonzales, Bk #G-20. Born in Philippine Islands 6120/05. Expired 3/14/85 in Hawaii. Joined MSTU 10/ 25/62. Retired. David J. Frazier, Bk #F-25. Born in Hawaii 12110/14. Expired 5/6/85 in Cal­ ifornia. Joined MSTU l0/17/62. Re­ tired. Walter A. Fender, Bk #F-12. Born 121 18/35 in Ohio. Died 5nl85 in Califor­ nia. Joined MSTU 8/23/62. Tb� C. McCaffrey, Bk #M-3. Born 612102 in Washington. Died 6112/85 in California. Joined MSTU in 1962. Re­ tired. Jerry J. Stone, Bk #S-349. Born in Virginia on 8/20/17. Died in California on 6127/85. Retired. Santiago N. Negron, Bk #N-126. Born in Puerto Rico on 5/10/12. Died 6127/ 85 in California. Retired. Alexander Manago, Born in Philippine Islands 612125. Died 613/85 in Philip­ pine Islands. Active. Ledrew Sowells, Bk #S-178. Born in Louisiana on 9/29/23. Expired 8/5/85 in California. Retired. Augustus M. Browning, Bk #B-733. Born in California 2/21124. Died 9/161 85 in California. Retired. sru Representative Raleigh Minix explalm a point at a Union meeting held aboard the Kawislaiwi. Cory Patton, Bk #P-79. Born in Ar­ kansas 216122. Died in California on l l/28/85. Retired. February 1986 I LOG I 9 �Taylor Boarding Puts SIU Families Under Stress by Lynnette Marshall Panic still comes and goes for many families as they await the return of the crew of the American President Lines' President Taylor. Many are severely depressed. Fear comes and goes in dark waves. The young wife of one crewmember has disconnected her telephone. Her husband was with lO SIU steward department members who were de­ tainee! in the Gulf of Oman Jan. 1 2 when Iranians boarded their vessel searching for war goods bound for Iraq, the first such incident involving an American vessel in the Persian Gulf. The woman was unable to speak to reporters. Though no one was injured during the search, the fact that her husband's life had hung in uncertainty was something she dared not speak about, at least not until he was safely home. Many families shared similar reac­ tions. They said they felt a desire to be closed off from the world, from the five-year long tumult of bloodshed in the Iran-Iraq war, from the knowledge that vessels of many countries neutral in the war have been searched and several bombed by warplanes. In the last five months Iran has increased searches of vessels in the Gulf. Gone is the ease of passing into the major maritime highway that leads into the rich oil fields of the Middle East. To sleep, the son of one Seafarer aboard the Taylor has been given med­ ication. He is unable to eat, fearful that the stress of the boarding by Iranians could have been especially traumatic for his mother, a cook in the steward department who suffers from a heart condition. As news of the search was broad­ cast, families and friends of SIU mem­ bers on the Taylor gathered before televisions. Others learned the next day of the incident. The thought of a hostage situation seemed to cross many people's minds. "I was scared. I thought, oh no, what if there is a complication, what if they are not allowed to leave the ship?" Janie Esquibel the girlfriend of Julio Roman, a worker on the Taylor said. She awoke at 6 a.m. to the sound of the news on her radio alarm clock. "I couldn't believe it," she said. "I thought, 'did I hear it right, that the vessel was boarded by Iranians?' I was just shocked. " The husband of one crewmember learned from the front page of the San Francisco Examiner while driving by a comer newsstand. He was on his way home from the hospital where he has been undergoing treatment for a recent illness, when he caught sight of the headlines. He said when he got home he laid down to rest, fearful that as weak as he was he might faint. At the Seattle hall where the Taylor was crewed for the voyage, the reac­ tion was strong, according to George Vukmir, SIU port agent. Seafarers dropping by the hall to note the posting of jobs on the shipping board were curious to know what had happened. " I told them everything was okay. 1 0 I LOG I February 1986 The crew was okay , " Vukmir said. "The general feeling in the hall was that the Iranians had no right to board the vessel. People mentioned that Sea­ farers had no guns to defend them­ selves and they were in greater danger because they were all the way out in no-man's-land. '' The 27 ,000-ton container vessel is scheduled to return to the port of Seattle March 7 said Vukmir. "Not a day will go by that families do not think of their loved ones on the Taylor and I will be thinking of them . " Vuk­ mir has spoken to many of the families to give assurance that the Seafarers are safe. A spokesman for the American President Lines, an Oakland, Calif.­ based shipping company that owns the Taylor, said the company had decided � against informing families of the inci­ dent. "The decision was made for several reasons," said Steve Potash. "The incident was not prolonged but was over in less than an hour. The news coverage also was so immediate and so widespread including news that everyone was alright. And crewmem­ bers were given access to the ship's radio or to telephones in the next port­ of-call so they could speak to their families," he explained. Many families have received such phone calls. According to those inter­ viewed, Seafarers were calm. Most just wanted to say they were fine. "That was one hour of sheer panic right there," said Julio Roman's girl­ friend who received a call from him an hour after hearing the news broad- cast. "He didn't seem to be too wor­ ried. H e just wanted to get out of there and come home, " she said. Dezorah Smith, the wife of Samuel A. Smith, received a letter from her husband. She plans to go to Seattle when his ship comes in. "We're all going to tease him about it." she said. "His reaction will probably be These things happen. I'm okay' . We have a tendency in our family to look at the bright side. We try not to look at the horrible side or the scary side. I be­ lieve all things work for the good in the end," she said. "The first thing I'm going to do is hug her," said 23-year-old Efrem Ware, son of Lois Ware. "Then, I'm going to thank God she's alive. Then, I'm going to sit down and talk to her. Maybe she will stay home for a while. " N ew Steward P rog ra m � The mission of SHLSS is to provide well-trained personnel for our contracted companies. Periodically, we review our curriculums, analyze members' recommendations and send instructors to sail aboard ship to determine whether or not changes in the industry aboard new ships necessitate development of new programs to fulfill the requirements aboard these ships. After caref u l ly evaluating the many s k i l l s needed for the steward department, we have developed and w i l l continue to develop a steward program which we feel w i l l be second to none and provide the necessary s k i l l s for each rating. Effective September 4, 1985 we have started Phase I of the u pdated program. Real izing ratings differ aboard freighters and cruise ships, we have l isted in chart-form the courses needed to accommodate all ratings. Descriptions of each upgrad i n g phase for the steward department w i l l appear in future articles i n the LOG. SPECIALTY COURSES CRUISE SHIP 2. FREIGHTER/TANKER Chef Recertified Steward Or 14 WEEKS, Chief Pantryman Or Chief Butcher Or Chief G rade Manager Or Pastry Chef Or Second Baker 1. Chief Steward 14 WEEKS Chief Cook 14 WEEKS Cook and Baker 14 WEEKS ? WEEKS COOK 7 WEEKS BAKER Sous Chef And Chief Crew Cook Second Butcher And Line Cook And Second Cook Assistant Cook And Baker's Helper And Night Baker 3. ELIGIBILITY: • 120 days as a steward assistant • 1 80 days as a steward assistant for those who have not g raduated from S H LSS train i ng program • Must speak, understand, read and write English • High School diploma or GED Equivalency, or 2 years to complete GED (If not qualified i n these areas refer to LOG for when these G E D and English as a Second Language programs are offered at school.) • C l i n i c card must be up-to-date • To upgrade to each level member must have sailed 6 months in previous rat i n g . 4 . COOK and Cook and 7 Weeks 7 Weeks BAKER COURSE Baker course w i l l consist of 14 Weeks at SH LSS. of cooking instruction, demonstration and on the job trai n ing. of baking instruction, demonstration and o n the job trai n i ng. NOTE: After the third week of each course, a three-man-board will review each student as to his/her demonstrated ability to continue i n the program. �In Memoriam 3 Irvin Joseph Gros. 59, died on Dec. 19, 1 985. Brother Gros joined the Union in the port of Houston in 1 960 sailing as a pilot for Cheraman Towing from 1953 to 1955 and as a captain aboard the MIV National Star (National Marine Service) in 1970. He was a former member of the IBL, Local 1827. Boatman Gros was born in La Rose, La. and was a resident of Pa­ terson, La. Surviving are his widow, Suzanne; a son, Perry; a daughter, Caroline of Paterson , and a brother. Tillman of Lockport, La. of Crew Saved in S inking Crowley Marine Tug Skipper Drowns A senior Crowley Marine tugboat skipper, Capt. Edward "Bud" Mackey, 72. apparently drowned on Jan. 4, despite a heroic rescue attempt by a team of underwater divers, after his tug, the 65-foot Napa River (Harbor Tug-Red Stack) collided with another tug-barge in the fog and sank near San Francisco Bay. Three crewmembers of the Napa River were picked out of the water, but divers had to search 90 minutes before they found Capt. Mackey in his submerged pilothouse on the bottom. The crnsh occurred when the Napa River and her sister tug. the Sea Breeze, were pushing a 450-foot oil barge in 50-foot visibility fog at 12:30 p.m. in the Carquinez Strait. Coming the other way was the tug Marine Commander pushing her barge. Evidently, the Napa River collided with the other tug-barge. turned turtle on the surface and quickly sank. Brother Mackey was born in Seattle and was a resident of Alameda, Calif. Until 194 l , he piloted fireboats for Alaska fish packers. Boatman Mackey was a veteran of the U.S. Coast Guard during World War II. After the war. he piloted small boats for the U . S . Army i n San Francisco Bay before joining Crowley Marine in 1957. Surviving are a son and daughter­ in-law; a daughter; two brothers, and three sisters. *TOTAL REGISTERED All Groups Clm C Clau A Cius B Port Gloucester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New YoJ1( . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Baltimore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Norfolk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New Orleans . . . . . . . . . . . . . . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . . . . . . . . . . . . . Wilmington . . . . . . . . . . . . . • . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Honolulu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . St. Louis Piney Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Totals. . . . . Port Gloucester . . New Yort . . . . . . . Philadelphia . . . . . Baltimore . . . . . . . Norfolk . . . . . . . . . Mobile . . . . . . . . . New Orleans . . . . Jacksonville . . . . . San Francisco . . . Wilmington . . . . . Seattle . . . . . . . . . Puerto Rico . . . . . Honolulu . . . . . . . Houston . . . . . . . . St. Louis . . . . . . Piney Point . . . . . . ............ ................ ................ . . . . . . . . . . . . . . . . ................ ................ ................ ................ ................ . . . . . . . . . . . . . . . . . . ....... . . . . . . . ....... ....... ....... ....... ....... ....... . . . . . . . . . . . . . . . . . . . . . .......... .......... .......... . . . . . . . . . . .......... .......... .......... .......... . . . . . . . . . . .......... . . . . . . . . . . ... ... ... . . . . . . . ... Totals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Port Gloucester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New Yor11 . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....................... Baltimore Norfolk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New Orleans . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . . . . . . . . . . . . . . . . San Francisco ...................... Wilmington . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . . . . . . . • . . . . . Honolulu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . St. Louis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piney Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Totals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Totals All Departments . . . . . . . . . . . . . . . . . . . . . 0 0 4 8 61 1 8 1 0 1 0 0 11 30 4 0 0 0 1 0 14 0 5 4 0 3 0 0 1 15 0 0 0 0 11 1 0 0 1 7 0 18 0 0 4 0 7 0 129 42 49 0 0 0 0 0 0 0 0 0 0 1 1 0 1 0 0 0 18 0 1 0 0 0 0 0 0 0 0 0 10 0 0 0 0 1 2 0 2 0 0 0 0 1 9 32 0 10 9 0 3 0 0 0 0 0 1 7 22 9 0 l 0 0 0 0 0 2 0 0 0 12 0 6 0 0 0 0 0 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 STEWARD DEPARTMENT 8 0 60 67 82 12 183 0 0 0 0 0 ENGINE DEPARTMENT 0 0 0 0 0 2 0 0 0 0 4 0 0 0 0 0 0 4 0 0 0 0 5 0 0 0 0 0 0 0 0 0 1 6 NEW YORK, NEW YORK Schulman & Altman 84 W��am Street, Suite 1501 New YOflc., New York 10038 Tele # (212) 422·7900 . BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Md. 21201 Tele. # (301) 539-6967 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Ill. 60603 Tele. # (312) 263-6330 HOUSTON, TEXAS 1 11 1 0 1 1 1 1 70 not chooee the recom· mended attorneys and thla flat la in· tended only for Informational pur· poses: Archer, Peterson and Waldner 1801 Main St. (at Jefferson) Suite 510 Houston, Texas n002 Tele. # (713) 659-4455 & Tele. # (813) 879-9842 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 2 0 0 0 5 0 0 0 0 0 l member need GLOUCESTER, MASS. DECK DEPARTMENT 0 0 0 0 12 0 0 0 ports, a list of attorneys whom they can consult Is being published. The 0'1ando & White 1 Western Avenue Gloucester, Mass. 01930 Tele. # (617) 283-8100 TOTAL SHIPPED All Groups Class A Chm B Clan C 0 0 1 8 46 0 2 In the event that any SIU members have legal problems In the various DETROIT, MICH. Vtetor G. Hanson 1 9268 Grand River Avenue Detroi1, Mich. 48822 Tele. # (313) 532-1220 Dispatchers Report for Inland Waters JAN. 1-31, 1986 Legal Aid 0 0 0 1 0 0 0 0 3 0 0 0 0 0 0 0 0 .. REGISTEJIED ON BEACH All Groups Class C Clau A Class B 0 0 13 13 70 4 12 5 0 1 0 0 14 45 5 0 4 182 0 0 1 0 0 0 0 0 0 0 10 0 1 0 0 0 0 0 0 0 1 0 1 0 0 0 40 0 1 1 4 LOS ANGELES, CALIF. 1 1 54 0 0 3 0 17 3 7 7 0 4 0 0 6 27 1 0 75 0 0 1 0 0 0 4 0 0 0 0 0 0 15 0 0 20 0 0 21 1 0 0 3 23 0 21 0 0 5 0 11 1 86 0 0 2 0 0 0 3 1 0 2 0 0 0 0 1 0 g t 0 0 0 0 7 0 6 1 0 1 0 0 1 10 1 0 27 0 0 0 0 0 0 51 0 0 0 0 0 1 5 0 0 57 13 17 263 152 108 0 0 s 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 2 0 0 1 2 3 0 0 0 0 0 0 4 1 •"Total Registered " means the number of men wtio actually registered for shipping at the port last month. Fogel, Rothschild, Feldman & Ostrov 5900 Wilshire Boulevard, Suite 2500 Los Angeles, Calif. 90036 Tele. # (213) 937-6250 WILMINGTON, CALIF. Fogel, Rothschild, Feldman & Ostrov 239 South Avalon Wilmington, Calif. 90744 Tele. # (213) 834-2546 MOBILE, Al.A. Simon & Wood 1010 Van Antwerp Buijding Mobile, Ala. 36602 Tele. # (205) 4334904 NEW ORLEANS, LA. Gardner, Robein & Heal'( 2540 Severn Avenue, Suite 400 Metairie, La. 70002 Tele. # (504) 885·9994 NORFOLK, VA. Paler K. Babalas & Associates, P.C. Suite 700 Atlantic National Bank Bklg. 415 Saint Paul's Boulevard Norfolk, Va. 23510 Tele. # (804) 622-3100 PHILADELPHIA, PA. Kirschner. Walters, Wrnlg, Weinberg & Dempsey Suite 1 1 0 1429 Walnut Street Philadelphia, Pa. 19102 Tele. # (215) 569-8900 ST. LOUIS, "'O. Gruenberg, Sounders & leviM Suite 905-Chemical Building 721 Olive Street St. Louis, Missouri 63101 Tele. # (314) 231-7440 SAN FRANCISCO, CALIF. John Paul Jennings Henning, Walsh & Aitci'lie l 00 Bush Stroot, Suite 440 San Francisco. Calif. 94104 Tele. # (415) 981-4400 SEATILE, WASH. Davies, Roberts. Re�. Anderson & Wacker 201 Emott Avenue West. Suite 500 Seattle, Wash. 98 1 1 9 Tele. I (206) 285·3610 TAMPA, Fl.A. Hamilton & Douglas, P. A. 2t320 West Kennedy Boulevard Tampa, Aoricla 33609 Tele. # (813) 879-9842 · *"Registered on the Beach" means the total number ol men registered at the port at the end of last month. February 1986 I LOG I 1 1 �Meeting tne cna11enge ot a cnang1ng 1nausrrv Gem state Trains cra ne Operators T HROUGH training and upgrad­ ing, Seafarers of the SIU are ready to meet and conquer any challenges set before them. Witness the training of the first two groups of Seafarers in the operation of the Lakeshore heavy-lift cranes aboard the Gem State (lnterocean Management Corp.). The Gem State is the second of 1 2 heavy-lift crane ships under charter to the Military Sehlift Command (MSC). The Key­ stone State was the first of these spe­ cialized ships (see May, June and July 1984 LOGs). Along with opportunities for new jobs, the crane ship program. known as TACS (Tactical Auxiliary Crane Ship), gives SIU members the chance to learn the specialized skills needed to operate these vessels: crane oper­ ation, cargo handling, maintenance and ship operation. Training of the first graduating class look 10 days aboard ship. Classroom briefings were supplemented by hands­ on experience in the cab operating the cranes, and on deck as hatch captains. The course stressed communication between operator and hatch captains by means of hand signals as containers were lifted and hatches removed and replaced. .· . . r : ..:-; · ;<;:> , ;< ) ... .. · / . . .�. :. The Gem Slall at her berth at Swan Island, Portland, Ore. Once the PresidenJ Monroe, the former liner is now a heavy-lift crane ship, TACS-2, under charter to the Military Seallft Command in defeffie of our country. Training progressed from single crane operation to twin crane operation and finally to tandem operation using four cranes as one to lift as much as 86 metric tons. Tandem operation makes it possible to load tanks, trucks. heli­ copters and parts of airplanes. A computer monitors all crane func­ tions and operations. However. the operator is more than along just for the ride. The operator often must ma· nipulatc the crane outside of the limits and controls of the computer. This is where the skills and control of the operator become necessary, and train­ ing invaluable. Ultimately, it is the man-not the computer-that wrings the utmost in perfonnancc from the a The first cl� of crane operators to be trained aboard the Gem State gradu te on a chilly December day. Congratulations to (I. to r.): Steven Castle, Tom Tray, Jim Bolen, Bob Hommel, Tom Luketkh, Bob Woods, Davkl McGatb, Joe Crowley, Mike Wiley and Wayne Darling. Not pktured is Jim Lewis. crane. The Gem State, moored at Swan Island in Portland, Ore . , is 660 feet long and 74 feet wide. Formerly named the President Monroe, the ship is now heavily ballasted on the port side to compensate for the weight of the cranes which are all to starboard. Each 1 2 1 · foot-high crane weighs 700.000 pounds. and has a single lift capability of 36 metric tons. Dubbed TACS-2 for Tactical Aux­ iliary Crane Ship #2 !the Keystone State is T ACS- I ) , the Gem State al­ ready has trained two classes of Sea­ farers. TACS-3. the ex-President Polk. is currently being refitted, and the need for additional crane handlers will pro­ vide more job opportunities for SIU members. The LOG thanks Bosun S. R. Garay, his crew and the crane operator in· structors aboard the Gem State for sending us these photos, and hope that they will encourage other Seafarers to take advantage of the opportunities provided by the SJ U to learn new skills so vitally needed in today's changing maritime industry. ·.. ; . · . Steven Castle from Seattle raises the hook, obvious!} enjoying the training. 1 2 I LOG I February 1 986 The inunense dimensions of the crane become apparent when looking at operator-trainee David McGath in the cab. John Caswell, crane instructor and operator extraordinaire. is also known as "Crash Gordon. " �The second da.s.s or crane operators to be trained aboard the Gem State are (I. to r.): Andrew Greenwood, Larry Watson, David C. Williams, Jim Hendrix, Mike Willis, Charles R. Loveland, Joseph Artis, L.H. Covert, Timothy L. Smith, Carrol G. Heick, Jack Kingsley, Alfred John Erickson, Mike Watson and Mal Frost. Kneeling is Floyd Hogan. Not pictured Is George Wright . . �- . . . ·.-.· . .· . ..:. . .. �. . :·. . ,:·� . i' hY ·"· ,. Training crane operators aboard the Gem State is one way the SIU is helping Its members obtain new skills and job security as Seafarers. KNOW YOUR RIGHTS The awesome set or Lakesbore cranes-the fastest and largest marine cranes in the world. FINANCIAL REPORTS. The constitution o f the SIU CONSTITUTION A L RIGHTS A N D OBLIGA­ TIONS. Copies of the S I U constitution arc available in Atlantic. Gulf. Lakes and I n l a n d Waters District makes specific provision for safeguarding the KNOW YOUR RIGHTS KNOW YOUR RI GHTS all Union halls. All members shoul<l ohtain copies of this membership's constitution so as to familia rize themselves with its con­ money and Union finances. The constitution requires a tents. Any time you feel any memher or officer is attempt­ detailed audit hy Certified Puhlic Accountants every three ing t o deprive you of any constilutional right or obligation months. which are to he suhmitted to the membership by hy any methods such as dealing with charges. trials, etc., the Secretary-Treasurer. A quarterly finance commi ttee as well as a l l other details. then the m e m he r so affected of rank and file members. elected hy the memhership, sho ul d makes examination each quarter of t he finances of the Union and reports fully their findings and recommenda­ immediately notify headquarters. EQUAL RIGHTS. All memhcrs are guaranteed equal tions. Mem bers of this commillee may make dissenting rights in cmploymt:nt and as memhers of the S I U . These reports. specific recommendations and �eparate findings. rights arc clearly set forth in the S I U constitution and in the contracts which the Union has negotiated with the TRUST FUNDS. All trust funds of the S I U Atlantic. employers. Consequently, no memher may he discrimi­ C i ulf. Lakes and Inland Waters District arc admin istered in accon.lance with the provisions of various trust fund nated against hccause of race. creed. color. sex and na- agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union 1ional o r geographic origin. If any memher feels that he is denied the equal righb to which he is entitled. he should and management representatives and their alternates. All notify Union headquarters. only upon approval hy a majority of the trustees. A l l trust SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its pro­ expenditures and dishurscmcnts of trust funds arc made fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ i ty arc protected exclusively hy the contracts hetwcen the Union and the employers. (jct to know your shipping rights. Copies of these contracts arc posted and available in a l l Union halls. If \'OU feel thcr,• has hcen any viol atio n of your shipping. o r �eniority rights a s contained i n t h e contracts hetY.een t h e Union and t h e empl oyers. not i fy patrolman o r other Union otfa:ia l . i n your opinion, foils to protect your contract rights properly, contact the nearest S I U port agent. EDITORIAL POLICY - THE LOG. The Log has and furthering of the American Merchant Marine with the political purposes of any individual in the Union. hoatmen a n d lhe aJvancement of trade union concepts. traditionally refrained from p uhlishing any a rt ic le serving otficer or memher. I t has also refrained from publishing articles deemed harmful to the Union or ils collective membership. This estahlished policy has been reaffirmed the Seafarers Appeals Board by certified m;iil. return re­ ceipt requesced. The proper address for this is: AnJU5 "Rt'd" CampbeU policy i!> vested in an cdllorial hoard which consists of in all const itutional ports. The responsihility for � Chainnan, Seafarers Appeals Board the Executive BoarJ of the Union. The Executive Board 5201 Auth Way and Britannia Way may delegate. ! rom among its ranks. one individual to Ca.mp Springs, Md. 20746 F u l l copies of contracts as referred to are available to you a t all times. either h�· writing directly to the Union o r to the Seafarers Appeals Hoard. CO:"o/TRA('TS. Copies of all S I U contracts are avail­ able in all S I !; halls. These contracts specify the wages \'OU carry out this rcspomihility. PAYMENT OF MONIF:S. �,, monies are to he paid to anyone 111 any otlicial capacitv i n the S I U unless an tlfficial Union receipt is given tor same. Under no circum· �lances should anv memhcr r<.1Y any nionev tor any reason u n less he is given such receipt. In the cvent anyone a1temp1s to require any 'uch pa\'ment he made withoul � <lllr �hip or hoal. Kno\\o � ou r contract r igh ts. as well as -;upplying a n:cc1pl. or 1 f a memher i� rl•quircd to make a pavment and is !!i\ en an nllic1al receipt. hut feels chat he � 1' u r ohliµations. �uc h a' filing for OT on the proper �hould not have been rcyuired tll make such pa\'mcnt. this ;md conditions under which work and live ahoar<l �heeh and in the proper manner If. at any time. an�· S I U ing. but not limited to. furthering the political. social and economic interests of maritime workers, the preservation by memhcrship action at the Scptemher. 1 960. meetings Prince Georges County ceeds arc used to further its objects and p urposes includ­ �:hou l d i m mcdiatch l'L' rcpt>rtcd ttl L'ni0n headquarters. improved employment opportunities for seamen and In connection with such ohjects. SPAD supports and concrihutes to political candidates for elective office. A l l contributions arc voluntary. N o contrihution m a y be solicited or received hecause of force. joh discrimination, t1nancial reprisal. o r threat of such conduct, or as a con­ dition of membership in the Union or of employment. I f a contribution is made hy reason of the ahove i mproper conduct. notify the Seafarers Union or SPA D hy ct:rtified mail within JO days of the contrihution for investigation and <.1ppropri;ite action and refund. i f involuntary. Sup­ port SP AD to protect and further your economic. poli­ tical am.I -;oc ial interests. and American trade union concepts. If at any time 11 member reels that any of the above rights have been violated, or that he has been denied his comtltudoDlll rf&ht of access to Union reconh or lnfonnalion, he should lmmedlaCdy nodty SIU President Frank Drozak at Headquarters by certified mail, return Reeipt requested. The address � �201 Auth Way and Britannia Way. Prina Gror,:es County. Camp Springs, Md. 20746. FeV•Jary 1 986 i LOG I 1 3 �page 42). We undcr'itand their frustra­ tion, yet we feel they are taking the wrong approac h . That i s why this U n i on ' s legislative staff in Washington is working so hard to get a bill passed that would redt)­ cument several more passenger ves­ Cargo preference means jobs. What is nCl'dcd is a com­ prehensive policy to rejuvenate the maritime industry, and that i s some1 hing that requires a common effort. sels under the American registry, in­ cluding the SS Liberte. There has been a lot of talk on the West Coast about the problems in the East Coast by V.P. Leon Hall Philippines. That i s to be expected. California and Hawaii arc this coun­ try's gateway to the Orient. I t is a potentially explosive situa· M E M BERS of the S I U up and Gulf Coast by V.P. Joe Sacco down the East Coast are adding their contribution to the h istory of the modem Labor Movement. From the striking fishermen of New Bedford, to .. tion. What's worse, supporters of huth T Marcos and Aquino are bitter at the U n ited States. It seems that no matter what we do, we're damned. H E SIU is still waiting for a fed­ a That is why the role that our mem­ suit we bers are playing onboard military ves­ members arc hrought against National Marine. I n sels is so important. In order to qualify fighting to protect the things their prcd­ the meantime, we have tried t o place for these vessels, American merchant every si ngle one of the 150 members seamen have to take underway re­ the inland boatmen who work for Sonat Marine, today's S I U ecesson; risked their lives for. Herman Melville, the great nine­ teenth century noveli s t , once wrote that the sea "was a fiend to its own eral judge to rule on let go hy the company in different plenishment courses. And according jobs. to a number of newspaper and maga­ There i s , I believe. a new mood in zine accounts. including U.S. News and World Report, the i mportance of offspring. ' ' He might as well have been the Labor Movement. You don't have referring lo the Seafood Producers to go as far away as the stiiking Hor­ the American hascs i n the Philippines Association, the collection of hoat­ mel workers in M innesota to feel i t : has declined slightly i n recent years owners who pretty much run New i t ' s right here. i n the S I U . For years. because of this nation· s underway re­ Bedford . the American Labor Movement has plenishment capac i t y . Bedford tried to develop good relations with walked out two days after Christmas, owners to promote American indus­ The fish<.:rmen of New A number o f military-contracted vessels arc in Washington. We just after the owners presented them with tries. Y ct when the first opportunity crewed up the Regulus. Jn addition. a final offer that would have drastically arose, many owners tried to do away we have been politically active. Port cut their wages and benefits, even with unions and cut back on their though things are so bad that there are workers' benefits and wages. Agent George Yukmir has just been elected vice president of the King on-againfoff-again oceanographic contract­ 1 2 MSC ship'> has <lone nuthing constructive for the morale of MSC seamen. Not only has 1he OMB Cir­ cular A-76 program �erve<l to confuse mariners, the "Righi of First Refusal ' · i s evrn more bewildering. Many of the MSC sailors art: nuw accusing their respective labor organizations of being responsible for the Cin.:ular A-76 pro­ gram. Nothing could be further from the truth. The O M B Circular A-76 program has been nearly a year since t h e Ma­ 1 talked to George the other day. than anyone else," said SJ U fisherman rine Fleet contract between the SJ U and he said something which I would the operation of nucleus M ilitary Sea M ark Saunders to a Journal of Com­ and Sonat Marine expired, yet we are like to repeat. merce reporter. " Bu t there's a point . to be made. , still hung up i n the courts. enough arc to make a difference. I t than $ 1 00 for a two-week journey. "1 don't I ike doing this any more Council h ing-out pr<><:es'.; of the has long since heen on the federal Not all companies are like this, but Labor Te Executive times that fishermen will be paid less County Government Services by Buck Mercer Board. " I can't expect S I U members to get involved," h e said. books but was never put into effect in Transport or Military Sealift Com­ mand ships. While the federal govern­ ment has always contracted out some Sonat Marine sustained heavy fourth · ' if I don't. That is why I am so excited quarter losses. This was due in large about being selected for t h i s Labor In part, 1 believe. to the corporate cam­ Counci l . " Philadelphia. t h e S I U and District-2 paign th:.tt we have waged against them. Reagan administration. It was Presi­ wrapped up negotiations with Sonat The AFL-CIO has placed the company dent Marine on the contract for the IOT on its unfair list for the abominable workforce was tOll big and far too fleet, more than one year after the way it has treated its workers. There arc other points to be made, and not only i n New Bedford. agencies, the O M B Cin.:ular A-76 pro­ gram came into full focus with the Reagan who said expensive. and We were just successful i n getting contract had expired. phases of vari1)US operations in all it the federal was the Reagan administration which ordered the MSC The contract will be sent out to the Congress t o grant a five-year operating ships to be contracted out under the membersh ip for a final vote. But the extension to the Delta Queen, which Circular A- 76 program . real story here i s the way that the provides hundreds of S I U members company has tried to risk everything with jobs and generates millions of membership who hclieve that the lahor for short-term gains b y unilaterally dollars for the Gulf Region. organizations are responsible for the As a consequence, those among the declaring that captains. mates, chief engineers and barge captains who work contracting out of M S C ships arc being on their tugs and barges arc · · sea­ move seems to he a foregone conclu­ misled. I n addition. as long as this Great Lakes by V.P. Mike Sacco going supervisors. " The company set u p its own single­ cmployer pension plan for the workers T it has unilaterally reclassified. To date, there have been no instances of multi­ sion. mari n e rs now employed by MSC should take solace in the fact that union-contracted companies are sub­ H E lull in shipping that inevitably mitting winning bids for these �hips. comes around this time gives Slu At least the M SC mariner who lo!'es employer pension plans like the Sea­ officials a chance to up<late all infor­ farers' going out of husiness. I n just mation relating to seniority and ship­ force by MSC will have an opportunity the 1 975- 1 977 period alone. 7,000 sin­ ping time. to retain fringe benetits through union h i s/her position through a reductioL m gle-employer pension plans went bust. This is probaby the most i mportant welfare and vacatil>n plans, as well as In New York, the job security of thing t hat we do all year, although i t build seniority and pension credits. i s certainly the least glamorous. Se­ whereas f i non-union companies were deep-sea sailors was the last thing that the corporate raiders who were trying to take over Sea-Land had i n mind. Protecting the rights of union members now extends to the boardrooms of West Coast by V. P. George McCartney T H E next time you tum on the TV niority for Great Lakes seamen is awarded MSC contracts, the former handled differently than for inland and MSC seamen could lose fringe benefits deep-sea members. as well as wage� and vacation pay. program " Magnum P.1 . , " be sure This period also gives us time to At this point. there i s still nothing to look for the crew of the SS Comti­ take stock of the political situation. definite to report on the 1 2 MSC ocean­ erned labor-management relations since tlllion. The producers of the long­ Martin Vittardi. our field rep i n Cleve­ ographic ships except that the M E B A the end of World War JI have changed, running series decided to film an epi­ and unions like the SIU are among the sode onboard this historic passenger land , has been on top of grassroots developments there. This is a hig year itime Union have petitioned the court first in the labor movement to adapt. vessel. for Ohio politicians, so we want to to try and get a ruling tu allow MSC make our voices heard. temporary marine employees the right Wall Street. The rules that have gov­ In this frenetic atmosphere, Districts I & .1 . and t h e National Mar­ the The port of Honolulu is doing ex­ Union is stiU progressing with its long­ tremely well. thanks in large part to Great Lakes port interests have filed term plans. Jt is crewing up new mil­ the passenger vessel jobs generated a suit requesting an exemption from in thi� case in an effort to protect the itary vessels that have been contracted by the redocumentation of the SS the provisions of the compromise that rights of the out by the Navy. Con.\·titurion and SS Independence. was worked out on the cargo prefer- ployee. 14 I LOG I February 1 986 offirst refusal. The SI U has intervened M S C permanent em­ �·S I U & S H LSS == == Meeting the Training Needs of Today and Tomorrow ; . . :'"'t/;1:· , ?,• ·�·.. .·.. · ··� . . ·'. . .· �:�� �l-. , . . .... . '" <') rt.> Frank Drozak, Captain Kcsteloot and Vice Admial Hughes preview an UNREP training film at the SHLSS Video Department while on tour of the Base. Founded in 1967, the Seafarers Harry Lundeberg School of Seamanship has grown to become the largest educational facility for �arers in the Uni�ed States. In the past few years, the school has purchased new eqwpment and materials and set up new military-related courses to meet the ever-changing needs of the indusuy. 1his supplement is designed to update military, government and congressional personnel on the military-related courses offered at SHLSS. ' 'The purpose ofour school iJ to guide and encourage our members to improve theirprofessionalsh/ls /Q meet the 11eeds ofthe industry. ' ' --SIU President Frank Drozak. To achieve these goals, the school emphasizes both academic and vocational education. . . , .. · " I · : ;. .c: °': .,_ - . ;._ _ . �-:�· : . ..: -� ·: ...----S I U Military Contracted Vessels ----. Algol Altair American Condor MV American Cormorant American Eagle American Heritage Antares 1 st. Lt. Baldomero Lopez Bellatrix 1 st Lt. Alex Bonnyman Capella MV Contender CPL Louis }. Hauge Denebola Gem State MV Gus W. Darnell PVT Harry S. Fisher Keystone State 2nd Lt. John P. Bobo Major Stephen W. Pless Mount Vernon Victory Mount Washington MV Paul Buck PFC Dewayne Williams PFC Eugene Obregon PFC James Anderson PFC William Baugh Pollux Regulus MV Samuel L. Cobb Sgt. Matej Kocak Southern Cross MV Stalwart MV Triumph USNS Alatna USNS Chatahoochee USNS Nodaway MV Vindicator ........·�..·. �" ·.:.��-· . .... ·: .'; .· .... ,. .• . . .. .. �.�:. ;� . . . ·:·;.1!f.:·>:f.�:· : a,;' . " •· · . · ' . ·_ ; . �»�·,:;·. . ' ·::� ... < ;.;.j lst Lt. Baldomero Lopez ! 2nd Lt. John P . Bobo February 1 986 I LOG I 1 5 �·; '', a. __ _ . . .·: �·. -- �c . - ·: � �1 • • Ji The tow group visits the Scalift Operations and Maintenance exercise. class during an UNKEP ·. . John Mason discusses the Diesel Engine course during the tow of the Vocational Shop area. Ad m i rals Visit School Trai n i ng at S H LSS Su ppo rts N avy Sealift N eed s Vice Admiral T. ]. Hughes, deputy chief of Naval Operations, and Captain Robert Kesteloot, Office of the Chief of Naval Operations, recently visited the Seafarers Harry Lundeberg School of Seamanship to � maritime training and how it relates to the Navy's Strategic Sealift Program. response to rapid deployment movement requirements and sustainment of employed forces. Further, it supports the national security strategy of forward deployment for deterrence and forward engagement, should that become necessary, and the Adm. Hughes issued the following statement: "The Strategic Sealift Program achieves the objective of a fiscally constrained, time-phased sea.lift capability to deliver and land forces rapidly at any selected geographic location, over-the-shore or through austere or damaged ports by delivering logistics to sustain those forces. capability in balance with Anny, Air Force and Marine Corps logistics support requirements and capabilities. It fulfills Navy responsibilities for ocean transport of U . S . forces worldwide in configured for ' 'quick reaction ' ' response beyond that readily obtainable from U.S. commercial ,, The program is composed of two segments: ships and sealift support systems. The ships' portion is commercial-type ships . '' Frank Drozak invited Adm. Hughes to the Seafarers Harry Lundeberg School of Seamanship to give the Navy a first-hand look at the S I U ' s commi tm e n t to providing the merchant marine's portion of the Strategic Sealift Manpower requirement. The SIU's Sealift Maintenance and Operations Course is providing highly trained Seafarers to crew the MSC vessels. The tour group visited an UNREP course and watched containers being loaded using the school's cargo crane. Adm. Hughes also toured the new shiphandling simulator, with its u l tra-mod ern computer generated scenes, and the world's first two-bridge interactive system. Manpower placement and location is a very big concern to the Navy for crewing the Reserve Fleet in a national emergency. The computer automated manpower locater system at Piney Point can give up-to-the-minute manpower levels that include job ratings and present address information. The manpower locater is a vital part of the strategic Sealift Plan. ,, :·: Frank Dtozak explains the new Cargo Handling Crane coorsc at SHI.SS. 1 6 I LOG I February 1986 shipping. Sealift support systems provide additional equipment and ship enhancement features for in­ the-stream discharge of ships and improved mission capabilities of Frank Drouk answers questions about the Steward Department while on tow of the SHI.SS galley. �Tow boat Adviso ry Board Meets at S H LSS SHLSS Vice President Ken Conklin welcomes the 70 Towboat Advisory Board members to the annual meeting. The nation's inland waterways ' 'are vital transponation arteries and will stay in business despite the distress ' ' the industry is s u ffer i n g rig h f now , B i l l Creelman, Marad 's chief deputy for inland and Great Lakes told the more than 70 people gathered for the annual Towboat Advisory Board meeting. The day-long gathering at SHLSS covered such areas as what the SIU and the SHLSS can offer to the inland waterways industry, some of the reasons for the decline in the industry , what the government plans to do, new work (including military contracts) and legislative issues . The Towboat Advisory Board is made up of industry, government and Union representativc:s. The meeting gives the group a forum in which to discuss the problems and needs of the industry. It Coast Guard Capt. D. A. Naas explains plans the Coast GWlld is studying to contract out some services to the ciYilWl sector. Army Lt. Col. Roy Schaibel (l.) was part of a panel discussion on military work for the inland industry. allows for an exchange of ideas by both Union and management. "We're here because we need your input. We are trying to give you the best we can and want you to be able to take advantage of what is here. We've just got to keep this industry alive, ' ' SIU President Frank Drozak said. Creelman gave the day 's major presentation as he discussed some of the reasons for the shrinking inland industry and what could be done to put it back on its feet. Before joining Marad, Creelman spent 34 years as an executive with National Marine. He said that two of the major reasons for a depressed inland industry are overcapacity (too much equipment) and the decline of the nation's industrial and agricultural economy, two of the major users of inland transportation. Representatives from the Army , Navy, Air Force and Coast Guard explained the various new programs which will call for the services to contract for tug and tow transportation. The military has discovered that civilian contract crews and ships can be counted on. Even the Air Force is getting into the act. ' 'I'm like the new kid on the block, the closest thing to an admiral in the Air Force, ' ' said Lt. Col. John Reidy. He explained that the Air Force does operate several types of ships and is looking into the possibility of civilian operation of those vessels. The Transportation Institute's Tom Allegretti told the Advisory Board about several of the legislative and regulatory issues the industry faces and what has been done about them. Several of the issues included: Coast Guard and port user fees, weakening of the Jones Act, OSHA inspections of towing vessels, pilotage on tank barges and w a t c h s t a n d i n g requirements for uninspected vessels. SHLSS officials spent the morning sessions explaining to the board the various programs the school has to offer which help make SIU Boatmen the most qualified on the Lakes and rivers . The instructors and officials stressed that as the industry's needs changed , the SHI.SS .must be kept informed so the school can continue to turn out students who fill the requirements . ' ' Our product is manpower, and it's meetings like these that help us learn what the industry needs , " said John Mason, dean of vocational education. Mason said that one of the goals of the school is to turn out graduates of the various upgrading courses with practical as well as classroom experience. "You're not getting somebody from us who'll quote a test answer, but somebody who knows what to do, " he said. That is one of the reasons for the school 's new ship simulator. The massive computer-controlled simulator can give a student a chance to control a deepsea or inland vessel. The impressive display can be used to create just about any situation a Seafarer or Boatman could run into on the water. In addition to educating members for their particular jobs, the school also tries to help members with their non-working lives. That's why the SIU has begun a drug abuse rehabilitation program to go along with the suc­ cessful Alcoholic Rehabilitation Center. Rick Reisman, director of the substance abuse program, told the board that it was time for the industry and the Union to clamp down on drug abuse and to help the victims of such abuse. Other areas covered during the day included manpower re­ quirements, adult education and various vocational courses. . l �; . � , ---/ SID.SS Dean of Vocational Education John Mason tells the Board, "Our product is manpower, and it's meetings like these that help us learn what the industry needs." � :,..r)(«. .,,.,, ( .� � The SHLSS' new shiphandling simubtor W2S one of the more popular parts of the day­ long Board meeting. Here Steve Harp of Ship Analytics, the company which designed and built the simulator, explains how it opecatcs to a group of Board members. February 1 986 I LOG I 1 7 �Seafarers Continue to Train to Meet Military Job Challenges With the Sealift Operations and Maintenance Course Since January 21, 1985, seven Sealift classes ducted at have been operations and the loading and con­ unloading of containerized cargo Harry with a fork truck. This will ensure Lundeberg School of Seamanship. our members the job security they the Seafarers To further meet this challenge, the enrollment of students has increased from 25 per class to 40. so richly deserve, now and into the future. This training is required by all We now have given our military members who attend classes at contracted companies a nucleus of SHLSS and is four weeks _in length. over 250 trained members to man The course covers UNREP (Under­ these way ships. training has This specialized resulted in the · Replenishment), (Venical VERTREP Replenishment) Fork awarding of four more convened Truck Operations, Damage C.Ontrol SL-7 class ships to Bay Tankers, and Crane Operations. Inc. as T-AKR's. Training has A been updated with the addition of small crane separate course in Director of Sealift Training Bill Helwege (c.) Instructs In high line procedures prior to the UNREP training. crane maintenance will be offered in the near future for electricians. This will ensure our members the job security they so richly deserve, now and into the future. Bill Eckles, recertified bosun (c.) passes the shot line to the tank barge. The high line Is hauled across to the tank barge and attached to the king post. 18 J LOG J February 1986 Ernie Duhone (rear) signals disconnects the barrels. replenishment completed as the crew �Deck Instructor Joe Marshall (I.) instructs students in high stacking of pallets. Student M i ke O'Connor positions pallets during Seallft Operations and Maintenance drill. Seallft Operations and Maintenance student Bernie Hutching navigating the obstacle course with fork truck. Ferdinand Gongora using a Clark forklift to transport containerized cargointo a 40-foot container. • ··.· ==: rz'. ��..:; �/�:!.:.:;·: Jiii Prescott learns proper signalman procedure from Instructor Ed Boyer prior to liftlng of a m i l i tary grader. · Ii ... . �II . The container bed Is positioned prior to hoisting. SH LSS crane lifts m i l i tary road grader onto a barge. t •: Recertified Bosun Nick Nagy positions container. G e n e Spaulding preparing o perate the SHLSS crane. to February 1 986 / LOG / 19 �The Seafare rs S h i phand l i ng Si m u lator The Seafarers Shiphandling Simulator combines state-of-the-art technology and proven educational methodology into a complete training system. Marine simulators are a safe and cost-effective alternative to traditional shipboard training. Vcsse l operators can develop shiphandling skills while working in a safe and controlled envirorunent. The central feature of the SHL5S simulator system is a full-sized re­ creation of a ship's bridge. Seafarers Shiphandling Simubtor building. • bottom contour effects • bow thruster and assist tug effects • various traffic vessels • several own-ship configura­ had the capability shiphandling on • full day or dusk visual scenes • beam to beam forward view, and after view • clear or reduced visibility • wind and current effects tions including pushing barges towing astern. . :·. ,· . . • . · tugboats ahead and Programs are now being developed to provide training in Basic Shiphandling, Bridge Navigation Manageme n t , Emergency Shiphandling, Vessel which mimics real shipboard operations . The interactive bridges give us the ability for this important training achievement, ' ' said John Mason, dean of vocational education. The. Lundeberg School is very proud of the great strides it is making in the use of simulators . �-·· · . ··�,.. ���;�: .� · '' . · · . .... J --�· to r. John Morgan and Dale Rausch demonstrate the simulator feedback capability to Vocational Director John Mason, and T. J. Radmaker and Robert Feaga from the Naval Sea System Command. L. The main feature of the simultor is a full scale replica of a ship's bridge. This allows for 20 I LOG I February 1986 of training a simulator . i> State-of-the-an computers arc used to operate the simulator. provide station keeping training for deck officers aboard underway replenishment vessels. The full bridge simulator can be used in conjunction with three other ownship radar simulators to create a scenario with four operating vessels. These three additional simulators also have the ability to operate alone and will be used extensively in radar observer training. The training for the military related program will add a new degree of realism to the shiphandling simulacor. "Our MSC UNREP scenarios will be the first time the merchant service has Features include: A scale model of the simulator shows clas.uooms, computer room, bridge, radar rooms, secondary bridge and a view of the projection theatre. to Vessel Communications , Rules of the Road Situations, and Restricted Waterway Navigation . Future courses are envisioned which will train harbor pilots for specific geographic locations and a full 180° forward field of vision. �Radar Obse rver Trai n i ng at S H LSS The S H L S S R a d a r O bs e r v e r Training Program is designed to provide training for SIU members who are applying for an original license as a deck officer; renewing and/or upgrading their licenses, or seeking to increase the scope of their licenses for service on vessels of 300 gross tons or over. The course is divided into two areas of study. The first, radar theory, deals with how radar works, factors affecting a radar picture , relative motion , operation simple and maintenance of a radar system , and an in-depth look at the legal aspects of shipboard radar operation. During the second phase of training the student learns radar plotting techniques and collision avoidance. This is accomplished by the use of radar transfer plotting sheets and direct plotting exercises. The SHLSS radar training simulator is used extensively during this phase of the program . Thomas Calahan (l.) and Marshal McGregor practice direct plotting on the radar. At the secondary bridge, Mike Ryan communicates with the main bridge while planning a maneuver. This system utilizes actual shipboard radar displays upon which a computer generated radar presentation is projected. The students learn to plot the true course and speed of other vessels and to interpret the radar picture in order to determine if any dangerous c l ose q u a r t e rs situations exist. If necessary, the students may then order course or speed changes to their own vessels to avoid the danger of collision. SHLSS presently offers the following radar courses: An eight­ day program of fundamental radar trammg , a three-day refresher/renewal program and a one-day recertification program . A l l SHLSS radar courses are approved by the U.S. Coast Guard. Graduates receive an endorsement as Radar Observer Unlimited. Those SIU members who now hold an endorsement as Radar Observer Inland Waters may upgrade and renew their endorsement by completing the Refresher/Renewal three-day Course. Students practice radar tnnsfcr plotting in the wlar obscner classrom o . February 1986 I LOG I 21 �Pau l H al l Li brary and Mariti me M u seu m The Paul Hall Library and Maritime Museum continuously expands its materials and services. The library's collection of printed materials consists of over 1 6 ,000 volumes and over 200 periodicals . Maritime history and reference materials which support the vocational and academic courses offered at the school are an important part of the collection. Over 800 volumes were added in 1985 mostly in the subject areas of technology , naval science and science. The highest areas of circulation in 1985 were technology military I naval science and language / literature. The Library Advisory Committee consists of vocational and academic instructors who make recommendations for p u rc h a s ing new titles and periodicals . The newest addition to the library is an IBM P C - AT Computer . This computer 1s · .-:: , Paul Hall Library and Maritime Museum Kay Assenmacher (1.) aad)anice Smolck use their IBM PC-AT computer to produce a New Acquisitions List. The Library houses maritime memorabilia and 22 I LOG I February 1 986 a sunken reacting area. being utilized to catalog the 1 ,000 plus books added to the library each year. It will reduce the time spent processing the books and get them on the shelves for use much quicker. The computer is also used to produce a bi-monthly acquisitions list, and it has word processing capabilities The museum collection displays ship models, historic nautical and union i ns t r u m e n t s memorab ilia. T h e library ' s archives also contain union memorabilia and rare book s. The Media Center provides audio-visual equipment and software for students to view videocassettes, filmstrips, slides and audio cassettes. The library also houses a television studio, an auditorium and several conference rooms. All the modern facilities of the library help instructors and stu­ dents in the pursuit of educational goals. Reference materials are in constant use in the srudy areas of the Library �MAN POWE R== the N ucleus of the U n ion == C.omputer technology is changing the face of our world on a daily basis. In order to keep pace with these changes, the Seafarers International Union has placed a central dispatching system through the Manpower Office in Piney Point, Md. With the majority of the work being mil itary related, these changes help the SIU to meet the needs of che contracted companies that operate these vessels. The database contains a wealth of information that is constantly being up-dated and modified through the daily activities of the ports. This information is readily available for meeting the military requiremenrs for manpower. At any given time, the manpower available in any SIU port, through the registration procedure, can be checked to find out what ratings are available in a port, what speciality endorsemenrs each member holds, and their previous work history. In addition to this information contact phone numbers and addresses of every active member in the SIU are also available. Having this knowledge available enables the SIU to focus on what areas the Seafarers Harry Lundeberg School needs to concentrate its upgrading and training dforts on. In addition to membership information, the Manpower office provides the sru with a central dispatching system set up to receive job requests by telephone from all of our contracted companies. These orders are written up and trans­ ferred to computer screens specially designed by the Seafarers Management Information System (S. M . I . S . ) at headquarters in Camp Springs. Information contained on these screens includes the company, name, vessel name, the company personnel placing the call, the location of the v�l . reporting and departure dates and times, any special instructions, and the ratings required to man the v�l. The jobs ordered are then transmitted to the port nearest to where the vessel is located. When the job order is received by the port, the jobs are placed on the rotary shipping board and job calls are made in accordance with the shipping rules. After each job call, any ratings filled are entered into the computer and shown as shipped. When a member is successfully shipped, he is automatically added to the crew list for that ves.sel. In addition to this, the man who is being replaced has a record of the time spent on that ves.sel, the rating held, sign on date, and sign off date put into this individual work history file contained in the data base. This is extremely helpful in locating experienced personnel needed to fill our military vessel's key ratings. If a job order cannot be completely layups, and additional military work. All this is done in an effon to provide sru members with the best accounting of work available and sru companies with the most qualified personnel. The Manpower Office updates and revises display boards containing information on deep sea, Great Lakes and inland vessels. The information maintained on these boards includes the company name, vessel name, when and where the vessel was serviced, and by whom. The Manpower Department in Piney Point is a vital and important part of the Seafarers International Union. No other trade union has as much available information, or has it as centralized as our current system. The future will bring many new changes to the Manpower Office . Soon every phase of shipping in the sru will be brought into the already established system, providing our membership and companies with the best maritime service possible. filled by the pon, the remaining positions are transmitted back to the Manpower Office and sent . "' ,, _,, to .. ..:J;t:4. . ... ....��...·d·f� ......... : •' , v , ...·�··"' Carol Johnson updates the shipping boards - another pon. Every effort is made to all openings in the area surrounding the ves.sel. fill The computer system is a self. contained unit processing over a thousand calls (Standby, Relief, Rotary) per month. It provides the membership with a more accurate method of shipping. It also provides our contracted companies with a direct link to their manpower needs 24 hours a day, seven days a week, and enables the sru co fill the vacant billets as quickly posfilble. The Manpower Office also maintains a variety of other information which is beneficial to the smooth operation of day-to-day union acttvmes. Information as Bart Rogers describes the capabilities of the Manpower Dept. From 1. to r. SHI.SS Vice President Ken Conklin, Bart Rogers, Major General Honor and Arthw Keltz. . regarding ship payoffs, recrews, and layups is received by the office and ' ' dispatched to the port nearest the vessel . The Manpower Office also maintains manpower requirement reports for each area of shipping contained in the sru. These requirement reports are updated each month as the industry changes because of automation, vessel . . . . . . . . '�-,)��-:;: �··� The Manpower staff performs various duties. From 1 . to r. Sylvia Jones, Carol Johnson, Julie Knott and Janet Berg. 24 I LOG I February 1 986 : i!i.i- ···"�· ::'. :� . .-�:...·�..: '• Chris Tennyson demonstrates the manpower system to Vice Admiral Hughes (seated) and Capt. Kesteloot �Instructional Television at S H LSS The Video Deparunent at the Seafarers Harry Lundeberg School of Seamanship provides a number of services to SHLSS students and SIU members . One of these is the management of the school 's large library of videotapes. Right now, there are over 638 programs on subjects ranging from Union Education. An to Some of the programs in this collection were produced at the schoo l , while others were purchased. Still others are copies of films that SHLSS has the rights to . The videotape library is a constantly-growing resource that provides SHI.SS students with valuable information . One of the fastest growing areas is Sealift Operations. This ponion of the collection contains programs directly related to SIU training for military vessels. Many of these tapes are produced by military for their own use, and available in the students' rooms and are repeated throughout the through contacts made by SHI.SS instructors, the school was able to of c o m m u n i c ation between the members and the leadership of the union. Every m o n t h a R e p o r t to t h e Membership i s videotaped and students to watch during their add them to the library as well. Soon over 1 1 5 programs will be free time. This allows for self­ paced instruction and repetition sent to SIU ports around the country . This gives members a chance to see and hear first-hand added to the collection. as many times as necessary. how the SIU But even the best library is worthless if it can't be used. At SHLSS, this isn 't a problem. Six channels of local-origination programming are available to instructors and students during class hours. Through these channels six different programs to six different classes in six different locations all at the same time can be provided . Last year over 1 , 200 programs were distributed to classrooms all over the campus. In addition , every evening during the week four of the channels are programmed with tapes geared to the classes in session provides at the school. another 40 This hours of instructional viewing for SHI.SS students. The programs are In the studio control room tapes can be edited, and music, special effects and graphics can week. Videotapes are also available in the Library Media Center for avenue be added to produce informati"e While most of the videotapes come from outside sources, approximately 25 percent of the programs are produced by the Video Department. Since the television studio was opened in October of 198 1 , over 1 50 programs have been made. The advantage of in-house production is that videotapes that are directly related to SHI.SS training can be produced. Through cooperative efforts with SIU-contracted companies, the video deparunent can go aboard the ships and tape the actual equipment in use and design programs to mesh with dasssroom study. Other programs produced by the Video Department serve as an is dealing with industry problems as well as the current state of the Union. In addition to these regular reports, special videotapes arc prepared and sent out when needed. Last year, for example . programs about the SIU T-AGOS program , Steward Department Upgrading, and several other subjects were distributed. Other programs dealing with the structure and functions of the SIU were produced and are used at SHI.SS as part of the union education program. It is the combination of these two major functions, Production and Distribution, that makes the Video Department at SHI.SS an effective and valuable part of both the school and the SIU. The Video Department's computer is used for graphics, scripting, inventory control and schedulin1. · video · Robert Abdi runs the video distribution center and scnch programs all over base. Melody Chainey video tapes Mike Wilson in the SHLS.5 studio. February 1 986 I LOG I 23 ��eaTarers n arry Lu noeoerg Sch ool of Seam a n sh i p The Seafarers Seamanship is Harry Lundeberg School of 60 acres of southern Maryland Paul Drozak B u i ld ing waterfront property dedicated to the training and advancement of seafarers. Seafarers Shiphandl ing Si m u lator B u i lding . Charles Logan B u i l ding . · · ·. : · S H LSS Marina . Paul Hall Li brary & Mari t i m e M u seum Seafarers Harry Lundebe rg Train i ng & Recreation Center February 1 986 I LOG I 25 �ENG I N E D E PA RT M E N T WELDING AUTOMATION CHIEF ENGINEER & ASSISTANT ENGINEER Unlnspected Motor Vessel REFRIGERATED CONTAINERS­ Advanced Maintenance MARIN E ELECTRONICS .r MARINE ELECTRICAL MAINTENANCE 26 I LOG I February 1 986 ... , . �· �·�· . .· :·. '< ·.• FIREMAN/WATERTENDER, OILER (FOWT) �DIESEL ENGINE TECHNOLOGY .. CONVEYORMAN � PUMPROOM MAINTENANCE AND OPERATIONS ....-··· THIRD ASSISTANT ENGINEER AND ORIGINAL SECOND ASSISTANT ENGINEER STEAM OR MOTOR "" • :: ,• :. . '• . � ''' ' . . . . . . . ., . �: . · · · --�-7? REFRIGERATION SYSTEMS MAINTENANCE AN D OPERATIONS =.:=�r �,tffi.&:�.:�...,. .,. "' HAGGLUND CRANE HYDRAULICS QUALIFIED M EM BER O F T H E ENGINE DEPARTMENT (QMED) February 1 986 I LOG / 27 �D EC K D E PA RT M E N T . U pg rad i ng P rog ra m s - ::-�:�... ,,...�:..�: ABLE SEAMAN-Special (12 Months) ABLE SEAMAN-Limited (18 Months) ABLE SEAMAN-Unllmlted (36 Months) CELESTIAL NAVIGATION .,. . ,';.�.� f. .. . .. TAN KERMAN ;/511�" ..:j !ii. \r� __ . QUARTERMASTER 28 I LOG I February 1 986 . .. � . ' · · :1 , . ,.·.,r· ' FIRST CLASS PILOT �THIRD MATE AND ORIGINAL SECOND MATE TOWBOAT OPERATOR 0 ..__ b.... MASTER/MATE FREIGHT AND TOWING VESSEL (Inspected) RADAR OBSERVER DEEP SEA DECK SHIPHAN DLING SIMULATOR I N LAND DECK SHIPHANDLING SIMULATOR February 1986 I LOG / 29 �ST EWA R D D E PA RT M E N T U pg rad i ng P rog ra m s I I - TOWBOAT INLAND COOK • , I ""' ' � N� . . .·, · ·.· · :� �����'� .. ,, � ' CHIEF COOK COOK AND BAKER 30 I LOG I February 1986 CHIEF STEWARD ,, , �• ...... -.- . . -. IJ . ALL D E PARTM E N TS U pg rad i ng Spec i a l ty Co u rses ...,. • ...,. ._ • • . · � · .._ .._.. ..,. . .. .... 191.-. 1 1 • I ..... ..,. ,. , ,. .... ._ U N DERWAY REPLENISHMENT , � '·�� LIFEBOAT ?\ , t'<:::i� ' "' I CRAN E CARDIOPULMONARY RESUSCITATION (CPR) a , _...,, · · · ·:aw· · <J.. . ·e iaXA •• :�=.;��· FORKLIFT > · FIRE FIGHTING FIRST AID february 1986 / LOG I 31 �A D U LT E D U CAT I O N P rog ra m s HIGH SCHOOL EQUIVALENCY PROGRAM (GED) SH LSS Ad ult Education Opportu nities ENGLISH AS A SECOND LANGUAGE (ESL) ADULT BASIC EDUCATION (ABE) ABE/ESL INTRODUCTORY LIFEBOAT COURSE 32 I LOG I February 1 986 For an education program to be effective , it must be able to meet the student's needs. A continuous effort must be made to identify these needs and design new materials to reach them. The Seafarers Harry lundeberg School of Seamanship (SHLSS) has l o n g r e c o g n i z e d and responded to such innovative approaches in education . It is the schoo l ' s p hilosophy that education and training go-hand­ in-hand in preparing members for both their jobs and life skills. Learning is still a lifelong , continuous process whereby seafarers acquire knowledge, skills and attitudes that will help them on the job, at school and in everyday situations. Because of the open admissions policy at SHLSS, the reading and math skills of every upgrading seafarer are diagnosed. The seafarer is counseled, and an individualized course of study is mapped out for those seafarers who need basic skill improvement so that they can realistically reach their vocational and personal goals. In dealing with the adult learner, there is the need to provide a warm, supportive climate to help the seafarer overcome learning anxieties, fear of failure, test-taking anxieties or any previous negative learning experience . It is with the supportive learning climate provided by the Adult Education Department and the student's motivation that a great degree of learning success is experienced. It is because of this function that the Adult Education Department has been recognized as the support department. In efforts to continue to provide the best educational opportunities possible, the Adult Education Department offers five basic service s : remedial servi c e s , t e c h n i c a l w r i t i n g s e rvi c e s , correspondence materials and an educational outreach program . The five basic courses offered are: Adult Basic Education (ABE), High School Equivalency (GED), English As a Second language (ESL), Developmental Studies ( DV S ) , and a n A B E / ESL Introductory lifeboat class. These classes are available to all SIU members who are in good standing with the union and who have paid their dues. The Adult Education courses have been designed to help seafarers reach their educational and career goals. They will be offered at four specific times throughout 1986. Applicants can be pretested and arrangements made prior to the scheduled course dates if applications are sent in early. Interested seafarers should look for the SHLSS course schedule and fill out the appplication form in the Seafarers LOG. The Adult Basic Education (ABE) program will help improve basic English, reading and math skills. The English as a Second Language (ESL) course can help seafarers improve their use of the English language by emphasizing reading, writing and speaking s k i l ls . The High School Equivalency program will prepare a seafarer for the GED exam by working in the five content areas of science, social studies, English, math and l i t e r ature . The Developmental Studies (DYS) class provides seafarers a chance to improve study and test-taking s k i l l s before a s c h eduled upgrading class. The ABE /ESL Introductory Lifeboat course helps prepare the seafarers for the regular Lifeboat course and is geared for students who have difficulty reading, who do not read at all, or who have been out of school for several years. All of these courses stress skills that can be applied to the s e afarers m a r i t i m e car e e r . Interested seafarers may find it h e l p fu l t a k i n g a n A d u l t Education course prior to a scheduled upgrading class. �However, seafarers may come back for the Adult Education class at any of the scheduled times. Besides the courses that are available through the Adult Education department, another key function is the offering of remedial service through the Learning Center. Basic help on reading, writing, study skills, and math is provided. In addition, correspondence courses and materials have been offered since 1980. Seafarers have the opportunity to send for review packets in math, English, social studies, communication skills, metrics and taxes to name a few. These requested materials will be sent to the seafarer's home port or aboard the vessel. Any of these materials are useful in preparing the seafarer for his job, for a future upgrading or college course, or for everyday situations. All of these Adult Education courses and functions are only some of SHLSS 's effective educational activities. The Adult Ed ucation d e p a r t ment w i ll continue to expand and upgrade the programs in order to prepare the seafarer for the future. Write to the Director of Adult Education for more information on any of these courses. SHLSS Computer Course Meets the Needs of the Union. Computers are fast becoming a way of life, and the Seafarers Harrry Lundeberg School of · Seamanship (SHLSS) is preparing the membership for the changes that are coming. SHLSS Adult Education Department offers computer training to meet one of the educational needs of the seafarers through an introductory computer course. This course has been a popular class because the membership understands how important it is to be skilled to meet the changing technological demands of the vessels. Further, the maritime industry is finding more and more uses for the computer aboard ship. Currently, computers already play an important role in the maritime industry. While on the vessels, The science lab facilities are evaluated and a�proved by (I. to r.) Lowell Salmon, SBHE facilities specialist, Tracy Aumann, SHI.SS director of curriculum, Faculty I Services and Dr. David Sumler, SBHE coordinator of Collegiate Approval and Evaluation. Associates in Arts College Programs Offered at SHLSS The Seafarers Harry Lundeberg School of Seamanship offers to SIU members the opportunity to earn a two-year associate in arts degree in their maritime occupational field. Members of the deck department (inland or deep sea) can earn a degree in Nautical Sci ence Technology. Members of the engine department (inland or deep sea) can earn a degree in Marine Engineering Technology. Both programs as well as certificate programs have been approved by the Maryland State Board for Higher Education. Seafarers earn their college degrees in this new program by combining credits that they have earned or will earn in vocational courses with credits they will earn while enrolled in sequences of general education courses such as English, Math, Science and Humanities. To be admitted to the college program the seafarer must: 1 . be a member in good standing in the SIU 2 . hold an A, B, or B-limited seniority in the SIU 3 . pass an admissions exam to present evidence of ability to profit from the courses 4 . possess any prerequ1s1te maritime background for vocational courses. The new college program is designed to provide the flexibility that seafarers need to achieve a higher education. Unlike traditional semester systems that most colleges have' the sm.ss degree program will be designed to meet the needs of seafarers who are not always able to attend school for whole semesters at a time. The sm.ss program will offer courses three or four times per year for six to 10-week periods. Members will be allowed to come back to school for college courses just as they do for upgrading courses. Members who wish to earn their degree will come to Sfll.SS and work on a sequence of two to four courses over a six to 10-week period. The college program will work just like upgrading, but instead of taking a vocational class, the srudent will be enrolled in the college program. The first sequence of college courses to be offered will be English 101: Composition and Rhetoric, MTH 108: Introduction to College Mathematics, and either MET 221: Engineering Principles I (for engine department majors) or PHS 101: General Physical Science I (for deck department members). These new courses will begin in the early spring around the beginning of March and are the first sequence of courses needed for the new college degrees. The first sequence of three courses will run for six weeks. Any members interested in starting the college program or having any questions about it can contact the Admissions Office or Tracy Aumann at the Seafarers Harry Lundeberg School of Seamanship, Piney Point, Md. 20674. This is the time for members to get in on the ground floor of this new and exciting educational opporrunity. s e a fa rers receive information instantaneously over the computer screens. Off-shore computer terminals and satellites signal telecommunications data for cargo transports. By dialing into the terminals, information may be processed on payroll, inventory, fuel and parts requisitions, navigation and updated weather forecasts. SHLSS recognizes the integral role computers play in the industry and have taken the lead in computer training by offering the seafarers this computer course. Seafarers not o n l y r e c e i v e information o n the operations and benefits of computers, but also have practical hands-on experience with the computer keyboard. As seafarers become comfortable with the computer, they are eager to use it on their jobs. Both recertified bosuns and recertified s t e w a r d s h a v e h a d m a ny opportunities to use the computer when working on inventories and requisition lists. All of the computer classes are taught by SHLSS instructor Roger Francisco. He is continously updating the computer course based on feedback from both the shipping companies and seafarers. Because of the increasing involvement between the SIU and military contracted vessels, there has been a growing awareness of the computer skills needed aboard these ships. Roger Francisco has incorporated these skill needs into the computer course. The computer class is only one of t h e m a n y e d u c a t i o n a l opporrunities available to seafarers through the Adult Education Department. Adult Education D irector Sandy Schroeder discusses the Outreach Proh 0 U trea ch Program The educational ou.treach program, offering educational opportunities to seafarers while in port and aboard vessels, will be implemented on a greater scale in 1986. Durella Rodriguez, an instructor in the Adult Education Department at the Seafarers Harry Lundeberg School of Seamanship, began preparations· for outreach in 1985. The USNS Southern Cross, a military vessel contracted by the SIU, was chosen as a pilot project program to begin the outreach aboard SIU vessels. Ms. Rodriguez visited the crew twice while in port in Norfolk. Both academic and vocational materials were brought aboard for the members availability while at sea. Materials included books, self study packets and videos. The program was well received and provided a lot of valuable information for further projects. Ms. Rodriguez has also received valuable materials from Military educators. Larry St_ otsberry, the naval educational director at the Patuxent River Naval Air Station has provided SHLSS with many valuable educational materials over a two year period. Ms. Rodriguez attended the Eleventh Worldwide Military Services Education Conference in April of 1985. She recently met with Major Carlos Tibbetts of the U.S. Army Reserve a n d discussed the possibilities of ship board correspondence. The plans for 1986 include: implementation of a pilot outreach program in one of the SIU Union Halls; continued exchange of programs and ideas with military e d u c a t o r s; distribution of educational materials to more SIU ships; correlation of programs with Sea­ lift Operation instructors at SHLSS who visit military vessels, and the aquisition of more outreach materials for the membership. Ms. Rodriquez feels that one of her most important goals for the 1986 outreach program is to make all facets of the SIU organization aware of the outreach program and to work together to provide more educational opportunities to all SIU members who want them. · February 1986 I LOG I 33 �U pg ra d i ng Cou rse Ap :p l y N ow for a n S H LSS ·· : ·· · · · · ·· · · ··· · · · · · · ·· ·· · · ·· · · · · · · · · · · ········· · · ··- � � · ·· · ·· · · · · · · · · ···· ··· · · · ······· ·· · · · · · ·· ······· ··· · · ······· · · �· · · · · ·· · · · · ········ I . ' :. • • • Seafarers Harry Lu ndeberg School of Seamanship Upg rad ing App 1 Jcat1on . • • ., • • . • . . • • • • • • • '" • • • Nam • • I I I • • I . . • . De p Sea Mem ber D • • • Inland W1ten1 Member D Pacific r Lake1 Member D • • • • I I • • • • • I . Soc i al Slcurity 1, _ _ _ _ _ _ Date Boo Was 111ued Book '------ Senlorlty _______ Port lasued ______ Depanment _ _ _ _ _ _ Port Presently _."" '"l at red '" ------- _ _ _ _ _ _ _ _ • . • • • • • Endoraemant(s) or Llcen ) Now H Id _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ • • • . , . , • � • I • • • . Are yo u a graduate or tha SH lSS Train· e Program! o Yes Train I I I : • • I I . • 1111 In below) Program: From ------r.r:w=-, ;"l'._ _ :z::: ..--::1 - No ,...., (U ye , f111 In below) Have you attended any SHLSS Upgrading Couraes: O Vas Courae(a) Taken • • • . • • • , . • • ,, • • No 0 (1f yes, � _ _ _ _ _ _ _ � � _ _ _ _ _ _ _ _ _ _ � _ Do you hold a letter or completlon for Llfa� t: D Yes No 0 Firefighting: O Yes No lJ CPR: O Vas No iJ • • • • • Date AvaJlable for Training ------- • • • • Primary Language Spoken . ,-----�--­ • • • • • • ! Am lntara'Sted Jn th • • • • • DECK • • • • • • ,. • • • • • • . • • ENGINE c AaM.. fll Cool • C-* I ..._ = °*tf C.. .Al U'l'lltftl'*f Al l.llnllMI a u .,... ...... Towballll 0,..... lnlwl r..-.. o,.r.t. ,... ...,. ,.... . Towbll!m � COwwr' 2IJO .,.... I C.... N ....J .. ... D .._... lmiplct_. Towlrll Y....e Mete kttipK\ld Tewtne Y..... r ...,,...... .,.. .._ ' ,... Syal.,. ·� DleMI � Aut•.llld [ •r,,, cu .._ , •t ·ca.a ,..,. ,,.... ..... c.e..,... CNef � (Unln1p1:tld 01\ Moeor Y ::: Slmul&W CourM OperwlflOM • • • • • . . • I • • • . • • • • • • • 6 Third Aul. � r:l ...,..""' Coftt... Cl l1*11 ..... LI ...._., Otaww• UnllmtWll CJ 5-IWI 0 Mflfad rac.tpta and 1vc.ce.ufully cornplllm lhe cour.. I l'tt!ll9CI) l!llC tenanc:e er-) = "'*-Yilet CJ Heetlund Cr.- Matnt...a ....... i.-... No lnlrwpotta"°'1 will be .-Jc1 un JOU �I Oftglnel t• l'Ofllca (l.ASfl . . ADULT EDUCATION DEPARTMENT &UE - Hlgfl khDal EQu...n:r ,.,...,91\ t'GE.D) ..... Dfttlop hll S.udlal £� • • lileond t..1911819 (QU � AIEllll Ut.boat P� • . . • . . "' UJeMbiWi o,.ntloM 6 MS!UjiSWU:. RECORD OF EM PLOYMENT T I M E -fShow only amount needed to upgrade In rating noted above or attach letter of service, whichever Is ppllcable.) RATING HELO DATE SHIPPED DATE O F DISCHARGE . • . , , • • • • • • • • • DATE �---��---- -�---� SIGNATURE ��������RETURN C O M PLETEO APPLICATION TO: 34 I LOG I February 1 986 • • • . - Muh a.Uo EOUc:au.11111 ALL DEPARTMENTS ft V E SSEi. • . • • • • • . taMflCll ..... v....,, � • • • • • • . STEWARD T...... • ,, • • • 1) Cheeked Balow or Ind cated H 111 II Not Listed Following Cour . . • • �I ax 1 1me Again Here·s �ome Help Important Tax Law Changes Exemption fo r Children of Divorced or Separated Parents GeneraJly , for 1985, if you did not have custody of your child. you may claim that child as your dependent only if: • the parent who had custody of that child waives the right to claim the exemption by completing Form 8332, Release of Claim to Exemption for Child of Di­ vorced or Separated Parents, and you attach that form to your tax return, OR • a divorce decree or written agreement executed before l 985 states that you are entitled to claim the child's exemption, and you paid at least $600 for the child's support. Alimony If you received alimony or separate main­ tenance payments in 1985, you must let the payer know your social security num­ ber. If you deduct alimony you paid. you must show the recipient's social security number on your tax return. Also, for divorce or separation instruments exe- cuted after 1984, new rules apply in de­ termining whether the payments qualify as alimony. Deduction for Charitable Contrlbuti<>ns TllE G'OLUTION 15' SIMPLE, Generally , for 1985, if you do not itemize your deductions, you may deduct one-half of your qualified charitable contributions. W4T�ON.f New rules also apply if you made contri­ butions of property other than cash. Earned Income Credit A"w�c:hocil ... ... .... Youndl "-'"""' �·'� For 1985, the income limit has increased to $11 ,000. - New Information Required for Business Use of Vehicles Beginning in 1985, you must answer certain questions on Form 2106, Employee Busi­ ness Expenses, if you were an employee and you claim a deduction for business use of an auto or a light truck. Get Form 2 1 06 for more details. Similar questions are on Form 4562, Depreciation and Am­ ortization, for other persons who use a vehicle in their business. l'f�OOno(Nw' ,w,2. ..... _ . ,, k'IUTVCIOl\1 IS ��0t(kua)(#ttM/I F(61'1?<fl91) ""·� <1tfKt.cl'lf'(.k '- 1 1N1"""'1 ��·'1+(t Important Reminders Estimated Tax Payments-Retirees and Others With Income Not Subject to Income Tux Withholding If you have income generally not subject lo income tax withholding (such as inter­ est, dividends, pensions, or capital gains), you may have to make estimated tax pay­ ments. If you do not pay enough estimated tax or do not have enough tax withheld, you may be charged a penalty. For more details, get Publication 505, Tax Withhold­ ing and Estimated Tax. SoclaJ Security Benefits May Be Taxable If you re.ceived social security benefits, part of these benefits may be taxable under certain conditions. Be sure to read the IRS Nqtitt 703 that you should get from the Sqcial Security Administration with Form SSA-1099 by January 3 1 , 1 986. Could You Pay Less Tax by Income Averaging? to you an interest in a tax shelter must maintain a list of investors and give you the tax shelter registration number as­ signed to the tax shelter. You must attach to your tax return Form 827 1 , Investor Reporting of Tax Shelter Registration Number, to report this number. Penalties are provided if you fail to report this number on your tax· return. Do You Want More or Less Income Tax Withheld in 1986? Jfthe refund you receive is large , you may want to decrease your withholding for 1986. If you are a working married couple, or had two or more jobs, or had income not subject to withholding, you may need to have more tax withheld to avoid owing IRS a large amount. Employment Taxes for Household Employers If there has been a large increase in your income this year. you may be able to pay less tax by using the income averaging method to figure your tax. Get Schedule G (Form 1040) to see if you qualify. Tax Shelter Registration Number A person who sells (or otherwise transfers) If you have a household employee, both you and the employee may have to pay a share of the social security tax on the employee's wages. You may also have to pay FederaJ unemployment tax, which is for your employee's unemployment insur­ ance. For more details, get Publicati<>n 503, Child and Dependent Care Credit, l) �...., Ol'(licM)(Mtlch Sc:htidWt t>) Uj"'l-b ···­ !'+t'tt!• A t�U.Ol'I �ll) and Employment Taxes for Household Employers. owe on your tax return. Make your check for taxes payable to " Internal Revenue Service." Assembling Your Return Malling Your Return Attach all schedules and forms in order of the "sequence number" that is shown below the year in the upper right comer of the schedule or form. Attach other forms in numerical order and any additional in­ formation sheets at the end of your return. If you received an envelope with your forms booklet, please use it. You may be filing your return with a different Service Center this year because the IRS has changed the filing location for several areas. Voluntary Contributions to Reduce the Public Debt We often receive inquiries about how peo­ ple may make voluntary contributions to reduce the public debt. If you wish to contribute, just enclose in your tax return envelope a separate check made payable to "Bureau of the Public Debt." Subject to the limitations on charitable contribu­ tions, you may deduct this contribution on your 1 986 tax return. But please be sure to keep your contribution to reduce the public debt separate from any amount you Who Must FUe You must file a tax return ifYour marital sliltus al the end of 1985 was: Single (including divorced and legally separated) and your filing status is: Single or Head of household and aJ the end of 1985 and your gross you were: under 65 65 or over income was aJ least: $3,430 $4,470 Married with a dependent child (or a child whom you cannot claim as a dependent because of the rules for Children of Divorced or Separated Parents) and living apart from your spouse during last 6 months of 1 985 Head of household under 65 65 or over $3,430 $4,470 Married and living with your spouse at end of 1 985 (or on the date your spouse died) Married, Joint return under 65 (both spouses) 65 or over (one spouse) 65 or over (both spouses) $5,620 $7,700 Married, separate return any age $1,040 Married, joint return or separate return any age $ 1 ,040 Single or Head of household under 65 65 or over $3,430 $4,470 Qualifying widow(er) with dependent child under 65 65 or over $4,580 $5,620 Single or Head of household under 65 65 or over $3,430 $4,470 Married, not living with your spouse at end of $6,660 1 985 Widowed in 1 984 or 1983 and not remarried in 1985 Widowed before 1 983 and not remarried in 1985 Telephone Servke for Tax Refund Information If i t has been at least 1 0 weeks since you mailed your 1985 tax return, you may be able to call a special telephone number for your area to find out the status of your income tax refund. For details on how to use this service, see How To Use Tele-18.x Information. Other Flling Requirements. Even if your income was less than the amounts shown above, you must file a return if any one of the foUowing applied for 1985: • You could be claimed as a dependent on your parents' return and you had $ 1 ,040 or more in income that was not earned income-for example, taxable interest and dividends. • You owe any special taxes, such as: -social security tax on tips you did not report to your employer; -uncoUected social security tax or RRTA tax on tips you reported to your em­ ployer; -alternative minimum tax; -tax on an Individual Retirement Arrangement (IRA); or -tax from recapture of investment credit. • You received any advance earned in­ come credit (EiC) payments from your employer(s). • You had net earnings from self-employ­ ment income of at least $400. • You had wages of $100 or more from a church or qualified church-controlled organization that is exempt from em­ ployer social security taxes. • You exclude income from sources within U.S. possessions and your gross income was at least $ 1 ,040. These rules apply to all U . S . citizens and resident aliens. They also ,apply to nonresident aliens and dual-status aliens who are married to U . S . citizens or resi- (Continued on Page 36.) February 1 986 I LOG I 35 �dents at the end of 1985 and who have elected to be treated as resident aliens. If you were a nonresident alien at any time during 1985 (except as mentioned above), different rules apply. You may have to file Form 1040NR, U.S. Nonresi­ dent Alien Income Tax Return. Also get Publication 519, U.S. Tax Guide for Aliens. • • • Note: Bef.{inninK in 1985, specific rules apply to determine if you are a resident or nonresident alien. See Publication 519 for details. • Who Should File Even if you do not have to file. you should file to get a refund if Federal income tax was withhelO from any payments to you. Also file if you can take the earned income credit. If you file for either of these reasons only, you may be able to use Form 1040A (or in some instances, Form 2040EZ). • • treated as a resident alien. Exception: You may be able to use Form 1040A if you meet the tests under Married Per� sons Who Live Apart. You received taxable social security benefits or tier l railroad retirement benefits. You received interest as a nominee You received or paid accrued interest on securities transferred between inter­ est payment dates .. You received any nontaxable dividends, capital gain distributions, dividends as a nominee, or you elect to exclude qualified reinvested dividends from a qualified public utility. You are required to fill in Part III of Schedule B for foreign accounts and foreign trusts. You take any of the adjustments to income shown on Form 1040, lines 24, 25, 27, 28, 29, or any write-in amount included on line 3 1 . • You claim any of the credits on Form When to File You should file as soon as you can after January I , but not later than April 1 5 . 1986. If you file late, you may have to pay penalties and interest. If you know that you cannot file by the due date, you should ask for an extension using Form 4868, Application for Auto­ matic Extension of Time To File U.S. Individual Income Tax Return. Note: Form 4868 does not extend the time to pay your in<:ome tax. See the instruc­ tions for Form 4868. If you are living or traveling outside the United States and Puerto Rico on April 1 5 , you can get an automatic 2-month extension of time to file. Just attach a statement to your return explaining the details. Which Form To File 1040, lines 42, 43, 47, 48, or any write­ in credit included on lines 45 or 49. • You owe any of the taxes on Form 1040, lines 39, 5 1 through 55, or any write-in amount included on line 56 (other than advance EiC payments). • You claim any of the payments on Form 1040, lines 58, 62, 63, or any write-in amount included on lines 63 or 64. • You file any of these forms: Form 1040-ES, Estimated Tax for Individ­ uals, for 1 985 (or if you want to apply any part of your 1985 overpayment to esti­ mated tax for 1986). You MUST Use Form 1040 If: • Your taxable income is $50,000 or more. • You itemize deductions. • Your spouse files a separate return and itemizes deductions. Exception: You may still use Form 1040A if you have a child and can meet the tests under Mar­ ried Persons Who Live Apart. • You can be claimed as a dependent on your parents' return AND you had in­ terest, dividends, or the other unearned income of $ 1 ,040 or more. • You are a qualifying widow(er) with a dependent child. • You were a nonresident alien during any part of 1985 and do not file ajoint return. (You may have to file Form Hl40NR). • You were married at the end of 1985 to a nonresident alien who had U.S. source 36 I LOG I February 1 986 Community Property States Community property states are: Arizona, California, Idaho, Louisiana, Nevada, New Mexico, ]'exas, and Washington. If you are your spouse live in a com­ munity property state, you must follow state law to determine what is community income and what is separate income. How­ ever, different rules could apply if: • you and your spouse lived apart all year, • you do not file a joint return, and • no part of the community income you earn is transferred to your spouse. For details, get Publication 555, Com­ munity Property and the Federal Income Tax. You may round off cents to the nearest whole dollar on your return and schedules. But, if you do round off, do so for all amounts. You can drop amounts under 50 cents. Increase amounts from 50 to 99 cents to the next dollar. For example: $ 1 .39 becomes $ 1 and $2.69 becomes $3. Form 2555. Foreign Earned Income. Form 4563, Exclusion of Income From Sources in United States Possessions. Where To File aries, tips, unemployment compensa­ tion, interest. or dividends. • Your taxable income is less than $50,000. • You do not itemize deductions. You can also use Form 1040A to claim the deduction for a married couple when both work, the deduction for certain con­ tributions to an Individual Retirement Ar­ rangement (IRA), the credit for child and dependent care expenses, and the partial deduction for charitable contributions. Since Forms I040A and 1040EZ are easier to complete than Form 1040. you should use one of them unless using Form 1040 Jets you pay less tax. However, even if you meet the above tests, you must file Form 1 040 if any of the following situations applies to you. Generally, foreign source income must be reported. Get Publication 54, Tax Guide for U.S. Citizens and Resident Aliens Abroad, for more details. Form 2210, Underpayment of Estimated Tax by Individuals. • You were single and claim only your • You had income only from wages, sal­ U.S. Citizens Living Abroad Rounding Off to Whole Dollars Form 8271, Investor Reporting of Tax Shelter Registration Number. You MAY Be Able To Use Form 1040A If: Congress established this fund to support public financing of Presidential election campaigns. You may have $I go to the fund by checking the Yes box. On a joint return, each of you may choose to have $ I go to this fund. or each may choose not to. One may choose to have $1 go to this fund and the other may choose not to. If you check Yes, it will not change the tax or refund shown on your return. Do not claim this amount as a credit for political contributions on line 44. Schedule G , Income Averaging. You MAY Be Able To Use Form 1040EZ If: own personal exemption. • You had only wages, salaries, and tips, and not more than $400 of interest in­ come. • Your taxable income is less than $50,000 •. You do not itemize deductions or claim any adjustments to income or tax cred­ its. You can use Form 1040EZ to deduct part of certain charitable contributions. Campaign Fund Use the addressed envelope that came with your return. If you do not have one, or if you moved during the year, mail your return to the Internal Revenue Service Cen� ter for the place where you live. No street address is needed. Other Information Death of Taxpayer If the taxpayer died before filing a return for 1985, the taxpayer's-spouse or personal representative must file and sign a return for the person who died if the deceased was required to file a return. A personal representative can be an executor. admin­ istrator, or anyone who is in charge of the taxpayers' property. The person who files the return should write ''deceased'' after the deceased's name and show the date of death in the name and address space at the top of the return. Also write "DECEASED" across the top of the tax return. If the taxpayer did not have to file a return but had tax withheld. a return must be filed to get a refund. If your spouse died in 1985 and you did not remarry in 1985, you can file a joint return. You can also file a joint return if your spouse died in 1986 before filing a 1985 return. A joint return should show your spouse's 1985 income before death and your income for all of 1985. Also write "filing as surviving spouse" in the area where you sign the return. If someone else is the personal representative, he or she must also sign. If you are claiming a refund as a surviv­ ing spouse filing a joint return with the deceased and you foHow the above instruc­ tions, no other form is needed to have the refund issued to you. However, all other filers requesting a refund due the deceased must file Form 1310, Statement of Person Claiming Refund Due a Deceased Tax­ payer. to claim the refund. For more details, see Tele-Tax Infor­ mation in the index (topic no. 1 28) or get Publication 559, 'rax Information for Sur­ vivors, Executors. and Administrators. Amended Return If you file your income tax return and later become aware of any changes you must make to income. deductions, or credits, file form 1040X, Amended U.S. Individual Income l'ax Return. to change the Form 1040, 1040A. or I040EZ you already filed. Note: If your Federal return is changed jOr any reason, it may affect your state income tax liability. This would include changes made as a result oj' an examina­ tion oj' your return by the IRS. Contact your state tax aRency jOr more inf'orma­ tion. Volunteer Income Tax Assistance (VITA) and Tax Counseling for the Elderly (TCE) Free help is available in most communities to lower income, elderly, handicapped. and non-English speaking individuals in preparing Form 1040EZ, Form 1040A, and the basic Form 1040. Call the toll-free telephone number for your area for the location of the volunteer assistance site near you. Corresponding With IRS Be sure to include your social security number in any correspondence with IRS. How Long Should Records Be Kept? Keep records of income, deductions, and credits shown on your return, as well as any worksheets used to figure them, until the statute of limitations runs out for that return. Usually this is 3 years from the date the return was due or filed. or 2 years from the date the tax was paid. whichever is later. Also keep copies of your filed tax returns as part of your records. You should keep some records longer. For example. keep property records (including those on your own home) as long as they are needed to figure the basis of the original or re­ placement property. For more details, get Publication 552, Recordkeeping for Indi­ viduals and a List of 'fax Publications. Filing Status Lines 1 throuj!h 5 Boxes Consider yourself single if on December 3 1 you were unmarried or separated from your spouse either by divorce or separate maintenance decree and you do not qualify for another filing status. State law governs whether you are married, divorced. or legally separated. If you were married on December 3 1 , consider yourself married for the whole year. If you meet the tests explained on this page for Married Persons Who Live Apart, you may consider yourself single for the whole year and file as head of household. If your spouse died during 1985, consider yourself married to that spouse for the whole year, unless you remarried before the end of 1985. Married Joint or Separate Returns? Joint Returns. Most married couples will pay less tax if they file a joint return. You must report all income exemptions, de­ ductions, and credits for you and your spouse. Both of you must sign the return, even if only one of you had income. You and your spouse can file a joint return even if you did not live together for the whole year. Both of you are responsible for any tax due on a joint return, so if one of you does not pay, the other may have to. Note: !f' you file a joint return, you may not, after the due date of the return, choose to file separate returns for that year. If your spouse died in 1985, you can file joint return for 1985. You can also file a joint return if your spouse died in 1986 before filing a 1985 return. For details on how to file the joint return, see Death of Taxpayer. a Separate Returns. You can file separate returns if both you and your spouse had income, or if only one of you had income. Jf you file a separate return, you each report only your own income, exemptions. deductions, and credits. and you are re­ sponsible only for the tax due on your own return. Special rules apply, however, for tax­ payers who live in community property states. For details, get Publication 555. In most instances if you file a separate return. you will pay more Federal tax because the tax rate is higher for mairied persons filing separately. The following also apply: • You cannot take tfle deduction for a married couple when both work. • You cannot take the credit for child and dependent care expenses in most cases. • You cannot take the earned income credit. • If you lived with your spouse at any time in 1985a. You will have to include in income more of any unemployment compensation you received in 1985. b. You cannot take the credit for the elderly and the permanently and totally disabled. c. You may have to include in income up to one-half of any social security ben­ efits (including any tier I railroad retire­ ment benefits) you received in 1985. • You must itemize your deductions if your spouse itemizes, even lf it is not to your tax benefit to itemize deductions. If you file a separate return, write your spouse's full name in the space after Box 3 and your spouse's social security number in the block provided for that number. If your spouse does not file, check the boxes on line 6b that apply if you can claim the exemptions for your spouse. Married Persons Who Live Apart Some married persons who have a child and who do not live with their spouse may file as head of household and use tax rates that '1re lower than the rates for single or for married filing a separate return. This also means that if your spouse itemizes deductions. you do not have to. You may also be able to claim the earned income credit. Y 11u should check Box 4. Head of house- �Tax Time Again-Here's Some Help hold, if you meet ALL 4 of the following tests: I. You file a separate return from your spouse. 2. You paid more than half the cost to keep up your home in 1985. 3. Your spouse did not live with you at any time during the last 6 months of 1985. 4. For over 6 months of 1985, your home was the principal home of your child or stepchild whoma. you can claim as a dependent, OR b. the child's other parent claims as a dependent under the rules explained on page 7 for Children of Divorced or Sepa­ rated Parents. (Write this child's name in the space provided on line 4.) Head of Household Tax Tip: The tax rates for a person who can meet the tests for head of household are lower than the rates .for sinf;le or for married.fl/in,; a separate return . You may use this filing status ONLY IF on December 3 1 . 1985, you were unmar­ ried (including certain married persons who live apart, as discussed above) or legally separated and meet test I or 2 below: I , You paid more than half the cost of keeping up a home, which was the principal home of your father or mother whom you can claim as a dependent. OR 2. You paid more than half the cost of keeping up the home in which you lived and in which one of the following also lived for more than 6 months of the year (except for temporary absences, such as for vacation or school): a. Your unmarried child, grandchild, adopted child, or stepchild. This child does not have to be your dependent. However, your foster child must be your dependent. Note: If this child is not your dependent, you must write the child's name in the space provided on line 4. b. Your married child, grandchild, adopted child, or stepchild. This child must be your dependenL But if your married child's other parent claims him or her as a dependent under the rules on page 7 for Children of Divorced or Separated Parents, this child does not have to be your de­ pendent. (If your child is not your de­ pendent because of these rules, you must write the child's name in the space pro­ vided on line 4 . ) c . Any other relative listed below whom you can claim as a dependent. Parent Brother-in-la\.\ Grandparent S1steHn·h1w Brother Son·1n-law /)aughter-in-la\.\. or S1ep0ro1her if related by blood Stepsi�ter Uncle S1epmo1hcr Aum Stepfather Nephew Mothcr-in-hiw Niece Father-in-la"' Special rules • If you receive payments under the Aid to Families with Dependent Children (AFDC) program and use them to pay part of the cost of keeping up this home, you may not count these amounts as furnished by you. • You cannot file as head of household if you claim a relative in 1 or 2 as a dependent under a Multiple Support Declaration. Qualifying Widow or Widower With a Dependent Child If your spouse died in 1984 or 1983 and you did not remarry in 1985, you may he able to use joint return tax rates for 1985. You can figure your tax at joint return rates if you meet ALL 3 of the foH()\Ving tests: L You could have filed a joint return Vv'ith your spouse for the year your spouse died. even if you didn't actually do so. 2. Your dependent child, stepchild. adopted child or foster child lived \Vith you (except for temporary absences, such as for vacation or school) . 3 . You paid over half the cost of keeping up the home for this child for the whole year. Check Box 5. Qualifying widow( er) with dependent child, and show the year your spouse died in the space provided. Do not claim an exemption for your spouse. If your spouse died before l 983 and you were single in 1985, you may check Box 4 if you met the tests under Head of Household. Otherwise you must file as single. Exemptions Line 6a Boxes For Yourself You can always take one exemption for yourself. Take two exemptions if you were blind, or 65 or over. Take three exemptions if you were blind and 65 or over. Be sure to check all the boxes on line 6a for the exemptions you can take for yourself You can take the extra exemptions for age 65 or over and blindness only for yourself and your spouse. You cannot take them for dependents. Age and blindness are determined as of December 3 1 . However, if your 65th birth­ day was on January I , 1986, you can take the extra exemption for age for 1985. Line 6b Boxes f'or Your Spouse You can take exemptions for your spouse if you file a joint return. If you file a separate return, you can take your spouse's exemptions only if your spouse is not filing a return, had no income, and was not the dependent of someone else. Your spouse's exemptions are like your own. Take one exemption for your spouse if your spouse was neither blind nor 65 or over. Take two exemptions if your spouse was blind or 65 or over. Take three ex­ emptions if your spouse was blind and 65 or over. Be sure to check all the boxes on line 6b for the exemptions you can take for your spouse. If at the end of 1985, you were divorced or legally separated, you cannot take an exemption for your former spouse. If you were separated by a divorce that is not final (interlocutory decree), you are con­ sidered married for the whole year. Jf your spouse died during 1 985 and you did not remarry before the end of 1985, check the boxes for the exemptions you could have taken for your spouse on the date of death. Lines 6c through 6e Children and Other Dependents Line 6c. Enter the first names of your dependent children who lived with you (except for temporary absences, such as for vacation or school). Fill in the total number in the box to the right of the arrow. Line 6d. Enter the first names of your dependent children who did not live with you most of the year. Fill in the total number in the box on the right. If you are claiming a child under the rules explained on page 7 for Children of Divorced or Separated Parent'i, you must either: • attach Form 8332, Release of Claim to Exemption for Child of Divorced or Separated Parents, or similar statement, OR • check the box for pre- 1 985 agreements. Line 6e. Enter the full names and other information for your other dependent�. Fill in the total number in the box to the right of the arro\v. You can take an exemption for each person who is your dcpcndenL Birth or Death of Dependent. You can take an exemption for a dependent who was born or 1,vho died during 1985 if he or she met the tests for a dependent while alive. 'fhis means that a baby who lived only a fe\\' minutes can be claimed as a depend­ ent. For more information, please get Pub­ lication 501, Exemptions. Each person you claim as a dependent has to meet ALL 5 of these tests: 1. income; 2, support; 3. married dependent; 4. citizenship or residence; and 5. relationship. These tests are explained below. 1 . Income In general , the person must have received less than $ 1 .040 of gross income. Gross income does not include nontaxible in­ come, such as welfare benefits or nontax­ able social security benefits. Special Rules for Your Dependent Child. Even if your child had income of $ 1 ,040 or more, you can claim your child as a dependent if tests 2, 3, and 4 below are met, and: • your child was under 19 at the end of 1985. or • your child was enrolled as a full-time student at a school during any 5 months of 1985, or • your child took a full-time, on-farm training course during any 5 months of 1985. (The course had to be given by a school or a state, county, or local gov­ ernment agency.) ·rhe school must have a regular teaching staff, a regular course of study, and a regularly enrolled body of students in at­ tendance. 2. Support In general, you must have given over half of the dependent's support in 1985. If you file a joint return, the support can be from you or your spouse. Even if you did not give over half of the dependent's support, you will be treated as having given over half of the support if you meet the tests for Children of Divorced or Separated Par­ ents or Dependent Supported by Two or More Taxpayers. child as a dependent for 1985. and the noncustodial parent attaches the form or similar statement, to his or her 1985 tax return. OR b. A decree of divorce or separate main­ tenance ( or a written agreement) that was in effect before 1 985 states that the non­ custodial parent can take the exemption and he or she gave at least $600 for the child's support in 1985, The noncustodial parent must check the box on line 6d for pre-1985 agreements. (This rule does not apply if the decree or agreement was modified after 1984 to specify that the noncustodial parent cannot claim the ex­ emption.) Note.- In figuring support, a parent who has remarried may count the support proM vided by the new spouse. Dependent Supported by Two or More Taxpayers. Sometimes two or more tax­ payers together pay more than half of another person's support, but no one alone pays over half of the support. One of the taxpayers may claim the person as a de­ pendent only if the tests for income, mar­ ried dependent, citizenship or residence, and relationship, are met. In addition, the taxpayer who claims the dependent must: a. have paid more than 10% of the de­ pendent's support; and b. attach to his or her tax return a signed Form 2120, Multiple Support Declaration, from every other person who paid more than 1 0% of the support. This form states that the person who signs it will not claim an exemption in 1 985 for the person he or she helped to support, 3. Married Dependent The dependent did not file a joint return, However, if neither the dependent nor the dependent's spouse is required to file, but they file a joint return to get a refund of all tax withheld, you may claim him or her if the other 4 tests are met. 4. Citizenship or Residence In figuring total support, you must in­ clude money the dependent used for his or her own support, even if this money was not taxable (for example, gifts, sav­ ings, welfare benefits). If your child was a student, do not include amounts he or she received as scholarships. The dependent must have been a citizen or resident of the United States, a resident of Canada or Mexico, or an alien child adopted by and living the entire year with a U . S . citizen in a foreign country. Support includes items such as food, a place to live, clothes, medical and dental care, recreation, and education. In figuring support, use the actual cost of these items. However, the cost of a place to live is figured as its fair rental value. The dependent met test a or b below. Do not include in support items such as income and social security taxes, premi­ ums for life insurance, or funeral expenses. Capital items-You must include capital items such as a car or furniture in figuring support, but only if they are actually given to, or bought by, the dependent for his or her use or benefit. Do not include the cost of a capital item for the household or for the use by persons other than the depend­ ent. If you care for a foster child, see Pub­ lication 501 for special rules that apply. Children of' Divorced or Separated Parents. The parent who has cus'tody of a child for most of the year (the custodial parent) can generally take the exemption for that child if the child's parents together paid more than half of the child's support. Beginning in 1985, this general rule also applies to parents who did not live together at any time during the last 6 months of the year. But the parent who does not have custody_ or who has the child for the shorter time (the noncustodial parent), may take the exemption if either a or b below, applies. a. 'rhe custodial parent signs Form 8332, Release of Claim to Exemption for Child of Divorced or Separated Parents, or sim� ilar statement, agreeing not to claim the 5. Relationship a. Was related to you ( or your spouse if you are filing a joint return) in one of the following ways: Child Stepbrother Son-in-law Stepchild Stepsister Daughter-in-law Mother Stepmother or, if related by Father Grandparent Stepfather blood: Uncle Brother Mother-i n-law Sister Brother-in-law Aunt Nephew Grandchild Sister-in-law Niece Father-in-law Note: A ny relationships that have been established by marriage are not ended by death or divorce. b, Was any other person who lived in your home as a member of your household for the whole year. A person is not a member of your household if at any time during your tax year the relationship be­ tween you and that person violates local law. The ·word child includes: • YouF son, daughter, stepson, or step­ daughter. or adopted son or daughter. • A child who lived in your hon1e as a member of your family if placed \Vith you by an authorized placement agency for legal adoption. • ,1\ foster child (any child who lived in your horne as a men1ber of your fan1ily for the whole year). (Continued on Page 38.) February 1 986 I LOG I 37 - �\Lonunueo 1rum rage J/ • J Income Examples of Income You Do Not Report (Do not include these amounts when you decide if you must file a return.) Welfare benefits. Disability retirement payments (and other benefits) paid by the Veterans' Admin­ istration. Workers' compensation benefits, insur­ ance damages , etc., for injury or sick­ ness. Child support. Gifts, money, or other property you in­ herited or that was willed to you. Dividends on veterans' life insurance. Life insurance proceeds received because of a person's death. Interest on certain state and municipal bonds. Amounts you received from insurance be­ cause you lost the use of your home due to fire or other casualty to the extent the amounts were more than the cost of your normal expenses while living in your home. (You must report as income reimbursements for normal living ex­ penses.) Amounts an employer contributed on your behalf and benefits provided to you as an employee or the spouse or dependent of an employee, under a qua1ified group legal services plan. Cancellation ofcertain student loans where the student, under the terms of the loan, performs certain professional services for any of a broad class of employers. Examples of Income You Must Report The following kinds of income should be reported on Form 1040, or related forms and schedules. You may need some of the forms and schedules listed below. Wages, including salaries, fringe benefits, bonuses, commissions, fees, and tips. Dividends (Schedule B). Interest (Schedule B) on: bank deposits, bonds. notes; U . S . Savings Bonds: mortgages on which you receive pay­ ments; tax refunds; certain arbitrage bonds issued by state and local governments; and accounts with savings and loan associations, mutual savings banks, credit unions, etc: In certain instances, part of Federal social security benefits (and tier 1 railroad retirement benefits) may be taxable. Tier 2 and supplemental annuities under the Railroad Retirement Act. Original Issue Discount (Schedule B). Unemployment compensation (insurance). Distributions from an Individual Retirement Arrangement (IRA), including SEPs and DECs. Amounts received in place of wages, from accident and health plans (including sick pay and disability pensions) if your em­ ployer paid for the policy. Bartering income (fair market value of goods or services you received in return for your services). Business expense reimbursements you re­ ceived that are more than you spent for these expenses. Alimony, separate maintenance, or sup­ port payments received from and de­ ductible by your spouse or former spouse. Refunds of state and local taxes if you deducted the taxes in an earlier year and got a tax benefit for them. Life insurance proceeds from a policy you cashed in if the proceeds are more than the premium you paid. Profits from businesses and professions (Schedule C). Your share of profits from partnerships and S corporations (Schedule E). Profits from farming (Schedule F). Pensions, annuities, and endowments. Lump-sum distributions (Form 4972 or Form 5544). Gains from the sale or exchange (including barter) of real estate, securities, coins, gold, silver, gems, or other property (Schedule D or Form 4797). Gains from the sale of your personal res­ idence (Schedule D and Form 2 1 19). Rents and royalties (Schedule E). Your share of estate or trust income 38 I LOG I February 1 986 \�\;IICUUIC CJ, 111\,;IUUlllg a\;\;UlllUiaUUll distributions from trusts (Form 4970). Prizes and awards (contests, raffles, lot­ tery, and gambling winnings). Earned income frorn sources outside the United States (Form 2555). Director's fees. Fees received as an executor or adminis­ trator of an estate. Embezzled or other illegal income. Adjustments to Income Line 24 Moving Expense Employees and self-employed persons (in­ cluding partners) can deduct certain mov­ ing expenses. The move had to be in connection with your job or business. You can take this deduction only if your change in job location has added at least 35 miles to the distance from your old residence to your work place. If you had no former principal work place, your new principal work place must be at least 35 miles from your former residence. If you meet these requirements, you should see Form 3903 for details. Use Form 3903 to figure the amount of moving ex­ penses to show on line 24. If you began work at a new work place outside the United States or its possessions, see Form 3903F. If your employer paid for _any part of your move, you must report that amount as income on Form 1040, line 7. Your employer should give you a Form 4782 and include the amount paid in the wages, tips, and other compensation box (Box 10) on your Form W·2. Line 25 Employee Business Expenses You can deduct certain business expenses that were not paid by your employer. "fravel, transportation (but not commuting to and from work), and meals and lodging can be deducted on line 25 even if you do not itemize deductions on Schedule A. You must use Form 2106 to claim the deduction. A11 other business expenses, such as union or professional dues, tools, and uniforms, that were not paid by your employer can be deducted only as an itemized deduction on Schedule A. Out­ side salespersons must use Form 2 106 to claim their business expenses on line 25. For details, see Tele·Tax Information in the index (topic no. 214) or get Publication 463, Travel, Entertainment, and Gift Ex­ penses. Line 26 Individual Retirement Arrangement (IRA) Deduction You can deduct on line 26 contributions made to your IRA (including those made under a Simplified Employee Pension (SEP) plan or to a plan that accepts deductible employee contributions (DECs)). Schedule C or F filers with a SEP and partners with a SEP take the deduction on line 27. You should receive a statement showing contributions made to your IRA for 1985. Before you figure your IRA deduction, please note the following: • If you made contributions to your IRA in 1985 that you deducted on your 1984 Form 1040, do not include those contri­ butions on your 1985 tax return. • If you made contributions to your IRA in 1986 (by April 1 5 , 1 986) for 1985, be sure to include these contributions when you figure your IRA deduction for 1985. • If your IRA deduction on line 26 is less than your IRA contributions and you do not withdraw this excess contribution before your return is due, you must file Form 5329 and pay the tax due on the excess contribution. • If you are married and you and your spouse work and you both have IRAs, figure each spouse's deduction sepa­ rately. Then combine the two deduc­ tions and enter the total of the two amounts on line 26. • If you are married and made contribu­ tions to your nonworking spouse's IRA for 1985, you must file a joint return for 1985 to deduct these contributions. • LJU IIUl 111\.:IUUI: ruuuver l:UillHOUllUIJ:S Ill figuring your deduction. Line 27 Keogh Retirement Plan Dedut·tion Caution: You must be se(f:e1nployed to cfu;m this deduction. Sole proprietors and partners enter the alhnvable deduction j(Jr contributions to your Keogh plan and your SEP on line 27. 'l'here are two types of Keogh retirement plans: • Defined-contribution plan.-This plan provides an individual account for each person in the plan. In general, if contri­ butions lo the plan are geared to the employer's profits, the plan is a profit­ sharing plan. If contributions are not based on the employer's profits, the plan is a money purchase pension plan. • Defined-benefit plan.-The deduction for this type of plan is determined by the investment needed to fund a specific benefit at retirement age. Write "DB" on the line to the left of the amount if you have a defined-benefit plan. For 1nore details, get Publication 560, Self-Employed Retirement Plans. Line 28 Penalty on Early Withdrawal of Savings The Form 1099-INT given to you by your hank or savings and loan association will show the amount of any penalty you were charged because you withdrew funds from your time savings deposit before its ma­ turity. Enter this amount on line 28. (Be sure to include the interest income on Form 1040, line 8 . ) Line 29 Alimony Paid You can deduct periodic payments of ali­ mony or separate maintenance made under a court decree. You can also deduct pay­ ments made under a written separation agreement or a decree for support. Don't deduct lump-sum cash or property settle­ ments, voluntary payments not made un­ der a court order or a written separation agreement, or amounts specified as child support. For details, see Tele-Tax Infor· mation in the index (topic no. 219) or get Publication 504, Tax Information for Di­ vorced or Separated Individuals. Caution: Beginning in 1985, you must enter the recipient's last name, if different than yours, and his or her social securfry nurn­ her in the space provided on Une 29. If you don't, you may have to pay a $50 penalty and your deduction may be dis­ allowed. If you paid alimony to more than one person, enter the social security num­ ber and last name, �fapplicable, of one of the recipients. Show the requ;red in.f'or­ mation for the other recipient(s) on an attached statement. Enter your total pay1nents on line 29. now1:v1:r, tner1: arc Lwo t:Xl:cpuu11s tu un� rule: Exception 1. You don't have to itemize deductions on Schedule A or complete the worksheet if you have earned income* of $2,390 or more if single ($1 ,770 or more if married filing a separate return). Enter zero (0) on line 34a and go on to line 34b. Exception 2. You don't have to use Schedule A if you know that your earned income* is more than your itemized de·· ductions. Instead, use the worksheet after completing line 33 of Form 1 040 and enter your earned income on line 3 of the work­ sheet. Note: Ifyour unearned income is less than $1 ,040, you don't have to use Schedule A or the -worksheet-enter zero (0) on line 34a and go on to line 34b. In any case, be sure to check the box below line 34a. 8. You are married, filing a separate return, and your spouse itemizes deduc­ tions. C. You file J<'orm 4563 to exclude income from sources in U . S . possessions. (Please get Publication 570, Tax Guide for U.S. Citizens Employed in U.S. Possessions, for more details.) D. You had dual status as a nonresident alien for part of 1985, and during the rest of the year you were either a resident alien or a U.S. citizen. However, you do not have to itemize if you file a joint return with your spouse who was a U.S. citizen or resident at the end of 1985 and you and your spouse agree to be taxed on your combined worldwide income. You Choose to Itemize You may choose to itemize your deduc­ tions if you arc: • Married and filing a joint return, or a Qualifying widow(er) with dependent child, and your itemized deductions are more than $3 ,540. • Married and filing a separate return. and your itemized deductions are more than $ 1 ,770. • Single, or a Head of household, and your itemized deductions are more than $2,390. If you do itemize, complete and attach Schedule A and enter the amount from Schedule A, line 26. on Form 1040, line 34a. Caution: Certain taxpayers must itemize even though their itemized deductions are less than the amount sho1vn above for theirfiling status. See '' You MUST Itemize Deductions''. You Do Not Itemize If your itemized deductions are Jess than the amount shown above for your filing status (or you choose not to itemize), enter zero on line 34a, unless you MUST itemize as described above. Lines 34b through 34e Line 30 Deduction for Charitable Contributions Deduction for a Married Couple When Both Work For 1985, you may deduct one-half of what you actually gave to qualified charitable organizations if you do not itemize your deductions on Schedule A (Form 1040). Include what you gave to, or for the use of, a qualified organization. Examples of qualified organizations are: churches, United Way. and nonprofit schools and hospitals. Contributions may be in cash (keep cancelled checks, receipts, or other relia­ ble written records showing the name of the organization and the date and amount given), property. or out-of-pocket ex­ penses you paid to do volunteer work for a qualified organization. Line 34b. Enter all of your cash contri­ butions (including out-of-pocket ex­ penses). If you gave cash of $3,000 or more to any one organization, on the dotted line next to this total show to whom and how much you gave. Line 34c. Enter your total gifts of property. If the total is more than $500, you must complete and attach Form 8283, Noncash Charitable Contributions (Rev. Oct. 1985). For information on the records you must keep for gifts of property. You can claim a deduction if: • you are married filing a joint return, • both you and your spouse have qualified earned income, and • you do not file Form 2)55 or Form 4563. Tax Computation Line 34a You will fan into one of these three classes below: • You MUST itemize deductions, or • You choose to itemize, or • You do not itemize. The three classes are described below. You MUST Itemize Deductions You must itemize deductions if: A. You can be claimed as a dependent on your parents' return and had interest, div­ idends, or other unearned income of$I ,040 or more. Generally, this means that you must complete and attach Schedule A and complete the worksheet on this page. �Tax Ti me Again1-Here's Some Help Line 34d. Add the amounts on lines 34b and 34c. Line 34e. Divide the amount on line 34d by 2 and enter the result on line 34e. Line 36 Exemptions Use the chart below to find the amount to enter on line 36. If you claimed more than ten exemptions. multiply $ 1 ,040 by the total number of exemptions entered on line 6f. If the number on Form 1040, line 6f, is: On Form 1040, line 6, enter: 1 2 3 4 5 6 7 8 9 JO $ 1 ,040 2,080 3, 120 4 , 1 60 5 , 200 6,240 7,280 8,320 9,360 JO 400 Line 38 Tax To figure your tax, use one of the following methods. Tax Rate Schedules You must use the 'rax Rate Schedules to figure your tax if your taxable income is $50,000 or more. Also use the Tax Rate Schedules if you figure your tax using: Income A veraKinJ?, Schedule G.-You may pass less tax by using this method if there has been a large increase in your income this year. In some cases, you may benefit even if your 1985 income did not increase substantially. This will depend on the amount of your taxable incomes in the three base years ( 1 982-1984). Get Schedule G to see if you qualify. · Tax Table If neither of the above conditions apply to you, you MUST use the Tax Table to find your tax. Be sure you use the correct column in the Tax Table. After you have found the correct tax, enter that amount on line 38. There is an example at the beginning of the table to help you find the correct tax. Line 39 Additional Taxes Check the box(es) on line 39 to report any of the additional taxes listed below. Form 4970, Tax on Accumulation Distri­ bution of Trusts. Form 4972, Special JO-Year Averaging Method. Form 5544, Multiple Recipient Special 10Year Averaging Method. Credits Line 41 Credit for Child and Dependent ('are Expenses You may be able to take a credit on line 41 for payments you made for child and disabled dependent care while you (and your spouse if you are married) worked or looked for work. The credit is allowed if you kept up a home that included a child under age 1 5 or your dependent or spouse who could not care for himself or herself. Use Form 2441 to figure the amount of any credit. Please see Form 2441 for more infor­ mation, including special rules for divorced or separated parents and certain employ­ ment taxes for which you may be liable. Line 42 Credit for the Elderly and the Permanently and Totally Disabled You may be able to take this credit and reduce your tax if, by the end of 1985, you were: • Age 65 or over, or • Under age 65, you retired on permanent and total disability, and you had taxable disability income in 1985. For more information, see the separate instructions for Schedule R. Enter the credit on line 42. Line 43 Residential Energy Credit Generally, if you installed energy saving items in your principal residence during 1985, or you have an energy credit carry over from a prior tax year, you may take a credit against your tax. Form 5695, Residential Energy Credit, tells you which energy saving items qualify and how to take the credit. Correction to Form 5695, line 29. Disregard the following sentence: "If less than $10, enter zero . " Line 44 Partial Credit for Political Contributions for Which You Have Receipts You may take a tax credit on this line for contributions to candidates for public of­ fice and to newsletter funds and political committees of candidates and elected pub­ lic officials. Caution: Do not take this credit for the $ I or $2 you checked to go to the Presidential Election Campaign Fund. To figure your credit, add up the amounts you gave. Enter half of this total on line 44, but do not enter more than $50 ($100 if you are married and filing a joint return). property. Use Form 3468 to figure the credit. Form 5884 , Jobs Credit. If you are a business employer who hires people who are members of special targeted groups, you may qualify for this credit. Use Form 5884 to figure the credit. Get Publication 906, Jobs and Research Credits, for more details. Form 6478, Credit for Alcohol Used as Fuel. If you sell straight alcohol (or an alcohol mixture) at retail or use it as fuel in your trade or business, you may be able to take a credit for the alcohol used as fuel. Use Form 6478 to figure the credit. Line 49 Add amounts on lines 47 and 48 and enter the total on line 49. Also include in the total on line 49 any of the following credits. Credit for Fuel From a Nonconventional Source. A credit is allowed for the sale of qualified fuels produced from a noncon­ ventional source. See LR. Code section 29 for a definition of qualified fuels, pro­ visions for figuring the credit, and other special rules. Attach a separate schedule showing how you figured the credit. In­ clude the credit in the total for line 49. On the dotted line next to this total, write "FNS" and show the amount. Credit for Increasing Research Activities. You may be able to take a credit for research and experimental expenditures paid or incurred in carrying on your trade or business. Use Form 6765 to figure the credit. Include the credit in your total for line 49. On the dotted line next to this total , write '·Research'' and show the amount. Other Taxes Note: You cannot deduct political contri· Line 51 hutions as charitable contributions. Self-Employment Tax For more information, please get Pub­ lication 585. If you had self-employment income in 1985, and earned under $39,600 in wages from which social security tax or RRTA tax was withheld, you may have to pay self-employment tax. Please see Schedule SE (Form 1040) and instructions. If you have to pay self-employment tax, enter the amount from Schedule SE, line 14. Line 45 Add lines 4 1 through 44 and enter the total on line 45. Also include in the total on line 45 any Mortgage Interest Credit. Mortgage Interest Credit. Beginning in 1985, you may be able to take a credit for part of the interest you paid on your home mortgage if you were issued a mortgage credit certificate by a state of local gov­ ernment under a qualified mortgage credit certificate program to buy, rehabilitate, or make improvements to your principal res­ idence. Use Form 8396, Mortgage Interest Credit, to figure the credit. Include the amount of the credit in your total for line 45. On the dotted line next to this total, write ''MIC'' (mortgage interest credit) and show the amount. Line 47 Foreign Tax Credit Form 1 1 1 6 explains when you can take this credit for payment of income tax to a foreign country. Also get Publication 514. Enter the credit from Form 1 1 16 on line 47. Line 48 Line 52 Alternative Minimum Tax You may be liable for the alternative min­ imum tax if your adjusted gross income added to your tax preference items total more than: • $40,000 if married filing jointly or qual­ ifying widow(er) with dependent child, or • $30,000 if single or head of household, or • $20,000 if married filing separately. Tax preference items include: • dividend exclusion; • accelerated depreciation; • amortization of certified pollution-con­ • • • General Business Credit Check the box(es) on line 48 if you can take any of the three credits listed below. Use the appropriate credit form (as de­ scribed below) to figure the credit. If you have only one credit, enter on line 48 the amount of the credit from the form. However, if you have a credit carry for­ ward or take two or more of these credits, you must also complete Form 3800 to figure the total credit and enter on line 48 the amount from Form 3800. Also be sure to check the box on line 48 for Form 3800. Form 3468, Computation of Investment Credit. You are allowed a credit for in­ vesting in certain types of trade or business • • • • trol facilities; capital gain deduction; mining exploration and development costs; reserves for losses on bad debts of financial institutions; depletion; incentive stock options; intangible drilling costs; and circulation and research and experimen­ tal expenditures. Get Form 6251 to see if you owe this tax. Line 53 Tax From Recapture of Investment Credit You may owe this tax if you disposed of investment credit property before the end of its useful life or recovery period. See Fonn 4255 for details. Enter any tax from Form 4255 on this line. Line 54 Social Security Tax on Tip Income Not Reported to Employer If you received tips of $20 or more in any month and you did not report the full amount to your employer, you must pay the social security or railroad retirement tax on the unreported tips. To figure the amount of social security tax on unreported tips, complete Form 4137 and attach it to your Form 1040. Enter the tax on this line. "fo determine the amount of railroad retirement tax on unreported tips, contact your nearest Railroad Retirement Board office . On line 54, enter the tax and on the dotted line next to it, write "RRTA. " B e sure all your tips are reported as income on Form 1040, line 7. You may be charged a penalty equal to 50% of the social security tax due on tips you received and did not report to your employer. Line 55 Tax on an IRA If you owe tax on any early distributions from your IRA, any excess contributions made to your IRA, or any excess accu­ mulations in your IRA account, use Form 5329 to figure the tax. Enter the total tax on line 55. Line 56 Total Tax Add lines 50 through 55. Put the total on line 56. Also include on the line 56 any of the four taxes listed below that apply. Section 72 Penalty Tuxes. Beginning in 1985. if you are or were a 5% owner of a business and you received income from a premature or excessive distribution from a Keogh plan or trust, you will have to pay a penalty tax of IO% of the distribution. Get Publi­ cation 560 for more details. Uncollected Employee Social Security and RRTA Tax on Tips. If you did not have enough wages to cover the social security tax or railroad retirement tax (RRTA) due on tips you reported to your employer, the amount of tax due will be shown on your Form W-2. Include that amount in the total on line 56. On the dotted line next to this total. write "'Uncollected Tax on Tips" and show the amount. Payments Line 57 Total Federal Income Tax Withheld Add the amounts shown as Federal income tax withheld on your Forms W-2, W-2G, W�2P, and 1099-R. Enter the total on line 57. If line 57 includes amounts withheld as shown on Form J099-R, on the dotted line to the left of line 57, write "Form !099R." Backup Withholding. If you were subject to backup withholding on dividends, in­ terest income, or other income you re­ ceived during 1985, include the amount withheld in the total on line 57. On the dotted line next to this total, write "Form J099." Line 61 Excess Social Security Tax and RRTA Tax Withheld-Two or More Employers If you had two or more employers in 1 985 who together paid you more than $39,600 in wages, too much social security tax and railroad retirement tax (RRTA) may have been withheld from your wages. If so, you may be able to take a credit for it against your income tax. If you are filing a joint return, -you must figure this separately for yourselfand your (Continued on Page 40.) February 1 986 /.LOG I 39 �(Continued from Page 39.) Sign Your Return spouse. Complete the following worksheet to see if you can take the credit. If you worked for two or more railroad employers, or if you had both RRTA tax and social security tax withheld from your wages , see Publication SOS, Tax Withhold­ ing and Estimated Tax, for information on how to figure your excess RRTA or social security tax. Do not use the worksheet below. Form 1040 is not considered a return unless you sign it. Your spouse must also sign if it is a joint return. If you are filing a joint return with your deceased spouse, see Caution: If you were a U.S. Government employee who paid only the I .35% hospital insurance benefits (Medicare) tax on your government wages, do not include on line I of the worksheet below the Medicare tax withheld j'rom your government wages. See the instructions for line 63 to see if. you can taf!,e a credit for excess Medicare tax paid. Worksheet (Keep for your records) I. Add all social security tax withheld (but not more than $2,791 .SOfor each employer).* Enter the total here . . . . . . . . _ _ _ _ _ 2. Enter any uncollected social security tax on tips included in the total on Form 1040. line 56 . . . . . . . . . . . . . . . . . . . . . . . . _ _ _ _ 3. Add lines I and 2 above 4. Less . . . . . . . . . . . . . . . . . . . -2,791 .80 S. Subtract line 4 from line 3. Enter this amount on line 6 1 * Note: Jj'any one employer withheld more than $2.1 79.80, you should ask the em­ ployer to refund the excess to you. You cannot take credit for it on your return. Line 62 Credit for Federal Tax on Gasoline and Special Fuels If you can take a credit for tax on gasoline and special fuels used in your business (including qualified taxicabs), or for certain diesel-powered cars, vans, and Hght trucks, please attach Form 4136. Enter the credit on line 62. Underpayment of Estimated Tax If line 68 is $500 or more and more than 20% of the tax shown on your return, or you underpaid your 1985 estimated tax liability for any payment period, you may owe a penalty. Get Form 2210 (Form 2210F for farmers and fishermen) to see if you owe a penalty and to figure the amount of the penalty. If you owe the penalty, attach that form to Form 1040 to show how you figured it. If you do not owe the penalty because you annualized your income to figure the required payment for each pay­ ment period, also attach that form to Form 1040. Note: The penalty may be waived under certain conditions. Get Publication 505, Tax Withholding and Estimated Tax. for details . If you underpaid your 1985 income tax, you will not owe a penalty or have to complete Form 2 2 1 0 (or Form 2210F), if: I. you had no tax liability for 1984; 2. you were a U . S . citizen or resident for all of 1984; and 3. your 1984 tax return was for a year of 1 2 full months. If you attach Form 2210 or 221 0F, be sure you check the box below line 68. If you owe a penalty, show the amount in the space provided below line 68. If you owe tax, add the penalty amount to the tax due and show the total on line 68. Or, if you are due a refund, subtract the penalty amount from the overpayment you show on Jine 65. Should You Make Estimated Tax Payments for 1986? In general, you do not have to make estimated tax payments if you expect that your 1986 Form 1040 will show a tax refund, or a tax balance due IRS of less than $500. If your total estimated tax (including any alternative minirnum tax) is $500 or more, please get Form 1040-ES. It contains a worksheet that you can use to see if you have to make estimated tax payments. 40 I LOG I February 1 986 Death of Taxpayer. Instructions for Schedule A Itemized Deductions Changes You Should .Note l'he following changes apply to tax years beginning in 1985. Medical and Dental Expenses. Even if you do not claim your child as a dependent because of the rules explained for Children of Divorced or Separated Parents, you may still deduct the medical and dental ex­ penses you paid for your child. Charitable Contributions. If your total de­ duction for gifts of property is over $500, you must complete and attach Form 8283, Noncash Charitable Contributions (Rev. Oct. 1985). Also. the standard mileage rate for use of a car in performing services for a charitable organization has increased to 1 2 cents a mile. Long-Trip Tax Problems A major tax beef by seamen is that normally taxes are not withheld on earn­ ings in the year they earned the money, but in the year the payoff took place. For example, a seaman who signed on for a five-month trip in September 1 984, paying off in January 1985, would have all the five months' earnings appear on his 1985 W-2 even though his actual 1985 earnings might be less than those in 1984. There are ways to minimize the impacts of this situation. For example, while on the ship in 1984, the Seafarer undoubtedly took draws and may have sent allotments home. These can be reported as 1984 income. Unfortunately, this raises another com­ plication. The seaman who reports these earnings in 1984 will not have a W-2 (withholding statement) covering them. He will have to list all allotments, draws and slops on the tax return and explain why he doesn't have a W-2 for them. Further­ more, since no tax will have been withheld on these earnings in 1984, he will have to pay the full tax on them with his return, at 1 1 percent or upwards, depending on his tax bracket. The earnings will show up on his 1985 W-2. The seaman then, on his 1985 return would have to explain that he had reported some of his earnings in 1984 and paid taxes on them. He would get a tax refund accordingly. In essence, the seaman would pay taxes twice on the same income and get a refund a year later. While this will save the seaman some tax money in the long run, it means he is out·of-pocket on some of his earnings for a full year until he gets the refund. This procedure would also undoubtedly cause Internal Revenue to examine his returns, since the income reported would not coincide with the totals on his W·2 forms. That raises the question, is this proce· durejustified? It is justified only if a seaman had very little income in one year and very considerable income the next. Otherwise the tax saving is minor and probably not worth the headache. Purpose of Schedule Some taxpayers must itemize their deduc­ tions and some should itemize because they will save money. See You MUST Itemize Deductions and You Choose to Item� ize. If you itemize, you can deduct part of your medical and dental expenses, and amounts you paid for certain taxes, inter­ est, contributions, casualty and theft losses, and other miscellaneous expenses. These are explained below. choanalysts (medical care only). • Medical examinations, X-ray and labo· • • • • Lines I through S Medical and Dental Expenses Before you can figure your total deduction for medical and dental expenses, you must complete Form 1040 through line 33. You may deduct only that part of your medical and dental expenses that is more than 5% of your adjusted gross income on Form !040, line 33. You should include all amounts you paid during 1985 (including amounts you paid for hospital, medical. and extra Medicare (Medicare B) insurance), but do not include amounts repaid to you, or paid to anyone else , by hospital, health or accident insur· ance, or your employer. Get Publication 502 for information on insurance reim­ bursements. If you received a reimburse­ ment of prior-year medical or dental ex­ penses in 1985, see the instructions for Form 1040, line 22. Do not reduce your 1985 expenses by this amount. When you figure your deduction, you may include medical and dental bills you paid for: • Yourself. • Your spouse. • All dependents you claim on your re­ turn. • Your child whom you do not claim as a dependent because of the rules ex­ plained for Children of Divorced or Sep­ arated Parents. • Any person that you could have claimed as a dependent on your return if that person had not received $ 1 ,040 or more of gross income or had not filed a joint return. Example,-You provided more than half of your mother's support but may not claim her as a dependent because she received $ 1 ,040 of wages during 1985. If part of your support was the payment of her medical bills, you may include that part in your medical expenses. Note: On line 2c list the medical expense and the amount of the expense. Enter one total in the total amount column on line 2c. Examples of Medical and Dental Payments You MAY Deduct To the extent you were not reimbursed, you may deduct what you paid for: • Medicines and drugs that required a prescription, or insulin. • Medical doctors, dentists, eye doctors, chiropractors, osteopaths, podiatrists, psychiatrists, psychologists, physical therapists, acupuncturists, and psy- • • ratory services, insulin treatment, and whirlpool baths your doctor ordered. Nursing help. If you pay someone to do both nursing and housework, you may deduct only the cost of the nursing help. Hospital care (including meals and lodg­ ing), clinic costs, and lab fees. Medical treatment at a center for drug addicts or alcoholics. Medical aids such as hearing aids (and batteries), false teeth, eyeglasses, con· tact lenses, braces, crutches, wheel­ chairs, guide dogs and the cost of main­ taining them. Lodging expenses (but not meals) paid while away from home to receive med­ ical care in a hospital or a medical care facility that is related to a hospital. Do not include more than $50 a night for each eligible person. Ambulance service and other travel costs to get medical care. If you used your own car, you may claim what you spent for gas and oil to go to and from the place you received the care� or you may claim 9 cents a mile. Add parking and tolls to the amount you claim under either method. Examples of Medical and Dental Payments You MAY NOT Deduct You may not deduct the following: • The basic cost of Medicare insurance (Medicare A). Note: Ifyou are 65 or over and not entitled to social security benefits, you may deduct premiums you voluntarily paid for Medi­ care A coverage. • Life insurance or income protection pol­ icies. • The 1 .35% hospital insurance benefits tax withheld from your pay as part of the social security tax or paid as part of social security self-employment tax. • Nursing care for a healthy baby. (You may qualify for the child and dependent care credit; get Form 2441.) • Illegal operations or drugs. • Medicines or drugs you bought without a prescription. • Travel your doctor told you to take for rest or change. • Funeral, burial, or cremation costs. Publication 502 has a discussion of ex­ penses that may and may not be deducted. It also explains when you may deduct capital expenditures and special care for handicapped persons. Lines 6 through IO Taxes You Paid Taxes You MAY Deduct • State and local income taxes (line 6). Include on this line state and local in­ come taxes that were withheld from your salary and any estimated payments made. Also include payments you made in 1985 on a tax for a prior year. Do not reduce your deduction by either of the following amounts: a. any state and local income tax refund (or credit) you expect to receive for 1985, or b. any refund of (or credit for) prior­ year state and local income taxes you actually received in 1985 (see the instruc­ tions for Form 1040, line IO). • Real estate taxes (line 7). Include taxes that you paid on property you own that was not used for business. Publication 530, 'fax Information for Owners of Homes, Condominiums, and Coopera� tive Apartments, explains the deduc­ tions homeowners may take. If your mortgage payments include your real estate taxes, do not take a deduction for those taxes until the year the mortgage company actually pays them to the taxing authority. • C..eneral sales taxes (line 8). 'fhe Sales Tax "fables show how much you may deduct for your income and family size if you did not keep detailed records. You may add to the sales tax table amount the general sales tax you paid if you bought: • A car, motorcycle, motor home, or truck. (Note: Texas charges a higher motor vehicle sales or use tax than it does for other items. Figure how much you would have paid at the general sales tax rate and enter only that amount on line 8b.) • A boat. plane, home (including mobile or prefabricated), or materials to build a new home if: a. the tax rate was the same as the general sales tax rate, and b. your sales receipt or contract shows how much tax was imposed on you and paid by you. If you kept records that show you paid more state sales tax than the tables list, you may deduct the larger amount on line Sa. Separately show the sales tax you paid on any motor vehicle you bought in 1985 on line Sb. Include state or local selective sales or excise taxes if the rates were the same as the general sales tax rates. If you use the Sales Tax Tables, count all available income. Follow the steps at the top of the first page of the tables to figure your available income and your deduction, especially if your total available income is more than $40,000. • Personal property taxes and other taxes (line 9). If you had any deductible tax not listed on Schedule A, lines 6 through 8b (such as personal property or foreign income tax), list the tax and the amount of tax. Enter one total in the total amount column on line 9. Personal property tax must be based on value alone. For example, if part of the fee you paid for the registration of your car was based on the car's value and part was based on is weight, you may deduct only the part based on value. If you paid tax to a foreign country or U.S. possession, you may want to take it as a credit instead of a deduction. Please get Publication 514, Foreign "fax Credit for U.S. Citizens and Resident Aliens. Taxes You MAY NOT Deduct • Federal income tax. �Tax Time Again1-Here's Some Help • Social security tax. • Railroad retirement tax (RRTA). • Federal excise tax on transportation, telephone. gasoline. etc. • Customs duties. • Federal estate and gift taxes. (However, see Miscellaneous Deductions on page 21.) • Windfall profit tax. (Use Schedules C or E of Form 1040 to deduct this tax.) • Certain state and local taxes, including: a. Tax on gasoline. b. Car inspection fees. c. Tax on liquor, beer, wine, cigarettes, and tobacco. d. Assessments for sidewalks or other improvements to your property. e. Taxes paid for your business or profession. (Use Schedules C, E. or F of Form 1040 to deduct business taxes.) f. 'fax you paid for someone else. g. License fees (marriage, driver's, dog, hunting, etc. ) . h. Per capita (head) tax. Lines Ila through 14 Interest You Paid Include interest you paid on nonbusiness items only. In general , a cash basis taxpayer who in 1985 paid interest that includes amounts that apply to any period after 1985 may deduct only the amount that applies for 1985. Note: IJ: at the end <�/' :vour tax year, you have a loan in existence »'hose term is in excess <�f 5 years and the loan agreement in any way refers to the "Rule (�f 78's," get Publication 545, Interest t7xpense, j(Jr inf'ormation on h<nv to figure the amount of interest you nu1y deduct on the loan. Interest You MAY Deduct • Home mortgage interest (lines 1 la and J ib). Beginning in 1 985. if you paid $600 or more of interest on your home mort­ gage, the recipient of this interest will generally send you a Form 1098, Mort· gage Interest Statement, or similar state· ment, showing the total interest received during 1985. You should receive this statement by January 3 1 . 1986. How­ ever, if you paid "points" (including loan origination fees), they will not be shown on this statement. Get Publica· tion 545 to see if the points qualify as interest. If they do, report them on line 1 3 . Do not include them on line I la. a. Line Ila. Report mortgage interest you paid directly, or indirectly, to financial institutions on line l ta. If you and at least one other person (other than your spouse if you file a joint return) were liable for, and paid interest on, the mortgage, and the other person received the Form 1098. or similar statement, attach a statement to your return showing the name and address of the person who received the form. I n the far left margin, next t o line I Ia. write "see attached." Note: Jj" you are claiming the Mortgage Interest ('redit (see instructions for f'orm 1040, line 45 ) , subtract the amount sluxwn on line 3 of 'J?orm 8396 f'rom the total interest you paid on your home mortgage and enter the result on line / l a . b . Line J l b . Report mortgage interest you paid to individuals on line I l b . Also list this person's name and address in the space provided. • Credit card and charge account interest you paid (line 12). Include on this line interest you paid on bank and other general purpose credit cards. Deduct the finance charge paid as interest if no part of it was for service charges, mem­ bership fees, loan fees, credit investi­ gation fees , etc. Also include interest you paid on revolving charge accounts. Deduct any finance charge a retail store added if the charges are based on your monthly unpaid balance. • Other interest you paid (line 13). List each interest expense and the amount. Enter one total in the total amount column on line 1 3 . Include on this line interest you paid ona. Your personal note for money you borrowed from a bank, a credit union. or another person. b. Loans on life insurance if you paid the interest in cash and you report on the cash basis. c. Installment contracts on personal property, such as cars. d. Taxes you paid late. Show only the interest� do not include any amount that is considered a penalty. If the tax is de· ductible, show it under Taxes You Paid (lines 6 through 9 of this schedule). e. Loans on investment property. Report only the nonbusiness part of interest on these loans. (If your total investment in­ terest on investment debts created after 1969 is more than $ 10,000. ($5,000 if mar­ ried filing a separate return), you may have to complete Form 4952, Investment Inter­ est Expense Deduction, to figure your correct deduction. Also get Publication 550, Investment Income and Expenses. ) Note: Special rules apply to interest ex­ pense imputed on below·market loans. Get Publication 545. lnJerest You MAY NOT Deduct Do not include interest paid on your debts hy others, such as mortgage interest sub· sidy payments made by a government agency. Also do not include the interest you paid for• 'rax exempt income. This includes in­ terest on money you borrowed to buy or carry wholly tax·exempt securities. This also includes interest paid to pur­ chase or carry obligations or shares, or to make deposits or other investments, to the extent any interest income re· ceived from the investment is tax-ex· empt. • A loan on life insurance if the interest is added to the loan and you report on the cash basis. • A debt to buy a single-premium life insurance or endowment contract. • Any kind of business transaction. (Use Schedules C. E. or F of Form 1040 to deduct business interest expenses.) Get Publication 545 for more details. Lines !Sa through 18 Contributions You Made You may deduct what you actually gave to organizations that are religious, chari­ table, educational, scientific, or literary in purpose. You may also deduct what you gave to organizations that work to prevent cruelty to children or animals. Examples of these organizations are: • Churches, temples, synagogues, Salva· tion Army, Red Cross, CARE, Goodwill Industries, United Way. Boy Scouts, Girl Scouts, Boys Club of America, etc. • Fraternal orders. if the gifts will he used for the purposes listed above. • Veterans' and certain culturdl groups. • Nonprofit schools, hospitals, and orga· nizations whose purpose is to find a cure for, or help people who have arthritis, asthma, birth defects, cancer, cerebral palsy, cystic fibrosis, diabetes, heart disease, hemophilia, mental illness or retardation, multiple sclerosis , muscular dystrophy , tuberculosis , etc. • Federal , state, and local governments if the gifts are solely for public purposes. If you contributed to a charitable orga· nization and also received a benefit from it, you may deduct only the amount that is more than the value of the benefit you received. If you do not know whether you may deduct what you gave to an organi7...ation, check with that organization or with IRS. Contributions You MAY Deduct Contributions may be in cash (keep can­ celled checks, receipts, or other reliable written records showing the name of the organization and the date and amount given), property. or out-of.pocket ex� penses you paid to do volunteer work for the kinds of organizations described ahove. If you drove to and from the volunteer work, you n1ay take 12 cents a mile or the actual cost of gas and oil. Add parking and tolls to the amount you claim under either method. (But don't deduct any amounts that were repaid to you . ) Line !Sa. Enter o n line 1 5 a all o f your cash contributions (including out·of-pocket expenses) except those that total $3.000 or more to any one organization. Line J 5b , Enter on line J 5b cash contri· butions totaling $3,000 or more to any one organization. Show to whom and how much you gave in the space provided. Line 16. Enter on line 16 your contri· butions of property. If you gave used items, such as clothing or furniture, deduct their fair market value at the time you gave them. Fair market value is what a willing buyer would pay a willing seller when neither has to buy or sell and both are aware of the conditions of the sale. I f your total deduction for gifts of property is more than $500, you must complete and attach Form 8283, Noncash Charitable Contributions (Rev. Oct. 1985). If your total deduction is over $5,000, you may also have to get appraisals of the values of the donated property. See Form 8283 and its instructions for details. Recordkeeping. Beginning in 1985, if you gave property, you should keep a receipt or written statement from the organization you gave the property to, or a reliable written record, that. shows the organiza· tion's name and address, the date and location of the gift, and a description of the property. You MAY NOT Deduct As Contributions • Political contributions (but see instruc­ Use line 22 of Schedule A to deduct the costs: of proving that you had a property loss. (Examples of these costs are appraisal fees and photographs used to establish the amount of your loss.) For more details, get Publication 547, Nonbusiness Disasters, Casualties, and Thefts. It also gives information about Federal disaster area losses. Lines 20 through 23 Miscellaneous Deductions Expenses You MAY Deduct Business Use of Home. You may not deduct expenses for business use of part of your home unless you use that part exclusively and on a regular basis in your work and for the convenience of your employer. See Tele-Tax Information in the index (topic no. 237) or Publication 587, Business Use of Your Home, for details. Educational Expenses. Generally, you may deduct what you paid for education re· quired by your employer, or by law or regulations, to keep your present salary or job. In general, you may also deduct the cost of maintaining or improving skills you must have in your present position. You may not deduct some educational expenses. Among them are expenses for study that helps you meet minimum re· quirements for your job, or qualifies you to get a new job. For more details, see Tele-Tax Infor­ mation in the index (topic no. 238) or Publication 508, Educational Expenses. Employee Expenses. Examples of the ex­ penses you may deduct are: • Safety equipment, small tools, and sup­ plies you needed for your job. • Uniforms your employer said you must tions for Form 1040, line 44). • Dues, fees, or bills paid to country clubs, lodges, fraternal orders, or similar groups. Cost of raffle, bingo, or lottery tickets. Cost of tuition. The value of your time or services. Value of blood given to a blood bank. The transfer of a future interest in tan­ gible personal property (generally, until the entire interest has been transferred). • Gifts to: • • • • • a. Individuals. b. Foreign organizations. c. Groups that are run for personal profit . d . Groups whose purpose is t o lobby for changes in the laws. e. Civic leagues, social and sports clubs, labor unions, and chambers of commerce. Line 19 Casualty and Theft Losses Use line 19 to report casualty or theft losses of property that is not trade, busi­ ness, or rent or royalty property. Complete and attach Form 4684, Casualties and 'fhefts, or a similar statement to figure your loss. Enter on line 1 9 of Schedule A the amount of Joss from Form 4684. Losses You MAY Deduct • • • • • have, and which you may not usually wear away from work. Protective clothing, required in your work, such as hard hats and safety shoes and glasses. Physical examinations your employer said you must have. Dues to professional organizations and chambers of commerce. Subscriptions to professional journals. Fees to employment agencies and other costs to look for a new job in your present occupation, even if you do not get a new job. Note: If your employer reimbursed you directly or indirectly for any educational expenses or employee expenses, you must use Form 2106, Employee Business Ex· penses, Part I, line 5, to deduct those expenses up to the amount you were reim­ bursed. Also use Form 2106 to deduct any related travel or transportation expenses. Expenses of Producing Income. You may deduct what you paid to produce or collect taxable income or to manage or protect property held for producing income. Examples of these expenses are: • Safe deposit box rental. • Certain legal and accounting fees. • Clerical help and office rent. You may be able to deduct all or part of each loss caused by theft . vandalism, fire, storm, and car, boat, and other accidents or similar causes. You may deduct nonbusiness casualty or theft losses only to the extent thata. The amount of EACH separate casualty or theft loss is more than $100, and b. The total amount of ALL losses during the year is more than 10% of your adjusted gross income on Form 1040, line 33. Special rules apply if you had both gains and losses from nonbusiness casualties or thefts. See Form 4684 for details. • Custodial (e.g., trust account) fees. Losses You MAY NOT Deduct Gambling Losses. You may deduct gam­ bling losses, but not more than the gam­ bling winnings you reported on Form 1040, line 22. • Money or property misplaced or lost. • Breakage of china, glassware, furniture, and similar items under normal condi· tions. • Progressive damage to property (build­ ings, clothes, trees, etc.) caused by termites, moths, other insects, or dis· ease. Qualified Adoption Expenses. You may be able to deduct up to $ 1 ,500 of qualified adoption expenses you paid for each child you adopt with "special needs." A child with special needs is a child (for purposes of the Social Security Act adop· tion assistance program) whom the state determines cannot or should not be re· turned to his or her parental home, who has a specific factor or condition that makes placement difficult, and who has been the subject of an unsuccessful place· ment effort. Income in Respect of a Decedent. You may deduct the Federal estate tax attributable to income in respect of a decedent that is ordinary income. (Continued on Page 44.) February 1 986 I LOG I 41 - �I I I I as ington • I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I Seafarers l n tcrnc1 t l o n a l Union of North A m cri.c a . A F L�Cll) Washington Report • I I I I I I I I I I I I I I I I I I I I President's Budget • I I I I I I I I I I I I I I I I I I I I I I I The Reagan administration's budget for fis­ cal year 1987 sent shock waves through Wash­ ington, where members of Congress are des­ perately trying to come up with some kind of formula to meet the budget cuts mandated by the Gramm-Rudman law. As reported in earlier issues of the LOG, Gramm-Rudman seeks to eliminate the grow­ ing federal deficit by implementing across-the­ board cuts in non-exempt federal programs if Congress and the president fail to meet certain specified goals. The president's budget would cut almost every single existing social program, from Medicare to aid to higher education. It would totally eliminate the Interstate Commerce Commission, Housing Vouchers, Amtrak sub­ sidies and a host of other federal programs. It would turn other programs over to the states, and implement user fees on services now provided free by the federal government, such as the documentation of seamen's papers. The president's budget was attacked on both sides of the aisle. "As far as I am concerned," said Rep. Les Aspin (D-Wis.), chairman of the House Armed Services Committee, "this budget is dead before arrival. " At the same time, the president's budget would increase spending for the defense budget by 8 percent. The president also continued to oppose any kind of new taxes to reduce the size of the federal deficit, though he did not rule out an oil tax if it were tied to passage of his tax reform bill. Such a move, he said, would have to be "revenue-neutral" before he would consider it. • While the full details of the president's budget will not be known for several days, maritime officials feel the maritime industry will stand to lose less from it than other industries, but only because most maritime programs have been reduced or eliminated over the past six years anyway. "There's not much left that they can cut," said Frank Pecquex, head of the Union's legislative de­ partment. The following maritime programs are ex­ pected to be affected by the president's budget, and by debate over Gramm-Rudman. • Maritime Authorizations-The most im­ portant maritime program still in existence, the Operating Differential Subsidy program cannot be cut because it involves long-term commitments already in effect. Funding for maritime research and education has already been affected by the first phase of Gramm­ Rudman, which will begin on March l of this year. • Strategic Petroleum Reserve-The Rea­ gan administration wants to eliminate this program, even though it serves an important strategic purpose, especially now when oil prices are at a 1 3-year low. "The administra­ tion has failed to grasp what every smart consumer knows," said SIU President Frank Drozak. "The best time to stock up on an important item is when prices are low." • Coast Guard and inland water user fees­ The administration is attempting to impose user fees on certain kinds of " services" pro- 42 I LOG I February 1 986 February 1 986 Legisl ative . Ad1ninistrativc and Regulato r�· Happcnin�s vided by the federal government. "The SIU feels very strongly that funding for Coast Guard services and inland water projects should be the responsibility of the federal government because the public at large benefits from them, not just a single special interest group. " • Build and Charter-Last year the Senate appropriated $852 million for the first major vessel construction program since the elimi­ nation of Construction Differential Subsidies in 1980. It failed, however, to authorize the program. "The build and charter program is the best news that the shipbuilding industry has had in years, " said SIU President Frank Drozak. " Unfortunately, since the program has not yet been authorized, the funds which have been appropriated may prove to be a tempting target for federal budget cutters. " • Title X I Vessel Mortgage Guaranty Pro­ gram-Title XI was rocked last year by finan­ cial difficulties, which may prompt efforts to further restrict the program. • Port Development-While everyone agrees that improvements to our ports and waterways are desperately needed to keep America com­ petitive in world markets, full scale projects will involve billions of dollars. Unfortunately, few large scale programs are expected to survive the present financial crisis. • Export-Import Bank-The administration has made no secret of its desire to eliminate the bank's $ 1 . l billion direct loan program, which finances major U . S . exports and is subject to cargo preference. As a matter of fact, the biggest threat to the maritime industry may not be cuts in any particular maritime program, but to programs that generate cargo for the Ame1ican-flag merchant marine, such as this one and aid to farmers under the P.L. 480 program . Auto Carriers In part because of pressure that was applied by the Seafarers International Union, Toyota, the largest Japanese auto manufacturer, has decided to ship 10 percent of the vehicles it exports to the U . S . on American-flag vessels. The issue received considerable public at­ tention last year when SIU President Frank Drozak appeared before a Senate committee investigating unfair Japanese trading practices. He noted that not one American-flag vessel was engaged in carrying vehicles between Japan and the United States. Outraged, House Merchant Marine Com­ mittee Chairman Walter B . Jones (D-N.C.) introduced H.R. 3655, which would require that 50 percent of all cars imported into this country from Japan be carried on American­ flag vessels. When informed of the latest de­ velopments concerning Toyota, he said that it "certainly was good news and at least a step toward opening up this trade to U.S. opera­ tors. ' ' Cargo Preference The compromise reached on the application of the Cargo Preference Act last year is under attack from a group of Great Lakes port interests, who filed a lawsuit against the U.S. government. The suit charges that certain types of cargoes are being diverted away from Great Lakes ports so that the government can meet existing cargo preference requirements. To remedy this, the suit is seeking to exempt cargoes that move through Great Lakes ports from cargo preference requirements put forth under Title II of the P.L. 480 program. "The SIU strongly opposes any move," said SIU President Frank Drozak, "that would reduce the total amount of cargo subject to cargo preference. This would mean fewer jobs for our members at a time when there is a depression in the American maritime indus­ try . " While the suit has been filed against the federal government, the SIU has been granted permission by the court to join the government in fighting this attack on the P .L. 480 program. Incidently, the first phase of that compro­ mise is scheduled to go into effect on April I , 1986. In exchange for exempting certain kinds of cargo-generated programs from the provi­ sions of the P.L. 480 program, the American­ flag requirements will be increased from 50 to 75 percent over a three-year period. Phase I which begins on April I would raise the cargo preference requirements to 60 percent. Cash Carry Hearings have begun on a lawsuit filed by the SIU and the Transportation Institute on whether or not cash transfers to Israel fall under the provisions of the P.L. 480 program. Israel does not contest the applicability of the law. I t signed a " side agreement" with the United States stating that it would ship 50 percent of all cargo generated by the $3. 7 billion Economic Support Program on Amer­ ican-flag vessels. The dispute is between the maritime industry and the Agency for Inter­ national Development (AID). "We view this failure to include the cash transfer program under the provisions of the P.L. 480 program as just one more attack against the American-flag merchant marine," said SIU President Frank Drozak. "In a way," said Peter Luciano, executive director of the Transportation Institute, a non­ profit organization which seeks to promote maritime research and education, "this is rem­ iniscent of the suit we filed concerning blended credit, when the Agriculture Department failed to implement existing law. " While the issue still remains undecided, some favorable developments have occurred in court. After the attorney for AID said that there was no direct link between the cash transfer program and exports, Judge Kenneth W. Starr noted that linking foreign aid to U . S . exports was a broad enough idea to make "shipping services includable. " Maritime Promotion Bill Rep. Mario Biaggi (D-N. Y . ) has introduced a comprehensive maritime promotional pack­ age that is intended, in his own words, "to streamline the administrative process and fur­ ther deregulate the ocean shipping industry. " The bill, H.R. 4024, includes a new approach to build-foreign. Vessels obtained under the (Continued on Page 43,) �Doest hit the bricks in the 1946 General Maritime Thomas Louis Magras, 62, joined beef. He was born in Paramaribo, Dutch Guiana ·. '!\ the SIU in the port of New York (Surinam) and is a resident of New York City. · in 1953 sailing as a bosun. Brother ;J\, • Magras received a 1 960 Union Per­ sonal Safety Award for riding an Winfield Scott Downs Jr., 65, Deep Sea accident-free ship, the Alcoa Po­ joined the SIU in 1 945 in the port of New York sailing as an oiler. Medardo Aqurcia, 63, joined the Brother Downs last sailed out of SIU in the port of New Orleans in the port of Philadelphia. He was on 1957. He sailed as a chief cook for the Waterman Steamship Co. and the Delta Line. Brother Aqurcia was born in Honduras and is a resident of New Orleans. the picket lines in the 1946 General Maritime beef and the 1947 Isth­ J laris. He was also on the picket line in the 1 963 maritime beef. A former \ member of the NMU, Seafarer Ma­ . gras was born in the Virgin Islands and is a resident of Philadelphia. mian strike. Seafarer Downs was born in Egg Harbor City, N .J. and is a resident of New Gretna, N .J. Sanjurjo Manuel Medina, 56, joined the SIU in the port of San Juan, P.R. in 1970 sailing as an AB. Restituto Ebajo Bernadas, 64, joined the SIU in 1 948 in the port of San Francisco sailing as a QMED. Brother Bemadas hit the bricks in both the 1 946 General Maritime beef and the 1947 Isthmian strike. He was born in the Philippines and is a resident of New Orleans. James Doyle Gillian, 57, joined Brother Medina last sailed out of the SIU in the port of New York ' the port of Santurce, P.R. He was in 1963 sailing as a recertified chief born in Puerta de Tierra, P.R. and steward. Brother Gillian graduated from the Union's Recertified Chief is a resident there. Stewards Program in 1982. He is a veteran of the U.S. Army in World War II. Seafarer Gillian attended the Massey Business College, Bir­ mingham, Ala. studying business administration. Gillian is also a wig- Willie David Crawford, 57, joined the SIU in 1 947 in the port of New . maker. A native of Cordova, Ala. , he is a resident of Starke, Fla. the Union's Recertified Bosuns Program in 1975. He walked the picket lines in the 1 946 General Maritime strike and the 1947 Isth­ mian beef. Seafarer Crawford was born in Jacksonville and is a resi­ dent there. Robert John Cunningham, 60, joined the SIU in the port of Bal­ 77, joined the SIU in the port of Norfolk sailing as a bosun. Brother Jan­ kowski hit the bricks in the 1 946 General Maritime strike and the 1947 Isthmian beef. He last shipped out of the port of New York. Sea­ farer Jankowski was born in New York and is a resident of Boynton Beach, Fla. Frank Joseph Jankowski, assistant. Brother Cunningham was born in Baltimore and is a resident Robert Edward LaG�, 62. joined the SIU in 1943 in the port there. of New York. He sailed as a chief electrician and junior engineer. Brother LaGasse is also a cabinet maker. He was born in Dover, N. H. and is a resident ofCanovanas. P.R. George Harvey Doest, 65, joined the SIU in 1 946 farer Nelson was born in Minnesota and is a resident of Seattle. Herminio Pacheco, 6 1 , joined the SIU in 1 947 in the port of New York sailing as a recertified bosun and deck delegate. Brother Pacheco tified Bosuns Program in 1976. He hit the bricks in the 1 946 General Maritime, 1947 Isthmian. 1 948 Wall St., 1 96 1 Greater N . Y . Harbor and 1 962 Robin Line beefs. Seafarer Pacheco worked on the Puerto Ri­ can Marine Shoregang, Port Eliza­ beth, N.J. in 1 979. A native of Penuela, P. R. , he is a resident of Carolina, P.R. in Port Arthur, Texas sailing as a FOWT. Brother Washington Report Brother Nelson also sailed during graduated from the Union's Recer­ timore in 1955 sailing as a steward l York sailing as a chief steward . the Korean and Vietnam wars. Sea­ York sa.iing as a recertified bosun. Brother Crawford graduated from Curtis Ellwood Nelson, 57, joined the SIU in 1941 in the port of New Maritime Underwriters (AlMU), made Attempts to address the problem sions of the Export Administration the following remarks: "It would be superficial to maintain have in the past centered around re­ quiring earners moving U . S . cargo Act," said SIU President Frank Dro­ that insurance alone was the cause of through Canadian ports to file tariffs z.ak. The export of Alaskan oil is prohib­ provision would be eligible for a five­ the fishing industry ' s problems . . . . with the Federal Maritime Commis­ ited under the provisions of the Export year subsidy for crew costs and insurance. Subsidized operators cur­ [Other problems include] lack of ves­ sel maintenance, poor vessel design sion. Mikulski has taken a different approach. Administration Act, which was passed last year. rently receive an operating differential subsidy for 20 years. She has introduced the "Cross Bor­ A number of administration officials der Cooperation Act of 1986," which ''The shorter subsidy period for for­ and stability, inadequate safety re­ quirements, lack of crew standards and rising personal injury awards." have suggested exporting Alaskan oil to alleviate this nation's growing trade eign-built vessels will reduce federal Jack Caffey, special assistant to the sides of the border" to sit down and imbalance with Japan. Yet such an government outlays while still offset­ SIU president. who is heading the reach cooperative agreements. While ting foreign subsidies for the first five SIU's strike in New Bedford, disa­ years a vessel is under U . S . registry . " grees. ' 'The insurance industry must take responsibility for the problems the Shipping Act of 1984 does not prohibit such meetings. it does not approach, according to the AFL-CIO, "cannot be part of any (solution) to (Continued from Page 42.) said Biaggi. Maritime Insurance The role that insurance plays in the maritime industry is coming under in­ creasing public scrutiny. would allow ocean carriers from ' 'both specifically endorse them either. This solving U . S . trade problems" because they have caused the maritime and has created a great deal of uncertainty fishing industries . Something needs to about the legality of such meetings. it would ·'lead to a continued erosion of our international competitive base." The SIU is monitoring this situation Alaskan OU close I y. At present, roughly 40 tankers employing SIU members are involved be done to address this important is­ sue . " Cron-Border Diversion The Commerce Department is busy compiling comments from interested in carrying Alaskan oil. Navy Builds Sea·LUt At the same time that American marine underwriters are trying to gain Rep. Barbara Mikulski m-Md. l is parties concerning options and rec­ seeking to address a growing problem ommendations regarding production The Navy made its second largest their fare share of insurance policies for American ports . which arc losing and distribution of crude oil from the purchase of merchant vessels to be generated by such programs as the cargo to Canadian and Mexican com­ North Slope of Alaska. used in its "ready reserve force." Export-Import Bank and P.L. 480. petitors because of uncertainties about Under the provisions of the Export the proper interpretation of the Ship­ Control Act, the Commerce Depart­ ment is required to compile these rec­ number ican maritime industry, particularly ping Act of 1984. The problem is particularly acute ommendations and present them by bought for the reserve force. The pur­ the fishing industry. for East Coast ports. which have seen chase, which will cost the government $206.7 million, will bring newer and more modem types of vessels into the reserve fteet. they are trying to minimize their role in the present depression in the Amer­ Speaking to a reporter for The Jour­ cargo moving out of the U . S . Midwest April 1 2 , 1986 to Congress. · 'The SIU is strongly opposed to nal of Commerce, Thomas 0. Clark, diverted away from U . S . ports to Ca­ nadian harbors. any attempt to change existing provi- chairman of the American Institute of the export of Alaskan oil. and will fight Thirteen barge and vehicle carriers will be acquired to bring to 72 the of merchant-type vessels February 1 986 I LOG I 43 - �Deep Sea Wallace "Wally" Perkins "Mad Bear" Anderson, 58, a leader, spokesman and champion of the Indian American civil and legal rights movement, died Dec. 2 1 , 1985 in the U . S . Veterans Administration Hospi­ tal, Buffalo, N . Y. Brother Anderson joined the SIU in the port of New York in 1952. He sailed as an AB, bosun and deck delegate for Penn Shipping, Waterman Steamship Co. and Merritt, Chapman and Scott. He was born in the Tuscarora Indian Res­ ervation, Sanborn-Lewiston, N.Y. and was a resident there. Seafarer Ander­ son, in May 1958, Jed an unsuccessful Iroquois Indian Nation "war party" protest against the New York State Power Authority for their non-pay­ ment takeover of 550 acres of reser­ vation land. Later the land went to build the $600-million Robert Moses Power Project at Niagara Falls, N . Y. "Mad Bear" traveled extensively in his quest for the right� of the Indians, taking part in memorial events in Washington, D . C. in 1968 and at the Wounded Knee demonstration in South Dakota in 1973. Surviving is his mother, Martha John, of Lewiston. Personals -- Paul Bagalay Please contact Judy Green at Howard's regarding your daugh­ ter. The number is (904) 354-9160. Rickie L. Juzang Please get i n touch with Dan Henderson at (205) 479-0598. James Walsh Please get in touch with Jim Steighner, 32 Lincoln Way East, Jeannette, Pa. 1 5644 Pensioner Walter A. Beyer, 67. died on Dec. 20, 1985. Brother Beyer joined the SIU in 1940 in the port of Savannah sailing as a FO WT. He hit the bricks in the 1946 General Maritime beef, the 1947 Isthmian strike and the 1948 Wall St. beef. Seafarer Beyer was born in New York and was a resident of Paramount, Calif. Sur­ viving are his mother, Mary of Buffalo, N . Y . and his sister, Matilda of New York City. Pensioner Jennie Cecile Rizzuto, 93, passed away on Dec. 2 1 , 1985. Sister Riz­ zuto joined the SIU in 1947 in the port of New Orleans. She sailed as a chief stewardess aboard the SS Del Mar (Delta Line) and for the Mississippi Shipping Co. She walked the picket lines in the 1946 General Maritime strike and the 1947 Isthmian beef. Seafarer Rizzuto was born in New York and was a resident of New Orleans. Surviving are a brother, Angelo of New Orleans; a sister, Bobbie; a nephew, Mercurio of Abita Springs, Fla., and another rel­ ative, M . S . Rizzuto of New Orleans. Pensioner Garrett Anlister Wile, 82, passed away on Nov. ,;t 25, 1985 in the Cliff House Nursing ., , .· Home, Winthrop, . Mass. Brother Wile ' , joined the SIU in the port of New York in 1950 sailing as an AB and 3rd mate. He hit the bricks in both the 1 946 General Maritime and the 1947 Isth­ mian beefs. Seafarer Wile was born in East Boston, Mass. Surviving is his brother, John of West Palm Beach, Fla. Richard Raymond Rodriguez Jr., 64, succumbed to arte­ riosclerosis on Dec. 14, 1 985 at home in Norwalk , Calif. !�,.-�,,�Brother Rodriguez • ·� · ·' /' joined the SIU in the . port of Wilmington, Calif. in 1970 sailing as a cook. He was born in Palms, Calif. Cremation took place in the Chapel of the Pines Crematory, Los Angeles. Burial was in Calvary Cemetery. Surviving are a son, Richard Rodriguez II of Santa Ana, Calif. ; a daughter, Deanna Lee Meeder of Las Vegas, Nev . ; a sister, Margaret McGuyer of Rockdale, Texas, and other relatives, Marion and La­ mont Rodriguez ofGarden Grove, Calif. : �!""� J . . . •. . ':!\.� ; Pensioner Don Dempsey White, 66, died on Oct. 3 1 . 1985. Brother White joined the SIU in the port of Wilming­ ton, Calif. in 1%6 sailing as a chief pumpman and QMED. He was born in Arkansas and was a resident of Murrieta, Calif. Pensioner George Philip Saucier, 75 . passed away o n Jan. 1 . Brother Saucier joined the SIU in Great Lakes ���il� ::� =� 0! ii s deck engineer. He l- was on the picket lines in the 1946 General Maritime beef and the 1947 Isthmian strike. In 1960 Seafarer Saucier received a Union Personal Safety Award for riding an accident-free ship, the Alcoa Ranger. A native of Louisiana, he was a resi­ dent of Pass Christian, Miss. Surviving are his widow, Gladys; a son, and a daughter, Lynda Edmond of Mobile. . ' .. ��\ ""'.. �"- .. ·· I� ���: �� :�� �:� ·. i Ferries Railroad from 1964 to 1973. He was a resident of Frankfort. Sur­ viving is his daughter, Mary Vincent of Arcadia. Mich. Are Yo u M issi ng I m porta nt Ma i l? If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW or N.A. Address Correction Department Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. 5201 Auth Way Camp Springs, Maryland 20746-mt ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- . PLEASE PRINT HOME ADDRESS Date: ------ Tax Tips Social (Continued from Page 41.) Miscellaneous Expenses You MAY NOT Deduct Pensioner Alfred Gilbert Sandow, passed away on Dec. 25, 1985. Brother Sandow joined the Union in the port of Frankfort , Mich. Phone No. Your Full Name S&curtty No. Area Code • Political contributions (but see instruc- tions for Form 1040, line 44). • Personal legal expenses. • Lost or misplaced cash or property. • Expenses for meals during regular or extra work hours. • The cost of entertaining friends. • Expenses of going to or from work. • Education that you need to meet mini­ mum requirements for your job or that will qualify you for a new occupation. • Fines and penalties. • Expenses of producing tax-exempt in­ come. For more details on miscellaneous ex­ penses, get Publication 529, Miscellaneous Deductions. 4.( I LOG I February 1 986 Apt. or Box # Street 0 Book Number City SIU UIW Place of This wlU be my permanent addreu 0 UIW State 0 Pensk>ner Other ------- Employment ------- for all offlclal Union malllngs. Thhs address should remain In the Union me unless otherwise changed by (Signed) ZIP me per90nally. ----------- ----- --------- ---------- - ----------------- - � - - - _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ - - �D�11es� of Sh�ps llee��n11s .AMERICAN HERITAGE (Apex), De­ cember 29-Chairman Phil Rubish; Sec­ retary W.A. Jones; Educational Director Richie Wilson; Engine Delegate J. Melen­ dec; Steward Delegate Eddie Fisher. No disputed OT. Treasurer's report: "Poor, but not broke!" The chairman says everything is running smoothly aboard the American Heritage and that he has had a fine crew to wor1<: with. Communications from head­ quarters were received pertaining to the 1 percent COLA increase effective Jan. 1 , 1 986. These were read and posted. On behalf of the officers and crew, a very special thanks was given to the steward department for their extended time in pre­ paring Christmas dinner-truly an out­ standing job. Next port: St. Croix. V.I. BORINQUEN (Puerto Rico Marine), December 29--Chalrman Juan Osorio; Secretary Cassie B. Carter; Educational Director P. Colonna. No disputed OT or beefs were reported. There is $13 in the ship's fund. The chairman notified the crew of receipt of a radiogram from headquarters stating that a 1 percent cost of living allowance will go into effect Jan. 1 , 1 986. The chairman also announced that he is taking up a collection for the Seaman's Church Institute and that anyone wishing to contribute should get In touch with him. A motion was made and seconded to make vacation money payable after 90 days instead of after 1 20 days. This will be referred to the Negotiating Committee. Crewmembers were reminded to be mind­ ful of others sleeping at night: keep the noise down and don't slam doors. Next ports: Elizabeth, N.J. and San Juan, P.R. GALVESTON (Sea-Land Service), De­ cember 24-Chairman A McCrea; Sec­ retary Ken Hayes; Educational Director W. Watton. No beefs or disputed OT. Minutes of the last meeting were read. The new mattress for the 12� oiler is on the way. The chairman reported on several com­ munications from headquarters and ex­ pressed himself on the vital importance of continuing to donate to SPAD. He re­ minded crewmembers to read the LOG in order to keep abreast of Union and mari­ time activities. Payoff will be this trip. The educational director noted that anyone needing any infonnatioo regarding the Union (upgrading, medical forms, vacation forms, etc.) should feel free to call on him. Every­ one was asked to help keep the messroom tidy, return all mugs to the pantry and return all books to the library. MAJOR STEPHEN W. PLESS (Waterman), December 9--Chairman Robert Hagood; Secretary Bobbie W. Steams Jr. Some disputed OT was re­ ported in the deck department. There is $70 In the ship's general fund at this time as well as $687 in the movie fund. There are approximatety 200 movies in the library, which is growing all the time. After tossing ideas around about how to spend the library fund monies, It was decided to save it for emergencies-as a fund to be used in the event flowers need to be sent in the ship's name to the family of a deceased crew­ member or other emergencies as needed. Maurice Duet thanked all those who helped him while he was injured, and wanted everyone to know that he appreciated the help very much. Cook-outs are still being held aboard the Pless in the rec. area. Sports fishing is becoming the leisure ac­ tivity, and some 75-pounders are being caught. Sunbathing is also very popular onboard ship when time permits. The skeet and trap range will provide additional rec­ reation when it Is finlshed. One minute of silence was observed in memory of our departed broth0f'S and sisters. Next port and port of payoff: Norfolk, Va. MOUNT WASHINGTON (VlciOf'Y Carriers), January 3-Chairman David Gil- more; Secretary A. Salem; Educational Dlrector/Pumpman L.J. Nixon; Deck Del­ egate J. Bidzllya; Engine Delegate David Timmone; Steward Delegate J.C. Mahaf­ fey. The deck department reported some disputed OT. Christmas greetings and no­ tification of the 1 percent cost of IMng allowance was received from headquarters and posted on the bulletin board. The chairman stressed the importance of do­ nating to SPAD, and the secretary urged crewmembers to attend upgrading courses at Piney Point. Members also were re­ minded to read the LOG and share it with .,. a..,. . ,.• w N, ,, . Garcia, chief cook aboard the LNG Taurus, rakes a break between meals. wuis A. their shipmates. The LOG is the chief means of communication between head­ quarters, the ports and the members at sea or ashore. A vote of thanks was given to the steward department for a job well done. All stood and pa;d their respects to the memory of our departed brothers and sisters. Next port: Philadelphia, Pa. OMI COLUMBIA (OMI), January f­ Chalrman J.R. Broadus; Secretary C. Moss ; Educational Director A.G. Milne; Deck Del­ egate Edward L. Collins; Engine Delegate Paul F. Whalen; Steward Delegate D.L. Guerrero. Disputed OT was reported in all departments due to a delayed sailing. Pay­ off this trip will ciose out 1 985; wages earned this year to date will be paid on the next trip. Notification of a 1 percent COLA was received from headquarters. Every little bit helps. All In all, everything is going smoothly with a good crew and officers. Thanks were given to the steward depart­ ment for the good Christmas dinner and to the deck and engine departments for their hard won<. The 4-a watch was also given a vote of thanks for keeping the pantry clean. One minute of silence was observed in memory of our departed broth­ ers and sisters. OMI DYNACHEll (OMI), December 31-Chairman Robert G.Lawson; Secre­ tary Rudy De Boissiere; Educational Di­ rector G. L. Spell; Deck Delegate David B. Campbell; Engine Delegate Felipe A. Torres; Steward Delegate Joseph P. Emidy. No disputed OT. The chairman announced a payoff this trip upon arrival in Baton Rouge, La. and that all members should see the patrolman when he comes aboard. The educational director noted that times in the maritime Industry are changing rapidly and that "we must change with them." He ad\llsed all eligible members to take ad­ vantage of the upgrading facilities at Piney Point. A special vote of thanks was given to Steward/Baker Rudy De Boissiere. Chief Cook Joseph P. Emidy and Juan Morales for an excellent Christmas Day dlnner­ c:omplete with exotic foods, pastries and imported wines. A vote of thanks also was given to the deck department for "making this a smooth trip," and "our hats go off to the engine department-they are the best in the West." Report to the LOG: "We say a fond farewell to Bosun H. B. Rains as he leaves to go on vacation, and we wish everybody a very Happy New Year!" Next port: Baytown, Texas. ST. LOUIS (Sea-Land Service), De­ cember 27-Chairman Angel Camacho; Secretary H. Ortiz; Deck Delegate Pablo Pacheco; Engine Delegate Or1ando Flores. Some disputed OT was reported in both the deck and engine departments. Com­ munications from headquart0f'S were re­ ceived regarding notification of the 1 per­ cent cost of living allowance as well as Christmas greetings. The secretary stressed the importance of donating to SPAD. He noted the positive effects of SPAD and how It worl<s, "but we have to help too." Everything is running very smoothly. A vote of thanks was given to the steward and his department for especially fine meals on Thanksgiving and Christmas. And an expression of appreciation was mentioned regarding the SlU's award-winning news­ paper, the LOG. SEA-LAND ECONOMY (Sea-Land), December &-Chairman J. Higgins; Sec­ retary H. Scypes; Educational Director U. H. Sanders; Deck Delegate P. O'Neal; Engine Delegate H. W. Miller. Some dis­ puted OT was reported in the engine de­ partment. The ship's chairman held a dis­ cussion about the state of shipping today, based on an article from The Wall Street Journal. He also talked about the impor­ tance of taking advantage of all the new Navy-chartered ships under military con­ tract and how this is a good opportunity for B book members to receive a full book in less than eight years. It was suggested that each crewmember put $5 Into a fund to be used in the event the VCR needs to be repaired. An arrival pool will also raise some money to purchase new movies and blank cassettes. A vote of thanks was given to the steward department for a fine Thanksgiving Day meal. One minute of silence was observed in memory of our departed brothers and sisters. Next ports: Port Everglades, Fla. and New Orleans, Institute if he so desired. Donations should be given to department delegates or to the 1 st assistant engineer. A vote of thanks was given to the steward department for an excellent Christmas Day dlnner. One minute of silence was observed in memory of our departed brothers and sisters. THOMPSON P.AU (IOM), December 29-Chairman D. Ellette; Secretary L. Vi­ dal; Educational Director Peter Nortava. No beefs or disputed OT reported. There Is $ 1 00 in the movie fund. The captain lnfonned the chairman that several rules were disregarded while at the Alyeska terminal in Valdez. There is to be no smoking at the end of the dock or walking from one dock to another. Any crewmem­ ber caught violating those rules will be terminated. O.S. Willie Lee was taken off ship in Panama due to a dislocated hip. He will be hospitalized for two to three weeks. Followlng some questions in the deck department, the chairman explained that when a watchstander requests a relief, the relief man goes on the watch of the man he is relieving. A special vote of thanks was given to the entire steward department for a fabulous Christmas Day dinner and a job well done. Next port: Long Beach, Calif. Official ships minutes also were received from the following vessels: I.IS AQUARIUS Ul.TlllllE BAY .. IUVER ITATE CA8UAS COll11TU11DI COVE UIBTY FALCOI PWESI -­ GVEmAI AUllA DVElllEAS llARRIETTE OYUSEAS VMAll PAUL IUCl PFC llEWAYIE l. W1U.WIS PFC BJ8EIE A. OllED POlrllMll PUERTO RICO SAii llDUSTill SAI PEm 5U-UllJ llEVB.OP£R Sl... LI . AllJ FIHlilM SU-Wm lmEJIEmBICE SU-Wm UIERATOR La. SEA·L.AND PACER (Sea-Land Serv­ ice), December 29--Chairman J. Chiara­ monte; Secretary D. Chafin; Educational Director W. Brack. No beefs or disputed OT reported. There is $10 in the ship's fund. A radiogram from SIU President Dro­ zak was received and posted. It wished everyone a Merry Christmas and Happy New Year and also informed the member­ ship of the 1 percent COLA. A repair list was turned in last voyage, but the ice-cube maker still is not working. The chairman said he would speak to the present captain about the situation. Each member was asked to donate to the Seaman's Church SEA-UllJ IWlllER SU-Um PllOllUCEll SU-Ulm vaTUllE S8T. llATEJ IOCAI 11UUMPtl ll.TIWIAR Monthly Me1nbership Meetings Deep Sea Port Lakes, Inland Waters Date Piney Point . . . . . . . . . . . . . . . . Monday, March 3 . . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. New York . . . . . . . . . . . . . . . . . Tuesday, March 4 . . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. . . . . . . . . . . . 10:30 a.m. . . . . . . . . . . . . . . . . I0:30 a.m. March 6 . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. March 6 . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Philadelphia . . . . . . . . . . . . . . . Wednesday, March 5 . . . . . . . . Baltimore . . . . . . . . . . . . . . . . . Thursday , March 6 . . . . . Norfolk . . . . . . . . . . . . . . . . . . . Thursday , Jacksonville . . . . . . . . . . . . . . . Thursday , Algonac . . . . . . . . . . . . . . . . . . .Friday, March 7 . . . . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Houston . . . . . . . . . . . . . . . . . . . Monday, March to . ................... . I0:30 a.m. New Orleans . . . . . . . . " . . . . . Tuesday , March 1 1 . . . . . . . . . . . . . . . . . . . . . I0:30 a.m. Mobile . . . . . . . . . . . . . . . . . . . . Wednesday, March 1 2 . . . . . . . . . . . . . . . . . . I0:30 a.m. San Francisco . . . . . . . . . . . . . Thursday , March 1 3 . . . . . . . . . . . . . . . . . . . . I0:30 a.m. Wilmington . . . . . . . . . . . . . . . . Monday, March 17 . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Seattle . . . . . . . . . . . . . . . . . . . . Friday, March 2 1 . . . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. San Juan . . . . . . . . . . . . . . . . . . Thursday, March 6 . . . . . . . . . . . . . . . . . . . . . I0:30 a.m. St. Louis . . . . . . . . . . . . . . . . . . Friday, March 1 4 . . . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Honolulu . . . . . . . . . . . . . . . . . . Thursday, March 1 3 . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Duluth . . . . . . . . . . . . . . . . . . . . Wednesday , March 12 . . . . . . . . . . . . . . . . . . 10:30 a.m. Gloucester . . . . . . . . . . . . . . . . . Tuesday , March 1 8 . . . . . . . . . . . . . . . . . . . . . l0:30 a.m. Jersey City . . . . . . . . . . . . . . . . Wednesday, March 20 . . . . . . . . . . . . . . . . . . 10:30 a.m. February 1986 I LOG I 45 �CL L NP -Company/Lakes -Lakes -Non Priority JAN. 1-31, 1986 Directory of Ports Dispatchers Report for Great Lakes *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Frank Orozak, President Ed Turner, Exec. Vice President Joe OIGlorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT Port Algonac . 4 21 2 4 18 4 2 4 0 0 0 6 24 3 5 19 4 2 6 ENGINE DEPARTMENT Port Algonac . . . . . . . . . . . 0 0 0 STEWARD DEPARTMENT Port Algonac . 0 0 0 HEADQUARTERS ENTRY DEPARTMENT Port 9 47 5 0 0 0 9 44 8 19 90 12 0 0 0 22 93 16 Algonac . . Totals All Departments . . "'Total Registered" means the number of men who actually registered for shipping at the port last month. . . "Registered on the Beach" means the total number of men registered at the port at the end of last month. JAN. Dispatchers Report for Deep Sea 1-31, 1986 *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class B Class C Class A Trip Reliefs .. REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Gloucester . . . . . . . . . . . . . . New York . Philadelphia . Baltimore . Nortolk . Mobile . New Orleans . Jacksonville . San Francisco . . Wilmington . Seattle . Puerto Rico . Honolulu . Houston . St. Louis . Piney Point . Totals . . 0 10 0 0 3 1 9 5 2 4 5 3 11 5 0 0 58 8 123 12 19 24 21 92 73 64 47 56 0 6 88 0 0 633 7 23 12 9 14 8 11 19 21 10 10 0 30 8 0 1 183 0 1 0 0 0 0 2 1 1 0 1 0 3 1 0 0 10 1 8 0 0 0 0 5 4 3 2 3 0 13 4 0 0 43 2 89 11 16 15 12 75 41 46 29 41 1 7 46 0 3 434 1 17 5 1 12 6 9 7 11 13 12 0 19 6 0 4 123 0 0 0 0 0 0 1 0 4 1 0 0 8 0 0 0 14 0 7 0 0 3 0 5 2 7 4 8 0 89 6 0 0 131 0 49 3 5 9 16 41 18 84 21 40 0 6 31 0 0 323 2 6 2 1 6 2 4 7 13 4 5 0 28 0 0 3 83 0 0 0 0 0 0 0 0 1 0 1 0 33 0 0 0 35 4 13 6 5 16 0 81 1 0 1 156 0 0 0 0 0 0 1 0 3 0 0 0 114 0 0 0 111t 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 60 5 9 10 5 45 20 82 41 38 1 12 22 0 1 363 4 80 15 7 17 11 25 23 39 29 35 1 132 16 0 4 438 0 9 0 0 0 0 3 3 3 1 5 0 207 1 0 0 232 313 153 232 1 ,743 827 291 1 10 0 0 3 1 3 11 11 2 9 0 8 4 0 1 64 4 49 4 13 12 9 44 42 27 20 31 1 7 39 0 0 302 3 13 3 1 2 5 7 12 19 5 12 0 20 6 0 2 110 0 1 0 0 0 0 1 2 0 0 1 0 2 1 0 0 8 3 36 0 2 6 5 38 33 18 12 33 1 5 27 0 0 219 1 34 2 5 11 5 34 23 21 9 29 2 7 20 0 2 205 1 4 1 0 6 4 3 6 8 6 6 0 19 5 0 3 72 0 0 0 0 0 0 0 0 2 0 0 0 11 0 0 0 13 0 19 2 1 5 2 17 18 15 5 24 1 2 15 0 0 126 0 26 2 2 5 5 20 10 30 12 32 0 8 19 0 0 171 1 2 0 2 1 1 1 5 7 1 0 0 0 0 0 0 0 0 1 0 1 0 29 0 0 0 31 0 13 0 1 6 1 15 13 21 5 25 0 5 7 0 0 112 0 20 0 0 3 0 9 17 19 3 30 0 4 12 0 0 117 574 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 2 ENGINE DEPARTMENT Port Gloucester . New York . . . . . . . . . . Philadelphia . Baltimore . Nortolk . Mobile . New Orleans . Jacksonville . San Francisco . Wilmington . Seattle . Puerto Rico . Honolulu . . . . . . . . . Houston . St. Louis . Piney Point . Totals . . . 4 3 0 0 2 0 1 5 5 3 4 0 14 3 0 2 46 0 0 0 0 0 0 0 0 1 0 0 0 5 0 0 0 6 STEWARD DEPARTMENT Port Gloucester . New York . Philadelphia . Baltimore . Nortolk . Mobile . . . . . . . . . . . . . . . New Orleans . Jacksonville . San Francisco Wilmington . Seattle . . . . . . . . . . . . . . . . . . . . . Puerto Rico . Honolulu Houston . St. Louis . Piney Point . Totals . . . . . . 5 0 26 0 0 3 55 0 4 0 1 1 1 0 3 3 2 7 0 24 1 0 0 47 0 0 0 0 0 0 0 0 1 0 2 0 24 0 0 0 27 ENTRY DEPARTMENT Port Gloucester . New York . Philadelphia . Baltimore . Nortolk . Mobile . . . . New Orleans . Jacksonville San Francisco Wilmington . Seattle . . . . . . Puerto Rico . Honolulu . Houston . . St. Louis . . . . Piney Point . Totals . . . . ........ ...... Totals All Departments . . . . . . . 0 31 0 0 8 2 27 10 41 21 32 1 6 18 0 0 197 24 16 15 1 85 9 0 2 235 0 4 0 0 0 0 0 0 4 0 1 0 181 0 0 0 190 875 472 242 1 40 3 1 8 5 10 15 1 16 0 1 6 5 *"Total Registered" means the number of men who actually registered for shipping at the port last month. .. "Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of January was down from the month of December. A total of 1 ,272 jobs were shipped on SIU-contracted deep sea vessels. Of the 1 ,272 jobs shipped, 574 jobs or about 45 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 232 trip relief jobs were shipped. Since the trip relief program began on April 1 , 1 982, a total of 2,285 jobs have been shipped. 4t I LOG I February 1 986 5201 Auth Way Camp Springs, Md. 20746 (30 1 ) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1 2 1 6 E. Baltimore St. 21 202 (30 1 ) 327-4900 CLEVELAND, Ohio 1 290 Old River Rd. 441 1 3 (216) 621 -5450 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-41 1 0 GLOUCESTER, Mass. 1 1 Rogers St. 0 1 930 (61 7 ) 283-1 1 67 HONOLULU, Hawaii 636 Cooke St. 968 1 3 (808) 523-5434 HOUSTON, Tex. 1 221 Pierce St. 77002 (713) 659-51 52 JACKSONVILLE, Fla. 331 5 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (20 1 ) 435-9424 MOBILE, Ala. 1 640 Dauphin Island Pkwy. 36605 (205) 478-091 6 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave., Brooklyn 1 1 232 (718) 499-6600 NORFOLK, Va. 1 1 5 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 1 9 1 48 (215) 336-38 1 8 PINEY POINT, Md. St. Mary's County 20674 (30 1 ) 994-001 0 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1 057 Fernandez Juncos St. Stop 1 6 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 981 21 (206) 441 - 1 960 ST. LOUIS, Mo. 4581 Gravois Ave. 631 1 6 (314) 752-6500 SUBIC BAY, Rep. of Philippines 34 2 1 st St., W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 �terviewing one of the striking fish­ Strike- Union Busting Again Ed.torials The SIU's fishing strike i n New Bedford, Mass. , boils down to a simple problem, Union officials and striking fishermen say: UNION BUSTING. Despite all the well-publicized prob­ lems of the fishing industry-foreign imports, overfishing, increased costs, monstrous insurance premiums-fish­ ing remains a lucrative, multi-million dollar business in this old New Eng­ land whaling port. The people who run the business and pocket the profits just don't want to share the pie with the people who ride those boats and perform the back-breaking and dan­ gerous work where the whole profit­ able system starts, on the fishing beds far at sea. Few American workers would stand for the type of abuse and the working conditions the 800 New Bedford SIU members have had to live with for years. The majority of New Bedford's fish­ ing fleet spends more than 300 days a year in good weather and deadly weather dragging the ocean• s depth for scallops, yellowtail, and cod that can fetch as much as $10 a pound at been named to an AFL-CIO commit­ tee to help lead the Federation's fight against apartheid in its boycott against Shell .Oil Co. Shell Oil Co. is the American sub­ sidiary of Royal Dutch Shell which has large holdings in racially segre­ gated South Africa. It also has been accused of repressive treatment of its black workers at the company's South African mines and other plants. "The entire racial system in South a boatowner standing nearby said, "Why are you asking him? He'sjust The owners want to: your local fish market. But most fish­ ermen can tell you of the time they spent IO days out only to come home with $100 in their pocket. Most fishermen can tell you of being fired from a boat because the owner's relatives needed a job, because they complained, or because they asked for simple proof where their money really went. A few years ago fishermen could make $30,000 a year or more, even with the abuses in the entire system, which benefit the owners and buyers­ the padded settlement sheets, the in­ accurate weigh-ins, the under-the-ta­ an ignorant fisherman. " Eliminate all rules regarding selling the catch; Eliminate Union access to fish weigh­ ing; Provide no proof for settlement sheet expenses; Provide no proof for fuel expenses ; Increase their own share of a dwin­ dUng catch. There is no place tem, for this attitude or for the kind Bedford's fishing power structure. The Union has offered to increase the owners' share of the catch. But the owners and buyers want to keep the cards marked and dice loaded. Fishermen want a fair game. What the people who control New It is time for New Bedford's fish­ Bedford' s fishing industry seem to ermen and the SIU to force the want is a class of indentured serv­ ants. Men with strong backs and no owners and the power brokers into Broadcasting radio station was in- it or not. the modem world, whether they like rights. When a reporter for a Public ble fish sales and the close working­ Fishermen and owners agree that the profits are shrinking. There are problems in the industry. Strikers say they are willing to work together, but what they want is an honest system. That apparently is not what the owners and the Seafood Producers Associa­ tion (SPA) want. What few checks and balances exist today, the SPA wants to do away with. Africa in an attempt to put economic pressure on that country's government to end apartheid. The boycott comes after a request from the International Confederation of Free Trade Unions which has been working with black trade unions in South Africa. Management at a SheU­ owned coal mine fired four shop stew­ ards when miners took time to attend a funeral for a co-worker killed at the mine. That led to a strike by miners, and Shell fired 86 miners and refuses Letters To The Editor �I 'Someone Cares. I • • ' d.1.sagree with your December 1985 ed1tor1a.J. where you SQ8 it is doubtful that the federal government can be spurred into e.ny action to gra.nt e.ny kind of vet.era.n's benefit.a to merchant sea.men. Public La.w times) 96-202 (under which sea.men were turned down several 600 WWII women was speoiftoeJJy ta.ilored to accommodate ferry pilots (total dea.tha--2 ) . When I read in the newspapers about Sena.tor John Glenn's interest in a. Korean Wa.r memoria.l, I wrote him asking what a.bout veteran's recognition for WWil merchant seamen. He wrote me a. very sympathetic letter a.nd also inquired for me at Since this last DOD ruling, I have a.gain written Sen. Glenn, morally reprehensible. There is no dates its workers and refuses the Union excuse for this kind of repression, " access to its members. Drozak saiJ. The AFL-CIO launched its boycott of Shell last month as part of its longstanding effort against apartheid. The Federation has called for Ameri­ can companies to disinvest in South workers hold meetings, and intimi­ asking him to introduce legislation for WWII merchant seamen's veterans Glenn a.nd also your own U.S. representatives and senators. American firm has any part of it, it is - the Dept. of Defense. recognition. when an modem of absolute power possessed by New to let the National Union of Mine­ Africa is disgusting, and in America for this kind of feudal sys­ relationships of the rival buyers. Drozak Named to Anti­ Apartheid Commission SIU President Frank Drozak has ermen about the causes of the strike, I urge all SIU members, as well as all other seamen, to write Sen. I know for a. fa.ct that Sen. Glenn ca.res about us. The AFL-CIO is urging all its mem­ bers to cut their Shell credit cards in Sincerely yours, tion's Civil Rights Department. It is HunU.ey (.. Badio OJn"., lM0-88) Bevada City, calif. half and return them to the Federa­ also asking members not to purchase any Shell products. Pred B. BOOZE I AND DRU� 1 HAVE YOU OOWN P 1-/ELP I� A VAILABLE. CONTACT Ydl/R PORTAGENT, OR 51.(J l>RUG AND AJ..(OJKJt. PIKJGRAM. lffNEY�INTNb. - • February 1986 I LOG I 47 . �S I U H e l ps Those i n N eed . ' •' ·�� A Navy helicopter ferried some of the survivors to Manila from the Overseas Alice. Overseas Alice Saves 46 in Heroic Rescue In the dark, pre-dawn hours of Dec. 19, the Overseas Alice (Maritime Overseas) rescued nearly 50 survivors from the Asuncion Cinco, a 1 5-year­ old inter-island Filipino ferry boat which sank nearly 200 miles south of Subic Bay, P.I. in the South China Sea (see story in Jan. LOO). Following treatment for burns and Despite their terrible experience, some of the survivors still manage a smile . In the words of Collie Loper Jr. , crew, some with flashlights, others 50 survivors that night with all hands one SIU member aboard the Overseas with life rings, was working to get as working from the time we arrived 'tit Alice: • 'The Overseas Alice, upon get­ many survivors rescued as possible. daybreak. The humanitarian efforts by all hands make me proud to say that ting an SOS from Subic Bay, P.I . , ' 'The rescue went smoothly with raced to the scene of the Asuncion the crew working together . . . The I am a merchant mariner and a member Cinco disaster, arriving at about 2 1 :30. ship was taking seas over the side. It of the SIU . . . It was dark. Voices were heard in the was impossible to put a [life] boat in water on both sides of the ship. The the water, but we were able to rescue exposure, the survivors of the An11tcio1r Cinco have time to rdlect on " The photos were taken by SIU mem­ ber David Locsin. their terrifying ordeal as the ship beads toward Subk Bay. Sharing Christmas in Seattle · i�i�-�,,...'i' Clans Schmunke removes candied yams from the oven. �- ./ Top left: Christmas Day was one of sharing at the Seattle Cathollc Seaman's Club Cbristmas Day dinner, as Seattle Fleld Rep Rieb Berkowitz and other SIU members volunteered to cook and se"e the meal Here, Berkowitz (r.) stands by the Christmas tree with Father Horrigan, dlndor or the CatboHc Seaman's Club. . Eltjoying the sumptuous meal are SIU memben Hector Felix, John Mitchell , David Kendrick, Jim Johan, Sam Torina, Bob "Chico" Leyva and Joe Graves, among Bottom left: otben. 48 I LOG I February 1 986 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1986 Description An account of the resource HEADLINES FAIR SHARE IS KEY IN NEW BEDFORD FISH STRIKE ADVANCE YOUR CAREER- SHIP T-AGOS IRANIANS BOARD, SEARCH APL’S PRESIDENT TAYLOR SUP RE-ELECTS ALL OFFICERS SIU FISHERMAN DEMAND END TO YEARS OF ABUSE FISHERMAN’S RIGHTS ARE STRIKE’S CENTRAL ISSUE MSC RELEASES IMPORTANT TAX INFORMATION ON W-2 FORMS NEW ADMINISTRATOR AT MSC RESTRUCTURING OF MILITARY U.S. SHIPS THREATENED TAYLOR BOARDING PUTS SIU FAMILIES UNDER STRESS 3 OF CREW SAVED IN SINKNG CROWLEY MARINE TUG SKIPPER DROWNS GEM STATE TRAINS CRANE OPERATORS ADMIRALS VISIT SCHOOL TRAINING AT SHLSS SUPPORTS NAVY SEALIFT NEEDS TOWBOAT ADVISORY BOARD MEETS AT SHLSS SEAFARERS CONTINUE TO TRAIN TO MEET MILITARY JOB CHALLENGES WITH THE SEALIFT OPERATIONS AND MAINTENANCE COURSE THE SEAFARERS SHIPHANDLING SIMULATOR PAUL HALL LIBRARY AND MARITIME MUSEUM MANPOWER THE NUCLEUS OF THE UNION INSTRUCTIONAL TELEVISION AT SHLSS SHLSS ADULT EDUCATION OPPORTUNITIES SHLSS CIMPUTER COURSE OUTREACH PROGRAM THE SIU IN WASHINGTON WASHINGTON REPORT PRESIDENT’S BUDGET AUTO CARRIERS CASH CARRY CARGO PREFERENCE MARITIME PROMOTION BILL STRIKE-UNION BUSTING AGAIN EDITORIALS DROZAK NAMED TO ANTI APARTHEID COMMISSION SIU HELPS THOSE IN NEED OVERSEARS ALICE SAVES 46 IN HEROIC RESCUE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1986 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 48, No. 2 1986 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/837bef5e42b68bf1f0e9e0f77338dba9.pdf 01efe5aee89ac14c73191c3f0dfa9178 PDF Text Text Official Publication ol the Seafarers International Union • A Special Report The Decline of U.S. Sea lift Pages 15-18 CDS Rule Overturned More than two years ago the SIU predicted that some 800 seamen and more than a dozen militarily useful tankers would be out of work if a new construction subsidy payback scheme was implemented by the Department of Transportation (DOT). That is exactly what happened, but a federal appeals court judge has told DOT that the payback program is unlawful , and the department has until June 15 to revise the program or revert to the older regulations. The controversy centered around ships in the Alaska oil trade. The Jones Act requires that ships in the U.S. domestic trade be built in the U.S. , but without subsidy. Ships used in the foreign trades were eligible for construction subsidy but were not permitted in the Jones Act trade . When the DOT issued its payback rules allowing the subsidized ships into the Jones Act trade, the SIU and many other groups called the plans shortsighted and unfair. Many of the tankers in the trade are smaller than the massive vessels used in international tanker operations. But these smaller ships are ones the military considers useful for its purposes if needed. At least 13 of these smaller ships were forced into layup as a direct result of the payback scheme, and some 800 seamen Jost their jobs. In the case, the judge ruled that DOT had violated certain aspects of the 1936 Merchant Marine Act in implementing the program. "It's a shame it takes the Joss of 800 jobs and the layup of 13 ships to prove the payback plan was faulty from the start," said SIU President Frank Drozak. Atlanti~ Gull, Lakes and Inland Waters District• AFL-CIO Vol. 49, No. 2 February 198'7 New Congress Gears Up for Action Trade Tops SIU Hill Agenda, Bill Could Boost U.S. Merchant Marine In a word, the main thrust of the SIU's legislative effort in the lOOth Congress is TRADE. "So many things are tied to trade, and the maritime industry is no exception,'' said SIU President Drozak. As a result of failed administration trade policies, last year's trade deficit was $170 billion. That means we imported $170 billion more in foreignmade goods than we exported in American-made products. Billions of that trade was carried on ships. Unfortunately, little was carried on U.S.ftag ships. One of the cornerstones of trade legislation is "fair trade." Most of the countries where the U.S. trade deficit is the largest protect and promote their industries, making competition impossible. The thrust of several of the trade proposals aired by senators and congressional representatives is to put U.S. goods and products on an equal footing with other countries. Many countries subsidize their important industries, put trade restrictions on foreign competitors, close their markets to foreign products and require use of their countries' ships in importing and exporting products. At the same time , these countries take advantage of the virtually restrictionfree American market. "U.S. maritime has suffered from a variety of unfair trade restrictions in the international marketplace. It is an impenetrable wall of foreign promotional policies and restrictive measures which virtually shut out U .S.-ftag vessels in foreign trade. We have to eliminate these unfair foreign practices," Drozak said. Last year the House passed a trade bill, but it was bottled up in the then Republican-controlled Senate. With a new Democratic majority and the realization by members of both parties that the U.S. cannot continually pile up huge trade deficits, Capitol Hill watchers are sure some sort of legislation will be passed. "I believe that if we can get some legislation that helps put us back on an equal footing with other countries, we can compete with anyone," Drozak said. While trade will be the major issue of the upcoming session, the SIU plans to support and fight for several pieces of legislation that will benefit the U.S. merchant marine. Auto Carriage SIU Legislative Director Frank Pecquex said the Union will attempt to secure an auto carriage bill which would open the lucrative car carrier business between Japan, other car ex- porting nations, and the U.S. to American ships. Almost all of the more than two million imported Japanese cars currently are brought in on Japanese or third-flag ships. U.S. ships are shut out of the trade mostly due to restrictive Japanese export and maritime policies as opposed to simple cost factors. Almost $4 billion in foreign cars was imported last year. Subsidy Reform There will be some attempt to restructure the current Operating Differential Subsidy program, Pecquex said. All ODS contracts will run out in 1999, though many contracts will end much sooner. Under the present administration, no new ODS contracts have been awarded since 1980. Last year the maritime industry could not agree on an approach to subsidy reform. (Continued on Page 3.) Welcome to the Real World The USNS Assertive in Monterey. (Seep. 19.) Inside: Gulf War Dangers Page 3 Snapshots Around the SIU News from SHLSS Upgraders' Album Pages 9-12 Page 13 Page 4 Tug & Tow News Washington Report Pages 5 & 6 Page 7 Government Services News Page 19 Tax Tips Pages 21-27 �i President's Report by Frank Drozak I T'S hard to believe, but Winston Churchill was once the most unpopular man in England. People just didn't want to listen to all that gloomy talk about war. They preferred to cast their lot with Neville Chamberlain, who told them that peace was at hand. While the man with the umbrella was wrong about peace, he did understand human nature. People just don't want to listen to bad news, especially if it concerns them. In 1984, Americans were turned off by Walter Mondale ' s campaign for the presidency. They preferred Ronald Reagan's cheery brand of optimism. When Mondale noted that Americans wanted more government than they were willing to pay for, and that maybe taxes should be raised , he was treated like some kind of political leper. Yet , like Churchill in 1938, he was only telling the truth. The truth often hurts. For the past several years , I have been talking about the decline of the maritime industry and what it means for this country and this membership. The bottom line stil1 hasn't changed; America's sealift capability has been allowed to deteriorate to dangerously low levels. Yet rather than face the issue head on, this administration continues to rely on foreign-flag vessels to protect its national interests. It also has embarked on a costly buildup of the government-controlled "ready-reserve'' fleet which fails to address at least one central question: how are we going to secure adequate levels of skilled mariners when trained and experienced young people are being forced out of the industry? But the Reagan administration is not the only one to ignore the handwriting on the wall. Many of our own members can't see it either. Many of our members are reluctant to take jobs onboard military vessels. Yet these vessels represent the survival of our organization . Every year the American-flag merchant marine grows smaller and smaller. But the number of jobs on board these military vessels continues to increase-and they are good jobs. If we allow them to ail short, then we just might as well call it quits. A little history lesson is in order. Almost all of the non-military work that is available to our deep-sea mem- bers comes from two sources: tankers carrying Alaskan oil and cargo generated by the government. Yet every year for the past decade , moves have been made to repeal the ban on the export of Alaskan oil and to dismantle this nation's existing system of cargo preference laws. It's important to note that similar long-term campaigns were waged against the Construction Differential Subsidy program and the U.S. Public Health Service hospitals before they were eventually dismantled in 1981. I don't want to sound overly pessimistic. There is hope for this industry, but it's not coming from the administration, and it is not something we should take for granted . Any hope this industry has will come from our own actions and from the actions of our friends in Congress who refuse to let the growing trade crisis fester any longer. Thanks to the support of this membership , our Union maintains a strong presence on Capitol Hill. Earlier this month, I met with House Speaker Jim Wright (D-Texas) and House Merchant Marine Chairman Walter Jones (D-N.C.) to make sure they know where we stand. I believe that any trade bill that comes out of Congress must take into account the needs of the maritime industry. One more thing: for the past several years , I have been urging the various maritime unions to unite . There have been plenty of speeches about this , and even some meetings . Yet invariably when the moment of truth came, nothing happened. I still believe that maritime unions have to merge if they are to survive. That does not mean that I am willing to sit by waiting for this to happen and do nothing to protect the job security of our members. Right now, licensed unions such as the MM&P and MEBA District 1 have created organizations so that they can sail the military vessels top-to-bottom. Their intentions could not be any clearer. They want to protect their job security by jeopardizing yours. No doubt about it: trade and maritime unity will be the most important issues of 1987. At the request of AFLCIO President Lane Kirkland, I will again meet with Shannon Wall of the NMU to reopen merger talks with the SIU. And we are continuing to work with District 2 with regard to the Seafarers Maritime Union. SMU represents job security for this membership. It also represents an instance where licensed and unlicensed unions have been able to work together to protect the job security of their respective memberships. I am reminded of an eloquent speech that Ray McKay delivered at the 1981 Triennial SIU Convention. His words help explain some of the issues facing us today: ' ' I came up through the SIU. I once served as SIU vice president. My SIU membership is still pinned up at the Harry Lundeberg School of Seamanship ... " I am indebted to the giants of the SIU (Paul Hall, Paul Drozak, AI Kerr and Charlie Logan) for their support and direction in my Union's earliest years. "One of the dreams [of those early SIU leaders] was for a better life for the merchant seaman; the SIU is part of that dream. Another dream was for a better life for United States merchant officers; when they spoke of improving the lot of maritime labor, they drew no distinction between officers and crew. They wanted to help anyone employed on merchant ships, no matter where their individual situation might lie. "If maritime labor can't hold itself together, it won't make a convincing case for a strong merchant marine. We can't waste ime and energy fighting among ourselves. That is a very true statement. "Few things disappointed these men more than division in the ranks of maritime labor . . . If they were here today, they would remind us that Navy auxiliary ships with private sector civilians are acceptable to everyone but the Navy which perceived maritime labor as the battlefront of jealous, squabbling individuals. Unity is still most important with the cutbacks, with the new administration . . . "You know where I stand, Frank. I think that we can all eat at the same table . . . District 2 offers the SIU complete support. ' ' Heyman Named New Counsel Charles B. Heyman has been named counsel for the Seafarers International Union. He replaces Howard Shulman, who retired earlier this year. "In this day and age, it is imperative that a union secure the best legal advice available,'' said SIU President Frank Drozak. "Howard Shulman served this Union with honor and distinction. Charles Heyman has the integrity and the legal skills to do the same." Heyman has had a long association with the SIU. The law firm he head Kaplan, Heyman , Greenberg, Engelman and Belgrad-has represented the SIU in many cases since the Union 's formation. Heyman , who was born Dec. 17 , 1925 , has been active in labor and community affairs . He received his law degree from the University of Maryland Law School , and was admitted to the Bar in 1950. He is married to the former Eunice Belaga and has three children. He is a former member of the Governor's Task Force on Public E mployer Labor Relations, and the former Chairman of the Maryland State Bar Association, Labor Section. Charles B. Heyman Offtc1al Publication of the Seafarers International Union of North Amenca , Atlantic. Gulf, Lakes and Inland Waters D1stnct. AFL-CI O February 1987 Vol. 49 , No 2 Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor 2 I LOG I February 1987 Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union , Atlantic, Gulf, Lakes and Inland Waters D1stnct, AFL-CIO , 5201 Auth Way , Camp Springs , Md. 20746, Tel. 8990675. Second·class postage paid at M.S.C. Prince Georges , Md . 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG , 5201 Auth Way , Camp Springs , Md . 20746 . �Iran-Iraq War Zone, a Threat to -World Shipping More than 200 merchant seamen have been killed by Iranian or Iraqi raids on ships in the Persian Gulf area near the trade lanes of those two warring countries. While a handful of U.S.-flag ships have been boarded, American vessels have escaped attack. Some members of the shipping community have called for arming merchant ships to be able to fight back against any attackers. Others have suggested naval escorts or defensive systems as opposed to arming ships in peace time. ''A ... realistic solution would be to provide naval escorts for ships in area of high intensity. I wouldn't like to get involved in arming merchant ships in time of peace," said Adm. (ret.) Harold Shear, former Marad administrator. Since the war between Iran and Iraq escalated in 1984, 196 attacks on merchant ships have been recorded. Iraq attacks tankers carrying oil from Ira- Finance Committee At Work nian refineries, and Iran attacks ships to disrupt trade to Iraq. Missiles used by Iran and Iraq against merchant vessels have radar systems that home in on the target, and several shipping companies have installed "passive defense systems" to help thwart attacks. One Greek shipping executive, who declined to be named, said that on gulf voyages his company's 35 tanker and freighters are equipped with anti-tor- Hill Agenda (Continued from Page 1.) Alaskan Oil Export of all Alaskan North Slope oil currently is prohibited. That means it is carried by U.S.-flag tanker to U.S. refineries. But last year there was an effort to allow the export of oil from the Cook Inlet region. A bill to prohibit that export failed Ia t year, but the SIU and other maritime group will attempt to block export of the Cook Inlet oil. Arctic Wildlife The SIU's books were given their quarterly audit by the elected rank-and-file finance committee which consisted of Calvain James, Charles Clausen, Michael Kraljevic, Dan Johnson, Alex Reyer, William Seidenstricker and Richard Tankersley. Assisting the committee were Joe DiGiorgio, SIU secretary, and Cheri Herrlein, assistant to the secretary. • • Line o Sell 20 Ships United States Lines plans to sell at lea t 20 of its 50-ship fleet in an effort to get back on its financial feet following its declaration of bankruptcy late last year. USL, America' olde t and large t steamship company, will sell all 12 of its giant containerships (4,420 TEU) and eight smaller containerships. The smaller ship will be sold to the U.S. government; the giant vessels will go to as yet unnamed buyers, according to the company. Currently, USL is operating only 12 of its 50 ships, and those are on South American and trans-Pacific routes. USL also will be looking to sell other ships in its fleet. When it filed for Chapter 11 bankruptcy protection, USL listed some $1. 7 billion in debts. Chapter 11 provides a company with a minimum of 120 days protection from creditors while it tries to restructure and find a way to pay off its liabilities. The 12 huge containerships were built in Korea at a cost of $47 .5 million each, but USL probably will recover only a percentage of tho e cost when the ships are sold. pedo wire nets extending about 30 feet around the hip. Many companies also have installed sophisticated satellite communication and navigation systems to avoid attacks, and trained crews to handle air raids. But Klaas Reinigert, managing director of a Dutch marine salvage company, said: "The fact is that merchant hips and salvage tugs in the gulf are defenseless against modern guided weapons." Oil experts believe there is a very large and rich petroleum deposit in the Alaskan Arctic National Wildlife Refuge (ANWR). As the Prudhoe Bay oil field is used up, this area could be the next major find. The area is very close to the TransAlaskan Pipeline, and withjust a small, new connection the current pipeline would be used to transport the oil. The SIU will be looking to back legislation which would require that any of the ANWR oil be limited for domestic consumption and that any exploration in the ANWR be conducted with U .S.-made equipment and Amer- ican worker . If the oil is reserved for dome tic u e, U .S.-flag ships would be required to carry the crude oil to refinerie m the U.S. Build and Charter The SIU will continue to support the concept of a build and charter program to construct ships in U.S. shipyards through a federal revolving fund. The government would then sell or charter these vessels to the private merchant marine. These ships would be built to include militarily useful designs and would be available to the government in times of emergency. Several other areas important to the SIU will come up in Congress this session. They include: ,,- Fishing vessel safety legislation; ,,- Cargo preference enforcement; ,,- Carriage of U.S. mail on Americanflag ships~ I-"' The insurance crisis in the fishing industry; I-"' The closing of several Jones Act loopholes, and I-"' Veterans benefits for World War II seamen. Why Is This Man Smiling? Dr. San Filippo Named SIU Medical Director Dr. Joseph A. San Filippo, staff physician with the SIU New York Clinic for 25 years, recently was appointed SIU medical director for all ports. He replaces Dr. Joseph B. Logue, medical director from 1956 to 1986, who died last October at the age of 91. Dr. San Filippo is a native New Yorker. He was graduated from Brooklyn College of Pharmacy in 1937 and from Long Island University in 1940. Following several years as a practicing pharmacist, he attended medical school, graduating from the University of Bologna (Italy) in 1958 with an M.D. degree. Dr. San Filippo is pre ently on the staff at Lutheran Medical Center in Brooklyn, N. Y. in the Department of Medicine. Previously he had been in charge of the diabetes clinic at Lutheran as well a chairman of their Pharmacy and Therapeutics Committee. Dr. San Filippo is a member of a number of medical as ociations, among them: the AMA, New York State Medical Society, King County Medical Society, Physicians and Surgeons of America and the New York Academy of Science. He is also a Fellow of the American Society of Geriatrics and a Fellow of the Clinic Society of the New York Diabetes Association. 'ikj;f)..C~' ~- :! ':..: Ray Bourdius, assistant editor of the Seafarers LOG for 13 years, retired last month. Bourdius, 65, had the longest tenure of any of the current LOG staff. During bis long career in publishing he worked as a copy editor for several New York area newspapers, including the old New York Mirror. He also served a stint on the copy desk of the International Herald-Tribune in Paris, France. That was where he met his wife Catherine. February 1987 I LOG I 3 �SIU Snapshots Steward/Baker N!ck Andrews (below) was lucky this past Christmas Day because his wife Dixie had a chance to be onboard the SS Caguas (Puerto Rico Marine) for the holiday. As the picture shows, Andrews had no shortage of the Christmas spirit as he turned his quarters into a holiday scene. On their way to a little shore time, Overseas Alice crewmembers David Curry, Bosun Copeland and Joe Matekarich catch up on the news. Correction Some work is never done. AB Rudy Asopardo takes a break from chipping the piping and flanges on the Overseas Alice. On the LNG Gemini, Thanksgiving was celebrated as it is on dry land, with a huge and delicious meal. Above, Chief Steward Mike Haukland and an assistant get the feast ready. Due to a production error last month, a picture of longtime New Orleans Rep. Martin Kanoa (left) and Honolulu Port Agent Steve Ruiz was incorrectly cropped. The picture is printed above the way it is supposed to be. At a recent Democratic fundraiser, members of California's congressional delegation got together with SIU Field Rep John Ravnik (left). The three representatives are (I. to r.) Doug Bosco, Barbara Boxer and Glenn Anderson. 4 I LOG I February 1987 A typical busy day in the Honolulu hall. �Danny Fortner, deckhand, signs his SIU dues checkoff while working on the Ed Renshaw in the port of St. Louis, Mo. Riding the Orgulf Boats in St. Louis Linda Raymo is the towboat cook and boat delegate aboard Orgulf's Pat Chotin. ·~ ...:: •.-;. Dixie Boatright is the cook aboard Orgulf's Midland. She also serves as boat delegate. May Blankenship is the boat delegate and cook aboard Orgulf' s Ed Renshaw. . Don Leinberger of the Ed Renshaw' s deck department gets his SIU book updated and his questions answered by SIU Rep Dave Carter. February 1987 I LOG I 5 �I f In Memoriam Merrick Chapman, 57, died May 5, 1986. H:e joined the Union in 1957, most recently sailing as a captain. Brother Chapman is survived by three children and two grandchildren. Burial was at Belaire Cove Cemetery in Belaire Cove, La. James Mitchell Mauldin, 66, died of a heart attack at the Norfolk (Va.) International Terminals on Nov. 29, 1986. Brother Mauldin joined the Union in the port of Norfolk in 1972. H:e sailed as a chief engineer aboard the tugs Cape Cod and Cape Henry (Curtis Bay Towing) from 1973 to 1986. He was born in Lavonia, Ga. and was a resident of Norfolk. Burial was in the Rosewood Park Cemetery , Virginia Beach, Va. Surviving is his widow, Madeline. Liam O'Connell, mate aboard the Dave Carlton, goes through Lock 26 on the Mississippi River. Pensioner Michael · Benedict Pajtis Sr., 84, passed away from heart-lung failure in the Church Hospital, Baltimore on Dec. 12, 1986. Brother Pajtisjoined the Union in the port of Baltimore in 1960. H:e sailed as a bridgeman for the Baltimore and Ohio Railroad from 1960 to 1984. H:e was born in Maryland and was a resident of Baltimore. Interment was in the St. Stanislus Cemetery, Baltimore. Surviving is his son, Michael Jr. of Baltimore. New Pensioners The following Inland members have retired on pension: Jacksonville Charles B. Jurbala New Orleans Merrick Chapman Jr. Grover M. Smith Norfolk Joseph M. Perry Jr. 6 I LOG I February 1987 James Moberly of the Dave Carlton works the lock wall. Dolores Serio and James Wingate aboard the Bob Labdon. Dispatchers Report for Inland Waters JAN. 1-31, 1987 Port Gloucester ........................ New York ....................... .. Philadelphia ... . ......... . ......... Baltimore ......................... Norfolk ... ... ... ..... . ........... Mobile .. ......................... New Orleans ......... .. ........ " ... Jacksonville San Francisco : : : : : : : : : : : : : : : : : : : : : : Wilmington ........... .... ......... Seattle ..... ............... . ...... Puerto Rico Houston ... : : : : : : : : : : : : : : : : : : : : : : : Algonac .. .. ....... . .............. St. Louis ......................... Piney Point ..................... . .. Totals ...... ....... ....... . ...... Port Gloucester ........................ New York ......................... Philadelphia ... . ....... . ...... . .... Baltimore ................. .... .... Norfolk .......................... Mobile ........................... New Orleans .. ...... . .... .......... Jacksonville San Francisco : : : : : : : : : : : : : : : : : : : : : : Wilmington ......... .. .. .. ....... .. Seattle ...... ....... . .... ......... Puerto Rico ....................... Houston .......................... Algonac .......................... St. Louis ................ .. .. ..... Piney Point ....... ..... .... ........ Totals . .. ....... ... . .......... ... *TOTAL REGISTERED All Groups Class A Class B Class C 0 0 1 5 58 0 0 2 0 5 0 0 6 2 1 0 0 0 1 0 8 0 0 1 0 2 0 0 1 3 0 0 0 0 6 0 0 0 1 9 0 7 0 0 4 0 1 0 80 16 28 0 0 0 0 0 0 0 0 9 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 2 2 0 0 13 0 3 0 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 0 0 0 0 0 0 10 0 7 20 0 1 0 0 0 0 0 1 0 0 0 0 0 8 0 1 0 0 0 0 0 0 39 9 ENGINE DEPARTMENT 0 0 0 0 0 0 0 0 2 9 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 10 2 0 0 0 0 0 0 0 3 0 0 0 0 3 0 0 0 **REGISTERED ON BEACH All Groups Class A Class B Class C 0 0 1 4 59 0 2 2 0 9 0 0 4 25 2 0 6 108 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 21 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 25 0 1 0 0 11 0 0 2 38 0 0 0 0 6 0 0 0 1 6 0 7 0 0 3 0 8 1 78 32 0 0 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 1 0 0 1 19 0 0 0 0 0 0 0 0 0 0 0 31 26 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 9 0 1 0 0 0 0 0 0 STEWARD DEPARTMENT Port Gloucester . . ................... .. . New York ......................... Ph iladelphia ....................... Baltimore ......................... Norfolk . . . . . . . . . .. ... . .. . ........ Mobile .. ............. . ........... New Orleans ....................... Jacksonville San Francisco : : : : : : : : : : : : : : : : : : : : : : Wilmington ........................ Seattle ........................... Puerto Rico ..... . ................. Houston ...... . .............. . .... Algonac .... . . . ....... ...... ...... St. Louis . . ................... . ... Piney Point ........................ Totals ... .. .......... .. ......... . 14 0 0 0 0 1 0 8 0 0 0 0 0 0 0 0 0 9 Totals All Departments ... . ........... . 107 28 0 0 6 0 7 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 0 0 0 8 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 0 0 0 7 6 0 0 1 0 d 0 0 0 0 1 0 0 0 10 1 0 6 0 0 0 0 7 0 8 0 2 0 23 18 7 35 57 13 6 162 122 40 0 0 *"Total Registered " means the number of men who actually registered for shipping at the port last month . **"Registered on the Beach " means the total number of men registered at the port at the end of last month . �I I I I I I I I I I I I I I I I I I I I • Seafarers International Union of North America, AFL-CIO Washington Report -I I I I I I I I • I I I I I I I I I I I I I I I •• I I I I I I I I I I I I I I I I I I I I I • I I •• I I I I I I I I I • President Reagan tried to use his State of the Union address to set the tone for the final two years of his presidency. Looking fit after surgery, Reagan called on the American people to regain their "competitive edge" by embarking on "a search for excellence." The speech was vintage Reagan. The rhetoric soared; the delivery was nearly perfect. Yet most commentators seemed to agree with Chris Wallace of NBC News who said that Reagan had missed an important opportunity to regain control of this country's political agenda. For one thing, said Wallace, the speech contained few concrete details. More than that, it failed to address the Iran-Contra arms scandal other than to say that "mistake had been made in the execution of the policy.'' State ol Maritime While President Reagan's State of the Union message briefly touched upon a number of domestic issues (catastrophic health insurance, welfare reform), its main focus was on foreign affairs. Reagan highlighted four issues: international trade, the Strategic Defense Initiative (SDI), aid to the Contras and arms control. President Reagan took credit for beefing up the defense budget. At the same time , however, he failed to mention this country's declining sealift capability or the American-flag merchant marine. People in the maritime industry could not help but compare this State of the Union address with the one that Jimmy Carter delivered in 1979 . "I will propose," said Carter, "overdue changes in the nation's maritime policies. We must improve the ability of our merchant fleet to win a fair share of our cargo." Democratic Response Responding to the State of the Union address, the Democratic leaders of Congress raised what they felt were a number of inconsistencies in the president's speech. President Reagan pledged to restore America's "competitiveness" and railed against the budget deficit. Yet House Speaker Jim Wright (D-Texas) and Senate Majority Leader Robert Byrd (D-W. Va.) asserted that the president's own policies had contributed to the development of record trade and budget deficits. Both Byrd and Wright questioned whether the president was really serious about embarking on "a search for excellence" when he was proposing to cut the education budget by more than a third. And they wondered about his commitment to eradicating drug abuse in this country. A year after he declared war on drugs, President Reagan submitted a budget that contained major cuts for drug education and drug enforcement programs. February 1987 Both bills are "generic." Rather than single out specific industries for relief, as the ill-fated textile bill did last year, they concentrate on restructuring the mechanics of trade policy. The Bentsen bill, the more stringent of the two bills, would decrease presidential discretion in many matters pertaining to foreign trade. Yet it is not, said Bentsen, a "protectionist" bill. It is designed, said Bentsen, to shift the focus away from import protection to "positive adjustment"-requiring industries, in return for temporary protection, to take teps to make themselves more competitive. The Bentsen bill would make a number of fundamental changes in the present structure of trade policy. It would increase the powers of the International Trade Commission. Right now, the president has the discretion to accept or reject recommendations made by the ITC. Bentsen' s bill would make ITC recommendations mandatory. Bentsen also would set up a program for retraining workers who had been hurt by unfair foreign competition or by changes in domestic industries. The Bensten bill also would require the president to open negotiations with countries that show a consistent "pattern of marketdistorting practices" and to report the results to Congress by December 1988. No sanctions would be automatically imposed if negotiations failed. The administration would be required to initiate investigations of "significant, justifiable" unfair trade practices by other countries. When such practices were found, the president would be required to retaliate within a maximum of 17 months. Present law provides for such retaliation but sets no time limit. Some retaliatory actions for unfair trade practices have been debated for 10 years or more. New Legislation While the new session of Congress is less than two months old, more than 100 bills already have been introduced that pertain to the maritime industry. The SIU has lent its support to a number of these measures, including the following: • H.R. 82-Rep. Mario Biaggi (D-N.Y.) has introduced a bill that would amend the Jones Act by requiring any vessel used to transport sewage sludge be U.S. manned and constructed. • H.R. 298 and H.R. 146-Rep. Helen Bentley (D-Md.) and Sen. Daniel Inouye (DHawaii) have introduced nearly identical bills that would require the exclusive use of American-flag vessels for all overseas shipments of U.S. mail. At present, there is no such requirement. • H.R. 300-Biaggi has introduced legislation that would mandate the negotiation and implementation of bilateral maritime agreements with countries having a significant trade deficit with the United States. Trade Maritime Trades Department By most accounts, trade is shaping up as the single most important issue of the 1OOth Congress. Attention has centered on two bills. One is being circulated by Sen. Lloyd Bentsen (DTexas), the other by the administration . The Maritime Trades Department will meet in Dania, Fla. to formulate a comprehensive legislative agenda for this session of Congress. The number one priority is expected to be unfair foreign trade, which has adversely affected the U.S.-ftag merchant marine. Legislative, Administrative and Regulatory Happenings AFL·CIO Earlier this year, The AFL-CIO News published a list of legislative priorities for the upcoming year. Besides trade, the following issues were listed: • Double Breasting-The federation would like to see legislation enacted that would block employers in the construction industry from setting up non-union operations just to evade their contractual obligations to unions. • Plant Closings-The AFL-CIO wants to reintroduce a plant closing bill that was defeated last year. It would require owners to give workers and communities 90 days notice before closing down a plant. • Polygraph Testing-The federation would support legislation that would limit the use of polygraph testing. • Right-To-Know Law-The AFL-CIO would support a federal law requiring employer and manufacturers to notify workers of the health risks that they face on the job. The federation is presently working at the state level to enact similar legislation. • Minimum Wage-The federation wants to raise the minimum wage from its current $3.35 level to $4.25 an hour. The purchasing power of most families has declined by 26 percent since 1981, when the present level was established. Iran-Iraq The Iran-Iraq war was in the news again this month as Iranian forces continued to wear down Iraq's resistance. Iranian troops have reached the outermost limits of Basra, Iraq's second largest city. There was widespread fear throughout the Middle East that some kind of turning point had been reached. These events came at a difficult time for the Reagan administration, which was under fire at home for its attempts to secretly ship arms in exchange for the release of American hostages. Since the beginning of the year, nine more hostages have been taken captive in Beirut, including four Americans. More than a dozen foreign tankers have been hit since the beginning of the Iran-Iraq war, which many experts believe threatens the flow of Middle Eastern petroleum products. Last year, the ITF passed a ruling stating that any seaman onboard a merchant vessel in the Persian Gulf could be relieved of his duties if he requested it. ''Recent events in the Persian Gulf and last year's ITF ruling concerning merchant seamen underscore the importance of having an adequate supply of skilled American mariners," said SIU President Frank Drozak. CHEAP IMPORTS KILL JOBS BUY UNION-MADE U.S.A. February 1987 I LOG I 7 �Area Vice Presidents' Report Great Lakes by V.P. Mike Sacco P RELIMINARY figures show that Great Lakes shipping recorded a dismal year in 1986. Shipments of steel, grain and coal-the lifeblood of the Great Lakes maritime industrydeclined appreciably from the year before. Yet reduced cargo was only part of the picture. ''Once considered by Midwest farmers and manufacturers as the best way to go," said Earl Dowdy of the Detroit News, "lake freighters have lost much of their business to trucks , trains, airplanes and foreign vessels hauling goods made overseas. '' Of 86 American-flag vessels sailing the Great Lakes, only 53 were in service during the midsummer peak. With an average crew of30, that meant that 1,000 Great Lakes sailors sat out the season. Things were slightly better for the dredging industry, which many people say will be given a boost by passage of the Port Development Act. Some jobs are expected to be created by the Clean Water Bill. Both the Senate and the House of Representatives overrode President Reagan's veto of the bill. The Michigan Department of Commerce has just released the findings of a $22,000 study conducted by a California firm which showed that Midwesterners would support a revived cruise ship industry on the Lakes. Gulf Coast by V.P. Joe Sacco I have been meeting with representatives of the national Democratic Party to persuade them to hold their 1988 Convention in Houston. The city is a logical choice for such an event. It boasts many fine facilitie , including ample hotel space, a ~ew convention center and a sophisticated communications network. It would give the Democrats exposure in a pivotal state. Texas has undergone a gradual political transformation over the past 20 years. Once solidly Democratic, it now has two strong parties. A strong grassroots base is a must in this state, and we have it. If you want a reason to sign a SPAD checkoff, just look at what is happening in Texas. 8 I LOG I February 1987 The economy of Houston is in serious trouble. Yet SIU seamen down here have no trouble landing jobs. That's because of the military work that we have been able to securemilitary work that would not have been possible without your political involvement. Our biggest challenge down here is to make sure that these vessels do not sail short. Because if they do, then we won't have these jobs for long. Contract negotiations will soon be under way throughout the region. We will be looking to add new equipment in the Gulf area. We are still stressing the basics. The servicing team will be making the coastwise towing and canal equipment to improve communications between the Union and the membership. They will keep the membership advised on negotiations as they proceed (i.e., Crescent Towing). together to turn things around for the maritime industry. The current preoccupation with trade offers the maritime industry a chance to reverse its decline. Just recently, the Federal Maritime Commissioner said that he would aggressively fight the unfair trading practices of other countries. This is an issue we can all unite behind. We should not fritter away this opportunity. APL recently used a foreign-flag vessel to sail one of its subsidized routes without notifying any of the unions involved (SIU, SUP and MFOW). Such actions are counterproductive because they breed distrust when unity of purpose is essential. This problem is not confined to New Bedford. A few weeks ago, two dozen fishermen from around the country met at a workshop and shared their experiences on securing self-insurance. The fishing industry is just one industry, of course. But what is happening to it is hardly unique. For the past several months, American and Canadian trade representatives have discussed implementing a ''Free Trade'' zone between the United States and Canada. Negotiations have hit a snag because the Canadians don't want to ease up on regulations restricting American magazines and moviesa multi-billion dollar business. At the same time, they bristle when the Americans talk about the growing deficit in automobiles and data processing. East Coast by V. P Leon Hall T West Coast by V. P. George McCartney I 'VE noticed a welome development on the West Coast. Any SIU member who wants to ship out can do so. This has had one unfortunate side effect. It is becoming increasingly difficult to fill the jobs onboard military vessels. It would be a mistake for our membership to take these jobs for granted. The long-term prospects for the maritime industry are quite disturbing. Military work is the one area of growth in an otherwi e depressed industry. Every year for the past decade, attacks have been made against this country's cargo preference laws and the ban on the export of Alaskan oil. If for any rea on opponents of the maritime industry were uccessful in dismantling these programs, then you would probably see a ma exodus of vessels and jobs overseas. Only military work would remain . Our members have to understand what is happening. The maritime indu try is in the midst of a radical transformation. Rapid technological advances have dramatically reduced the izes of most crews. Any member who fails to upgrade hi or her skill will be at a severe disadvantage in the years ahead. More important, the era of "onestop hipping" is upon us. There has been a gradual merging of deep- ea carriers , tug and barge companies and railroads. Many people believe that one-stop shipping repre ents the maritime indu try's be t hope for the future. At the ame time, however, it poses certain problem . Labor and management have to work HE NLRB is still listening to testimony to determine ifthe New Bedford Seafood Producers engaged in unfair labor practices in their negotiations with the SIU. Witnesses have been scheduled through the end of March. The breakdown in negotiations occurred in December 1985 and led to a bitter strike. The breakdown wa cau ed in large part by the depressed state of the fishing industry. The New England fishing industry continues to be in a serious state of decline. Yet less than 100 miles away, Canadian fishermen are having a banner year. ''The weak Canadian dollar and international politics have (helped the Canadians)," wrote The Journal of Commerce recently. "Since 1984, Canada has controlled, within its 200 mile limits, a scallop -rich slice ofthe Georges Bank that was considered American until the World Court said it was Canadian. U.S. boats are now chased off by the Canadian Coa t Guard." According to The Journal of Commerce, "There is a remarkable degree of cooperation between Canada's government and its fishing industry, amounting in some cases almost to a guaranteed market share and elimination of competition.'' Meanwhile, American fishermen are struggling along. They feel cheated by the 1984 decision. There is a widespread perception that the American government didn't do enough to represent their interests before the World Court. Aside from Canadian competition, the biggest problem facing New England fishermen is the liability insurance crisis. Things have become so bad that fi hermen have all but given up on securing what they consider to be affordable insurance from conventional underwriting companies. Government Services by V.P. Buck Mercer ! suppose the same situations apply to shoreside workers and shipboard crews alike where personalities, temperament, attitude and behavior are concerned. The difference is, however, the shoreside employee can go his way once the eight-hour day's labor has been completed and forget about the events of the day and enjoy some of the fruits oflife that are denied shipboard personnel. Ships l often spend weeks at sea; then, upon reaching a port, could spend weeks at anchor. During that time there are the same face to see, the same voices to hear, the same routine duties to perform-day after tedious day, week after tiresome week. The long days at sea coupled with the monotonous grind of daily shipboard chores sometimes begin to take their toll on the best of sailors. That is when personalitie_s, temperament, attitudes and behavior come into focus. Personalities differ in each individual, and quite often these varied personalities clash. This makes for an unhealthy situation between fellow workers and a far worse circumstance when supervisors or department heads are involved. When personalities clash, tempers flare, attitudes and behavior patterns change-and the effect can be felt throughout the ship. While tempers may be supressed under the watchful eyes of the ship's officers, there are no such restraints when the crew goes ashore and possibly meets up in a local bar. That is when an already bad situation can become very tense and dangerous. That is when the "THINKING SAILOR" uses his or her head and stays OUT OF TROUBLE. AND THAT IS WHAT WE ARE ASKING ALL OF OUR MEMBERS TO DO-ST AY OUT OF TROUBLE ABOARD SHIP, AND ASHORE. �Delta Queen Steamboat Co. Crewmembers Attend SHLSS Safety Training Program Safety aboard ship is a high priority for all our SIU contracted companies, but the unexpected happens no matter how safety conscious people are. Preparing seamen to meet these emergencies is the best method to insure the safety of the ship and its crewmembers. Recently seven men from the Delta Queen Steamboat Company completed a three-week safety training program at the Seafarers Harry Lundeberg School of Seamanship. The program was set up at the request of the Delta Queen Steamboat Company and included training in First Aid, Fire Fighting, CPR and Lifeboat. These courses are regularly taught at the Lundeberg School in conjunction with other upgrading courses but were scheduled backto-back to meet the specific needs of the Delta Queen Steamboat Company. It was a rigorous three weeks but the men all felt it was well worth the time and effort. SHLSS RN Noreen Neel instructs students in applying a full head bandage. Class members learn the technique tor the performance of CPR. The Delta Queen group gets hands-on-experience launching a gravity davit. ··~ Learning oar commands is an important segment of the lifeboat course. Delta Queen Steamboat Co. Crewmembers First row (I. to r.) Carl Koen Jr., Dexter Williams, Michael Doshier. Second row: Steve W. Chiasson, Ray Tate, Aaron Rucker, Brad Seibel. February 1987 I LOG I 9 �Army Cargo Handling Group Continues Training at SHLSS ~­ SHLSS Instructor Richard Dickerson supervises slewing a tractor trailer. The SHLSS Hagglund crane is set up for twin operation. 11 I After the truck is placed in position, it is secured on the barge. i The spreader bar is positioned over the barge to make a lift. The Army team, in a joint effort, hooks up the equalizing beam preparing the crane for twin operation. ~sHLSS Seallft Operation and Maintenance First row (I. tor.) Ali Amran, S. Madjidji. Second row: Harry AIOnQi (Instructor), Darya Marbrook, Ervin Earleyh Alika Lapilio. Not shown: Gregory Lee, Sam Johnson, Jo n Lee Davis, Brenda Kamiya. 10 I LOG I February 1987 Observing maneuvers from Fort Eustis are (R. to L.) Al Davis, SFC Brown and SHLSS Sealift Coordinator Bill Hellwege. COURSE GRADUATES~ GED First row (I. tor.) Willie L. Lindsey, Gandido castro, Ron Koski. Second row: John Davis, Jay M. Anderson, Glen James. Army Training Group Frist row (I. to r.) Harold R. Looney, Luis E. Romero, Raymond E. Byrd, Richard Dickerson (Instructor). Second row: K. Murphy, Helen Kasony, Arthur Simmons. Third row: Robert L. Gurley, Ralph T. Weeks, Melvin Michaels. �Apply Now for an SH LSS Upgrading Co.urse ..• ...............................•.........................................................................................................! Seafarers Harry Lundeberg School of Seamanship Upgrading Application Name Date of Birth -~~---.........---­ Mo./Day/Vear (Middle) (Last) Address. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _""""Tl"l"l==-==---------------------- (City) Deep Sea Member D Telephone -........-__,........,,.....,,....,,,..,,........----(Area Code) (Zip Code) (State) Inland Waters Member D Pacific D Lakes Member D Social Security# _______ Book# _ _ _ _ _ _ Seniority _ _ _ _ _ _ Department _ _ _ _ __ Port Presently Date Book Was lssued _ _ __ _ __ _ _ Port lssued _ _ _ __ _ _ __ Registered In _ _ __ _ _ _ __ Endorsement(s) or Ucense(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SH LSS Trainee Program: O Yes No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Trainee Program: From _ _ _ _~~to~~---(dates attended) Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for Training - - - - - - - - - -- - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK D D D O D D D 0 D D D o D 0 D ENGINE Tankerman AB Unlimited AB Limited AB Special Towboat Operator Inland Towboat Operator Not More Than 200 Miies Towboat Operator (Over 200 Miles) Celestial Navigation Master Inspected Towing Vessel Mate Inspected Towing Vessel 1st Class Piiot Third Mate Celestial Navigation Third Mate Radar Observer Unlimited Simulator Course No transportation will be paid unless you present original receipts and successfully complete the course. D FOWT D QMED-Any Rating D Marine Electronlcs (Variable Speed DC Drive) D Marine Electrlcal Maintenance D Pumproom Maintenance & Operation D Automation D Refrigeration Systems Maintenance & Operations D Diesel Engine Technology D Assistant Engineer (Unlnspected Motor Vessel) D Chief Engineer (Unlnspected Motor Vessel D Third Asst. Engineer & Orlglnal Second Asst. Engineer Steam or Motor D Ref rlgerated Containers Advanced Maintenance O Hydraulics D Electro-Hydraulic Systems STEWARD D D D D Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS D Weldlng D Lifeboatmen o Seallft Operations & Maintenance ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) D High School Equlvalency Program (GEO) D Developmental Studies (DVS) D English as a Second Language (ESL) D ABE/ESL Lifeboat Preparation COLLEGE PROGRAM D Associates In Arts Degree D Nautical Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE_~~--~~~~~~~~~~-DATE_~~~~~~~~~~~~~­ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 .......................................................................................................................... Rev. 12186 ... ---~::::;;.~-.,.. \ February 1987 I LOG I 11 �1987 UPGRADING COURSE SCHEDULE Programs Geared to Improve Job Skills and Promote the U.S. Maritime Industry March 1987 - Jun Steward Upgrading Courses The following is the current course schedule for March 1987 - June 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses 1987 Check-In Date Completion Date Chief Cook March 18 May 13 May 22 July 17 Cook & Baker March 18 April 29 June 10 June 26 August 7 September 18 Chief Steward March 18 May 13 May 22 July 17 Course Recertification Programs Course Check-In Date Completion Date Steward Recertification June 29 August 3 Adult Education Courses Course Check-In Date Completion Date QM ED - Any Rating March 23 June 12 Marine Electrical Maintenance March 9 May 1 Diesel Engine Technology April 6 May 15 For students who wish to apply tor the GED, ESL, or ABE classes tor the first six months of this year, the courses will be six weeks in length and Offered on the following dates: Welding April 13 May 8 High School Equivalency (GED) Chief Engineer & Assistant Engineer Uninspected Motor Vessel April 6 June 12 March 2 May 4 April 13 June 15 Automation June 22 July 17 Adult Basic Education (ABE) & English as a Second Language (ESL) March 2 May 4 April 10 June 12 Fireman/Watertender Oiler June 8 July 31 Hydraulics May 11 June 5 Deck Upgrading Courses Check-In Date Completion Date Celestial Navigation March 13 July 13 April 17 August 14 Able Seaman March 23 May 18 May 15 July 10 Radar Observer March 16 April 20 March 27 May 1 Radar Observer (Renewal) Open ended course, however, must notify SH LSS before entering this course. Third Mate & Original Second Mate May 4 July 10 Lifeboat March 9 May 4 March 20 May 15 Tankerman March 23 May 18 April 3 May 29 Course All Rating Upgrading Courses Course Sealift Operations and Maintenance 12 I LOG I February 1987 Check-In Date Completion Date March 2 April 13 May 18 July 13 March 27 May 8 June 12 August 7 Check-In Date Course Completion Date Seafarers applying tor the upgraders Lifeboat class and who are either ESL or need some work on basic skills, may take the ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat class. This class will be ottered: May 1 April 13 The Developmental Studies Class (DVS) will be ottered one week prior to some of the upgrading classes. They will be ottered as follows: QMED Third Mate Able Seaman FOWT March 16 April 27 May 11 June 1 March 20 May 1 May 15 June 5 College Program.s Check-In Date Completion Date Associates in Arts March 30 June 8 May 22 July 31 Nautical Science Certificate March 30 May 22 Course NOTICE To All SIU Members Who Are Scheduled To Attend SHLSS You must present an up-to-date SIU clinic card before attending classes. All students who are enrolled in a U.S. Coast Guard certified class must carry a valid clinic card. �Upgraders on TourMore From Capitol Hill During the course of the year, hundreds of Seafarers make the trip to Capitol Hill as part of their upgrading class. As often as possible, the Seafarers LOG tries to publish pictures of the upgraders during their visits to Washington. But the constraints of space and time mean not every group finds its way onto the LOG's pages. Here are some of the upgraders who we have missed in the past months and a few pictures from inside the Capitol as a recent group of recertified stewards toured the legislative seat of the U.S. government. One of the more recent additions to the display of famous Americans at the Capitol is this bust of Dr. Martin Luther King Jr. Recertified Steward James A. Jackson (right) took some time from the tour to view King's bust. This group of upgraders from the Sealift Operations and Maintenance class visited Washington before snow covered the Capitol steps. The class included John Adams, William Gizzo, Charles Greer, Mark Grendahl, Fred Jensen, John Lasky, Robert Smith and Judith Barbera. Also along for the visit were SIU Legislative Representative Liz DeMato and SHLSS instructor Richard Dickerson. This group of Able Seaman and Sealift upgraders includes (AB) Thomas Dowdell, Green Hoskins, John Kolwe, Larry Martin, Mitchell Santana, Timothy Smith, (Sealift) Ali Arman, Allen Cubic, John Davis, Ervin Earley, Earl Gray, Brenda Kamiya, Kirk Lapilio, Gregory Lee, Sjamsidar Madjidji, Darya Marbrook, Richard Parker, Joseph Bovenik, Samuel Johnson and Stephen Kastel. This large group of upgraders included members from three classes; Third Mate, Refrigeration Systems Maintenance and Operation and Able Seaman. Included in this picture taken at another entrance to the Capitol are (Third Mate) Thomas Carroll, Douglas Craft, Richard DeMont, Stephen Gateau, Shawn Kennedy, Paul Konstantino, Yngvar Krantz, Richard Montoya, Joseph Muscato, Edwin Rivera and Daniel everinson; (Refrigeration) Robert Bunch, Joaquin Miller, Alfred O'Krogly, Charles Sandino and Larry Hines; (AB) John Arnold, Robert Christie, Keith Finnerty, Donald Gearhart, Kenneth Gilson, Chester Goff, Vernon Johnson, Royce Kauffman, Raymond Kucharczyk, Jeffery Libby, Joel Miller, Timothy Aheard, Thomas Sherrier, Erowin Udan, Abraham Vegas and Jerome William. Also pictured are SIU Legislative Director Frank Pecquex and SHLSS instructor Jake Karaczynski. While the rest of the class of recertified stewards listens to a Capitol tour guide, Norm Duhe (left) spots something of interest and snaps a photo for his scrapbook. Vernon Ferguson and Floyd King are on the right. Everyone is familiar with the Capitol dome from the outside, but inside it contains a stunning display of artwork. Here the recertified stewards class gazes at the dome. February 1987 I LOG I 13 �Safeguard Your Shipping Rights T O SAFEGUARD your rights and the shipping rights of all SIU members, there are certain requirements that must be followed. These requirements are spelled out in the Shipping Rules, and they are there so that the rights of all members will be protected and furthered fairly and impartially. DUES Your current quarter Union dues must be paid at the time you register. RELIEF JOBS/REGISTERING When you are relieved, you must re-register for your job within 48 hours by reporting to the SIU Union hall. RELIEF JOBS/CONTACT WITH UNION It is your responsibility to keep in contact with the Port Agent at the port in which you are registered. RELIEF JOBS/SHIPPING It is your responsibility to claim your job from the hiring hall shipping board no later than one day before the ship's scheduled arrival. KNOW YOUR RIGHTS KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copic'> of the SIU constitution are available in FINANCIAL REPORTS. The constitution of the STU Atlantic, Gulf, Lakes and Inland Water District makes specific provision for safeguarding the membership's money and Union finances. The constitution require a detailed audit by Certified Public Accountants every three months, which arc to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members. elected hy the member hip, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting report , specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic. Gulf. Lakes and Inland Water District are admini tered in accordance with the provisions of various trust fund agreements. All these agreements specify that the tru tees in charge of these fund · shall equally consist of Union and management reprc entatives and their alternates. All expenditures and dishur cment of trust fund are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts between the Union and the employers. Get to know your shipping rights . Copies of these contracts arc posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts bet\\Cen the Union and the employers, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for thi 1s: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts a ref erred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contract specify the ~ages and conditions under which ) ou work and live aboard your ship or boat. Know your contract right . a well as your obligations. 1,uch as filing for OT on the proper sheets and in the proper manner. If. at any time. any SIU 14 I LOG I February 1987 KNOW YOUR RIGHTS all Union halls. All members should ohtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or ohligation by any methods such as dealing with charges. trials, etc., as well as all other details. then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU . These rights arc clearly set forth in the SIU constitution and in the contract" which the Union has negotiated with the employers. Consequently, no member may he discrimi · nated against hecau . e of race. creed. color. sex and national or geographic origin. If any member feels that he i-; denied the equal rights to which he is entitled. he should notify Union headquarters. 11111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111 patrolman or other Union offi:::ial. in your opinion, fails to protect your contract right properly, contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log ha traditionally refrained from publishing any article serving the political purpo es of any individual in the Union. officer or memher. It has al. o refrained from publishing articles deemed harmful to the Union or its collective membership. This estahli hed policy ha, been reaffirmed by memhcrship action at the September. 1960. meetings in all constitutional ports . The responsihility for Log policy is ested in an editorial hoard which con ists of the Executive Boan.J of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monie are to he paid to anyone in an} ofticial capacity in the SlU unle s an official Union receipt is gi en for same. Under no circumstances should any member pay any money for any reason unle s he i given such receipt. In the event anyone attempt to require any such payment he made without supplying a receipt. or if a member i'.-> required to make a pa} ment and is given an otllcial receipt. but feels that he should not have been required to make such payment. this should immediately he reported to Union headquarter . SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceed are used to further its objects and purposes including. but not limited to, furthering the political. social and economic intere ts of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concept . In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force. joh discrimination, financial reprisal. or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made hy reason of the above improper conduct. notify the Seafarers Union or SPA D hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic. political and 1,ocial interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he shouJd immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. �Official Publication of the Seafarers International Union • AHantlc, Gulf, Lakes and Inland Walen District • AFL-CID Vol. 49, No. 2 February 1987 Try to imagine the following scenario. An emergency has broken out in a country or region critical to American security interests-the Philippines, Central America or the Persian Gulf. The United States, which spends $300 billion taxpayer dollars a year on its defense budget, can't get its troops or supplies there in time to avert an international disaster. Are the taxpayers you represent aware of the seriousness of our maritime condition? Sound far-fetched? It isn't, and here's why. • SEALIFT IS THE BEDROCK OF OUR NATIONAL SECURITY: Where Are the Ships? S ealift is the bedrock of our national security. Successful deployment of American military power overseas depends upon water transportation. According to U.S. Department of Defense estimates, more than 90 percent of all equipment, supplies and troops needed to sustain a war effort must be carried on ships. "The [importance of sealift] has been repeatedly demonstrated over the past 45 years,'' asserts the Department of Defense. There are two outstanding examples of this phenomena-the worldwide U.S. convoy and supply operations that were essential to the Allied victory in World War II, and the 8,000 mile sealift that enabled the British to bring the 1982 Falkland Islands dispute to a successful close. II. THE U.S. MERCHANT MARINE IS THE NATURAL SOURCE OF U.S. SEALIFT: Why Have We Allowed It to Decline? T he American-flag merchant marine has traditionally been the major source of this nation's sealift capability. Most people attribute the heroic performance of the maritime industry during World War II to passage of the Merchant Marine Act of 1936 And so the march to foreign registry began. By the beginning of the Korean War, the American-flag merchant marine had declined by more than one half, to 1,700 vessels. Meanwhile, there was an explosive growth in the number of vessels documented under flag-of-convenience registries. Massive cuts in the maritime budget during the early years of the Reagan administration and a worldwide depression in the shipping industry accelerated the decline of the American-flag merchant marine. By 1985, there were fewer than 400 active vessels in the deep-sea fleet and only 13 U.S. shipyards. which helped revive what had once been a dying industry. Not surprisingly, demand for shipping declined after World War II. Congress passed the Merchant Ship Sales Act of 1946 which allowed hundreds of American-flag vessels to be sold to foreign companies d governments at nominal sums. Around the same time, the Department of Defense was formulating the Effective U.S. Control (EUSC) Policy which provided War Risk Insurance to American-owned vessels documented under foreign registries. And fewer ships were being built in U.S. shipyards. Ill. MILITARY PLANNERS ARE DISTURBED BY THE DECLINE OF THE AMERICAN-FLAG MERCHANT MARINE: What Happened to Sealift Capability? W chant marine for defense purposes and then 'park' it or hold it in reserve is costly and inefficient. It would be cheaper to subsidize the private sector fleet or have a cargo preference program. The cost of the reserve fleet program will exceed all the subsidies ever paid under the Merchant Marine Act of 1936. It still won't solve the critical shortage of skilled mariners which the Navy estimates will reach 6,000 by 1990. Where are they going to find the qualified mariners to man these vessels in time of war? hen asked by a congressional committee about the wisdom of relying on foreign-flag vessels to provide the bulk of America's sealift capability, Admiral Isaac D. Kidd, former Allied Supreme Commander of the Atlantic, ·admitted to being "less than completely comfortable" with the idea. This discomfort grew to the point where the Navy engaged in a massive and costly buildup of its Ready Reserve Fleet. Yet many people in the maritime industry and the armed forces believe that this development side-stepped the real issues. To acquire and nationalize a mer- (Continued on Page 16.) Military experts have testified that at least 700 ships are needed to provide minimum military support in a national emergency, but with fewer than 400 today, we are sorely deficient. TRENDS IN NATO FLAG FLEET MILITARILY USEFUL TANKERS SOURCE: STRATEGIC SEALIFT DIVISION, U.S. NAVY 1,400 44,000 42,000 1,300 en z 38,000 1,200 0 .... g e.. \: \ 34,000 \ \ \ \ .... \ \ \ c== 30,000 \ \ \ .... .... A1 .... •vu1.19.......... o ....... .... ~II '/:: 26,000 1,000 {'\ o'/'f/p..'S........... ..... .... .... 23,000....__ _ _ ___,__ _ _ _ _ _ _ _ _ _ _ _ _ __ 1970 1975 1980 1985 900 1990 YEAR February 1987 I LOG I 15 �IV. WHAT ABOUT FOREIGN-FLAG VESSELS: Can We Count on Them in a ". . . Without Adequate an the Military Plans Is Exec Admiral Tf National Emergency? T here are many good reasons to doubt the reliability of foreignflag vessels. Take what happened in 1973, when the United States tried to deliver supplies to its most dependable ally in the Middle EastIsrael. Syria and Egypt attacked Israel without warning. Iraq, Saudi Arabia and many other OPEC nations immediately implemented an oil embargo. The repercussions from that embargo- still are being felt. Our oil-poor NATO allies said that they were sympathetic to American security interests and concerned about the possible destruction of the state of Israel. Yet with the exception of the Netherlands, they maintained a cool distance. William Tolbert, then president of Liberia, issued an Executive Order which prohibited emergency supplies to Israel from being carried on Liberian-flag vessels. Yet since 1948, the Department of Defense has considered Liberian-flag vessels under "Effective U.S. Control." It still does. V. THE "EFFECTIVE CONTROL" DOCTRINE: It Fails to Address the Growing Instability of Many Third World Nations. T he most disturbing thing about the 1973 Yorn Kippur War was not the way that Liberia or our NATO allies acted, but the fact that so many American military experts overlooked the failure of the '' Effective Control'' Doctrine to operate as planned. ''The fact that these foreign registered ships play an important role in U.S. mobilization planning," wrote former Marad official Irwin Heine, who had a clear perception of the issues involved, "is based upon agreements, not treaties, with Panama, Honduras and Liberia. Under international law, only the state of registry has the right to requisition and exercise control of its nationalflag vessels." These agreements specify that ships of U .S.-controlled foreign affiliates of American citizen companies will be returned to U.S. control in time of national emergency or war. But this might only prove true ''so long as friendly relations continue.'' • Even if we get these ships back, where would we find the crews needed to man them in a national emergency-and we are talking about the highly trained crews that will be needed for these modern hi-tech ships? While the United States maintains cordial relations with a number of open registry countries, it is worth remembering that it once enjoyed close ties with two of the most staunchly anti-Ainerican nations on the face of this planet: Iran and Nicaragua. Today's friend may be tomorrow's enemy. It is therefore prudent not to let our sealift capability fall below a certain level. Another thing worth remembering: many flag-of-convenience nations like Liberia are experiencing severe internal problems. Opposition parties have arisen that question the legitimacy of some of these regimes and their ties to the United States. THE REAL PROBLEM: What Has Happened to the American-Flag Merchant Marine? M any of the vessels documented under flag-of-convenience registries are owned by American companies. Marad estimates 16 I LOG I February 1987 that there are about 500 such vessels worldwide, approximately 100 more than are registered in the entire active American fleet. Of these ships, RELATIVE RISK OF SHIPPING AND CREWING SOURCES U.S. NAVY SHIP AND CREW NAVY SHIP, CIVIL SERVICE CREW > .... ::::; m <( ::::; U.S.-FLAG SHIP, U.S. MERCHANT CREW w a: e,, z Ci) <( w a: 0 U.S.-OWNED SHIP, FOREIGN CREW ' w Q OPEN CHARTER SHIPPING DECREASING CONTROL military experts tell us only 19 dry cargo and 42 tankers will be militaiily useful by 1992. The existence of flag-of-convenience registries also has had a serious and negative effect on the fleets of our NATO allies. There were 1,400 militaiily useful tankers in the NATO fleets in 1970. • AMERICAN-OWNED FOREIGN-FLAGGED VESSELS: A Mockery of This Nation's Laws. F By 1985, that number had dropped to fewer than 950. In every NATO nation-England and Norway in particular-there has been a move to register their vessels under foreign flags. These vessels are crewed by multi-nationals who have divided loyalties at best. or the past 40 years, American companies have escaped American taxes, and minimum wage and safety standards by documenting their vessels under flag-of-convenience registries. They've suffered very few consequences for their actions. With few exceptions (small amounts of exports and imports covered by bilateral treaties or cargo preference laws), they've had full access to this country's ocean-borne foreign commerce. Indeed, even if a shipowner wants to maintain stringent safety standards, pay taxes to the federal government, build vessels in American shipyards and employ American workers, he would be at a severe disadvantage because of the EUSC Doctrine. �Reliable Sealift, None of table ... " omas Hay_ward, former Chief of Naval O!Jerations VIII. THE "EFFECTIVE CONTROL'' DOCTRINE: It Has Cost the United States Billions of Dollars. T he cost of the ''Effective Control'' Doctrine is difficult to calculate. But let's try, beginning with this nation's balance of payments deficit. In 1979, before the trade deficit reached epidemic proportions, the Department of Commerce estimated that there was a $646 million balance of trade deficit for the maritime industry. (Note-for that one year.) This figure included only the operators' fees. It did not include lost taxes, missed business opportunities or jobs exported overseas. It also did not include figures for maritime-related industries such as shipbuilding, insurance and steel. Equally important, these U.S. shipyards helped to keep an indus- trial base workable and available for national security. Take a look at your own state and see the decline of the nation's industrial base. Companies which documented their vessels under the American registry built their vessels in American shipyards (until recently, this was required by law). They bought American parts, used American steel, installed American computers and staffed their offices with American white-collar workers. This has had a direct effect on the economy. American vessels meant Americanjobs. And these gainfullyemployed people paid taxes, purchased houses, bought cars. If you add up all the figures, you're talking about billions of dollars. Last year the Seafarers Section of the International Transport Workers Federation, which represents seafarers from almost every maritime nation, passed a resolution that allows crewmembers to decide if they will sail into a "war-like zone." "A seaman shall have the right not to proceed to a war-like operations area ... Where a seafarer declines to proceed, he shall be repatriated to his port of engagement at shipowner's cost ... without risk of losing his employment or suffering any other detrimental effects.'' Can we count on others to crew our ships? IX. THE DECLINE OF THE AMERICANFLAG MERCHANT MARINE: Part of a Larger Problem. I n many ways, the decline of the American-flag merchant marine is part of a larger problem affecting the American economy as a whole. What shape is America in? Most people, including many so-called experts, just don't know. They can't make sense out of all the conflicting statements coming out of Washington and Wall Street. Administration officials point to lowered inflation and unemployment rates as proof that America has regained its economic vigor. Other people express confidence in our future because the stock market has broken the 2,000 mark for the first time in its history. Yet these rosy statistics tell only part of the story. A growing number of people are alarmed by the volatile nature of the market. They notice disturbing sim- ilarities between 1986 and 1929. More important, this nation's trade and budget deficits have reached epidemic proportions. Millions of good-paying manufacturingjobs have been exported overseas. They've been replaced with semi-skilled jobs paying part-time wages. More than half of the ''new jobs'' in the U.S. in the past six years pay less than $7,000 a year. Some officials, like Treasury Secretary James Baker, believe that the value of the dollar has to be reduced. Other people are afraid that it will fall too rapidly and will distort the international marketplace. What's the truth? Is America on the ropes, or is it going for gold? We in the maritime industry feel that we are in a unique position to judge today's events. X. THE AMERICAN MARITIME INDUSTRY IN THE INTERNATIONAL MARKETPLACE: There Is No Such Thing as Free Trade. T he maritime industry has played an important role in this country's political and economic development. For one thing, it serves as this country's unofficial "Fourth Arm of Defense.'' At the same time, it is a vital link in this nation's vast infrastructure of ports, highways and bridges. It is different from other American industries. By its very nature, it has always had to compete headon in the international marketplace. Until recently, trade played a relatively minor role in the American economy. As late as 1960, less than 5 percent of this nation's GNP was generated by foreign commerce. Most American industries-maritime was an exception-did not have to go out into the international marketplace to compete. They could rely on this nation's immense domestic market. It was perhaps inevitable that American policymakers would take American prosperity for granted. - Other nations, like Japan, have molded their international trade policies around the principle of nurturing and protecting their industries. The truth of the matter is that the international marketplace has never practiced ''Free Trade.'' Trade barriers have always existed-Americans just didn't have to worry about them, for theirs was a relatively selfcontained economy. This, of course, is changing, and it hurts. Many American industries have found themselves in the same position that maritime was forced into after World War II. In 1948, the maritime industry was thrown to the wolves. The EUSC Doctrine gave foreign-flag companies an insurmountable advantage. The 1946 Ship Sales Act created foreign competition where none had existed. This indifference to long-term economic trends is a pervasive theme in recent American history. Henry (Continued on Page 18.) February 1987 I LOG / 17 �What If? SEAFARING EMPLOYMENT ON UNITED STATES-FLAG SHIPS 1975-1980: 700 jobs lost (Continued from Page 17.) Kissinger said that this country is at least 15 years behind Japan and South Korea in fashioning a coherent policy on trade and economic development. Starting in the early 1970s, when Japan, Soutb Korea and Taiwan were busy fashioning long-term economic policies to promote their industrial sector, American leaders ..... T he American economy can be turned around. But it will take hard work, perseverence and a perceptible shift in this nation's priorities. Fairness has to be restored in dealing with our trading partners. They cannot expect free access to our markets if theirs remain closed. The American economy can only be revived on an industry-by-industry basis. For maritime, the key is cargo. This month the Maritime Trades LIBERIA Department released the broad outlines of a policy aimed at reviving the American-flag merchant marine. These are some of the issues that were debated and adopted as statements of MTD policy: • Endorsed legislation to establish a federal build and charter program to construct militarily useful merchant vessels for charter or lease to commercial operators. • Backed a measure to require that structures used in the offshore production of oil and gas be built in PANAMA * In 1936 Congress passed the Merchant Marine Act "to further the development and maintenance of an adequate and we/1balanced American merchant marine; to promote the commerce of the United States, to aid in the national defense ... '' Isn't it time the administration, with the encouragement of Congress, implement the spirit and the letter of this law before it is too late? - 20,100 were saying that a decline of this nation's manufacturing base was inevitable and perhaps even desirable. High technology and service jobs would take care of our future. To give an indication of how things have turned out, IBM, this country's largest high-tech firm, has to import 80 percent of the parts needed to construct one personal computer. XI. THIS COUNTRY'S ECONOMIC DECLINE MUST BE REVERSED: So Must the Decline of the American-Flag Merchant Marine. * ... Reagan Administration, 1981-1985: 6,800 jobs lost Source: Department of Transportation: Maritime Administration . • Estimate. Chart: MEBA-1 , PCD the United States and that at least half the materials used be of domestic origin. • Supported measures to assure a fair share of the carriage of all auto imports to the United States aboard U.S.-flag ships. Recently two more nations-Brazil and Malaysia-have begun exporting autos, bringing to 10 the number of countries selling their cars in the U.S. market-and not one car comes in on a U .S.-flag ship. • Called for legislation to deal with critical problems facing the U.S. deep-sea fishing industry as a result of the increasing importation of foreign fish products, the predatory practices of other fishing nations, and the soaring cost of insurance for American fishing vessels. • Urged the immediate and vigorous pursuit of bilateral and mul- tilateral agreements with our trading partners in order to restore the U.S. to its influence in the world economy. • Instead of lowering the standards of American workers to compete in a "free" market place, we should continue to seek to raise the standards of workers in those nations with which we trade. We do not think the American people are ready to lower their standards anymore to subsidize ''free'' trade. • Strongly supported the development of a fair trade policy which recognizes that the U.S. is not meant to be the dumping ground for products built to satisfy some other nation's industrial strategy. The MTD warned that if the U.S. does not act quickly, our nation's industrial base, job experience and military strength will be dangerously eroded. XII. IT CAN BE DONE! But We Must Act and We Must Act Now. ND what will happen if we continue to do nothing? More of the same. Jobs will continue to be exported overseas. Our industrial base will wither away. And our military capability? It's a paradox. We are an island nation without a merchant marine. A ''Without adequate and reliable sealift, ''says Admiral. Thomas Hayward, fo~r chkf of Naval. Operafions, "none of our mi/ita,ry plans is executable." Fifty years ago, America faced a similar dilemma. Its merchant fleet was almost non-existent. The economy was in a shambles. The international situation grew increasingly grim. Did we despair? Did we lie }o ourselves and say that everything was all right? No. We looked the problem straight in the eye. "I present to the Congress," said Franklin Delano Roosevelt in 1935, "the question of whether the United States shall have an adequate merchant marine." The answer was the Merchant Marine Act of 1936. It established a system of subsi- BAHAMAS The fear of having to count on unreliable foreign-flag ships has forced U.S. military planners to boost their cargo capacity with ships such as the one above, on permanent charter to the Navy. But these programs are no replacements for a healthy, private merchant marine. dies and promotional programs that helped revitalize the American flag merchant marine just in time for World War IL Our problems can be solved, but it will take leadership, honesty and cooperation. Government can make a difference, but only if we use it properly. 18 I LOG I February 1987 - • �- USNS Asserdve: Welcome to the Real World By Bob Borden, PAO, MSCPAC Fully equipped with her new SURT ASS electronic gear and prepared to join the fleet, the USNS Assertive (TAGOS 9) paid a brief port visit to scenic Monterey, Calif. last month. She was on her maiden voyage from Oakland to her new home in Hawaii. There was, however, no liberty for the crew while the vessel wa anchored less than a mile from shore. Instead, the ship hosted 26 students and faculty members from the Naval Postgraduate School in Monterey. They toured the SURTASS Operations Center and other parts of the ship during the three hours the Assertive was in port. One of the goals of the Naval Postgraduate School is to impress upon students the distinction between what is theoretically possible and what i actually achievable. Adjunct professor Calvin Dunlap, who coordinated the Assertive tour, believes the close-up look at one of the newest vessels in the fleet achieved that goal. ''Some of the students are tudying the principle behind the T-AGOS hip operation , and thi wa an opportunity to see what the shipboard equipment is really like and to relate what they're learning with the real thing," said Dunlap, a retired naval officer who teache an operational oceanography cour e. Students from the po tgraduate chool have visited T-AGOS hips before in Oakland during the in tallation phase of the Surveillance Towed Array Sensor System (SURTASS), :mt the January visit of the Assertive marked the first time a T-AGOS sh'p has dropped anchor in Monterey, home of the Naval Po tgraduate School since Capt. Phil Cramer of the USNS Assertive shows students from the Naval Postgraduate School how things operate from the bridge. MSCPAC to Improve Services The MSCPAC Civilian Personnel Office (CPO) is reorganizing. This move is designed to improve services to civilian marine personnel ashore on leave and to those on assignment. CPO's Al Quatsha explain that the reorganization should help the mariners who are on leave to conduct their business at the headquarter building in a more efficient manner, whether it be training, shipboard a signment or disciplinary actions. Under the Civilian Personnel Officer, P-2, who has now taken on an assistant for Special Projects, P-2B, are four divi ions: 1. Personnel Management Systems Division, P-21, headed by Inez Daneen. This division deals with the sophisticated computer sy tern in all its glory. 2. Personnal Operations Division, P-22, with Earl Bergman at the helm. This division was formerly known as the Marine Placement and Receiving Branch and wa headed by D. Dysthe. It ha combined marine crewing of ships, shore staffing and wage and cla ification dutie . 3. Employee Relations and Services Divi ion, P-23, led by D. Dy the, will continue to handle disciplinary matter , retirements and other ervices for shoreside and marine employees, as well as safety, which has been added to this division. 4. Employee Development Divi ion, P-24, continues under the direction of R. Rosemeyer. This division handled all types of training for marine per onnel as well as the damage control unit. The USNS Assertive (T-AGOS 9) lies anchored in Monterey, Calif. 1951. The school graduate 800 students per year and offers a range of curricular programs specifically tailored to impart the scientific, engineering, operational and administrative knowledge necessary to meet the professional needs of the Navy. Capt. Philip W. Cramer, Chief Mate Robert Bacon and a few RCA technicians served as tour guides for the students and faculty members during the ship's brief stay in Monterey. "I'll probably be doing this sort of thing a lot more before I get off this ship, so I might as well get started right away," joked Bacon, who led a small group down into the engineering spaces, up through the galley and up to the bridge of the 224-foot hip. Though he had only been assigned to the Assertive for Jes than a week, Bacon knew his way around the hip. He previously served one tour of duty aboard the USNS Contender, the second of the 10 T-AGOS ships built to date. Professor Dunlap, who divide his time between classroom instruction and oceanographic research, said the students and faculty told him the tour was very worthwhile. "The comments l've heard are very encouraging,'' said Dunlap, who holds graduate degrees from the Postgraduate School and Stanford University. ''The visit allowed our group to become more aware of the technology aboard our ships and to get an insight into a very successful program." Frank Mullen, who assists Professor Dunlap in environmental acoustical _,. research, added: "The chance to visit the ship was very helpful. It gives us a chance to connect teaching with the real world of operations." Within a few hours after first dropping anchor in Monterey, the USNS Assertive was underway again, prepared to put her hardware to the test in the operational realities of the "real world.'' NASSCO Wins Navy Contract National Steel and Shipbuiiding Co. (NASSCO) of San Diego, Calif. was awarded a contract from the U.S. Navy for construction of one AOE class ship. The contract, which contain separately priced option to build three additional ship , is valued at $290.9 million. The options are scheduled to be exercised in 1989, 1990 and 199 I. The total value of the contract, including the options, is approximately $1 billion. During 1987 the program will employ 400 to 500 engineer , planners, and procurement personnel, with the production schedule to begin in I 988. If all contract options are used, the program will employ an average of 1,500 people from 1988 to 1994. Contruction schedule call for the first ship to be delivered in 199 I and the fourth ship to be delivered in 1994. The AOE i a fast combat support hip capable of fleet-speed. With a cargo capacity of 150,000 barrel of fuel and 1,800 ton of munitions, the AOE will sail in upport of the fleet _.. and resupply Navy combat ships while underway. The hip will be 753 feet in length with a beam of 107 feet and a draft of 37 feet in a fully-loaded condition. - February 1987 I LOG I 19 �- Eye on L.A. (Photos by Dennis Lundy) With the assistance of a docking tug, the Pacific Escort, the President Jefferson (APL) enters Los Angeles Harbor • - - .- Richmond Collins (left), relief chief cook, and Bradford Mack, chief cook, aboard the Thompson Pass (lnterocean Management). Aboard the Brooks Range (lnterocean Management), Wilmington Patrolman Jesse Solis (left) meets with part of the ship's crew: G.T. Milabo, OS; J.K. Haines, AB; Michael and Susana Ortiz, OS; Todd Peden, AB; Sebastian P. Perdon, pumpman; Leroy Temple, AB; Charlie Edwards, bosun, and Joe "Potatoes" Pitetta, steward/baker. 20 I LOG I February 1987 - Payoff aboard the Stuyvesant brings together (I. to r.) AB/Deck Delegate Andy Anderson, Bosun Nick Nagy, Pumpman Roland Gumanas, AB Gil A. Manipon, Wilmington Rep Trevor Robertson, Chief Steward Willie J. Smith, Chief Cook Ernie Polk and GSU Wilburt Allen. M. Abobaker (left), OS, and Marshall Novack, AB, greet each other in a passageway of the Stuyvesant (Bay Tankers). �1986 Income Tax Filing Assistance Important Reminders Deduction for Charitable Contributions Generally, for 1986, you may deduct all of your qualified charitable contributions even if you do not itemize your deductions . Could You Pay Less Tax by Income Averaging? If there has been a large increase in your income this year, you may be able to pay less tax by using the income averaging method to figure your tax. Get Schedule G (Form 1040) to see if you qualify. Mailing Your Return If you received an envelope with your forms booklet, please use it. If you didn't receive an envelope, or you moved during the year, see Where To File. Envelopes with insufficient postage will be returned by the po t office. Who Should File Even if you do not have to file , you should file to get a refund if Federal income tax was withheld from any payments to you or if you can take the earned income credit. If you file for either of these reason only , you may be able to use Form 1040A. If you file only to get a refund of tax withheld , you may be able to use Form 1040EZ. When To File You should file as soon as you can after January 1, but not later than April 15 , 1987. If you file late , you may have to pay penalties and interest. If you know that you cannot file by the due date , you should ask for an extension using Form 4868, Application for Automatic Extension of Time To File U.S. Individual Income Tax Return. Note: Form 4868 does not extend the time to pay your income tax. See the insturctions for Form 4868. If you are living or traveling outside the United States and Puerto Rico on April 15, you can get an automatic 2- month extension of time to file. Just attach a statement to your return explaining the details. 1986~ You MAY Be Able to Use Form 1040EZ if: • You were single and claim only your own personal exemption. • You had only wages, alaries , and tips, and not more than $400 of interest inco • Your taxa income is less than $50,000. • You do not itemize deductions or claim any adjustments to income or tax credits. You can use Form 1040EZ to deduct certain cash charitable contribution You MAY Be Able To Use Form 1040A if: • You had income only from wages, salaries, tips, unemployment compensation, interest, or dividends. · • Your taxable income is less than $50,000. • You do not itemize deductions. You can al o u e Form 1040A to claim the deduction for a married couple when both work , the deduction for certain contributions to an Individual Retirement Arrangement (IRA) , the credit for child and dependent care expenses, and the deduction for charitable contribution . - I to e ~aseattach Copy 8 of your Forms W-2. W-2G. ¥ld W·2P hefe If you do not have aW-2 . see page4 of 12 u 1nstruct1ons 14 u Pie•~ attach check or money order here You MUST Use Form 1040 if: • Your taxable income is $50,000 or more. • You itemize deductions. • Your spouse files a separate return and itemizes deductions. Exception: You may still use Form 1040A if you have a child and can meet the tests under Married Persons Who Live Apart. • You can be claimed as a dependent on your parents' return AND you had interest, dividend , or other unearned income of $1 ,080 or more. • You are a qualifying widow(er) with a dependent child. • You were married at the end of 1986 to a nonresident alien who had U.S. source income and who has not elected to be treated as a re ident alien . Exception: You may be able to use Form 1040A if you meet the tests under Married Persons Who Live Apart. 27 21 • You received, as a nominee, interest or dividends that actually belong to another person. • You received or paid accrued interest on securities transferred between interest payment dates. • You received any nontaxable dividends or capital gain di tribution . • You are required to fill in Part III of Schedule B for foreign accounts and foreign trusts. • You had any of the kinds of income shown on Form 1040, line l 0 through 19, 2lb , and 22 , such as taxable social security or railroad retirement benefits. Where To File If an addressed envelope came with Who Must File (Caution: Also see Other Filing Requirements below.) You must file a tax return ifyour marital status at the end of 1986 was: Single (including divorced and legally separated) Married with a dependent child (or a child whom you cannot claim as a dependent because of the rules for Children of Divorced or Separated Parents) and living apart from your spouse during the last 6 months of 1986 and your filing status is: Single or Head of hou ehold Head of household Widowed in 1984 or 1985 and not remarried in 1986 Widowed before 1984 and not remarried in 1986 and at the end of 1986 you were: under 65 65 or over and your gross income was at least: $3 ,560 $4,640 under 65 65 or over $3 ,560 $4,640 Married, joint return under 65 (both spouses) 65 or over (one spouse) 65 or over (both spouses) $5,830 $6,910 $7,990 Married , separate return any age $1,080 Married , joint return or separate return any age $1,080 Single or Head of household under 65 65 or over $3,560 $4,640 Qualifying widow(er) with dependent child under 65 65 or over $4,750 $5,830 Single or Head of household under 65 65 or over $3,560 $4,640 Married and living with your spouse at end of 1986 (or on the date your spouse died) Married, not living with your spouse at end of 1986 (or on the date your spouse died) 19 Which Form To File your return, please use it. If you do not have one, or if you moved during the year, mail your return to the Internal Revenue Service Center for the place where you live. No treet address is needed. General Information Should You Make Estimated Tax Payments for 1987? - In general , you do not have to make estimated tax payments if you expect that your 1987 Form 1040 will show a tax refund, or a tax balance due IRS of Jess than $500. If your total estimated tax (including any alternative minimum tax) is $500 or more, please get Form 1040-ES. It contains a worksheet that you can use to see if you have to make estimated tax payment . Sign Your Return Form 1040 is not considered a return unle s you sign it. Your spouse must also sign if it is a joint return. Be sure to date your return and show your occupation in the space provided. If you are filing a joint return with your deceased spouse, see Death of Taxpayer. Did You Have Someone Else Prepare Your Return? If you fill in your own return, the Paid Preparer's space should remain blank. Someone who prepares your return but does not charge you, should not sign. Generally, anyone who is paid to prepare your tax return must sign your return and fill in the other blanks in the Paid Preparer's Use Only area of your return. .... The preparer required to sign your return MUST: • Sign it, by hand, in the space provided for the preparer's signature. (Signature stamps or labels are not acceptable.) (Continued on Page 22.) February 1987 I LOG I 21 - �1986 Income Tax Filing Assistance (Continued from Page 21.) • Give you a copy of your return in addition to the copy to be filed with IRS. Penalties and Interest Interest We will charge you interest on taxes not paid by their due dat even if an extension of time to file is granted. We will also charge you interest on penalties imposed for failure to file, gross valuation overstatements, and substantial understatements of tax. Interest is charged on the penalty as of the due date of the return (including extensions) to the date of payment. Late Filing of Return - You can avoid penalties for late filing by sending in your return by the due date. The law provides a penalty of 5% of the tax due for each month, or part of a month, the return is late (maximum 25%) unless you can show reasonable cause for the delay. If you file a return late, attach a full explanation to your return. If your return is more than 60 days late, the penalty will not be less than $100 or 100% of the balance of tax due on your return, whichever is less. Late Payment of Tax Generally, the penalty for not paying tax when due is V2 of 1% of the unpaid amount for each month or part of a month it remains unpaid. The maximum penalty is 25%. The penalty applies to any unpaid tax shown on the return. It also applies to any additional tax shown on a bill that is not paid within 10 days after the date of the bill. This penalty is in addition to interest charges on late payments. Note: If you include interest or either of these penalties with your payment, identify and enter these amounts in the bottom margin of Form 1040, page 2. Do not include the interest or penalty amounts in Amount You Owe on line 67. - Penalty for Frivolous Return In addition to any other penalties, the law imposes a penalty of $500 for filing a frivolous return. A frivolous return is one which does not contain information needed to figure the correct tax or shows a substantially incorrect tax, because you take a frivolous position or desire to delay or interfere with the tax laws. This includes any alteration or striking out of the preprinted language above the space provided for your signature. Other Penalties There are also other penalties that can be imposed for negligence, substantial understatement of tax, and fraud. Get Publication 17 for details on some of the e penalties. Tax Law Changes Effective for 1987 The following information has no effect on your 1986 tax return. It is provided to give you enough time to comply with three of the many new changes included in the recently enacted Tax Reform Act of 1986. Social Security Numbers for Dependents Any person age 5 or over whom you claim as a dependent on your tax return next year must have a social security number, and that number must be shown on your 1987 return. If your dependent does not already have a social security number, the Social Security Administration will let yo now how to apply for one. Form W-4 Filing Requirement You must file a new 1987 Form W-4, Employee' Withholding Allowance Certificate, with your employer before October 1, 1987. Otherwise, Federal income taxes will be withheld from your wages as if you claimed only one withholding allowance (two withholding al- them, until the statute of limitations runs out for that return. Usually this is 3 years from the date the return was due or filed, or 2 years from the date the tax was paid, whichever is later. Also keep copies of your filed tax returns as part of your records. You should keep some records longer. For example, keep property records (including those on your own home) as long as they are needed to figure the basis of the original or replacement property. For more details, get Publication 552. Corresponding With IRS Be sure to include your social security number in any correspondence with IRS. How Long Should Records Be Kept? Keep records of income, deductions, and credits shown on your return, as well as any worksheets used to figure 22 I LOG I February 1987 - Estimated Tax Payments Generally, for 1987 you should prepay, through withholding or estimated tax payments, at least 90% (previously 80%) of your 1987 tax or 100% of your 1986 tax, whichever is less. Otherwise, you may have to pay a penalty. Form 1040ES, Estimated Tax for Individuals, is used to pay estimated tax. You can get Form 1040-ES from IRS. If you want more information about these and other tax law changes effective for 1987, get Publication 553, Highlights of 1986 Tax Changes. did not remarry in 1986, you can file a joint return. You can also file a joint return if your spouse died in 1987 before filing a 1986 return. A joint return should show your spouse's 1986 income before death and your income for all of 1986. Also write ''Filing as surviving spouse'' in the area where you sign the return. If someone else is the personal representative, he or she must also sign. If you are claiming a refund as a surviving spouse filing a joint return with the deceased and you follow the above instructions, no other form is needed to have the refund issued to you. Requesting a Copy of Your Tax Return If you need a copy of your tax return or tax account information, use Form 4506, Request for Copy of Tax Form or Tax Account Information. Generally, there is a charge for these requests; see Form 4506. Amended Return If you file your income tax return and later become aware of any changes you must make to income, deductions, or credits, file Form 1040X, Amended U.S. Individual Income Tax Return, to change the Form 1040, 1040A, or 1040EZ you already filed. Note: If your Federal return is changed for any reason, it may affect your state income tax liability. This would include changes made as a result of an examination of your return by the IRS. Contact your state tax agency for more information. Address Change If you move after you file your return and you are expecting a refund, you should notify the post office serving your old address. Also notify the IRS Service Center where you filed your return of your address change. This will help to forward your check to your new address as soon as possible. lowances if your most recent W-4 form shows you are married). However, because of the numerous tax law changes effective for 1987, you may want to file the 1987 Form W-4 with your employer early in 1987 to make sure you have the right amount of income tax withheld from your wages. If you do this, you will meet the requirement for filing before October l, 1987. You can get the new 1987 Form W-4 from your employer. Death of Taxpayer If the taxpayer died before filing a return for 1986, the taxpayer's spouse or personal representative must file and sign a return for the person who died if the deceased was required to file a return. A personal representative can be an executor, administrator, or anyone who is in charge of the taxpayer's property. The person who files the return should write "deceased" after the deceased's name and show the date of death in the name and address space at the top of the return. Also write "DECEASED" across the top of the tax return. If the taxpayer did not have to file a return but had tax withheld, a return must be filed to get a refund. If your spouse died in 1986 and you Social Security Number. If you are married, give social security numbers for both you and your spouse whether you file joint or separate returns. If your spouse is a nonresident alien, has no income, does not have a social security number, and you file a separate return, enter "NRA" in the block for your spouse's social security number. If you and your spouse file a joint return, your spouse must get a social security number. If you don't have a social security number, please get Form SS-5 from a Social Security Administration (SSA) office. File it with your local SSA office early enough to get your number before April 15. If you do not get the number by then, file your return and enter ''Applied for'' in the block for your social security number. If you check Yes, it will not change the tax or refund shown on your return. Do not claim this amount as a credit for political contributions on line 43. Rounding Off to Whole Dollars You may round off cents to the nearest whole dollar on your return and schedules. But, if you do round off, do so for all amounts. You can drop amounts under 50 cents. Increase amounts from 50 to 99 cents to the next dollar. For example, $1.39 becomes $1 and $2.50 becomes $3. Filing Status Lines 1 through 5 Single Consider yourself single if on December 31 you were unmarried or separated from your spouse either by divorce or separate maintenance decree and you do not qualify for another filing status. State law governs whether you are married, divorced, or legally separated. If you were married on December 31, consider yourself married for the whole year. If you meet the tests explained on this page for Married Persons Who Live Apart, you may consider yourself single for the whole year and file as head of household. If your spouse died in 1986, consider yourself married to that spouse for the whole year, unless you remarried before the end of 1986. Married Joint or Separate Returns? Joint Returns. Most married couples will pay less tax if they file a joint return. You must report all income, exemptions, deductions, and credits for you and your spouse. Both of you must sign the return, even if only one of you had income. You and your spouse can file a joint return even if you did not live together for the whole year. Both of you are responsible for any tax due on a joint return, so if one of you does not pay, the other may have to. Note: If you file ajoint return, you may not, after the due date of the return, choose to file separate returns for that year. If your spouse died in 1986, you can file ajoint return for 1986. You can also file a joint return if your spouse died in 1987 before filing a 1986 return. For details on how to file the joint return, see Death of Taxpayer. Tax Tip: If you decide not to file a joint return and plan to file a separate return, see if you can lower your tax by meeting the tests described on this page under Married Persons Who Live Apart. Separate Returns Presidential Election Campaign Fund You can file separate returns if both you and your spouse had income, or if only one of you had income. If you file a separate return, you each report only your own income, exemptions, deductions, and credits, and you are responsible only for the tax due on your own return. Special rules apply, however, for taxpayers who live in commuity property states. For details, get Publication 555. In most instances if you file a separate return, you will pay more Federal tax because the tax rate is higher for married persons filing separately. The following also apply: Congress established this fund to support public financing of Presidential election campaigns. You may have $1 go to the fund by checking the Yes box. On a joint return, each of you may choose to have $1 go to this fund, or each may choose not to. One may choose to have $1 go to this fund and the other may choose not to. • You cannot take the deduction for a married couple when both work. • You cannot take the credit for child and dependent care expenses in most cases. • You cannot take the earned income credit. • If you lived with your spouse at any time in 1986-a. You will have to include in income Name Change If you have changed your name because of marriage, divorce, etc., make sure you immediately notify the Social Security Administration (SSA) so the name on your tax return is the same as the name SSA has on its records. This may prevent delays in issuing your refund. �more of any unemployment compensation you received in 1986. b. You cannot take the credit for the elderly or for the permanently and totally disabled. c. You may have to includ in income up to one-half of any social security benefits (including railroad retirement benefits treated as social security) you received in 1986. • You must itemize your deductions if your spouse itemizes, even if it is not to your tax benefit to do so. If you file a eparate return , enter your spouse' s full name in the space provided on line 3 and your spouse's social security number in the block provided for that number. If your spouse does not file, check the boxes on line 6b that apply if you can claim the exemptions for your spouse. Married Persons Who Live Apart Some married persons who have a child and who do not live with their spouse may file as head of household and use tax rates that are lower than the rates for single or for married filing a separate return. This also means that if your spouse itemizes deductions, you do not have to. You may also be able to claim the earned income credit. You should check the box on line 4 for Head of household if you meet ALL 4 of the following tests. 1. You file a separate return from your spouse. 2. You paid more than half the cost to keep up your home in 1986. 3. Your spouse did not live with you at any time during the last 6 months of 1986. 4. For over 6 months of 1986, your home was the principal home of your child or stepchild whoma. you can claim a a dependent, OR b. the child's other parent claims as a dependent for Children of Divorced or Separated Parents. (Enter this child's name in the space provided on line 4.) Head of Household Tax Tip: The tax rates for a person who can meet the tests for head ofhousehold are lower than the rates for single or for married filing a separate return. You may use this filing status ONLY IF on December 31, 1986, you were unmarried (including certain married persons who live apart, as discussed above) or legally separated and meet test 1 or 2 below. 1. You paid more than half the cost of keeping up a home, which was the principal home of your father or mother whom you can claim as a dependent. OR 2. You paid more than half the cost of keeping up the home in which you lived and in which one of the following also lived for more than 6 months of the year (except for temporary absences, such as for vacation or school): a. Your unmarried child, grandchild, adopted child, or stepchild. This child does not have to be your dependent. However, your foster child must be your dependent. Note: If this child is not your dependent, you must enter the child's name in the space provided on line 4. b. Your married child , grandchild , adopted child, or stepchild. This child must be your dependent. But if your married child's other parent claims him or her as a dependent for Children of Divorced or Separated Parents, this child does not have to be your dependent. (If your child is not your dependent because of these rules , you must enter the child's name in the space provided on line 4.) c. Any other relative listed below whom you can claim as a dependent. Parent Grandparent Brother Sister Stepbrother Stepsister Sister-in-law Son-in-law Daughter-in-law, or if related by blood : Uncle Aunt Stepmother Stepfather Mother-in-law Father-in-law Brother-in-law Nephew Niece Note: See instructions for lines 6c through 6e below for the definition ofdependent. Exemptions Line 6a For Yourself You can always take one exemption for yourself. Take two exemptions if you were · d, or 65 or over. Take three exem ons if you were blind and 65 or over. Be sure to check all the boxes on line 6a for the exemptions you can take for yourself. You can take the extra exemption for age 65 or over and blindness only for yourself and your spouse. You cannot take them for dependents. Line 6B • your child was under 19 at the end of 1986, or • your child was enrolled as a full-time student at a school during any 5 months of 1986, or • your child took a full-time, on-farm training course during any 5 months of 1986. (The course had to be given by a school or a state, county, or local government agency.) The school must have a regular teaching staff, a regular course of study, and a regularly enrolled body of students in attendance. A school includes: • elementary, junior, and senior high schools; • colleges and universities; and • technical trade, and mechanical schools. However, school does not include on-the-job training courses or correspondence schools. For Your Spouse You can take exemption for your spouse if you file a joint return . If you file a separate return , you can take your spouse's exemptions only if your spouse is not filing a return , had no income, and was not the dependent of someone else. Lines 6c through 6e Children and Other Dependents Line 6c. Enter the first names of your dependent children who lived with you (except for temporary absences, such as for vacation or school). Fill in the total number in the box to the right of the arrow. Line 6d. Enter the first names of your dependent children who did not live with you most of the year_ Fill in the total number in the box on the right. If you are claiming a child for Children of Divorced or Separated Parents, you must either: • attach Form 8332, Release of Claim to Exemption for Child of Divorced or Separated Parents, or similar statement, OR • check the box for pre-1985 agreements. Line 6e. Enter the full names and other information for your other dependents. Fill in the total number in the box to the right of the arrow. You can take an exemption for each person who is your dependent. 2. Support In general , you must have given over half of the dependent's support in 1986. If you file a joint return, the upport can be from you or your spouse. Even if you did not give over half of the dependent's support, you will be treated as having given over half of the support if you meet the tests for Children of Divorced or Separated Parents or Dependent Supported by Two or More Taxpayers. In figuring total support, you must include money the dependent used for his or her own support, even if thi money was not taxable (for example , gifts, savings, welfare benefits). If your child was a student, do not include amounts he or she received as scholarships. Support includes items such as food, a place to live, clothes, medical and dental care, recreation, and education. In figuring support, use the actual cost of these items. However, the cost of a place to live is figured at its fair rental value. Do not include in support items such as income and social security taxes, premiums for life insurance, or funeral expenses. If you care for a foster child, see Publication 501 for special rules that apply. Birth or Death of Dependent Examples of Income You Do Not Report You can take an exemption for a dependent who was born or who died during 1986 if he or she met the tests for a dependent while alive. Thi means that a baby who lived only a few minutes can be claimed as a dependent. Each person you claim a a dependent has to meet ALL 5 of these tests: 1. income; 2. support; 3. married dependent; 4. citizenship or residence; and 5. relationship. These test are explained below. (Do not include these amounts when you decide if you must file a return.) In general, the person must have received less than $1,080 of gross income. Gross income does not include nontaxable income, such as welfare benefits or nontaxable social security benefits. Income received by a permanently and totally disabled per on for services performed at a sheltered workshop school is generally not included in gross income for purposes of the income test. Get Publication 501 for details. Special Rules for Your Dependent Child Even if your child had income of $1,080 or more, you can claim your child as a dependent if tests 2, 3, and 4 below are met, and: The following kinds of income should be reported on Form 1040, or related forms and schedules, in addition to the types of income listed on Form 1040, lines 7 through 2lb. You may need some of the forms and schedules mentioned below. Original Issue Discount (Schedule B). Distributions from SEPs and DECs. Amounts received in place of wages, from accident and health plans (including sick pay and disability pensions) if your employer paid for the policy. Bartering income (fair market value of goods or services you received in return for your services). Business expen e reimbursements you received that are more than you spent for these expen es. Tier 2 and supplemental annuities under the Railroad Retirement Act. Life insurance proceeds from a policy you cashed in if the proceeds are more than the premium you paid. Your share of profits from S corporations (Schedule E). Endowments. Lump-sum distributions (Form 4972 or Form 5544). Gains from the sale or exchange (including barter) of real estate, securities, coins, gold, silver, gems, or other property (Schedule D or Form 4797). Gains from the sale of your personal residence (Schedule D and Form 2119). Accumulation distributions from trusts (Form 4970). Prizes and awards (contests , raffles, lottery, and gambling winnings). Earned income from source outside the United States (Form 2555). Director's fees. Fees received as an executor or administrator of an estate. Embezzled or other illegal income. 6& Line 7 Wages, Salaries, Tips, Etc. Show the total of all wages, salaries, fees, commissions, tips, bonuses, supplemental unemployment benefits, and other amounts you were paid before taxes, insurance, etc., were taken out. For information on allocated tips, get Publication 531, Reporting Income From Tips. Include in this total: Income 1. Income Examples of Income You Must Report Welfare benefits. Disability retirement payments (and other benefit ) paid by the Veterans ' Administration. Workers' compensation benefit , in urance damages, etc., for injury or sickness. Child support. Gifts, money, or other property you inherited or that was willed to you. Dividends on veterans' life insurance. Life insurance proceeds received because of a person's death. Interest on certain state and municipal bonds. Amounts you received from in urance because you lost the use of your home due to fire or other casualty to the extent the amounts were more than the cost of your normal expenses while living in your home. (You must report as income reimbursements for normal living expenses.) Amounts an employer contributed on your behalf and benefits provided to you as an employee or the spouse or dependent of an employee, under a qualified group legal services plan. Cancellation of certain student loans where the student, under the terms of the loan, performs certain professional services for any of a broad class of employers. • The amount that should be shown in Box 10 on Form W-2. Report all wages, salaries, and tips you received, even if you do not have a Form W-2. • Tips received that you did not report to your employer. (Show any social security tax due on these tips on line 53- ee the instructions on page 15.) Note: Except for those disability pensions mentioned above, pensions shown on Form W-2P are reported on line 16 or line 17a of Form 1040. • Payments by insurance companies, etc., not included on Form W-2. If you receive sick pay or a disability payment from anyone other than your employer, and it is not included in the wages shown on Form W-2, include it on line 7. Attach a statement showing the name and address of the payer and amount of sick pay or disability income. • Fair market value of meals and living quarters if given by your employer as a matter of your choice and not for your employer's convenience. Don't report the value of meals given you at work if they were provided for your employer's convenience. Also do not report the value of living _ quarters you had to accept on your employer's business premises as a condition of employment. • Strike and lockout benefits paid by a union from union dues. Include cash and the fair market value of goods (Continued on Page 24.) February 1987 I LOG I 23 - �'I CH) ' • 1986 Tax Tips (Continued from Page 23.) received. Don't report be1 efits that were gifts. • Any amount your employer paid for your moving expenses (including the value of services furnished in kind) that is not included in Box 10 on Form W-2. Line 8 Interest Income Enter your TOT AL taxable interest income. If the total interest is more than $400, first fill in Schedule B. Report any interest you received or that was credited to your account so you could withdraw it. (It does not have to be entered in your passbook.) Interest that was credited in 1986 on deposits that you could not withdraw because of the bankruptcy or insolvency of the financial institution may not have to be included in your 1986 income. For details, get Publication 550, Investment Income and Expenses. Generally, the payer will send you a """' Form 1099-INT or, if applicable, a Form 1099-0ID for this interest. If you received, as a nominee, interest that actually belongs to someone else, see Schedule B instructions. Caution: Be sure to give each payer of interest income your correct social security number. Otherwise, the payer may have to withhold 20% of the interest. You may also be subject to penalties. For more details, get Publication 550. Examples of Interest Income You MUST Report Report interest from: • Accounts (including certificates of deposit and money market accounts) with banks, credit unions, and savings and loan associations. • Building and loan accounts. • Notes, loans, and mortgages. Special rules apply to loans with below-_market interest rates. Get Publication 525. • Tax refunds (report only the interest on them as interest income). • Bonds and debentures. Also arbitrage bonds issued by state and local governments after October 9, 1969. (Do not report interest on other state and local bonds and securities.) Also report as interest any gain on the disposition of certain market discount bonds issued to you after July 18 , 1984, to the extent of the accrued market discount. • U.S. Treasury bills, notes , and bonds. • U.S. Savings Bonds. The interest is the yearly increase in the value of the bond. Interest on Series E or EE bonds can be reported using method a orb below: a. Report the total interest when you cash the bonds , or when they reach final maturity and no longer earn interest; OR b. Each year report on your return the yearly increase of the bonds' value. If you change to method b, report the entire increase in all your bonds from the date they were issued. Each year after report only the yearly increase. Once you have used method b to report your interest, you must continue to do so for all your U.S. Savings Bonds. - Line 9a Dividends Dividends are distributions of money , stock, or other property that corporations pay to stockholders. They also include dividends you receive through a partnership, an S corporation, or an estate or trust. Payers include nominees or other agents. Generally, the payer will send you a Form 1099-DIV for these dividends. If the total dividends, including capital gain and nontaxable distributions, are more than $400, first fill in Schedule B. If you received $400 or less in dividends, include only the ordinary dividends on line 9a. 24 I LOG I February 1987 Dividends Include: • Ordinary dividends. These are paid out of earnings and profits and are ordinary income. Assume that any dividend you receive is an ordinary dividend unless the paying corporation tells you otherwise. Do Not Report as Dividends • Mutual insurance company dividends t t reduced the premiums you paid. • ounts paid on deposits or accounts from which you could withdraw your money such as mutual savings banks , cooperative banks, and credit unions. Remember to report these amounts as interest on line 8. Line 9b Dividend Exclusion You can exclude (subtract) up to $100 of qualifying dividend income. If you and your spouse file a joint return, you can subtract up to $200, regardless of which spouse received the dividends. Dividends must be from a domestic corporation to qualify for the exclusion. Dividends from mutual funds (other than money market funds) generally qualify for the exclusion. The corporation will tell you how much of the dividend qualifies. The following taxable dividends do not qualify for the exclusion. • Dividends from money market funds unless the corporation has told you how much of the dividends qualify. • Dividends from foreign corporations, including controlled foreign corporations. • Dividends from exempt organizations (charitable , fraternal, etc.) and exempt farmer ' cooperative organizations. • Dividends paid on stock held by employee stock ownership plans. Line 10 Taxable Refunds of State and Local Income Taxes If you received a refund (or credit or off et) of state or local income taxes in 1986 that you paid and deducted before 1986, you may have to report all or part of this amount as income if your itemized deduction for state and local income taxes in the year you paid the taxes resulted in a tax benefit. You may receive Form 1099-G, Statement for Recipients of Certain Government Payments , or similar statement, showing the refund. Any part of a refund of state or local income taxes paid before 1986 that you were entitled to receive in 1986 but chose to apply to your 1986 estimated state income tax is considered to have been received in 1986. Do not report the refund as income if it was for a tax you paid in a year for which you did not itemize deduction on Schedule A (Form 1040), or it was for a year in which you filed Form 1040A or Form 1040EZ. Line 11 Alimony Received Enter amounts you received as alimony or separate maintenance. You must let the person who made the payments know your social security number. If you do not provide this information to the payer, you may have to pay a $50 penalty. For more details, get Publication 504, Tax Information for Divorced or Separated Individuals. If you received payments under a divorce or separation instrument executed after 1984, see the instructions for line 29 for information on the rules that apply in determining whether these payments qualify as alimony. Line 16 Fully Taxable Pensions, IRA Distributions, and Annuities Use this line to report fully taxable pension and annuity income and regular individual retirement arrangement (IRA) distributions you receive. In general, you should receive a Form W-2P showing the amount of your pension or annuity. Also see Lump-Sum Distributions. Your pension or annuity payments are fully taxable if: • you did not contribute to the cost of your pension or annuity, or • you got back tax-free your entire cost before 1986. Fully taxable pensions and annuities also include military retirement pay shown on Form W-2P and distributions from an IRA (including premature distributions , but not rollovers). Lines 20a and 20b Unemployment Compensation Unemployment compensation (insurance) you receive may be taxable under certain conditions. By February 2, 1987, you should receive a Form 1099-G showing the total unemployment compensation paid to you during 1986. Lines 21a and 21b Social Security Benefits (and Railroad Retirement Benefits Treated as Social Security) Social security benefits you receive may be taxable in some instances. Social security benefits include any monthly benefit under title II of the Social Security Act or the part of a tier 1 railroad retirement benefit treated as a social security benefit. Social security benefits do not include any Supplemental Security Income (SSI) payments. By February 2, 1987, you should receive a Form SSA-1099 showing the total social security benefits paid to you in 1986, and the amount of any social security benefits you repaid in 1986. If you received railroad retirement benefits treated as social security , you should receive Form RRB-1099. For more information, get Publication 915, Social Security Benefits and Equivalent Railroad Retirement Benefits. Line 22 Other Income Use line 22 to report any income you can't find a place for on your return or other schedules. List the type and amount of income. For more information, see Miscellaneous Taxable Income in Publication 525, Taxable and Nontaxable Income. Caution: Do not report any income from self-employment on line 22. If you do have any income from self-employment, you must use Schedule C or Schedule F. Amounts your employer paid you for business expenses that are more than you spent for the actual business expenses should be added to the wages shown on line 7 unless they were already included on your Form W-2. Examples of income to be reported on line 22 are: • Prizes , awards , and gambling winnings. Proceeds from lotteries, raffles, etc. , are gambling winnings. You must report the full amount of your winnings on this line. You cannot offset losses against winnings and report the difference. If you had any gambling losses , you may take them as an itemized deduction on Schedule A. However, you cannot deduct more losses than the winnings you report. • Repayment of medical expenses or other items such as real estate taxes that you deducted in an earlier year if they reduced your tax. See Publication 525 for information on how to figure the amount to include in income. • Amounts you recovered on bad debts that you deducted in an earlier year. • Fees received for jury duty and precinct election board duty. Net Operating Loss. If you had a net operating loss in an earlier year to carry forward to 1986, enter it as a minus figure on line 22. Attach a statement showing how you figured the amount. Get Publication 536, Net Operating Losses and the At-Risk Limits, for more details. Adjustments to Income Line 26 Individual Retirement A"angement (IRA) Deduction You can deduct on line 26 contributions made to your IRA (including those made under a Simplified Employee Pension (SEP) plan or to a plan that accepts deductible employee contributions (DECs)). Schedule C or F filers with a SEP and partners with a SEP take the deduction on line 27. You should receive, by June 1, 1987, a statement showing contributions made to your IRA for 1986. Before you figure your IRA deduction, please note the following: • If you made contributions to your IRA in 1986 that you deducted on your 1985 Federal income tax return, do not include those contributions on your 1986 tax return. • If you made contributions to your IRA in 1987 (by April 15 , 1987) for 1986, be sure to include these contributions when you figure your IRA deduction for 1986. • If your IRA deduction on line 26 is less than your IRA contributions and you do not withdraw this excess contribution before your return is due, file Form 5329 to pay tax on the excess contribution. • If you were married and contributions were made to an IRA for your nonworking spouse for 1986, you must file a joint return for 1986 to deduct these contributions. A nonworking spouse is one who had no wages or other earned income in 1986 or one who, in 1986, chooses to be treated as having no earned income for purposes of the IRA deduction. For example, if one spou e earned only $100, a combined total ofup to $2,250 may be contributed to their IRAs. • If you were married and you and your spouse worked and you both have IRAs, figure each spouse's deduction separately. Then combine the two deductions and enter the total of the two amounts on line 26. • Do not include rollover contributions in figuring your deduction. See line 17 instructions for more details on rollover contributions. • Do not include trustee's fees that were billed separately and paid by you for your IRA. These fees can be deducted only as an itemized deduction on Schedule A. Line 29 Alimony Paid You can deduct periodic payments of alimony or separate maintenance made under a court decree. You can also deduct payments made under a written separation agreement or a decree for support. Don't deduct lump-sum cash or property settlements , voluntary payments not made under a court order or a written separation agreement, or amounts specified as child support. Line 30 Deduction for a Married Couple When Both Work You can claim a deduction if: • you are married filing a joint return , • both you and your spouse have qualified earned income. Tax Computation Line 34a You will fall into one of the three classes below: • You MUST itemize deductions, or • You choose to itemize , or • You do not itemize. The three classes are described below. �ou t You mu T Itemize Deductions t itemize deduction if: of-pocket expenses you paid to do volunteer work for a qualified organization. For more detail on what qualifies as a charitable contribution and the limits that apply to the amount that may be deducted, see the instructions for contributions on page 21. A. You can be claimed a a dependent on your parents' return and had interest, dividends, or other unearned income of $1,080 or more. Generally, this means that you must complete and attach Schedule A and co lete the worksheet on this page. However, there are two exceptions to this rule. Exception 1. You don't have to itemize deductions on Schedule A or complete the worksheet if you have earned income* of $2,480 or more if single ($1,835 or more if married filing a separate return). Enter zero (0) on line 34 a and go on to line 34b. Exception 2. You don't have to use Schedule A if you know that your earned income* is more than your itemized deductions. Instead, use the worksheet on this page after completing line 33 of Form I 040 and enter your earned income on line 3 of the worksheet. Exemptions Note: If your unearned income is less than $1,080, you don't have to use Schedule A or the worksheet-enter zero (0) on line 34a and go on to line 34b. Use the following chart to find the amount to enter on line 36. If you claimed more than 10 exemptions, multiply $1,080 by the total number of exemptions entered on line 6f. In any case, be sure to check the box below line 34a. B. You are married, filing a separate return, and your spouse itemizes deductions. Line 34b Enter your total cash contribution (including out-of-pocket expenses). If you gave cash of $3,000 or more to any one organization, on the dotted line next to thi otal show to whom and how much yo ave. Line 34c Enter your total gifts of property. If the total is more than $500, you must complete and attach Form 8283, Noncash Charitable Contributions. You Choose To Itemize You may choose to itemize your deductions if you are: • Married and filing a joint return, or a Qualifying widow(er) with dependent child, and your itemized deductions are more than $3,670. • Married and filing a separate return , and your itemized deductions are more than $1,835. • Single, or a Head of household, and your itemized deduction are more than $2 ,480. If you do itemize, complete and attach Schedule A and enter the amount from Schedule A, line 26, on Form 1040, line 34a. Caution: Certain taxpayers must itemize even though their itemized deductions are less than the amount shown above for their filing status. See "You MUST _Itemize Deductions." You Do Not Itemize If your itemized deductions are less than the amount shown above for your filing status (or you choose not to itemize), enter zero on line 34a, unless you MUST itemize as described above. Lines 34b through 34d Deduction for Charitable Contributions For 1986, you may deduct what you actually gave to qualified charitable organizations if you do not itemize your deductions on Schedule A (Form 1040). Include what you gave to , or for the use of, a qualified organization. Examples of qualified organizations are churches, United Way, and nonprofit schools and hospitals. Contributions may be in cash (keep cancelled checks, receipts, or other reliable written records showing the name of the organization and the date and amount given), property, or out- Credit for the Elderly or for the Permanently and Totally Disabled You may be able to take this credit and reduce your tax if, by the end of 1986, you were: • age 65 or over, or • under age 65, you retired on permanent and total di ability, and you had taxable disability income in 1986. Line 43 Partial Credit for Political Contributions for Which You Have Receipts You may take a tax credit on this line for contributions to candidates for public office and to newsletter funds and political committees of candidates and elected public officials. Line 36 Note: You cannot deduct political contributions as charitable contributions. If the number on Form 1040, line 6f, is: On Form 1040, line 36, enter: l $1,080 2 3 4 C. You file Form 4563 to exclude income from sources in U.S. pos essions. (For details, get Publication 570, Tax Guide for U.S. Citizens Employed in U.S. Possessions.) D. You had dual status as a nonresident alien for part of 1986, and during the rest of the year you were either a resident alien or a U.S. citizen. However, you do not have to itemize if you file ajoint return with your spouse who was . . citizen or resident at the e of 1986 and you and your spouse agree to be taxed on your combined worldwide income. Line 42 5 6 7 8 9 10 2,160 3,240 4.320 5,400 6,480 7,560 8,640 9,720 10,800 Line 38 Tax To figure your tax, u e one of the following methods. Tax Rate Schedules You must use the Tax Rate Schedules to figure your tax if your taxable income is $50,000 or more. Also use the Tax Rate Schedules if you use Schedule G, Income Averaging, to figure your tax. You may pay less tax by using this method if there has been a large increase in your income this year. In some cases, you may benefit even if your 1986 income did not increase substantially. This will depend on the amount of your taxable income in the three ba e years ( 19831985). Get Schedule G to see if you qualify. Line 44 Mortgage Interest Credit. You may be able to take a credit for part of the interest you paid on your home mortgage if you were issued a mortgage credit certificate by a state or local government under a qualified mortgage credit certificate program to buy , rehabilitate, or make improvements to your principal residence. Use Form 8396, Mortgage Interest Credit, to figure the credit. Include the amount of the credit in your total for line 44. On the dotted line next to this total, write "MIC" (mortgage interest credit) and show the amount. Line 53 Social, Security Tax on Tip Income Not Reported to Employer If you received tips of $20 or more in any month and you did not report the full amount to your employer, you must pay the social security or railroad retirement tax on the unreported tips. o figure the amount of social ecurity tax on unreported tips, complete Form 4137 and attach it to your Form 1040. Enter the tax on this line. Be sure all your tips are reported as income on Form 1040, line 7. You may be charged a penalty equal to 50% of the social security tax due on tips you received and did not report to your employer. Payments Line 56 Total Federal Income Tax Withheld Tax Table If neither of the above conditions applies to you, you MUST use the Tax Table to find your tax. Be sure you use the correct column in the Tax Table. After you have found the correct tax, enter that amount on line 38. There is an example at the beginning of the table to help you find the correct tax. Add the amounts shown as Federal income tax withheld on your Forms W2, W-2G, W-2P, and 1099-R. Enter the total on line 56. The amount of Federal income tax withheld should be shown in Box 9 of Form W-2, Box 2 of Form W-2G, Box 11 of Form W-2P, and Box 4 of Form 1099-R. If line 56 includes amounts withheld as shown on Form 1099-R, on the dotted line to the left of line 56, write "Form 1099-R." Credits Line 41 Sign Your Return Credit for Child and Dependent Care Expenses Form 1040 is not considered a return unless your sign it. Your spouse must also sign if it is a joint return. If you are filing a joint return with your deceased spouse, see Death of Taxpayer. You may be able to take a credit on line 41 for payments you made for child and disabled dependent care while you (and your pouse if you were married) worked or looked for work. The credit is allowed if you kept up a home that included a child under age 15 or your dependent or pouse who could not care for himself or herself. U e Form 2441 to figure the amount of any credit. Please ee Form 2441 for more information, including special rules for divorced or separated parents and certain employment taxes for which you may be liable. Instructions for Schedule A Itemized Deductions Purpose of Schedule Some taxpayers must itemize their deductions and some should itemize becau e they will save money. See You MUST Itemize Deductions and You Choose To Itemize. If you itemize, you can deduct part of your medical and dental expenses, and amounts you paid for certain taxes, interest, contributions, and other miscellaneous expenses. You may also deduct certain casualty and theft losses. These deductions are explained below. Lines 1 through 5 Medical and Dental Expenses Before you can figure your total deduction for medical and dental expenses, you must complete Form 1040 through line 33. You may deduct only that part of your medical and dental expenses that is more than 5% of your adjusted gross income on Form 1040, line 33. You should include all amounts you paid during 1986 (including amounts you paid for hospital, medical, and extra medicare (Medicare B) insurance), but do not include amounts repaid to you, or paid to anyone else, by hospital, health or accident insurance, or your employer. Get Publication 502 for information on insurance reimbursements. If you received a reimbursement of prior year medical or dental expenses in 1986, see the instructions for Form 1040, line 22. Do not reduce your 1986 expenses by thi amount. When you figure your deduction, you may include medical and dental bills you paid for: • Yourself. • Your spouse. • Your child whom you do not claim as a dependent because of the rules explained for Children of Divorced or Separated Parents. • Any person that you could have claimed as a dependent on your return if that person had not received $1,080 or more of gross income or had not filed a joint return. Example.-You provided more than half of your mother' support but may not claim her as a dependent because she received $1,080 of wages during 1986. If part of your support was the payment of her medical bills, you may include that part in your medical expenses. Note: On line 2c, list the medical expense and the amount of the expense. Enter one total in the total amount column on line 2c. Examples of Medical and Dental Payments You MAY Deduct To the extent you were not reimbursed, you may deduct what you paid for: • Medicines and drugs that required a prescription, or insulin. • Medical doctors, dentists, eye doctors, chiropractors, osteopaths, podiatrists, psychiatrists, psychologists, physical therapists, acupuncturists, and psychoanalysts (medical care only). • Medical examinations, X-ray and laboratory services, insulin treatment, and whirlpool baths your doctor ordered. • Nursing help. If you pay someone to do both nursing and housework, you may deduct only the cost of the nursing help. • Hospital care (including meals and lodging), clinic costs, and lab fees. • Medical treatment at a center for drug addicts or alcoholics. • Medical aids such as hearing aids (and batteries), false teeth, eyeglasses, contact lenses, braces, crutches, wheelchairs, guide dogs and the cost of maintaining them. • Lodging expenses (but not meals) paid while away from home to receive medical care in a hospital or a medical care facility that is related to a hospital. Do not include more than $50 a night for each eligible person. • Ambulance service and other travel costs to get medical care. If you used your own car, you may claim what you spent for gas and oil to go to and from the place you received the care; (Continued on Page 26.) February 1987 I LOG I 25 - �1986 Tax Tips received the form. In the far left margin, next to line lla, write "see attached." If you paid more mortgage interest (Continued from Page 25.) or you may claim 9 cents a mile. Add parking and tolls to the amount you claim under either method. Examples of Medical and Dental Payments You MAY NOT Deduct You may not deduct the following: • The basic cost of medicare i (Medicare A). ranee Note: If you are 65 or over and not entitled to social security benefits, you may deduct premiums you voluntarily paid for Medicare A coverage. • Life insurance or income protection policies. • The 1.45% medicare (hospital insurance benefits) tax withheld from your pay as part of the social security tax or the medicare tax paid as part of social security self-employment tax. • Nursingcareforahealthybaby. (You may qualify for the child and dependent care credit; get Form 2441.) • illegal operations or drugs. • Medicines or drugs you bought without a prescription. • Travel your doctor told you to take for rest or change. • Funeral, burial, or cremation costs. Publication 502 has a discussion of expenses that may and may not be deducted. It also explains when you may deduct capital expenditures and special care for handicapped persons. Lines 6 through 10 Taxes You MAY NOT Deduct • • • • • General sales taxes (line 8) The Optional State Sales Tax Tables show how much you may deduct for your income and family size if you did not keep detailed records. You may add to the sales tax table amount the general sales tax you paid if you bought: • A car, motorcycle, motor home, or truck. (Note: Texas charges a higher motor vehicle sales or use tax than it does for other items. Figure how much you would have paid at the general sales tax rate and enter only that amount on line Sb.) • A boat, plane, home (including mobile or prefabricated), or materials to build a new home if: a. the tax rate was the same as the general sales tax rate, and b. your sales receipt or contract shows how much tax was imposed on you and paid by you. If you kept records that show you 26 I LOG I February 1987 - on Schedule A, lines 6 through Sb (such as personal property or foreign income tax) , list the tax and the amount of tax. Ente~ one total in the total amount column on line 9. Personal property tax must be based on value alone. For example, if part of the fee you paid for the registration of your car was based on the car's value and part was based on its weight, you may deduct only the part based on value. If you paid tax to a foreign country or U.S. possession, you may want to take it as a credit instead of a deduction. Please get Publication 514, Foreign Tax Credit for U.S. Citizens and Resident Aliens. Taxes You MAY Deduct • any state and local income tax refund (or credit) you expect to receive for 1986, or • any refund of (or credit for) prioryear state and local income taxes you actually received in 1986 (see the instructions for Form 1040, line 10). es and other taxes (line 9) If you had any deductible tax not listed Taxes You Paid Real estate taxes (line 7). Include taxes that you paid on property you own that was not used for business. Publication 530, Tax Information for Owners of Homes, Condominiums, and Cooperative Apartments, explains the deductions homeowners may take. If your mortgage payments include your real estate taxes, do not take a deduction for those taxes until the year the mortgage company actually pays them to the taxing authority. - Personal property • • State and local income taxes (line 6). Include on this line state and local income taxes that were withheld from your salary and any estimated payments made. Also include payments you made in 1986 on a tax for a prior year. Do not reduce your deduction by either of the following amounts: - paid more state sales tax than the tables list, you may deduct the larger amount on line Sa. Separately show the sales tax you paid on any motor vehicle you bought in 1986 on line 8b. Include state or local selective sales or excise taxes if the rates were the same as the general sales tax rates. If you use the sales tax tables, count all available income. • Federal income tax. Social security tax. Railroad retirement tax (RRTA) . Federal excise tax on transportation, telephone, gasoline, etc. Customs duties. Federal estate and gift taxes. (However, see Miscellaneous Deductions). Windfall profit tax. (Use Schedules C or E of Form 1040 to deduct this tax.) Certain state and local taxes, including: a. Tax on gasoline. b. Car inspection fees. c. Tax on liquor, beer, wine, cigarettes, and tobacco. d. Assessments for sidewalks or other improvements to your property. e. Taxes paid for your business or profession. (Use Schedules C, E , or F of Form 1040 to deduct business taxes.) r. Tax you paid for someone else. g. License fees (marriage, driver's , dog, hunting, etc.). h. Per capita (head) tax. Lines lla through 14 Interest You Paid Include interest you paid on nonbusiness items only. than is shown on Form 1098, or similar statement, get Publication 545 to see if you can deduct the additional interest. If you can, attach a statement to your return explaining the difference and write "see attached" next to line I la. Note: If you are claiming the Mortgage Interest Credit (see instructions for Form HMO, line 44), subtract the amount shown on line 3 of Form 8396 from the total interest you paid on your home mortgage and enter the result on line lla. • Line llb. Report mortgage interest you paid to individuals on line llb. Also list this person's name and address in the space provided. Credit card and charge account interest you paid (line 12) Include on this line interest you paid on bank and other general purpose credit cards. Deduct the finance charge paid as interest if no part of it was for service charges, membership fees, loan fees , credit investigation fees, etc. Also include interest you paid on revolving charge accounts. Deduct any finance charge a retail store added if the charges are based on your monthly unpaid balance. Other Interest you paid (line 13) List each payee's name and the amount. Enter one total in the total amount column on line 13. Include on this line interest you paid on• Your personal note for money you borrowed from a bank, a credit union, or another person. • Loans on life insurance if you paid the interest in cash and you report on the cash basis. • Installment contracts on personal property, such as cars. • Taxes you paid late. Show only the interest; do not include any amount that is considered a penalty. If the tax is deductible, show it under Taxes You Paid (lines 6 through 9 of this schedule). • Loans on investment property. Report only the nonbusiness part of interest on these loans. (If our total investment interest on investment debts created after 1969 is more than $10,000 ($5,000 if married filing a separate return), you may have to complete Form 4952, Investment Interest Expense Deduction, to figure your correct deduction. Also get Publication 550, Investment Income and Expenses.) Note: Special rules apply to interest expense imputed on below-market loans. Get Publication 545. Interest You MAY Deduct Home mortgage interest (lines lla and llb). If you paid $600 or more ofinterest on your home mortgage, the recipient of this interest will generally send you a Form 1098, Mortgage Interest Statement, or similar statement, showing the total interest received during 1986. You should receive this statement by February 2, 1987. However, if you paid "points" (including loan origination fees), they will not be shown on this statement. Get Publication 545 to see if the points qualify as interest. If they do, report them on line 13. Do not include them on line I la. • Line lla. Report mortgage interest you paid directly, or indirectly, to financial institutions on line lla. If you and at least one other person (other than your spouse if you file a joint return) were liable for, and paid interest on, the mortgage, and the other person received the Form 1098, or similar statement, attach a statement to your return showing the name and address of the person who Interest You MAY NOT Deduct Do not include interest paid on your debts by others, such as mortgage interest subsidy payments made by a government agency. Also do not include the interest you paid for• Tax-exempt income. This includes interest on money you borrowed to buy or carry wholly tax-exempt securities. This also includes interest paid to purchase or carry obligations or shares, or to make deposits or other investments, to the extent any interest income received from the investment is tax-exempt. • A loan on life insurance if the interest is added to the loan and you report on the cash basis. • A debt to buy a single-premium life insurance or endowment contract. • Any kind of business transaction. (Use Schedules C, E, or F of Form 1040 to deduct business interest expenses.) Get Publication 545 for more details. Lines lSa through 18 ContributWns You Made You may deduct what you actually gave to organizations that are religious, charitable, educational, scientific, or literary in purpose. You may also deduct what you gave to organizations that work to prevent cruelty to children or animals. Examples or these organizations are: • Churches, temples, synagogues, Salvation Army, Red Cross, CARE, Goodwill Industries, United Way, Boy Scouts, Girl Scouts, Boys Club of America, etc. • Fraternal orders, if the gifts will be used for the purposes listed above. • Veterans' and certain cultural groups. • Nonprofit schools, hospitals, and organizations whose purpose is to find a cure for, or help people who have, arthritis, asthma, birth defects, cancer, cerebral palsy , cystic fibrosis , diabetes , heart disease, hemophilia, mental illness or retardation, multiple sclerosis, muscular dystrophy, tuberculosis, etc. • Federal, state, and local governments if the gifts are solely for public purposes. If you contributed to a charitable organization and also received a benefit from it, you may deduct only the amount that is more than the value of the benefit you received. If you do not know whether you may deduct what you gave to an organization, check with that organization or with IRS. Contributions You MAY Deduct Contributions may be in cash (keep cancelled checks, receipts, or other reliable written records showing the name of the organization and the date and amount given), property, or outof-pocket expenses you paid to do volunteer work for the kinds of organizations described above. If you drove to and from the volunteer work, you may take 12 cents a mile or the actual cost of gas and oil. Add parking and tolls to the amount you claim under either method. (But don't deduct any amounts that were repaid to you.) Get Publication 526, Charitable Contributions , for special rules that apply if: • your cash contributions or contributions of ordinary income property are more than 30% of Form 1040, line 33. • your gifts of capital gain property to certain organizations are more than 20% of Form 1040, line 33, or • you gave gifts of property that increased in value or gave gifts of the use of property. You MAY NOT Deduct As Contributions • Political contributions (but see instructions for Form 1040, line 43). • Dues, fees, or bills paid to country clubs, lodges, fraternal orders, or similar groups. • Cost of raffle, bingo, or lottery tickets. • Cost of tuition. • The value of your time or services. • Value of blood given to a blood bank. • The transfer of a future interest in tangible personal property (generally, until the entire interest has been transferred). • Gifts to: a. Individuals. b. Foreign organizations. c. Groups that are run for personal profit. d. Groups whose purpose is to lobby for changes in the laws. e. Civic leagues, social and sports clubs, labor unions, and chambers of commerce. Line 19 Casualty and Theft Losses Use line 19 to report casualty or theft losses of property that is not trade, �business, or rent or royalty property. Complete and attach Form 4684, Casualties and Thefts, or a similar statement to figure your loss. Enter on line 19 of Schedule A the amount of loss from Form 4684. Losses You MAY Deduct You may be able to deduct all or part of each loss caused bx heft, vandalism, fire, storm, and car, boat, and other accidents or similar cau es. You may deduct nonbusiness casualty or theft losses only to the extent thata. the amount of EACH separate casualty or theft loss is more than $100, and b. the total amount of ALL los es during the year i more than l 0% of your adjusted gross income on Form 1040, line 33. Special rules apply if you had both gains and losses from nonbusiness casualties or thefts. Get Form 4684 for details. Losses You MAY NOT Deduct • Money or property misplaced or lost. • Breakage of china, glassware, furn iture, and similar items under normal conditions. • Progressive damage to property (buildings, clothes, trees, etc.) caused by termites, moths, other insects, or disease. Lines 20 through 23 Miscellaneous Deductions Expenses You MAY Deduct Educational Expenses. Generally, you may deduct what you paid for education required by your employer, or by law or regulations, t keep your present salary or · . n general, you may also the cost of maintaining or improving skills you mu st have in your present position . You may not deduct some educational expenses. Among them are expenses for study that helps you meet minimum requirements for your job, or qualifie you to get a new job. Employee Expenses. Example of the expenses you may deduct are: • Safety Equipment, mall tool , and supplies you needed for your job. • Uniforms your employer aid you must have, and which you may not usually wear away from work. • Protective clothing, required in your ork, such as hard hats and afety shoes and glasses. • Phy ical examinations your employer aid you mu t have. • Dues to professional organizations and chambers of commerce. • Subscriptions to professional journals. • Fees to employment agencies and other costs to look for a new job in your present occupation, even if you do not get a new job. Note: If your employer reimbursed you directly or indirectly for any educational expenses or employee expenses, you must use Form 2106, Employee Business Expenses, Part I, line 5, to deduct those expenses up to the amount you were reimbursed. Also use Form 2106 to deduct any related travel or transportation expenses. Long-Trip Tax Problems A major tax beef by seamen is that normally taxes are not withheld on earnings in the year they earned the money, but in the year the payoff took place. For example, a seaman who signed on for a five-month trip in September 1985, paying off in January 1986, would have all the five months' earnings appear on his 1986 W-2 even though his actual 1986 earnings might be less than those in 1985. There are ways to minimize the impacts of this ituation. For example, while on the ship in 1985, the Seafarer undoubtedly took draws and may have sent allotment home. These can be reported as 1985 income. Unfortunately, this raises another complication . The seaman who reports these earnings in 1985 will not have a W-2 (withholding statement) covering them. He will have to list all allotments, draws and slops on the tax return and explain why he doesn ' t have a W-2 for them. Furthermore , since no tax will have been withheld on these earnings in 1985, he will have to ous If you are suffering from the illness of alcohol or drug addiction, and if your life has become unmanageable, there is a way out. That way is, first, an admission to yourself that you need help and then acceptance of a simple program that has worked for many millions of people just like yourself. That program is the Twelve Steps of Alcoholics Anonymous. Simply stated, A.A. 's Twelve Steps are a group of principles, spiritual in their nature , which, if practiced as a way of life , can expel the obsession to drink and enable the sufferer to become happily and usefully whole. Step One. We admitted we were powerless over alcohol and drugs , that our lives had become unmanageable. Step Two. We came to believe that a power greater than ourselves could restore us to sanity. Step Three. We made a decision to turn our will and our lives over to the care of God , as we understood Him. STEP FOUR We made a searching and fearless moral inventory of ourselves. What follows is an excerpt from "Alcoholics Anonymous": After we took the first three steps we launched out on a course of vigorous action. This involved a personal housekeeping, which many of us had never attempted. Though our decision to stop drinking and taking drugs was a vital and crucial step, it could have little permanent effect unless at once pay the full tax on them with his return, at 11 percent or upwards, depending on his tax bracket. The earnings will show up on his 1986 W-2. The seaman then , on his 1986 return would have to explain that he had reported some of hi earning in 1985 and paid taxes on them. He would get a tax refund accordingly . In essence, the seaman would pay taxes twice on the same income and get a refund a year later. While this will save the seaman some tax money in the long run, it means he is out-of-pocket on some of his earnings for a full year until he gets the refund . This procedure would also undoubtedly cause Internal Revenue to examine his returns, since the income reported would not coincide with the totals on his W-2 forms. That raises the question, is this procedure justified ? It is justified only if a seaman had very little income in one year and very considerable income the next. Otherwise the tax saving is minor and probably not worth the headache . Qualified Adoption Expenses. You may be able to deduct up to $1,500 of qualified adoption expenses you paid for each child you adopt with "special needs.'' A child with special needs is one who the state determines, in connection with the Social Security Act adoption assi tance program, cannot or should not be returned to hi or her parental home, has a specific factor or condition that makes the child difficult to place, and has been the subject of an unsuccessful placement effort. Gambling Losses You may deduct gambling losses, but not more than the gambling winnings you reported on Form 1040, line 22. Expenses You MAY NOT Deduct • Political contributions (but see instructions for Form 1040, line 43). • Perso nal legal expen es. • Lost or misplaced cash or property. • Expenses fo r meals during regular or extra work hours. • The cost of entertaining frie nds. • Expenses of going to or fro m work. • Education that you need to meet mi nimum requirements for your job or that will qualify you fo r a new occupation . • Fine and penalties. • Expenses of producing tax -exempt mcome. ,. For more details, get Publication 529, Miscellaneous Deductions. Note: On line 22 list the type and amount of each expense. Enter one total in the total amount column on line 22. followed by a strenuous effort to face, and to be rid of, the things in ourselves which had been blocking us from being whole persons. Our liquor/drugs were but a symptom. So we had to get down to causes and conditions. Therefore, we started upon a personal inventory. This was Step Four. A business which takes no regular inventory usually goes broke. Taking a commercial inventory is a fact-finding and fact-facing process. It is an effort to discover the truth about the stock-in-trade-the truth about ourselves. One object is to disclose damaged or unsalable goods, to get rid of them promptly and without regret. If the owner of the business is to be successful, he cannot fool himself about values. We did exactly the same thing with our lives. We took stock honestly . . . Nothing counted but thoroughness and honesty ... If we had been thorough about our personal inventory, we had written down a lot. We have listed and analyzed our resentments. We have begun to comprehend their futility and fatality. We have commenced to see their terrible destructiveness . We have begun to learn tolerance, patience and good will towards all, even our enemies, for we look on them as sick people. We have listed the people we have hurt by our conduct, and are willing to begin to straighten out the past. ~ 'I Wish I Had Done It Sooner' Dear President Drozak, I have just completed the program at the ARC. I wanted to thank you and our Union for the opportunity the Rehab program has given me to begin my life anew. I truly appreciate what I have received. I wish I had done it sooner, but I guess it wasn't my time yet. The program is an intense one and is just what is needed for people like us to raise our level of self-esteem and become a part of lifeinstead of hiding from reality. There is so much more I could say. I just wanted to express my gratitude. Sincerely, Veronica Ercolano S.S. Constitution - - February 1987 I LOG I 27 - �.f.~ ~IFliJTu~i.il' 1 ~ 5 ~~~==========================<i•~~~~·i' ~===========.l!JTh~~~a~c&.~~M~~~~ Deep Sea Great Lakes Pensioner Arthur Ballu, 82, died Dec. 18, 1986. He joined the SIU in 1943 and sailed in the deck department. Brother Ballu walked the picket line in the 1946 General Maritime and 1947 Isthmian beefs. Ballu is survived by his widow, Gladys. He was buried at Rosehill Cemetery in New Jersey. Pensioner Joseph V. Bissonet, 78, died Jan. 12. Brother Bissonet joined the SIU in 1944 sailing in the deck department. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Brother Bissonet is survived by his nephew, Jerry L. Leslie. Burial was at sea off the Monterey, Calif. coast. Pensioner Jack Cron Brock, 66, died recently. Brother Brockjoined the SIU in the port of Lake Charles, La. in 1951. He sailed as a chief electrician. He was born in Texas and was a resident of Galveston, Texas. Surviving are his widow, Feriece; a daughter, Mera Picou of New Orlean , and his mother, Virginia of Lake Charles. Pensioner Hector M. De Jesus Sr., 63, died Dec. 28, 1986. Brother De Jesus joined the SIU in 1947 in the port of New York sailing in the steward department. He hit the bricks in the 1946 General Maritime and the _. 1947 I thmian beefs. Seafarer De Jesus was born in Puerto Rico and wa a resident of Brooklyn, N. Y. Surviving are his widow, Antonia and two sons, Hector Jr. and Louis. Pensioner Buren Damascus Elliott, 83, passed away from lung failure at home in Chesapeake, Va. on Nov. 18, 1986. Brother Elliott joined the SIU in 1945 in the port of Norfolk. He sailed as a chief electrician and hit the bricks in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. Seafarer Elliott was born in South Carolina. Cremation took place in the Lynnhaven Crematory, Virginia Beach, Va. Surviving is his widow, Amanda. Pensioner Andoni "Tony" Joseph S. Ferrara, 67, died of heart failure in the West Houston (Texa ) Medical Center on Nov. 26, 1986. Brother Ferrara joined the SIU in 1938-a charter member-in the port of New York. He sailed as a bosun. He walked the picket line in the 1946 General Maritime, 1947 Isthmian and 1948 Wall St. beefs. Born in New York, he was a resident of Hackensack, N .J. Burial was in the St. Joseph's Cemetery, Hackensack. Surviving is his widow, Carmen. Pensioner Antonio Estrada Gonzalez Jr., 90, passed away from cancer in the Metropolitan Hospital, Las Lomas, Rio Piedras, P.R. on Oct. 30, 1986. Brother Gonzalez joined the SIU in 1941 in the port of New York. He sailed as a bosun. He was on the picket line in the 1961 Greater N. Y. Harbor beef. Seafarer Gonzalez was born in Puerto Rico and was a resident of Bayamon, P.R. Interment wa in the Los Cipreses Cemetery, Bayamon. Surviving are his widow, Bonita; four sons, and a granddaughter, Yvonne Gonzalez of Hyde Park, Mass. Pensioner Jesus N. Isturis died recently. Brother Isturi joined the SIUmerged Marine Cook and Stewards Union in the port of San Francisco, Calif. He retired in 1960. Pensioner William J. McDaniels died Dec. 5, 1986. Brother McDaniel joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco. He retired in 1971. BOOZE OR DRUG~?: Pensioner James R. McPhaul, 67, passed away Dec. 18, 1986. Brother McPhauljoined the SIU in 1939 in the port of Jacksonville, Fla. sailing in the steward department. He was on the picket line in the 1946 General Maritime beef. Seafarer McPhaul was born in Florida and was a resident of Savannah, Ga. Surviving are his widow, Norma and his father, H. McPhaul of Jacksonville. Pensioner Joseph Parks died recently. Brother Parks joined the SIUmerged Marine Cooks and Stewards Union in the port of San Francisco. He retired in 1976. Pensioner Luis Torres, 75, died Jan. 20. He joined the SIU in 1938 and sailed in the deck department. Brother Torres was active in the 1946 General Maritime, the 1947 Isthmian and the 1962 Moore-McCormick-Robin Line strikes. Torres is survived by hi widow, Carmen. Burial was at the Vega Baja Municipal Cemetery in Puerto Rico. Pensioner John Worrall, 62, died on Nov. 2, 1986. Brother Worrall joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco in 1966 sailing as a room steward. He wa born in England and was a naturalized U.S. citizen. Seafarer Worrall was a resident of San Francisco. Surviving is his sister, Bertha Howarth of Manchester, England. Pensioner George Eric Zukas, 74, succumbed to lung failure in St. Luke's Hospital, San Francisco on Dec. 2, 1986. Brother Zukas joined the SIU in the port of New York in 1957 sailing as a FOWT. He was a former member of the SUP. Seafarer Zukas was born in Helsinki , Finland and was a naturalized U.S. citizen. He was a re ident of San Francisco. Burial was in the Woodlawn Park Cemetery, Colma, Calif. Surviving i his widow , Elvera. HELP WITJ.I 71-/EBE PROBLEMG /G AVAILABLE. CONTACT - THE A.R.C. OR YOLJR PORT AGENT 28 I LOG I February 1987 - 'Pensioner Henry D. Muzia died Nov. 26, 1986. Brother Muzia joined the Union in the port of Milwaukee, Wis. He sailed as an oiler. Muzia was a resident of Milwaukee. Surviving are his widow, Dorothea and his son, Lawrence. Pensioner John Aloysius Reardon, 75, died Dec. 10, 1986. Brother Reardon joined the Union in the port of Chicago, Ill. in 1964. He sailed as an AB aboard the SS McKee Sons (Amersand Steamship) from 1977 to 1978. Reardon was a resident of Three River , Mich. Surviving is his sister, Kay Sheldon of Three Rivers. The following SIU members have retired on pension: DEEP SEA Baltimore Hosea N. McBride Thomas G. Ryan Houston Teddy E. Aldridge Edward E. Davidson Charles T. Gaskins Travis R. Miners lb Arve Pedersen Jacksonville Autulio N. Garcia Johnny Lombardo James W. Nettles Mobile Guy Salanon New Orleans Joseph F. Adams Peter Gebbia Vincent P. Pizzitolo Richard F. Roberts New York Morgan L. Carroll Walter Karlak Felizardo T. Motus Juan Perez Anthony Tosado Philadelphia Edward A. Fahy Puerto Rico Francisco Gonzalez Rual I. Lopez San Francisco Hiroshi Shiba Richard S. Turpin Seattle Steve Boreski Robert H. Graf Alva McCullum Kenneth A. McLeod John Medvesky Shigeru Moritani Wilmington James J. Boland �AMERICAN EAGLE (Pacific Gulf Marine), January 25--Chairman Stanley Krawczynski, Secretary Robert D. Bright, Deck Delegate C.D Brown, Engine Delegate Desoucey, Educational Director C. Henley, Steward Delegate Steven Hamilton . No beefs or disputed OT reported. The $45 in the ship's fund is in the safekeeping of the bosun. The ship will pay off in New Jersey. Rumor has it that the American Eagle may then go into the shipyard for five to 10 days. The crewmembers onboard feel there should be some changes made in the Union and aboard ship. They would like to see the retirement age reduced to 62 years of age with 5,475 days sea time. They also believe that the Coast Guard should be made aware of the effects of reduced manning onboard ships. If a ship started to sink, we would all want enough men onboard to be able to lower the lifeboats into the water. Another item brought up at the meeting pertained to heat. It the ship is going to Norway next voyage, as scheduled , electric heaters will be needed by all personnel. LNG AQUARIUS (Energy Transportation Corp.), December 21-Chairman Glenn D. Miller, Secretary R. Adams. No disputed OT reported this voyage. There is $100 in the ship's fund. One man was taken off ship in Bontang due to an accident, but everything seems to be running smoothly. The educational director talked about the importance of upgrading at the Union's facilities in Piney Point, and a discussion about drugs was held-and the penalties tor their use aboard ship. AURORA (Apex Marine), December 14--Chairman Cesar Gutierrez, Secretary James Osbey, Engine Delegate C.I. Hampson. No beefs or disputed OT reported. The chairman noted that at the November meeting in the New Orleans hall, Vice President Mike acco said that he had gotten · a ew complaints from QMEDs ard ships who felt that the engineers were doing their jobs-jobs tor which they could be getting overtime. He asked that such violations be documented and passed along to him. A vote of thanks was given to the steward department for a job well done. The Aurora will head out to Texas to pick up a load bound for Haifa, Israel. COURIER (Ocean Carriers), January 18-Chairman William Lough, Secretary Rudolf Spingat, Deck Delegate Michael L. Grill, Steward Delegate Ali 0. Saleh. No beefs or disputed OT. The chairman stressed the importance of these monthly shipboard meetings to correct any real problems facing the crew. Only by knowing the problems that exist onboard ships can Nick Andrews, steward/baker aboard the SS Caguas (Puerto Rico Marine) . TO: FROM: SUBJECT: the Union act. The chairman continued, "The Union has promised me answers-maybe not the ones we want to hear, but answers. If we don't conduct our business in an orderly, logical manner, it won't get done." The captain ordered a safety meeting. He asked that er wmembers bring up any hazards or sat violations so as to make the company aware of any equipment they should send to the ship. The steward department requested clarification of extra work (cleaning the meat box, oven, range, vegetable box and galley, taking inventories, etc.). They want to know if this is included in the three hours overtime or if this is above and beyond the overtime ROBERT E. LEE (Waterman), January 4--Chairman Theodoros K. Gailas, Secretary A. Estrada, Educational Director B.F. Cooley, Deck Delegate A. Otremba, Engine Delegate William L. York. All's well in the three departments with no disputed OT or major beefs. The chairman reported that one AB quit ship in Karachi, Pakistan due to the death of his father. A replacement out of the port of New York came aboard in Madras, India, but one day later he became very sick and not fit to stand his watch for the entire day. On arrival in Chittagong , Bangladesh , the replacement was taken from the ship and sent to a hospital for medical attention and was to NOTICE: MV American Eagle Crewmembers Crewmembers who worked aboard the above-named vessel between July 1, 1985 and June 30, 1986 have additional monies due them as per the Economic Price Adjustment (EPA) . Those involved are to submit verification of employment time specified above in the form of copies of discharges or pay vouchers. Also specify your social security number and number of dependents. Direct all requests to the Contract Department, 5201 Auth Way, Camp Springs, MD 20746. offered to make up for the manning reduction in the steward department. Clarification also was requested on QMEDs working a full load-should they be called out to missing pumpmen's jobs? A suggestion was made to move the VCR into a cabinet for safety and security, and a repair list was posted. And just to keep everyone on their toes, an anti-piracy watch was mounted while in the Straits of Malacca. Next port: Subic Bay, P.I. OVERSEAS ALASKA (Maritime Overseas), December 14--Chairman F. Sellman, Secretary J. Calhoun. No disputed OT was reported, although there was a beef on the medical benefits. The ship will pay off in Marcus Hook, Pa. Everything is running smoothly. There is $241 .82 in the ship's movie fund which will be turned over to the relief steward or treasurer. A suggestion was made tor permanent jobs to be six months on, six months off. There was also a discussion of sea time. The three-man steward department onboard the Overseas Alaska is working out fairly well , and new microwave ovens have been installed. PANAMA (Sea-Land) , December 28Chairman Marvin P. Zimbro, Secretary C. Scott, Educational Director N. Komninos. No disputed OT. The last payoff of the year will take place in San Juan , P.R. on Dec. 30. Several motions were made. The first was to raise maintenance and cure to $15 per day. The second was to have a minimum of two hours call-out between midnight and 0800 hours. A request also was made to have the Union check with SeaLand to find out why the air-conditioning system does not work and why there is no heat in the rooms in cold weather. Mr. Donald B. Ganung Chief Steward Captain L. Swick Christmas Meals Voyage 069 On behalf of the officers and crew of the motor vessel Sea-La.nd Endurance, I would like to thank you, and also Chief Cook Martin Ketchem and Utility Frank Pappone, for a job well done today. I cannot give you enough credit for the work that you and your department did in preparing for today's meals. For me personally, this was the fourth consecutive Christmas at sea and my third onboard this vessel. I truly cannot remember Christmas meals at sea equal to those that you served on this day. All your shipmates, including myself, appreciate your efforts. And again, I thank you for a job well done. be repatriated to New York when fit to travel. There is $76 in the ship's fund and $256 in the movie fund. Several videotapes, however, are missing from the video library, and their return would be appreciated. A motion was made to increase the monthly pension fund payments to all members who are receiving $450/month. No one can possibly live decently on this kind of money, crewmembers stated, and still have to pay taxes on that amount. "An i c ase of at least $250/month would certainly be a great help to pay for the necessities of daily life. " Another motion requested that the present status be maintained with regard to vacation pay per month. "No concessions or any more cuts should be allowed in any future contracts. " A vote of thanks was given to the steward department, particularly for the wonderful holiday meals. One minute of silence was observed in memory of our departed brothers and sisters. Next ports: Port Suez and Port Said, Egypt, followed by payoff in Norfolk, Va. USNS WYMAN (LSC Marine), December 8-Chairman Edward A. Dabney, Secretary Carl J. Brown. This meeting was called to resolve a dispute pertaining to the year-end payoff and the withholding of airfare from members' pay. A motion was made to send a Telex to headquarters with regard to the dispute; all present were in favor. The chairman noted that a new TV came aboard in Barbados and that Capt. Fisher from LSC was also present and was able to clear up a lot of the dark areas that exist between licensed and unlicensed personnel. WILLIAM B. BAUGH (Maersk), January 15-Chairman Edwin Rivera, Secretary Joseph Delise, Steward Delegate Gary N. Lackey. No disputed OT. The deck department is running very smoothly, although there are problems in the steward department. First of all , a request was made that the steward department receive some sort of guidelines on the contract. At present they have nothing to go by. It also was noted that all steward/bakers on Maersk Line ships are getting three hours overtime per day for baking-except the steward/ baker on the Baugh. The crew feels he is handling his job very well under the circumstances and that this discrepancy be .... rectified. A request also was made for additional training for all stewards arriving Diego Garcia with regard to stores, codes and bookwork. It was felt they should be briefed at the company office prior to departure for Diego Garcia. Official ships minutes also were received from the following vessels: ADONIS ARION GUS W. DARNELL Personals Jack Linch Please contact Frank Cannella at 500 Brown St., Apt. 502, Duryea, Pa. 18642, or call collect at (717) 452-2766. Fadel (Ali) H. Ghaleb Please let me know how I can contact you. M. (Fred) Leuschner, Seamen's Church Institute, 50 Broadway, New York, N.Y. 10005. Eddie Puchalski Your mother is ill. Please con- -.. tact your sister Stella at 5115 Oak Circle, Moriches , N.Y. 11955. Tel. (516) 878-6023. Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point ... . ... . .... . .Mond ay, March 2 . ....... ... ..... .... 10:30 a.m . New York .. . . . ....... . . .Tue sday, March 3 . . . . .. . .. . .... . ... . . 10:30 a.m . Philadelphia .. . . . ......... Wedne day , March 4 . .. .... . .... ..... 10:30 a.m . Baltimore ... . .. . .. . . . . .. .Thursday, March 5 .... . ......... ... . . 10:30 a.m . Norfolk . . . . . .... .. .. . ... Thur da y, March 5 ........... . .. . ... . 10:30 a.m . Jacksonville . . . . . ..... . . . .Thursday, March 5 ... . . ... . .. . .. ... . . 10:30 a.m . Algonac ..... .... .. . ..... Friday , March 6 . .... .. . .. ... . ..... . . 10:30 a.m. Houston ... . .. . . .. .... . .. Monday , March 9 . . . .. . . . . .. .. .. ... . . 10:30 a.m. New Orleans ..... . ... . ... Tuesday, March 10 ..... ... ........ ... 10:30 a.m. Mobile . .. . . . ... ... ... . .. Wednesday, March I 1 .... . ........ . . . 10:30 a.m . San Francisco .... . ...... .Thur day , March 12 ..... .... . .. .. . ... 10:30 a .m. Wilmington . ... . .. .... ... Monday , March 16 . ...... . ... . .. ..... 10:30 a .m. Seattle . .. .. .. ... . ... . ... Friday , March 20 ... . ... . . . . . ........ 10:30 a.m. San Juan . ... .... .. ...... Thursday , March 5 . . . .... . . .. .. .. .. .. 10:30 a.m . St. Loui ........ . ....... Friday , March 13 ...... .. .. . .... . .... 10:30 a.m. Honolulu ... . .... . ....... Thursday , March 12 .................. 10:30 a.m. Duluth . ................. Wednesday, March I 1 . ... .. . .. .. ..... 10:30 a.m . Jer ey City .. . ............ Wedne day , March 18 ..... . .... . ... . . 10:30 a.m. .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111111111~ February 1987 I LOG I 29 - �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes JAN. 1-31, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Frank Drozak, President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus " Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT 0 22 0 Algonac .... . ... .... .. . .. . . . . Port 0 0 0 26 0 10 0 6 ENGINE DEPARTMENT Algonac ........ .. .. . . . . . . . . . 0 0 9 0 Port 0 0 STEWARD DEPARTMENT Algonac .... ........... . .... . 0 5 0 0 0 HEADQUARTERS ENTRY DEPARTMENT Port Algonac .. . . . ... ......... ... . 42 0 0 1 0 0 0 0 0 Totals All Departments . ...... . 78 3 0 0 0 *" Total Registered " means the number of men who actually registered for shipping at the port last month. **" Registered on the Beach " means the total number of men registered at the port at the end of last month. 48 3 90 6 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 Dispatchers Report for Deep Sea - JAN. 1-31, 1987 Port Gloucester ............... New York .. .. . ....... . .. Philadelphia ... . ..... . . . .. Baltimore ............... Norfolk . ... ............. Mobile ...... . .......... New Orleans Jacksonville . : : : : : : : : : : : : : San Francisco ............. Wilmington ... .. .. . ...... Seattle ................. Puerto Rico . ......... . ... Honolulu ............... . Houston . ............... St. Louis ................ Piney Point .............. Totals . . .... . .. . ....... Port Gloucester . . ............. New York . ... . .. . ....... Philadelphia .............. Baltimore . ... . .... . ..... Norfolk . ................ Mobile ... .............. New Orleans .... . ........ Jacksonville . .... . .. .. .. .. San Francisco . . . ......... . Wilmington ........... .. . Seattle ......... . . . . . . . . Puerto Rico ...... . ....... Honolulu .. .. . ... ..... . . . Houston ....... .. ...... . St. Louis ................ Piney Point ..... .. .... . .. Totals ....... .. . . ..... . Port Gloucester ....... . ... . . . . New York .. .......... . . . Philadelphia .. ... ... .. . .. . Baltimore .. ..... . .. . .... Norfolk . ................ Mobile ... .. ......... . . . New Orleans . .......... . . Jacksonville ... . . ... ...... San Francisco ... . ....... .. Wilmington . . ..... . .. . . . . Seattle . .. . . .......... . . Puerto Rico . . ............ Honolulu .............. . . Houston ......... . .... .. St. Louis ... ............. Piney Point ...... . ....... Totals ................. *TOTAL REGISTERED All Groups Class A Class 8 Class C 1 45 4 2 9 14 41 32 32 16 44 16 9 29 0 4 298 0 32 2 5 3 7 25 23 16 12 25 10 6 27 0 3 2 14 0 2 4 4 5 9 11 4 8 0 20 4 0 2 89 1 9 1 2 5 2 6 4 5 2 10 1 14 5 0 7 0 1 0 1 3 1 4 2 7 1 3 0 11 1 0 0 35 0 2 1 0 0 0 2 2 3 1 1 0 11 0 0 0 TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs DECK DEPARTMENT 1 0 14 0 3 0 2 0 2 5 1 0 2 3 4 2 5 0 0 3 5 2 5 0 17 12 0 1 0 0 2 0 1 10 1 0 2 1 5 2 6 1 11 1 11 4 0 0 1 44 2 8 6 10 32 33 28 15 41 24 10 28 0 0 282 0 14 1 3 2 5 20 27 9 10 24 16 2 20 0 0 196 74 23 153 1 18 1 6 7 6 15 12 38 12 27 3 2 12 0 0 0 5 2 1 0 0 1 3 5 2 2 1 21 0 0 1 14 1 3 2 3 12 8 24 5 18 14 0 9 0 0 0 0 3 0 0 2 0 1 0 5 0 0 0 41 0 0 0 160 46 49 114 0 3 19 1 1 3 10 9 11 11 7 34 6 117 5 2 5 1 1 1 1 15 5 12 2 2 0 208 1 0 0 Port Gloucester ........... . . .. New York .. . . ........... Philadelphia .. . ........ . .. Baltimore . . ... .. ........ Norfolk .. . .. . . .......... Mobile ...... . .. . ....... New Orleans . .. .. .. . . .... Jacksonville ...... . ... . . . . San Francisco . ........... . Wilmington ............ . . Seattle ............. . . . . Puerto Rico . . ... ...... ... Honolulu . . . .... . ........ Houston .... . .. .. . . .. .. . St. Louis ... ... . ......... Piney Point . ... ... . ... . . . Totals .. ... . . . . . . . . . ... 159 240 266 109 Totals All Departments ... .. . 813 449 373 658 18 1 2 2 0 13 5 32 16 29 15 8 18 0 0 0 3 10 70 STEWARD DEPARTMENT 1 0 1 0 0 1 1 0 0 2 1 0 0 0 3 0 1 1 0 5 3 0 2 0 40 26 0 1 0 0 2 0 19 0 1 1 0 21 ENGINE DEPARTMENT 1 0 8 0 1 3 3 0 3 0 2 0 1 2 4 0 1 3 0 0 1 9 0 0 11 14 0 0 0 0 2 0 51 18 11 5 23 6 15 12 8 8 0 0 48 43 ENTRY DEPARTMENT 1 0 2 23 1 1 4 1 1 3 4 1 10 6 13 2 2 3 1 5 27 1 1 0 142 152 1 5 0 0 1 0 171 243 412 253 **REGISTERED ON BEACH All Groups Class A Class B Class C 2 102 6 8 15 15 74 50 69 37 53 29 9 67 0 4 2 20 1 7 5 6 9 12 15 8 12 1 20 7 0 5 1 1 1 1 4 1 9 2 13 2 1 0 8 3 0 0 56 540 130 47 0 3 1 0 1 2 1 4 1 2 2 1 8 1 0 0 0 69 2 3 7 1 0 7 3 10 5 6 6 11 3 14 7 0 5 0 2 1 0 0 0 3 3 6 2 1 0 6 0 0 0 10 9 10 61 34 34 17 38 14 9 44 0 5 27 356 88 24 0 5 1 0 34 0 0 5 7 7 41 21 81 21 44 0 7 1 1 1 1 2 6 11 3 8 1 25 1 0 4 0 1 5 1 6 2 1 1 34 6 0 0 3 6 8 20 0 3 1 0 0 0 0 1 0 7 0 1 0 28 0 0 0 63 301 72 38 0 0 0 0 0 47 5 10 2 36 4 7 3 2 9 1 0 3 1 23 4 22 3 3 1 244 2 0 0 0 0 0 0 0 0 0 0 0 0 0 6 3 28 9 80 27 48 18 9 26 0 0 10 15 9 24 12 32 11 93 11 0 7 10 0 316 276 328 146 1,513 566 437 *"Total Registered " means the number of men who actually registered for shipping at the port last month . ** " Registered on the Beach" means the total number of men registered at the port at the end of last month. - - Shipping in the month of January was down from the month of December. A total of 1,469 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,469 jobs shipped, 658 jobs or about 45 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 146 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 4,496 jobs have been shipped. 30 I LOG I February 1987 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 GLOUCESTER, Mass. 11 Rogers St. O1930 (617) 283-1167 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave. , Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 2067 4 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATILE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 SUBIC BAY, Rep. of Philippines 34 21st St., W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 �Boom Bust B OOM and bust. That's how most people would describe the maritime industry. It's a pretty accurate description. For the past 100 years, the maritime industry has been like one big roller coaster. Boom during the Civil War. Bust afterwards. Boom during World War I. Bust afterwards. Boom during World War II. Bust afterwards. Seamen who make a living in this industry accept this as part of the territory. After you've been around for a while, you get to know the ride like the back of your hand. It goes something like this: POINT A (top of the roller coaster}The United States is faced with a lifethreatening situation (Civil War, World War I, World War II). The Americanflag merchant marine plays a pivotal role in the effort against the enemy (runs a blockade against the Confederacy, brings troops and supplies to our Allies in Europe). Seamen suffer high casualty rates (the second highest during World War II, after the Marines), and are lauded for their heroic actions. POINT B (the car is starting to all}The war is over. Ameri n companies are tired of pa · axes and adhering afety and wage standards. to m1 ey look for a way out. They lobby Congress and the military. The government accepts their arguments and turns a blind eye to the industry (denies seamen's veteran status, enacts hip Sales Act of 1946, formulates Effective U.S. Control Doctrine). Americanowned companies document their vesunder foreign regi tries. PO the car gains speed as it proceeds downward)-Shipboard conditions and wages for eamen decline. Skilled mariners leave the industry. The number of vessels registererd under the American-flag grows smaller each year. POINT D (the car reaches bottom)Conditions for seamen become intolerable. The industry is convulsed with changes (the switch from wooden hulls to steel structures, containerization, intermodal operations). The labor movement remains divided, but tries to respond to the challenge the best way that it can. POINT E (the car starts to climb again, slowly)-Military planners become alarmed. Conditions overseas worsen. Foreign-klg vessels prove unreliable. Last minute legislation is enacted to save the industry (Merchant Marine Act of 1915, Merchant Marine Act of 1936). POINT A (you reach another peak) The United States is faced with a lifethreatening situation .... You get the picture. Right now, we are somewhere between Point D and E. The car has reached bottom (fewer than 400 are ve sels are registered under the American flag). Military planners have become alarmed (The Navy has embarked on a costly buildup of the govemmentcontrolled fleet and predicts a severe shortage of skilled mariners by the early 1990s). Conditions overseas are getting worse (the Iran-Iraq War, Central America, the Philippine ). Foreign-flag vessels have proven to be unreliable (Yom Kippur War of 1973, when the President of Liberia prohibited cargo to Israel from being carried on Americanowned but Liberian-flagged vessels). There's only one problem. The government hasn't come up with a program to revive the industry. It won't even maintain the present level of funding. It makes pious speeches about free trade. If it doesn't get its act together soon, then the ride just might be over. Letters To The E ditor 'Goals Become Reality • • • ' I would like to take this opportunity to thank the SIU, all the staff at SHLSS and you, the members, for the chance I have been given to further my education. I am attending school at the California Culinary Academy with the aid provided by the Charlie Logan Scholarship Program. It is just one of the many opportunities open to Seafarers to continue their education. Thanks to people such as Tracy Aumann, Romeo Lupinacci, Bud Adams and Joe Wall, I was able to complete my requirements for a degree from the Charles County (Md.) Community College ... and I was able to upgrade my steward department skills from third cook to chief cook. And thanks to all of the staff at SHLSS, my short-term goals became reality. The scholarship provided by the Seafarers Welfare Plan now makes my most important long-term goal a close reality. The opportunity, facilities and people at SHLSS are there for all of us. Each member should make full use of them for self improvement. For those members who can't or won't use them, they should be appreciated for the good they are accomplishing. Fraternally, Reynaldo C. Hernandez San Francisco, Calif. Prescripffon Drugs Generic vs. Brand Name Drugs By Phillip L. Polakoff, M.O. Director, Western Institute for Occupational/Environmental Sciences People who have to take prescription medication over a long period can often save a lot of money by switching from a brand name drug to a less expensive generic equivalent. You will need your doctor's cooperation to do this. Some doctors are more willing than others to make the change. But it's worth a try, and you can strengthen your case-and, incidentally, your peace of mind-by knowing something about the pharmaceutical industry and how it's regulated. The vast majority of new drugs start out on the road to stardom as compounds of ordinary generic ingredients. In the lab, they're simply known by a number. Later, they get an official generic or ''scientific'' name, also known as a nonproprietary name. This usually comes during the clinical testing phase. Then, if things are working out right, two important changes take place: The drug get a patent. It also acquires a snappy new trade name , also known as a proprietary name, and move into the bigtime-moneywise. Patients are sometimes surprised to learn that a drug can be patented like an invention. But that's a fact, and the maker can capitalize on it by marking up the price of the drug to recoup the costs of developing, testing and marketing. That protection runs approximately 17 years. During that time, the new star is promoted heavily through glos y ads in medical journals, and by the persuasive pitches of detail reps who cal1 on doctors. A a result, a physician may write a prescription for a highly-touted brand name because of familiarity, habit, even conviction that the product is superior. The brand name is u ually shorter and easier to remember. The generic equivalent is known by its long chem- ical name-hard to spell and practically impossible to pronounce. It's a lot easier to write Librium or Darvocet-N or Dilantin than chlordiazepoxide or propoxyphene napsylate or phenytoin-their generic equivalents, respectively. But, if you can overcome these hurdles to generic prescriptions, what about your health? You want good medicine, first of all. Are the generics just as good as the razzle-dazzle brand names? Will they work a well for you? Under the law, generic drugs must contain the same ingredients as their brand name counterpart , and do the same job. The FDA doe n't allow a company to ell a medicine that' 80 percent or 95 percent a effective as the original product. It's got to be identical. In the language of the trade, thi means that the generic must be ''therapeutically equivalent"-producing the same effects in the body-and "bio- logically equivalent"-having the same active ingredients, strength, and rate of absorption as its brand name counterpart. Not all brand name drugs can be pa~red off against a generic equivalent so you can buy the cheaper version. For one thing, the brand name product may still be protected from competition by its patent. Even after the patent runs out, you still may not be able to find a generic sub titute-again, for an economic reason. Maybe the market for the drug isn't large enough-say, it treats an uncommon condition or symptom and too few people need it-to attract a generic manufacturer to go into production. Mo t public libraries have books on generic drugs and the pharmaceutical business. They can help you to become a more informed consumer. You'll probably save money and, perhaps, help your doctor learn a thing or two in the process. ~ February 1987 I LOG I 31 �Boom Bust B OOM and bust. That's how most people would describe the maritime industry. It's a pretty accurate description. For the past 100 years, the maritime industry has been like one big roller coaster. Boom during the Civil War. Bust afterwards. Boom during World War I. Bust afterwards. Boom during World War II. Bust afterwards. Seamen who make a living in this industry accept this as part of the territory. After you've been around for a while, you get to know the ride like the back of your hand. It goes something like this: POINT A (top of the roller coaster)The United States is faced with a lifethreatening situation (Civil War, World War I, World War II). The Americantlag merchant marine plays a pivotal role in the effort against the enemy (runs a blockade against the Confederacy, brings troops and supplies to our Allies in Europe). Seamen suffer high casualty rates (the second highest during World War II, after the Marines), and are lauded for their heroic actions. POINT B (the car is starting to all)The war is over. Ameri an companies are tired of pa · axes and adhering to m1 afety and wage standards. ey look for a way out. They lobby Congress and the military. The government accepts their arguments and turns a blind eye to the industry (denies hi seamen's veteran status, enact Sales Act of 1946, formulates Effective U.S. Control Doctrine). Americanowned companies document their vesunder foreign regi trie . PO (the car gains speed a it proceeds downward)-Shipboard conditions and wages for eamen decline. Skilled mariners leave the industry. The number of vessels registererd under the American-flag grows smaller each year. POINT D (the car reaches bottom)Conditions for seamen become intolerable. The industry is convulsed with changes (the switch from wooden hulls to steel structures, containerization, intermodal operations). The labor movement remains divided, but tries to respond to the challenge the best way that it can. POINT E (the car starts to climb again, slowly)-Military planners become alarmed. Conditions overseas worsen. Foreign-k1g vessels prove unreliable. Last minute legislation is enacted to save the industry (Merchant Marine Act of 1915, Merchant Marine Act of 1936). POINT A (you reach another peak) The United States is faced with a lifethreatening situation .... You get the picture. Right now, we are somewhere between Point D and E. The car has reached bottom (fewer than 400 are vessels are registered under the American flag). Military planners have become alarmed (The Navy has embarked on a costly buildup of the governmentcontrolled fleet and predicts a severe shortage of skilled mariners by the early 1990s). Conditions overseas are getting worse (the Iran-Iraq War, Central America, the Philippines). Foreign-flag vessels have proven to be unreliable (Yom Kippur War of 1973, when the President of Liberia prohibited cargo to Israel from being carried on Americanowned but Liberian-flagged vessels). There's only one problem. The government hasn't come up with a program to revive the industry. It won't even maintain the present level of funding. It makes pious speeches about free trade. If it doesn't get its act together soon, then the ride just might be over. Letters To The Editor 'Goals Become Reality • • • ' I would like to take this opportunity to thank the SIU, all the staff at SHLSS and you, the members, for the chance I have been given to further my education. I am attending school at the California Culinary Academy with the aid provided by the Charlie Logan Scholarship Program. It is just one of the many opportunities open to Seafarers to continue their education. Thanks to people such as Tracy Aumann, Romeo Lupinacci, Bud Adams and Joe Wall, I was able to complete my requirements for a degree from the Charles County (Md.) Community College ... and I was able to upgrade my steward department skills from third cook to chief cook. And thanks to all of the staff at SHLSS, my short-term goals became reality. The scholarship provided by the Seafarers Welfare Plan now makes my most important long-term goal a close reality. The opportunity, facilities and people at SHLSS are there for all of us. Each member should make full use of them for self improvement. For those members who can't or won't use them, they should be appreciated for the good they are accomplishing. Fraternally, Reynaldo C. Hernandez San Francisco, Calif. Prescription Drugs Generic vs. Brand Name Drugs By Phillip L. Polakoff, M.D. Director, Western Institute for Occupational/Environmental Sciences People who have to take prescription medication over a long period can often save a lot of money by witching from a brand name drug to a less expensive generic equivalent. You will need your doctor's cooperation to do this. Some doctors are more willing than others to make the change. But it's worth a try, and you can strengthen your case-and , incidentally, your peace of mind-by knowing something about the pharmaceutical industry and how it's regulated. The vast majority of new drugs start out on the road to stardom as compounds of ordinary generic ingredients. In the lab, they're simply known by a number. Later, they get an official generic or " cientific" name, also known as a nonproprietary name. This usually comes during the clinical te ting phase. Then, if things are working out right, two important changes take place: The drug get a patent. It also acquires a snappy new trade name, also known as a proprietary name, and moves into the bigtime-moneywi e. Patients are sometimes surprised to learn that a drug can be patented like an invention. But that's a fact, and the maker can capitalize on it by marking up the price of the drug to recoup the costs of developing, testing and marketing. That protection runs approximately 17 years. During that time, the new star is promoted heavily through glos y ads in medical journals, and by the persuasive pitches of detail reps who call on doctors. A a result, a phy ician may write a prescription for a highly-touted brand name because of familiarity, habit, even conviction that the product is superior. The brand name is u ually shorter and easier to remember. The generic equivalent is known by its long chem- icaJ name-hard to spell and practically impossible to pronounce. It's a lot easier to write Librium or Darvocet-N or Dilantin than chlordiazepoxide or propoxyphene napsylate or phenytoin-their generic equivalents, respectively. But, if you can overcome the e hurdles to generic prescriptions, what about your health? You want good medicine, first of all. Are the generics just as good as the razzle-dazzle brand names? Will they work a welJ for you? Under the law, generic drugs must contain the same ingredients a their brand name counterparts, and do the same job. The FDA doe n't alJow a company to sell a medicine that' 80 percent or 95 percent a effective as the original product. It's got to be identical. In the language of the trade, thi means that the generic must be ''therapeuticaUy equivalent''-producing the same effects in the body-and "bio- logically equivalent"-having the same active ingredients, strength, and rate of absorption as its brand name counterpart. Not all brand name drugs can be pa~red off against a generic equivalent so you can buy the cheaper version. For one thing, the brand name product may still be protected from competition by its patent. Even after the patent runs out, you still may not be able to find a generic substitute-again, for an economic reason. Maybe the market for the drug isn't large enough-say, it treats an uncommon condition or symptom and too few people need it-to attract a generic manufacturer to go into production. Mo t public libraries have books on generic drug and the pharmaceutical business. They can help you to become a more informed consumer. You'll probably save money and, perhaps, help your doctor learn a thing or two in the process. February 1987 I LOG I 31 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1987 Description An account of the resource HEADLINES TRADE TOPS SIU HILL AGENDA, BILL COULD BOOST U.S. MERCHANT MARINE CDS RULE OVERTURNED HEYMAN NAMED NEW COUNSEL IRAN-IRAQ WAR ZONE, A THREAT TO WORLD SHIPPING U.S. LINES TO SELL 20 SHIPS DR. SAN FILIPPO NAMED SIU MEDICAL DIRECTOR STATE OF MARITIME IRAN-IRAQ ALF-CIO DEMOCRATIC RESPONSE NEW LEGISLATION MARITIME TRADES DEPARTMENT SEALIFT IS THE BEDROCK OF OUR NATIONAL SECURITY WHERE ARE THE SHIPS MILITARY PLANNERS ARE DISTURBED BY THE DECLINE OF THE AMERICA-FLAG WHAT HAPPENED TO SEALIFT CAPABILITY? THE U.S. MERCHANT MARINE IS THE SOURCE OF U.S. SEALIFT: WHY HAVE WE ALLOWED IT TO DECLINE? WHAT ABOUT FOREIGN-FLAG VESSELS: CAN WE COUNT ON THEM IN A NATIONAL EMERGENCY? THE “EFFECTIVE CONTROL” DOCTRINE: IT FAILS TO ADDRESS THE GROWING INSTABILITY OF MANY THIRD WORLD NATIONS. AMERICAN-OWNED FOREIGN-FLAGGED VESSELS: A MOCKERY OF THIS NATION’S LAWS. THE REAL PROBLEM: WHAT HAS HAPPENED OT THE AMERICAN-FLAG MERCHANT MARINE? THE “EFFECTIVE CONTROL” DOCTRINE: IT HAS COST THE UNITED STATES BILLIONS OF DOLLARS THE DECLINE OF THE AMERICAN FLAG MERCHANT MARINE: PART OF A LARGER PROBLEM THE AMERICAN MARITIME INDUSTRY IN THE INTERNATIONAL MARKETPLACE: THERE IS NO SUCH THING AS FREE TRADE. THIS COUNTRY’S ECONOMIC DECLINE MUST BE REVERSED: SO MUST THE DECLINE OF THE AMERICAN-FLAG MERCHANT MARINE. IT CAN BE DONE! BUT WE MUST ACT AND WE MUST ACT NOW. USNS ASSERTIVE: WELCOME TO THE REAL WORLD MSCPAC TO IMPROVE SERVICES NASSCO WINS NAVY CONTRACT GENERIC VS. BRAND NAME DRUGS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 2 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/46a2cdff3d90406b505f0ba73fee9fca.pdf be82392b794c7ed9dead1caa8b999483 PDF Text Text Official Publication ol the Seafarers International Union• Atlantic, Gull, Lakes and Inland Waters District• AFL-CIO Vol. so, No. 2 February 1988 DOD Claims U.S. Crews Would Hurt National Security Kuwaiti Tankers Win Waiver from Crewing Law What at first seemed like a sweet victory for the maritime industry turned into bitter defeat this month when the Department of Defense asked for, and was granted, a waiver exempting the 11 reftagged Kuwaiti tankers from U.S. citizenship crewing requirements. Maritime unions, Capitol Hill supporters and industry leaders reacted with outrage and threats of legal action. "We will explore every legal and legislative avenue open to us to reverse this arbitrary administration slap at the intent of Congress," said SIU President Frank Drozak. (See box) Rep. Walter B. Jones (D-N.C.), chairman of the House Merchant Marine and Fisheries Committee, sug- gested that legal action be taken against the waiver. "I am confident that this action by the administration is unlawful. And, if I were a merchant seaman ready to serve aboard a reftagged vessel in the Persian Gulf, I would certainly sue and expect to win. I hope that those who represent merchant seamen who have been deprived of employment by this unlawful action will go to court," Jones said. In its waiver request, the Defense Department outlined no reasons for the crewing exemptions. It simply cited national security reasons. Under the terms of recently passed legislation requiring American ships to carry 75 percent unlicensed U.S. AFL-CIO Maritime Trades Unions Meet to Set '88 Legislative Goals BAL HARBOUR, Fla. . . . The administration's decision to waive American manning and citizenship requirements on 11 Kuwaiti tankers was unanimously condemned by the Executive Board of the 8.5 million member Maritime Trades Department of the AFL-CIO which met here Feb. 11-12 to set new legislative priorities. MTD President Frank Drozak had already gone on record as opposing the Feb. 9th waiver, which was announced by Defense Secretary Frank C. Carlucci. Drozak said that the move would ''do immeasurable harm to the maritime industry's continuing effort to meet the national security role that Congress had established'' for the Americanftag merchant marine. (See story on this page.) The Executive Board also reviewed its programs for the remainder of the 1OOth session of Congress, and vowed to make use of its extensive grassroots political action network of port councils to make its voice heard in the upcoming primaries and national election. The Board members analyzed the success that the MTD had during the past year in getting transportation removed from the provisions of the Canada Free Trade Agreement and in enacting H.R. 2598, the Fishing Vessel Anti-Reftagging Act. Special mention was made of the recent ruling awarding merchant seamen who sailed during World War II veterans' status. The MTD had initiated and led an eight-year fight to get the Department of Defense to change its opposition to this long-overdue recognition. Targetted for action during the remainder of this session of Congress were the following issues: the Omnibus Trade Bill, the development of oil reserves in the Arctic National Wildlife Reserve (ANWR), preserving the integrity of the Jones Act, shipbuilding, occupational safety and health, Social Security, minimum wage, Medicare, and implementation of recommendations contained in the Commission on Merchant Marine and Defense, which were aimed at reviving this country's declining sealift capability. AFL-CIO Secretary-Treasurer Tom Donahue addressed the meeting and told the Board members that they had to confront an institutional bias in order to get labor's message across to the public. Many people in positions of power in business, government and the media will never be able to comprehend ''Solidarity ... about the feeling it brings to a trade unionist when you see a fulfillment of it." Members of Congress addressed the meeting, including Sen. Howell Heflin (D-Ala.), Rep. Don Young (R-Alaska), Rep. Joe Moakley (DMass.) and Rep. Gerry Sikorski (DMinn.). crewmen and 100 percent American officers, waivers may be granted by the Department of Transportation. But when DOD requests such a waiver for "national security" reasons , the waiver must be granted. ''Time and time again, American seamen have been called upon to support our national defense requirements. They served honorably and reliably when called upon. ''To say now that American seamen on U.S. vessels undermine our national security is simply not supported by the record," Drozak said. The reflagged tankers receive American Navy protection in the Persian Gulf on their runs from Kuwait to mostly European ports. Iran and Iraq have been at war in the region for more than seven years. During that time planes and small boats from both countries have attacked shipping in the Gulf. More than 350 merchant seamen have been killed in those attacks. When the reflagging request was being debated on Capitol Hill, the representatives of Chesapeake Shipping (the American firm set up by the Kuwaiti's to handle the ships) said they would abide by American law concerning the crewing requirements, even if it meant using American crews. At that time the administration claimed that the ships would only have to carry an American captain because of a then-existing loophole in U.S. maritime law. The SIU and other maritime groups argued that interpretation was wrong, but to no avail. The tankers were allowed to operate with just the American captain. Later, U.S. radio officers were required on board. In the closing days of the last congressional session, an amendment was attached to H.R. 2598, a bill establishing citizenship requirements for fishing and fish processing vessels. The amendment called for citizen crews on all U.S . vessels. President Reagan signed it into law Jan. 11. At the time it was considered a victory for the merchant marine. But immediately rumors began that the Defense Department would ask for a national security waiver. It had until Feb. 11 to do so. While no one in the administration would comment publicly about a possible waiver, indications were it would be requested. In a letter to Secretary of Defense Frank Carlucci, Drozak strongly urged that no waiver be asked. He argued such a waiver would have adverse impacts on national security. ''The SIU believes such action is inappropriate and does immeasurable harm to the industry's continuing effort to meet the national security role Congress has established for it,'' he said. Following are excerpts from the letter: ''Waiver implementation by any government agency would be difficult to defend inasmuch as American merchant seamen have plied the world's sealanes with or without naval escort for 200 years. In war and peace, we have accepted our role as an integral part of American national security and have responded accordingly. One need only check the nation's military history records to determine the value of an American merchant fleet manned by citizen crews. The contributions American seamen have made over the years often go unnoticed, indeed decades may pass before the industry's irreplaceable efforts are recognized formally. Regrettably, it was only last month that the Department of Defense recognized the role American merchant seamen played in World War II, (Continued on Page 22.) Ins· e: WWII Seamen Victorious Page 3 /LO Measure Passes Senate Page NLRB raps McAllister SHLSS News s Page 10 Pages 11-14 �• res en's eport by Frank Drozak T HE maritime industry is coping with some drastic changes. The NMU has all but closed shop. The number of deepsea vessels flying the American flag continues to decline. Companies are merging their port facilities with their rail and trucking lines. The pace of change is expected to quicken this year. Unions that fail to adapt can expect to meet the same fate as the NMU, which was forced to merge with District 1-MEBA after U.S. Lines, its largest supplier ofjobs, filed for bankruptcy. * * * Change can be unsettling. Most of us in the maritime industry have grown used to a set routine. Yet that routine is gone forever, a victim of budget cuts, a worldwide depression in shipping, misguided U.S. trade policies and far-reaching technological advances. As your president, I have but one goal: to promote and protect your job security. And the best way to do that is to keep you informed of the facts so that you can take the necessary steps to remain employed, keep your benefits and upgrade your skills. Understandably, there are a lot of people in the maritime industry who don't want things to change. The only difference between them and me is that I am responsible for the wellbeing of the 80,000 members of our International Union. I don't have the luxury of being a Monday morning quarterback; if I fail to respond to changes in the industry, our members could wind up being stranded on the beach without jobs. Any time I find myself refusing to look reality in the eye, I think of the 3,000 NMU pensioners who have had their pensions jeopardized by the bankruptcy of U.S. Lines, or of NMU members in the engine department whose jobs may be eliminated so that District 1 members can remain employed. * * * There were a lot of disturbing developments last year. But none bothered me more than the sight of union leaders not being honest about conditions in the maritime industry. To give one example: licensed unions like District 1-MEBA told their mem- All graduates of the Merchant Marine Academy in Kings Point, N. Y. receive training in deck and engine. The Harry Lundeberg school is the first private maritime training center to set up multi-department training programs, which gives our members a competitive edge in manning. We have been running a series of articles in the LOG to explain these developments. If you have the chance, take a look at the story in this month's issue. (See page 5 .) bers that SMU contracts onboard military ships were "sweetheart" deals. They failed, however, to tell their members the following things: SMU contracts are competitive with those in the industry. * The lowest wage rates in the industry were on Top Gallant, a topto-bottom vessel of District 1-MEBA. At least one Top Gallant contract doesn't have any provisions for wage and pension contributions. They may be included at some later date, but they aren't there now. Both Top Gallant and MEBADistrict I PASS, a top-to-bottom organization, were formed to bypass unlicensed unions. Industry experts predicted that most American-flag companies would reflag unless there was some reform of the liner subsidy program. * One of the reasons that Congress has failed to enact a liner subsidy program is that it could not justify high licensed costs. (Some licensed officers make as much and more as the Congressman who oversee the subsidy programs.) * The licensed officers have a plan to cut costs: eliminate unlicensed jobs, especially in the engine department. The only new work being created in the maritime industry is n milit ry support vessels that have been contracted out to the private sector. * The MSC does not want to give up any of this work, and is actively trying to disrupt the industry's efforts to man military vessels. Several times last year, the MSC put vessels out to bid, only to bid on the work itself. The worst thing about this disinformation is that it makes it impossible for anyone to take inventory of what should be done. Drastic Changes In Shipping Companies and Maritime Unions. Who could have ever imagined an American-flag merchant marine without U.S. Lines, or that the NMU would cease to exist as a separate entity? Both both developments have come to pass. There are many new players in the game. APL and Sea-Land are vying for domination of what is left of the American-flag liner service. Neither of these organizations views maritime as a separate industry, but rather as an interdependent cog in a larger transportation network. As for maritime unions, look for new unions, and merged unions to be major players in the competition to sign up new military work. Also look for more established entities like the newly merged MEBA 1-NMU and the year-old Seafarers Maritime Union to concentrate their efforts in this field. * * * * * * Here, then, is a quick rundown of what I believe will be the major trends in the upcoming year. We may not like them, but it is imperative that we admit that they exist. Otherwise, we will be unable to mount an effective strategy. There Will Be Changes In Manning Scales. Many of these changes are already taking place. A number of companies have experimented with all-purpose crews and cross-utilization of departments. There Will Be Drastic Changes In Technology And Training. In order to survive, what's left of the American-flag merchant marine will incorporate advanced technology on new ships. This will mean an increased emphasis on training and education. Schools like our Seafarers Harry Lundeberg School are on the cutting edge of a major educational innovation in this country. But while most exist- * * * * * * * * * Our Shipping Procedures Will Be Overhauled. You can't run a 1988 Cadillac with a 1938 engine. Our shipping rules are 50 years old and entirely out of date. As Vice President "Red" Campbell announced at the membership meeting, the SIU is looking to implement some kind of national system of registration-a national hiring hall, so to speak. * * * ing educational facilities are geared toward training entrants into new job markets, or for retraining people once their jobs have relocated overseas, SHLSS is unique in that we are trying to save an existing American industry by encouraging technological advances through upgrading programs. In effect, we are in the vanguard of this nation's maritime trade war with Japan, Western Europe and the newly industrialized countries of the Far East. * * * There Will Be Changes In Our National Government. This represents a great opportunity for the maritime industry. Maritime was on the bottom of this administration's priorities. We now have the chance to elect someone who is more sympathetic to our needs. In addition, many of our efforts to represent our members have been hampered by the anti-labor policies of the present administration. The 1988 presidential and congressional elections give us a chance to turn things around. * * * We Are Not Alone: Maritime is not the only American industry to confront these changes, and seamen are not the only workers to look into new ways of doing things. Workers all across the country-in automobile plants, factories and even in high-tech service industries-are facing the same problems that we are facing. Members of the United Auto Workers Union have agreed to flexible work rules in exchange for guarantees of increased job security. This represents a drastic change in bargaining priorities. These changes have occurred because the challenges facing American workers are different. It is no longer possible to use the same old tactics. The post-war era was a golden age for American workers, especially seamen. But it is gone, perhaps forever. The name of the game today is survival. Anyone who tells you differently is either lying or is stupid. And yet, in all areas of change, there are great possibilities. Ifwe play our cards correctly, members of this Union have a chance to improve their working conditions and job security. But it will take patience, hard work, and above all else, solidarity. Anything short of that just won't work. Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL..CIO February 1988 Vol. 50, No. 2 Executive Board Frank Drozak President I ~ Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Carla Tomaszewski Contributing Editor 2 I LOG I February 1988 Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md. 20746, Tel. 8990675. Second-class postage paid at M.S.C. Prince Georges. Md . 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md . 20746. �Vets Win Closes WW II For Merchant Mariners A little less than 43 years ago, American merchant seamen could rest a bit easier. World War II was just over and the deadly threats from enemy submarines, aircraft and mines disappeared. But none of the 250,000 men who sailed could have guessed that the final chapter of their war history would not be written until January 1988. That was when the Defense Department, under pressure from a federal judge, finally awarded the seamen veterans' status, which had been denied them for four decades (see January 1988 LOG). Now the only thing that stands between the surviving seamen (roughly estimated between 15,000-70,000) and veterans' benefits are government forms and paperwork. But the Jan. 21 decision does not mean that the WWII-era seamen will automatically receive a wide range of benefits, a Veterans Administration spokesperson told the LOG. Each benefit is decided on a case-by-case basis. Before anyone may apply for veterans' benefits, he must receive a discharge from the branch of the service for which he sailed (see accompanying box for details). All SIU ports have the discharge request forms available and the forms are available from the VA. After a seaman receives his discharge, he may then be eligible for a variety of VA benefits. The possible benefits range from medical care to pensions to guaranteed home loans to burial, the VA said. But eligibility for each benefit is not automatic. For example, the VA has what is called a "means test" to determine who qualifies for VA medical care. It takes into account income, assets and ability to pay. Some seamen could qualify for free medical care while others might be required to make some payments for the care, the spokesperson said. Also, some seamen could qualify for service-connected or non-serviceconnected disability pensions. But again, each case must be decided on its own merits. Like other organizations, the VA has no estimate of how many former seamen might qualify. Nor does it have an estimate of how long it may take to determine a person's qualifications for benefits. For the most part, reaction to the decision has been positive throughout the industry and in the press. "I'd have to say I was pretty elated, but I sure didn't think it would take so long," said Jim McCue who sailed on SIU ships as a wiper during the war. He retired in 1969 after becoming a chief engineer with MEBA-2. Ironically, McCue said, he and several friends began a short campaign in 1946 to persuade the government to grant the seamen veterans' status. "We wrote to the governors of New York and New Jersey and some senators, but after a few months we sort of gave up," he said. McCue, who sailed from 1942 until the end of the war, said he was one of the lucky ones. He was never wounded or had a ship shot out from under him. But he sailed in convoys where ships all around were blown from the water. One time on a Murmansk run, he said about 18 ships in his convoy were sunk. SIU Vice President "Red" Campbell is a World War II merchant sailor. He summed up the feelings of many of those seamen. "It's too late and too little," Campbell said. While he was pleased with the eventual outcome of the fight, he said he was "definitely angry" that it took so long. He was especially critical of some groups, such as the American Legion, who opposed veterans' status for merchant seamen. "We have guys who are more qualified and saw more action than some of those people who spent the war guarding a coal pile on Staten Island,'' he said. ''Roughly a quarter of a million Americans served in the merchant marine between Pearl Harbor and V-J Day. Some 5,662 of them died-a higher casualty rate than their counterparts in the Navy. The benefits to which their status entitles the survivors-including use of veterans' hospitals and burial in national cemeteries-are long overdue," an editorial in The Journal of Commerce said. Nationally syndicated columnist James J. Kilpatrick devoted an entire column to the merchant marine. ''The merchant seamen who served so bravely in that conflict finally are to get the recognition that injustice has so long denied them," he wrote. Marad Administrator John Gaughan said, "We are pleased that, with the granting of veterans status, the merchant marines' wartime credits are officially documented.'' "(It) is an extremely and long overdue breakthrough for our heroic seamen . . . It closes a dark chapter in our military history,'' said Rep. Walter B. Jones, chairman of the House Merchant Marine and Fisheries Committee. How to Apply Before any WW II seamen may apply for veterans' benefits, they must first obtain discharge papers by filing form DD-2168. Those forms are available at each SIU port office. Below is the explanation of the requirements to gain veterans' status and how to gain an Armed Services Discharge Certificate. Marad Administrator John Gaughan said, "It would be of definite assistance in processing their applications if they also send copies of their U.S. Coast Guard Certificates of Discharge or other evidence indicating the ships they served on and dates of service between Dec. 7, 1941 and Aug. 15, 1945." The Department of Defense suggests, ''Include any supporting documents which support your claim. Supporting material may include, but is not limited to, separation discharge certificates, mission orders, identification cards, contracts or personnel action forms, employment record, education certificates, diplomas, pay vouchers, certificates or awards, casualty information, and any other supporting evidence of membership and character of service performed.'' The SIU does not have individual shipping records prior to 1950. Application Instructions for an Armed Forces Discharge Certificate American Oceangoing Merchant Marine of WWII On Jan. 19, 1988, the Secretary of the Air Force, Edward C. Aldridge Jr., determined that the service of the "American Merchant Marine in W-Oceangoing Service during the Period of Armed Conflict, Dec. 7, 1941, to Aug. 15, 1945," shall be considered "active duty" under the provisions of Public Law 95-202 for the purposes of all laws administered by the Veterans Administration. Although technically not part of the United States Merchant Marine, Civil Service crewmembers aboard U.S. Army Transport Service and Naval Transportation Service vessels in oceangoing service or foreign waters are also included as parts of this approved group. To be eligible for Veterans Administration benefits, each member of the group must meet the following eligibility criteria: 1. Was employed by the War Shipping Administration or Office of Defense Transportation or their agents as a merchant seaman documented by the U.S. Coast Guard or Department of Commerce (Merchant Mariner's Document/Certificate of Service), or as a civil servant employed by the U.S. Army Transport Service (later redesignated U.S. Army Transportation Corps, Water Division) or the Naval Transportation Service; and 2. Served satisfactorily as a crewmember during the period of armed conflict, December 7, 1941, to August 15, 1945, aboard (a) merchant vessels in oceangoing, i.e., foreign, intercoastal, or coastwise service (46 USCA 10301 & 1050 I) and further to include "near foreign" voyages between the United States and Canada, Mexico, or the West Indies via ocean routes, or (b) public vessels in oceangoing service or foreign waters. Before an individual can receive any Veterans Administration benefits, the person must first apply for an Armed Forces Discharge Certificate by filling out a DD Form 2168 and sending it to one of the following offices: Merchant Marine: Commandant (GMVP-1112) United States Coast Guard Washington, DC 20593-000 I Army Transport Service: Commander U.S. Army Reserve Components Personnel & Administrative Center (PAS-EENC) 9700 Page Boulevard St. Louis, MO 63132-5200 Naval Transportation Svc: Naval Military Personnel Command (NMPC-3) Navy Department Washington, DC 20370-5300 SIU Featured on Public TV An innovative, 12-part television series entitled "Portraits of American Labor,'' has been produced for distribution in 1988 to public television and cable TV networks depicting the heritage and contributions of working men Hosted by Edward Asner, star of "The Lou Grant Show," the "Mary Tyler Moore Show," and "The Bronx Zoo," this new series provides a relevant and timely view of organized labor in the United States today that will educate, motivate and inspire both the millions of union members in the nation and the general public as well. The Seafarers International Union of North America is one of the halfhour programs scheduled. Forms are available from Veterans Administration offices, Merchant Marine veterans organizations, and from the offices listed above. February 1988 I LOG I 3 �Act Now or Pay Later Defense Report Outlines Steps to Rebuild Fleet If the United States doesn't start right now to rebuild its merchant fleet, drastic and expensive measures will be needed later. That's the gist of the recommendations just released by the presidentially-appointed Commission on Merchant Marine and Defense. The commission's role was to determine just how the U.S.-flag merchant marine could meet the nation's sealift and security needs. The commission's first report outlined the reasons why the merchant fleet, in its current state, would fall short in almost any emergency scenario. The main problems it pointed out were the shrinking number of ships and manpower and the lack of any coherent national maritime policy. The commission calls for seven steps to rebuild the U.S. fleet to meet defense needs. The recommendations range from the simple-defining a national maritime policy-to the more complex-promotional programs ranging from build and charter to subsidy reform. The commission warned that if action is not taken soon, the nation could be faced with the need to impose stringent commercial cargo preference laws and direct construction and operating subsidies. ''At one time or another during the past several years, the SIU has addressed the issues in the commission's second report. This Union is looking forward to working with Congress and the administration to implement these recommendations that could establish a well-rounded· maritime program that will guarantee a merchant fleet and shipbuilding base big enough to meet minimal national security needs for years to come," said SIU President Frank Drozak. Drozak pointed out that the recommendations in the report would be of "minimum cost but maximum benefit." He said he agreed with the commission's prediction that if action isn't taken soon, the cost down the line will be very high. ''Here is a chance to do something now. The condition of the maritime industry is no secret. In addition, defense planners and industry experts have been warning for years that there are just not enough ships and seamen to meet any major needs in a conflict,'' Drozak said. He praised the commission for declaring that the best way to meet defense needs is through a healthy and privately-owned merchant marine. ''The sealift component of the national defense effort must be solidly founded in a privately-owned commercial merchant marine, operating profitably in the domestic and foreign commerce of the United States and capable of carrying a substantial share of the United States' imports and exports, and in a shipbuilding industry with adequate ability to construct and repair the ships required for rapid expansion of the nation's sealift capability in time of war or national emergency,'' the commission said. "The problems of the maritime in- dustries are complex and pervasive. The solutions must be multifaceted and their implementation must be sustained consistently over time, must be all-encompassing, and must begin with the imposition of immediate measures. The nation as a whole should bear a major portion of the cost of revitalizing our maritime industries in order to enable those industries to play their required part in maintaining our national security,'' the commission said. "Let there be no doubt that this nation can no longer view the United States merchant marine and our maritime industries as 'nice to have'. A failure to revitalize the industries at this juncture may be a grave blow to the nation's security in the future," it said. Commission Chairman Jeremiah Denton said the recommendations are intended to "make it possible by 1990 to have established favorable trends in the capacity of our merchant marine to meet minimum security needs." eR co mendation Following are the recommendations made by the Commission on Defense and the Merchant Marine. These recommendations were taken from the commission's executive summary of their report. In its first report, Findings of Fact and Conclusions, dated Sept. 30, 1987, the commission found "clear and growing danger to the national security in the deteriorating condition of America's maritime industries." Subsequent developments have done nothing to change that conclusion; indeed, reactions to the report have underlined the severity and the urgency of the situation. In accordance with the mandate given to them in law, in this, their second report, the commissioners provide recommendations based upon the study that led to the first report. The commissioners make seven principal recommendations for legislative action, action by the executive branch, and action by the private sector: First, the commissioners recommend that, as the initial step in reversing the downward trend in the United States maritime industries, the president, by executive order, state a national policy. The policy should reaffirm the need of the United States for a strong merchant marine fleet and shipbuilding and ship repair industry, relate that need to national security and defense requirements, and assign responsibilities to the applicable federal agencies to take the requested actions. In their first report, the commissioners concluded that such a policy statement should include seven points, and they reaffirm that conclusion as part of the recommendation. For immediate effect, the commissioners recommend that the president issue a National Security Decision Directive to direct all federal departments and agencies to take all steps within their current authority and discretion to preserve and begin the rebuilding of the United States-flag merchant marine and its supporting United States shipyard industrial base. Second, the commissioners recommend that Congress and the administration act decisively and promptly during the second session of the lOOth Congress to complete ongoing efforts to develop and enact into law a meaningful Operating Differential Subsidy (ODS) reform package. The package should ensure more flexible and competitive United States-flag carrier service, remain within reasonable budgetary constraints, and function to sustain and expand the contributions of the commercial merchant marine to the strategic sealift capability of the United States. The package should allow authority for limited and controlled worldwide procurement of ships in parallel with implementation of new domestic commercial shipbuilding programs. Third, the commissioners recommend the immediate development and implementation of a "Procure and Charter" program. The program should be designed to develop preliminary and detail designs for commercially viable yet militarily useful dry and liquid cargo ships suitable both for mobilization requirements and for commercial service, should provide for the construction of prototypes, and should include multi-year construction and procurement of such ships. 4 I LOG I February 1988 The program should, additionally, include changes for laws that currently limit the length of government charters, and should provide for design and prototypes construction of mobilization ships optimized for military utility and speed of construction. The recommendation includes the possible construction of troop transports to be available as mobilization assets and for maritime training; continuation of improved versions of existing programs of support for domestic commercial ship construction; tariffreforms to assist the United States ship repair industry; and efforts to stimulate and promote the construction of military ships for foreign military sales. Fourth, the commissioners recommend that the congress and the administration act to create more equitable competitive conditions for the maritime industries by removing impediments to trade, either through negotiations or by the imposition of sanctions against foreign countries that discriminate against the United States, and that the administration incorporate the interests of United States-flag ship operators in trade negotiations. Further, the departments of Commerce and Transportation, along with other government agencies, should develop and implement programs to encourage United States firms to increase their participation in foreign trade; the Congress and the departments of Commerce, Transportation, and Treasury should develop programs to promote greater use of United States-flag ships by United States firms, including United States owned subsidiaries located overseas; and the executive .~ranch and Congress should strengthen and expand existing cargo reservation programs and legislation to include all government or government-impelled cargo in order to increase cargo availability for United States-flag ship operators and to stimulate merchant ship construction in the United States. The goal of the efforts should be the sustained growth of the percentage of American foreign commerce carried on United States-flag ships, from about 4 percent today to at least 8 percent within 10 years. Fifth, the commissioners recommend that the administration and Congress support and improve the existing cabotage laws (commonly referred to collectively as the Jones Act) and resist any attempts either to weaken or to eliminate them. Simultaneously, the administration and Congress should develop and implement measures to provide ship operators in the Jones Act trade with incentives to improve the quality and military utility of their ships and should, if the potential benefits are found to exceed the costs, extend the Jones Act to require the use of United States-flag tankers for any voyage beginning and ending within the United States 200 nautical mile Economic Exclusion Zone in order to preserve that essentially domestic trade for United States-flag militarily useful tankers and their United States citizen crews. In addition, the administration and Congress should retain and enforce the current laws that effectively prohibit the export of United States produced oil, and studies should be made of the costs and benefits of extending the Jones Act to the Virgin Islands and of extending the Jones Act to cover commercial activities. (Continued on Page 7.) �Effective Manning Is the Key to a New Revitalization Of the U.S. Maritime Industry This is the fourth in a series of commentaries on the changes that have taken place in shipboard manning and new concepts in manning and productivity. * * * On Nov. 2-4, 1987, the U.S. Maritime Administration hosted a conference at the Merchant Marine Academy in Kings Point, N.Y. which was attended by executives of nearly every major U.S. -flag shipping company, the Coast Guard and leaders of maritime labor organizations. The purpose: to take a frank and open look at the competitive position of the U .S.-flag maritime industry, particularly as it relates to shipboard manning. The conference was put together by Cornell University. In its announcement of and invitation to the threeday meeting, MARAD allowed as how both industry and some maritime unions have worked out manning innovations, but suggested that further adjustments are needed if the industry is to be competitive in the world market. Unfortunately, not all of maritime labor attended the meeting: it would have been helpful to have had their experience and insights expressed. The discussions were candid and open. And while none of those who attended agreed with all of the opinions and recommendations that were offered, it was important that all segments of our industry have an opportunity to discuss and debate their viewpoints. "Effective Manning" One general consensus that emerged from the conference, though not unanimous, was that competitive manning is a misleading label, and that the true focus of the conference should be on effective manning. And it was argued right from the beginning by SIU President Frank Drozak that effective manning does not mean smaller crews, but rather a more flexible and productive use of existing crews. All of the conference participants were aware of the renewed interest, particularly among the fleets of Norway, Holland and Japan, in general purpose manning and the cross-utilization of unlicensed crewmembers who would be responsible for safe navigation at sea as well as underway maintenance and repair work on deck and in the engineroom. Much of their focus centered on this concept of general purpose crews as one of the ways in which the industry can become more competitive. In their conclusions, however, all of those who attended the conference recognized that labor costs are only one element of the picture. While they concluded that the implementation of general purpose crewing and the use of riding crews could offer significant economic benefits to the shipowners by eliminating the need for expensive shoreside ''bicycle shops," they recognized two other significant factors: • The U .S.-flag maritime industry is in a unique position in that it has both commercial and national defense obligations. This means that to look only to reducing crew size to reduce operating costs runs counter to the national defense requirement for an adequate seafaring manpower pool. • Experience has shown that without enlightened government support in terms of both cargo and subsidy, U .S.-flag operators will never be able to compete against either the flag-ofconvenience fleets with their substandard wages and conditions, or against the heavily state-supported fleets of other maritime nations. Following adjournment, the conference established five on-going committees to further explore the issues raised during the sessions. Among the five is the Statutory and Regulatory Committee, chaired by SIU President Frank Drozak, Exxon Shipping President Frank Iarossi, and U.S. Coast Guard Rear Admiral John Kime. It will explore ways to reduce existing crossover and three-watch restrictions as they apply to underway vessel maintenance and repair. This committee will hold its first meeting March 1, and Drozak has urged all maritime labor organizations to attend and participate. The other committees which were set up are: Effective Use of Existing Manning, Multi-Unions, Get Cargo, and the Ship of the Future. In urging fuller participation in this dialogue, Drozak said: "In my judgment, all of us in maritime labor must take a hard and realistic look at the current state of our ailing industry. In order to compete in an increasingly hostile international world market, the U.S.-flag maritime industry is in need of responsible and effective governmental assistance. However, we also need to look at our own manning practices. One by one, our foreign competitors are moving toward a dual purposes shipboard crew to perform vessel operation and underway maintenance activities. This is what the committee intends to address: the role of flexibility in an effective manning environment.'' Drozak stressed that there are no hidden agendas, and that there needs to be full expression of ideas from all sectors of maritime labor. He said: "I do not pretend to have all the answers, nor do I know what the eventual outcome of these meetings will be. I do feel that on issues which affect manning it is my responsibility to assume an active role and to seek the comments and suggestions of the leaders of all unions, licensed and unJicenced. ,, . * * * This, then, is the trend. Whether we like it or not, changes they are 'acoming. We in the SIU have always faced the hard facts, and made the right decisions. We have been able to do this because our membership is informed and united. Another of our strengths has been that we have always participated in changes within our industry rather than avoid our responsibilities. Pretty much we managed to control our destiny, rather than be the victims of it. Senate Ratifies ILO Conventions With the backing of the SIU, the Senate, for the first time in 35 years, overwhelming ratified two International Labor Organization (ILO) conventions. Convention No. 147 sets up minimum worldwide standards for seafarers, and No. 144 establishes a tripartite consultation system of labor, management and government on matters relating to the ILO. "By ratifying these two conventions, the U.S. sends a clear signal that it intends to play a central role in the ILO efforts to raise living and working standards worldwide," said Stephen I. Schlossberg, director of the ILO's Washington branch. SIU President Frank Drozak praised the Senate's action. "The ILO is an important organization and it's gratifying that after so long, the U.S. can throw its support behind these conventions. The SIU and other unions have been active in the ILO for years and now with this, we can say the U.S. government is too." U.S. maritime law supersedes the minimum seafaring standards set up in No. 147. But enforcement of these standards could have a beneficial effect on U.S. seafarers by raising worldwide safety and pay standards and narrowing the cost gap between seamen from traditional maritime countries and those from the underdeveloped nations. In a statement prepared for the Senate, Drozak said: ''The SIU welcomes ratification of ILO Convention No. 147 since it constitutes an acceptable, albeit minimal, international standard for employment of seafarers on vessels engaged in maritime transport. The need for an international instrument on the maintenance of minimum standards on vessels cannot be disputed. Worldwide cases of abuse and criminal activity by unscrupulous shipowners who engage seafarers from countries with subsistence economies at very low wage rates and few other social advantages are widespread. "Cost savings achieved by ignoring standards at sea is a certain formula for human misery, unreliable crews and lost ships. Well-trained professionals will not accept such conditions of employment; that is the reason that most substandard vessels or vessels under fly-by-night registries are often manned by unskilled, poverty stricken nationals of developing countries for whom a job at sea appears to represent a chance for betterment, but which in fact often represents further impoverishment. ''The close relationship between safety at sea and conditions of employment cannot be underestimated. Vessels registered under traditional maritime flags have lower loss rates because of higher training standards and government enforced operating regulations. The stark contrast be- tween the limited losses among traditional maritime nations with high manning and safety standards and acceptable conditions of employment and the high-loss record of convenience registries with no crew restrictions and little or no safety and training enforcement is perhaps the most compelling reasons for ratification of minimal international standards as found in ILO Convention 147." ILO Deputy Director General David Taylor, ranking American official in the Geneva-based organization, hailed the Senate's "historically important" action while in the country on official business. "One cannot stress how crucial it is for the United States to show the rest of the world the importance the nation attaches to international labor standards," T_a ylor said. "This decisive action by. the Senate underscores the U.S. commitment to the ILO and its broad programs for human rights and progress." Pensioners The following SIU members have retired on pension: DEEP SEA Algonac Gerard A. Doering Houston Marion E. Beeching Jacksonville Antonio Llanes Mobile Jack A. Olsen New Orleans Virgil S. Alford, Jr. New York Standmore Bell Benjamin Freeman Humberto Ortiz Peter Semyk Seattle Pedro Cortez Peter E. Dolan SUPPORT SPAD February 1988 I LOG I 5 �• I e The W-2's have been mailed and April 15 may seem a long way away, but it has a habit of sneaking up. There have been some changes in the U.S. tax laws. Here, from the IRS are the important changes, also an explanation of long-trip tax problems Seafarers may have. Consult your tax booklet from the IRS for step-by-step filing instructions. Important Tax Law Changes These changes are a result of the Tax Reform Act of 1986. They apply to tax years beginning after 1986, unless otherwise noted. Reduced Tax Rates. Most of the rates have been reduced and the rate structure has been simplified; for 1987 there are only .five tax rates ranging from 11% to 38.5%. Increased Exemption Amount. For 1987 the deduction allowed for each exemption is $1,900 (up from $1,080). Increased Standard Deduction. The standard deduction (formerly the zero bracket amount) has increased for most individuals. Age 65 or Over or Blind? The additional personal exemption for individuals who are age 65 or over or blind is no longer allowed. However, if you were 65 or over or blind and you do not itemize your deductions on Schedule A (Form 1040), your standard deduction is generally more than that allowed to other nonitemizers. See Standard Deduction for Persons Age 65 or Over or Blind for details. Social Security Numbers of Dependents. If you claim any person age 5 or over as a dependent, show that person's social security number on your return. If your dependent does not have a number, see the instructions for line 6c. New Rules for Children and Other Dependents. If you can be claimed as a dependent on another person's return (such as your parents' return), the following rules apply: • You may have to file a return for 1987 if your gross income is more than $500. (See Children and Other Dependents for details.) • You cannot take an exemption for yourself. • Your standard deduction may be limited. (See Standard Deduction for Children and Other Dependents for details.) Increased Earned Income Credit. For 1987 the income limit is $15,432 and the credit can be as much as $851. See the instuctions for line 56 for more details. Repealed Tax Benefits. The following benefits are no longer allowed: • Dividend exclusion. • Capital gain deduction of 60% for long-term capital gains. 6 I LOG I February 1988 • a • Partial exclusion of unemployment compensation. • Deduction for a married couple when both work (Schedule W (Form 1040)). • State and local sales tax deduction. • Charitable contribution deduction for nonitemizers. • Income averaging method to figure your tax (Schedule G (Form 1040)). • Partial credit for political contributions. Maximum Tax on Capital Gains-28%. If you have a net capital gain, your tax may be less if you can use the Alternative Tax Computation on Schedule D (Form 1040) to figure your tax. See Part IV of Schedule D to see if you qualify. Filing Requirements. Generally, the amount of income you can have before you are required to file a return has increased. See Who Must File for the new income levels. Tax on Investment Income of Children Under Age 14. For 1987 children under age 14 who have more than $1,000 of investment income (such as taxable interest or dividends) will generally pay tax on such income at their parents' tax rate. The children's other income, if any, will be taxed at their own tax rate. See Form 8615 under the line 37 instructions. Alternative Minimum Tax. The tax rate has been increased to 21 % and several tax preference items have been added or deleted. See the instructions for line 49 for more details. Travel, Meal and Entertainment Expenses. Generally, only 80% of your qualified meal and entertainment expenses may be deducted. Meals do not qualify unless certain requirements are met. The rules regarding travel as education, luxury water travel, convention expenses and tickets for entertainment have also changed. Get Publication 463, Travel, Entertainment, and Gift Expenses, for details. Employee Business Expenses. Generally, your unreimbursed business expenses are allowed only as a miscellaneous itemized deduction on Schedule A (Form 1040) and only to the extent they exceed 2% of your adjusted gross income. Get Publication 463 for details. Individual Retirement Arrangements (IRAs). Generally, if you were not covered by your employer's retirement plan, you may still deduct up to $2,000 of your IRA contributions but not more than your earned income. However, if you were covered by a Tetirement plan at work, your IRA deduction may be reduced or eliminated. Nondeductible contributions may now be made to IRAs. See the instructions for line 24a and 24b for details. Moving Expenses. Moving expenses are allowed only as an itemized deduction on Schedule A (Form 1040). Medical and Dental Expenses. You may deduct medical and deRtal expenses that are more than 7.5% of your adjusted gross income. Self-Employed Health Insurance Costs. If you were self-employed, you may be able to deduct as an adjustment to income up to 25% of the amount paid for health insurance for you, your spouse, and dependents. See the instructions for line 25 for details. Tax-Exempt Interest Income. If you are required to file a return, any taxexempt interest income you received or exempt-interest dividends you received from a mutual fund or other regulated investment company must be listed on your return. See the instructions for line 9 for details. Interest Expense• Home mortgage interest on your residence is generally fully deductible. However, interest on a mortgage taken out after August 16, 1986, may not be fully deductible. See the Schedule A instructions for lines 9a and 9b for details. • For 1987 only 65% of personal interest (such as interest on car loans and credit card balances for personal expenses) is deductible. • Investment interest (such as interest on a loan used to buy stock) is generally deductible to the extent it does not exceed your net investment income. A major tax beef by seamen is that normally taxes are not withheld on earnings in the year they earned the money, but in the year the payoff took place. For example, a seaman who signed on for a five-month trip in September 1986, paying off in January 1987, would have all the five months' earnings appear on his 1987 W-2 even though his actual 1987 earnings might be less than those in 1986. There are ways to minimize the impacts of this situation. For example, while on the ship in 1986, the Seafarer undoubtedly took draws and may have sent allotments home. These can be reported as 1986 income. Unfortunately, this raises another complication. The seaman who reports these earnings in 1986 will not have a W-2 (withholding statement) covering them. He will have to list all allotments, draws and slops on the tax return and explain why he doesn't have a W-2 for them. Furthermore, since no tax will have been withheld on these Personals For more details, see the Schedule A instructions for lines 9a through 13 Allocation of Interest Expense. Whether your interest expense is subject to the new limits that apply to personal and investment interest depends on how and when the loan proceeds were used. Special rules apply in determining the type of interest paid on loan proceeds deposited in a personal account (such as a checking account). For more details, get Publication 545, Interest Expense. Other Changes. The rules regarding the following items have also changed: • Depreciation and section t 79 deduction (get Publication 534, Depreciation). • Office in the home (get Publication 587, Business Use of Your Home). • Tax treatment of scholarships (get Publication 520, Scholarships and Fellowships). Additional Information. If you want more information about these and other tax law changes, get Publication 553, Highlights of 1987 Tax changes, or Publication 920, Explanation of the Tax Reform Act of 1986 for individuals. earnings in 1986, he will have to pay the full tax on them with his return, at 11 percent or upwards, depending on his tax bracket. The earnings will show up on his 1987 W-2. The seaman then, on his 1987 return would have to explain that he had reported some of his earnings in 1986 and paid taxes on them. He would get a tax refund accordingly. In essence, the seaman would pay taxes twice on the same income and get a refund a year later. While this will save the seaman some tax money in the long run, it means he is out-of-pocket on some of his earnings for a full year until he gets the refund . . Ths procedure would also undoubtedly cause Internal Revenue to examine his returns, since the income reported would not coincide with his W-2 forms. That raises the question, is this procedure justified? It is justified only if a seaman had very little income in one year and very considerable income the next. Otherwise the tax saving is minor and probably not worth the headache. PRESERVE UNION BENEFITS Al Stewart Please pick up your gear in Las Vegas. -Mike Klepies Steven Cornwell Please get in touch with Samuel and Gloria Moore. Very important. (301) 843-8325. KEEP ON BUYING AMERICAN \ �Cheaper by the Dozen-Sea-Land Buys Econships Seafarers will crew the world's largest containerships starting next month if Sea-Land's proposal for the 12 former U.S. Lines Econships meets government approval. Sea-Land bought the 12 giant vessels earlier this month. They had been idle since U.S. Lines declared bankruptcy in 1986. Reports are that the company paid about $13-14 million per ship. The Korean-built containerships originally cost about $47 million each. An unusual aspect of the deal is the chartering agreements Sea-Land en- tered into with two foreign-flag companies, the British Trans-Freight Lines (TFL) and the Dutch Nedlloyd Lines. In addition to chartering space on each ship, TFL will time-charter three ships and Nedlloyd two. But Sea-Land will own and manage the five time-chartered ships and each will fly the U.S. flag and carry U.S. crews. The new ships, which will be called Atlantic class vessels, will operate on three routes--between American North Atlantic ports and the United Kingdom and Northern Europe; between the U.S. East Coast and the Mediter- Coast Guard Budget Cuts Could Have Safety Impact Ship traffic in New York Harbor, Valdez, Alaska and New Orleans is going to become a little trickier in April. That's when the Coast Guard, faced with a $100 million budget cut, will close its Vessel Traffic Service in those ports. In addition to those closings, the Coast Guard will be forced to close nine search and rescue stations, cancel all routine search and rescue patrols and curtail its drug interception program by 50 percent. Fourteen marine safety offices will be shut down and eight others will face reductions. More than 1,000 people will lose their jobs by September. There is a move afoot in Washington to restore some of the money to the service's budget, but it has met some opposition. The curtailment of the drug smuggling interceptions has caused a stir. Routine Coast Guard patrols accounted for about 90 percent of the arrests the service made for smuggling. Those arrests accounted for the seizure of more than half all the cocaine seized last year. The effect on New York Harbor traffic could be large. Currently the Coast Guard monitors about 700 vessel movements a day by radar, radio and television in the busy port. If the Vessel Traffic Service is closed, all merchant ships, tugs and ~erries will (Continued from Page 4.) conducted within the 200 nautical mile Economic Exclusion Zone. Sixth, the commissioners recommend that the Department of Defense, in conjunction with the Federal Maritime Commission and the Maritime Administration, change the method for solicitation for procurement of ocean transportation services to a stable rate system based on the established tariff rates use for commercial shippers. The commissioners also recommend that the Department of Defense and the Department of the Navy review all policies, instructions, and take appropriate actions to correct and balance the effects of the implementation of programs to the maximum extent allowed by law. Seventh, the commissioners recommend that the federal government initiate and spearhead a joint public and private effort to improve business efficiency by elimination of unnecessary rules and regulations, by identification of areas for improvement of efficiency and productivity, by advancing intermodalism, and through development and interchange of ideas. That effort should take the form of the creation of ''Task Forces'' on American Maritime Efficiency, on American Shipyard Efficiency, and on Intermodal Transportation Policy and Development. The commissioners also recommend the encouragement of cooperative and shared research and development funding efforts between the maritime industries and government, and the establishment of a Department of Transportation sponsored program for industry interaction and industry and government consultation. In addition, the commissioners believe that efforts must be continued to define and validate the requirements for strategic and economic support sealift, and to specify the resources existing or needed to meet the requirement. To that end, the commissioners have stated several specific areas for examination by the Department of Defense and the Department of Transportation. Finally, regarding possible future recommendations, the commissioners underscore the alarming deterioration in the maritime industries and emphasize the need for immediate action. If sufficient progress cannot be made by both industry and government, there may be no alternative to more drastic and less efficient measures, including the imposition of cargo reservation measures on commercial cargoes. The commissioners reaffirm their belief that the sealift component of the national defense effort must be solidly founded in a privately owned commercial merchant marine operating profitability in the domestic and foreign commerce of the United States, and in a shipbuilding industry with adequate ability to construct and repair the ships required for rapid expansion of the nation's sealift capability in time of war or national emergency. ranean and between U.S. Gulf and South Atlantic Ports and the Mediterranean. Sea-Land is expected to transfer its D-9s to the company's Pacific routes and move other ships in its fleet around. There is also indication the older C4s may be laid up. SIU President Frank Drozak said Sea-Land's purchase of the ships would not increase the total number of jobs with Sea-Land but could improve job security by strengthening the company's economic position. The company plans to modify each ship to increase its speed from 16 to 19 knots. One of the criticisms of the ships when U.S. Lines operated them was the slowness of the vessels. Also, the ships will be modified to carry more 20-foot containers and reefer boxes. Built originally to carry 4,200 TEUs, the three carriers have agreed to limit the ships' capacity to 3,400 TEUs. The Federal Maritime Commission must approve the plans for the chartering agreements, and indications are the commission will do so. WWI I Historian Seeks Help Captain Arthur R. Moore, World War II Merchant Marine historian, is looking for survivors of the following ships in an attempt to find out more details of their loss. He would especially like to find the names of the four or five men lost when the Cassimir went down. MS Oregon, sunk in collision with USS New Mexico (17 men lost off Oregon) on Dec . 10, 1941. MS Cassimir, sunk in collision with Grace Line SS Lara on Feb. 26, 1942. SS Dixie Sword, sunk in a gale on Nantucket Shoals on Feb. 12, 1942. SS Brazos , sunk in collision with HMS Archer on Jan. 13, 1942. SS San Jose, sunk in collision with SS Santa Elisa on Jan. 17, 1942. Capt. Moore can be reached at: Rt. #1, Box 210, Hallowell, Maine 04347. have to rely on each other to avoid mishaps. The Coast Guard said that normally about two-thirds of the ships keep in touch with the voluntary tracking service each day. In b d weather almost all ships use the service. The Coast Guard also plans to decommission two ice breakers, close the Chicago Air Station and phase out its Curtis Bay Yard near Baltimore, Md. Burial at Sea Foote, MC&S Stalwart Dies The crew of the SS Galveston (SeaLand Service) assembled on the fantail Oct. 1, 1987 to bid farewell to an old shipmate, George Laurence Foote. Foote, 76, died Sept. 6, 1987 in Portland, Ore. Before his retirement, the former Marine Cooks and Stewards Union official was a patrolman in the port of San Francisco and a port agent in Portland. He sailed in the steward department in all capacities-on passenger and cargo liners alike. The entry in the Galveston's log for Oct. I reads: On this day at 1527 while at latitude 49°-20'N and longitude 126°52'W, the SS Galveston was stopped to lay to rest at sea the remains of an old shipmate, George Laurence Foote, in 74 fathoms of water. The crew was mustered on the fantail for final words of farewell. rhree long blasts were sounded on the ship's whistle. The service at sea was arranged by his son-in-law, Chief Mate C. Tinsley. Foote is survived by his wife, Genevieve K. Foote. Former Marine Cooks & Stewards patrolman and port agent George Laurence Foote was buried at sea by the crew of the Sea-La.nd Galveston. February 1988 I LOG I 7 �Area Vice Presidents' Report Great Lakes by V.P. Mike Sacco T HE Great Lakes maritime industry has all but come to a standstill with the onset of winter. Many Great Lakes seamen use this time to upgrade; I use it to take inventory. All in all, it was a good year for maritime up here. The Great Lakes Task Force, led by Mel Pelfry of District 2, was in the forefront in the fight to get transportation excluded from the provisions of the Canada Free Trade Agreement. Had we not been successful, the future of the entire U .S.-flag fleet would have been jeopardized. Activity on the Lakes was up slightly from last year. In addition, the heads of the port facilities in this region made great progress in marketing the Great Lakes maritime industry. Few people outside the region understand how central the maritime industry in this region is to this country's economic and security interests. Industry in the Great Lakes has been traditionally recognized as ''The Arsenal of Democracy.'' American ships and American seamen make that arsenal readily transferable .o verseas. The economic well-being of the Midwest is tied to its maritime industry, and vice versa. One of the unresolved issues facing the industry is the deterioration of the St. Lawrence Seaway. If the Great Lakes maritime industry is to reach its full potential, then the Seaway must be renovated. One of the big issues facing shippers in this region is user fees. We continue to oppose the imposition of any additional fees, especially since shippers here have to pay for the upkeep of the St. Lawrence Seaway. The dredging industry received a boost in the arm from enactment of the Port Development Act. Yet the shipbuilding industry has continued to deteriorate at an alarming rate. Unfortunately, it does not receive an equitable share of the Department of Defense shipbuilding dollars. Only 3 percent of the Navy's construction budget is spent here. One of the most satisfying developments of the past year was the ability of American and Canadian seamen to work together on issues of importance. The SIU of Canada played an instrumental role in our success on the Canadian Free Trade issue, and a growing number of their members are using our training facilities in Piney Point to upgrade their skills. The issues facing seamen today travel across international boundaries; the movement toward flag-of-convenience registries in developed countries makes it imperative that we continue to forge strong ties with our counterparts abroad. 8 I LOG I February 1988 {;;;.. East Coast by V.P. Leon Hall S IUNA Vice-President Jack Caffey has been appointed to the six-man executive board of the New York State Federation of the AFL-CIO. This gives the SIU a strong voice in formulating grassroots policy. The group is busy preparing for the upcoming presidential election. In addition, it takes a stand on local issues, many of which are important to our members. Right now the committee is studying the problems facing retired workers in the region. They are looking into such complex issues as housing and health care. These are important issues to many of our pensioners in the area. No one can walk into the Brooklyn hall without seeing the familiar faces of George Alexander and Joe Powers, retired SIU members who played an important role in many of this Union's early beefs. Our retired members are quite proud of the decision to grant veterans status to seamen who served in World War II. The fact that the federal government dragged its heels for 43 years does not diminish the honor. Vietnam veterans did not need a memorial to validate their patriotism; correspondingly, with or without recognition from the Department of Defense, merchant seamen who served in World War II would have been heroes. Still, the honor is welcome and long overdue. Columnist James Kilpatrick said it best when he wrote , "merchant seamen wrote a valiant chapter in the history of warfare at sea ... most of them will get only a flag and a headstone in a military cemetery ... (but) at last they are to be counted as veterans." Government Services by V. P. Buck Mercer T HE OMB Circular A-76 Program, the process by which private steamship companies can bid on the right to operate MSC ships, has had a drastic, adverse effect on the Military Sealift Command. So much so that in their determination to stay in the bid war against private operators, MSC has come up with a Management Efficiency Study of Cable Operations Ships that calls for (1) crew reductions, (2) licensed officers doing unlicensed crews work, (3) cafeteria-style feeding, (4) change in working hours and (5) elimination of most overtime, as well as other recommendations that if put into practice would change the entire concept of the working order of the maritime industry. Throughout their efficiency study, MSC refers to changes that have been accomplished in the commercial industry. However, MSC failed to mention that changes in the commercial maritime industry came about because of new mechanized equipment and through negotiations-and were agreed to by the companies and the unions involved. The same can be said of shipboard maintenance where their study has knocked out maintenance billets and expects licensed officers to do the work that rightfully belongs to unlicensed personnel. Cafeteria-style mess facilities that have been recommended and put into practice by MSC are in evidence on the USNS Albert J. Myer. We have reports that sanitation aboard that ship has been forgotten and that when the vessel left the shipyard, the salad bar was left on the dock. The USNS Neptune, which has yet to go to the shipyard for cafeteria modifications, is feeding cafeteria-style with crewmembers trepsing through the galley in order to pick up their food. By using the cafeteria-style concept, MSC figures to reduce steward department personnel as well as eliminate most overtime payments to remaining stewards. Here again, while commercial steamship companies did reduce steward personnel by virtue of cafeteria-style feeding, overtime payments increased considerably. Their recommendations also included reductions in deck and engine officer personnel as well as the unlicensed crew, while requiring watch personnel, officers and crew to perform work while on watch. The smart boys who sit in their ivory towers in Washington D.C. and do these efficiency studies and make their recommendations probably have never been in a cable tanker pulling 21-quad cable for a watch. These highly-paid efficiency experts use the old meat-ax approach in their recommendations in an attempt to reduce overhead costs of about 2 million dollars per year, all at the expense of their marine personnel. If, indeed, all these recommendations were put into practice, just how long does MSC think their manpower pool would remain loyal to MSC? If MSC deserts their marine personnel, it follows that their marine personnel will leave MSC. Gulf Coast by V.P. Joe Sacco T HE most striking thing about the 1988 presidential election is that the 13 declared candidates have agreed on only one thing: education. Every single expert agrees that the United States can remain competitive in international markets only by improving the quality of its educational facilities. I have studied most proposals in this area and have found them lacking. Almost all the studies deal with traditional educational facilities. Yet the question remains, how do you save beleaguered American industries by improving the quality of education? What is the correlation? Most existing schools are geared to train students before they enter the marketplace, or to retrain them after an industry relocates overseas. Very few focus their attention on improving the skills of their students so that an American industry can remain competitive. That is why I believe that schools such as the Harry Lundeberg School represent the next stage in the development of American education. Our mission is unique: to train our workers so that they can enable an American industry to survive. Progress has been slow but steady. It is hard to believe, but 20 years ago the Harry Lundeberg School was nothing more than a series of empty barracks. The officials of this Union built the school the hard way, with their own hands. I spent months dredging the channels of the St. George's River so that sophisticated maritime training facilities could be anchored at the school. Each pier was nailed one board at a time; and the same was true of the curriculum. Today, we have a school which boasts some of the finest maritime facilities in the country. The Army and Navy come to Piney Point to make use of the Haaglund Crane. Our simulator is the most advanced you can train on. We have some of the finest instructors in the world. An upgrader who takes Refrigeration with Eric Malzkuhm is receiving an education second to none. Still, it is the responsibility of every upgrader to make the school work for him. It is up to you to define your goals; to understand conditions in the industry so that you can adequately prepare for them. No one else will do it for you. In order to protect their job security, seamen today have to be able to operate in both the deck and engine departments. Cross-utilization is a fact of life. So are computers and sophis(Continued on Page 19.) �profiles In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Rep. Joseph E. Brennan Rep. Thomas C. Sawyer W T ITH the exception of one area, all of Maine's most populous and Democratic counties lie in the 1st District-including Portland, Maine's largest city, and Augusta, the state capital. Representing this district in the 1OOth Congress is Joseph E. Brennan (DMaine), born and raised in Portland. Brennan served two years in the U.S. Army and then graduated from Boston College with a degree in economics. He returned to Maine to receive his law degree from the University of Maine Law School in 1963. Brennan started his political career in 1964, serving three terms in the Maine House of Representatives. He left the legislature in 1970 for two years after winning the election as district attorney for Cumberland County and then returned to the legislature, serving one term in the Maine Senate. Following two years as the state's attorney general, Brennan was elected governor of Maine, serving two, fouryear terms. In his 1982 re-election, Brennan became the first Democrat since the Civil War to win every Maine county in a gubernatorial election. As governor, Brennan served three terms on the National Governors' Association Executive Committee. He also served as 1982 chairman of the New England Governors' Conference and co-chairman of the New England Governors-Eastern Canadian Premiers. He began his second term by pushing successfully for partial repeal of a tax indexing initiative and in 1984 won passage of an expensive educational package. One issue in the legislature at that time was worker com- Rep. Joseph Brennan pensation. While there was widespread agreement among state officials that the cost of the program had to be reduced if Maine were to remain an attractive site for business, there was a split among the Democrats on how to proceed-and Gov. Brennan riled organized labor at that time by advocating a series of changes that limited worker benefits. In his first term as congressman from Maine, Brennan was named deputy Whip for the House Democrats and was appointed to the House Armed Services Committee. He also serves on the Merchant Marine and Fisheries Committee and is one of 83 members of the Congressional Maritime Caucus (established in 1984 by House Merchant Marine and Fisheries Chairman Walter B. Jones, to recruit congressional members and to educate both members and staff about the plight of the U.S. Merchant Marine). Last summer at the Maine Fishermen's Wives Annual Blessing of the Fleet, Brennan said, "A fisherman's work is hard, dangerous, and incredibly important to our economy and our way of life in Maine. I want to listen to your concerns and do what I can to help the fishing industry in my new role as a member of the House Merchant Marine and Fisheries Committee.'' SUMMARY ANNUAL REPORT FOR GREAT LAKES TUG AND DREDGE PENSION FUND HE rubber capital of the worldthat's the 14th district of Ohio. For located within the district's confines are the corporate headquarters of the Goodyear, Goodrich, Firestone and General Tire companies, as well as major trucking firms and defense contractors. And representing the 14th districtone of the most democratic districts in the state-is Thomas C. Sawyer (DOhio), a lifelong resident of Akron. Sawyer received a B .A. and M.A. degree from the University of Akron. After graduation, he taught in the public school system and later served as an administrator at a state school for delinquent boys. In 1976 he ran successfully for the Ohio House of Representatives. As chairman of the House Education Committee, Sawyer provided leadership in Ohio's educational policies and represented the House on the Board of Regents for the governance of higher education. He distinguished himself with a record of achievement in economic development, health and human services, public utility reform, tax reform, statewide budgeting and civil service law. With a good record behind him, Sawyer was elected mayor of Akron. Under his administration, the city improved budget practices, boosted the delivery of police, water, sewer, health, highway and other municipal services, and was the only major city in Ohio not to ask for a tax hike during his term of office. (In fact, under the Sawyer administration, property taxes in the city of Akron were actually lowered.) Rep. Thomas Sawyer In January 1986, Sawyer announced his candidacy for the 14th congressional district seat being vacated by retiring Congressman John Seiberling. In his first countywide race, Sawyer won the Democratic party's nomination with more than 49 percent of the vote in a tough eight-way primary contest-and then won the general election with 54 percent over a popular two-term county prosecutor. Upon his election to the U.S. House of Representatives, Sawyer was named to the Committees on Education and Labor, Government Operations, and the Select Committee on Children, Youth and Families. He also was elected a member of the Executive Committee of the powerful Democratic Study Group, the oldest legislative support organization in Congress. Among the pieces of legislation sponsored or co-sponsored by Rep. Sawyer is H.R. 1958, which he introduced last spring. H.R. 1958, the Critical Skills Improvement Act of 1987, would allocate $400 million to math and science education in our high schools. It passed the House by a vote of 401 to 1 and was the first major piece of legislation sponsored by a freshman member to be passed by the lOOth Congress. it funded in accordance with the minimum funding standards of ERISA. YOUR RIGHTS TO ADDITIONAL INFORMATION You have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report: This is a summary of the annual report of the Great Lakes Tug and Dredge Pension Fund EIN 13-1953878 for the year ended Dec. 31, 1986. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). BASIC FINANCIAL STATEMENT Benefits under the plan are provided by the Trust. Plan expenses were $567 ,341. These expenses included $135 ,033 in administrative expenses and $432,308 in benefits paid to participants and beneficiaries. A total of 527 persons were participants in or beneficiaries of the plan at the end of the plan year, although not all of these persons had yet earned the right to receive benefits. The value of plan assets, after subtracting liabilities of the plan, was $11,843,247 as of December 3 I, I 986, compared to $10,540,242 as of January I, I 986. During the plan year the plan experienced an increase in its net assets of $1,303,005. This increase included unrealized appreciation in the value of pfan assets; that is, the difference between the value of plan assets at the end of the year and the price the plan originally paid for those assets. The plan had total income of $1,748,997, including employer contributions of $232, 138, employer contributions of $83 ,055, gains of $652,082 from the sale of assets, and earnings from investments of $781,722. MINIMUM FUNDING STANDARDS An actuary's statement shows that enough money was contributed to the plan to keep 1. 2. 3. 4. An Accountant's reports Assets held for investment Transactions in excess of 3 percent of plan assets Actuarial information regarding the funding of the Plan. To obtain a copy of the full annual report, or any part thereof, write or call the office of Mr. Leo Bonser, who is the Plan Administrator, 5201 Auth Way, Camp Springs, MD 20746 (301) 899-0675. The charge to cover copying costs will be $1.80 for the full annual report, or $.10 per page for any part thereof. You also have the right to receive from the plan administrator, on request and at no charge, a statement of the assets and liabilities of the plan and accompanying notes, or a statement of income and expenses of the plan and accompanying notes, or both. If you request a copy of the full annual report from the plan administrator, these two statements and accompanying notes will be included as part of that report. The charge to cover copying costs given above does not include a charge for the copying of these portions of the report because these portions are furnished without charge. You also have the legally protected right to examine the annual report at the main office of the plan at 5201 Auth Way, Camp Springs, MD 20746 and at the U. S. Department of Labor in Washington, D. C., or to obtain a copy from the U. S. Department of Labor upon payment of copying costs. Requests to the Department should be addressed to: Public Disclo ure Room, N4677, Pension and Welfare Benefit Programs, Department of Labor, 200 Constitution Ave., N.W., Washington, D.C. 20216. February 1988 I LOG I 9 �m~~-«:. ~~m:=fa::;·::·,;·:-::=--~ml;::o~~"~·~~·"-~g·:~·";t1~l'!!!:m1!:m:~~I ... ... ~~~ n New i ~·: fu /fo hargeA redge .; 1 ; NLRB Charges McAllister With Unfair Labor Practice SIU boatmen who have been on strike against McAllister Brothers Towing operations in three ports are a step closer to winning that fight. The National Labor Relations Board has issued unfair labor practice charges against the company for the way it bargained before a strike began last October. The NLRB upheld the Union• s charges that McAllister, which employed about 150 tug crewmen in Baltimore, Norfolk and Philadelphia, refused to provide the financial information needed by the Union so it could conduct its bargaining with the company. The company, which operates as McAllister Brothers in Norfolk and Philadelphia and as Baker-Whiteley in Baltimore, claimed during the negotiations that its financial problems were forcing it to demand large concessions from the Union. Louis D'Amico, NLRB regional director in Baltimore, said the board's investigation into the SIU' s charges showed the company had failed to provide the Union with ''the information needed to bargain intelligently in light of the position taken by the company." The complaint issued by the NLRB also said the strike ''was caused by and/or prolonged by the unfair labor practices." "This is a big victory for us," said SIU President Frank Drozak. "The NLRB went through an entire investigation and found enough evidence to issue a complaint.'' The next step in the process will be a June 20 trial in front of an administrative law judge. If the judge upholds the complaint, McAllister could be forced to take back all the striking workers and award back pay. Pensioners The following Inland members have retired on pension: Baltimore Jerome J. Lukowski Joseph E. Mazurek Houston James W. Carroll Jr. Jacksonville Robert C. Teabout New Orleans Stanley Guidry Norfolk Myron T. Lupton Francis P. O'Connell Carroll L. Smith Binford L. Snead Philadelphia George W. Wothers 10 I LOG I February 1988 When the strike began, McAllister replaced the SIU crews with scabs in all three ports. Currently the strike against McAllister continues in all three ports. This is the second time in recent years McAllister has run afoul of the NLRB for unfair labor practices. In 1984, 26 Baker-Whiteley crewmen in Baltimore were fired after the company was sold to Outreach Marine. The SIU charged Outreach was a "sham company" created simply to evade a contract with the Union. After more than two years and favorable decisions from the NLRB, an administrative law judge and finally a federal appeals court, McAllister was ordered to take back the boatmen and pay the crewmembers for their lost wages, about $2 million. The company did take them back to work, but has yet to pay any of the settlement. Now these same boatmen are on strike again. SIU VP Mike Sacco (third from left) reads the fuU book oath to (I. to r.) Frank Schlechter, Daisy Guy, Sacco, Dee Puraze, Terry Talley and Dave Carter. The swearing in took place in New Orleans. Dispatchers Report for Inland Waters JANUARY 1-31, 1988 *TOTAL REGISTERED All Groups Class A Class B Class C Port TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT New York ... . .................... . Philadelphia Baltimore .................... ..... Norfolk .......... .... . ........... Mobile ........................... New Orleans . . ..................... Jacksonville . . . . . . . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ........................ Seattle ................... ........ Puerto Rico .......... ....... ...... Houston .......................... Algonac .......................... St. Louis .................... ..... Piney Point ........ ...... .......... Totals ........................... • ' • • o • o o t t t Io o 0 o o o o o • • • Port New York ......................... Philadelphia ....................... Baltimore ......................... Norfolk . . . . . . . . . . . . . . . . ....... ... Mobile ........................... New Orleans ....................... Jacksonville . . . . . . . . . . . . . . . . . . . . . . . San Francisco ...................... Wilmington ........................ Seattle ........................... Puerto Rico ....................... Houston .......................... Algonac .......................... St. Louis ......................... Piney Point ................. ..... .. Totals ........................... Port New York ......................... Philadelphia ................ ....... Baltimore ......................... Norfolk .......................... Mobile ........................... New Orleans ....................... Jacksonville ..... ........ .......... San Francisco ...................... Wilmington ........................ Seattle ......... .. ......... ....... Puerto Rico ...... . ................ Houston .......................... Algonac ..... ........... .......... St. Louis ............. ............ Piney Point ........................ Totals ........................... Totals All Departments ... ........ ..... 0 1 0 1 6 0 15 39 0 0 4 0 6 0 0 3 22 0 0 81 0 0 2 0 4 0 0 1 17 1 0 41 0 2 0 0 1 1 6 0 10 0 0 3 0 2 0 25 0 0 6 20 0 0 18 0 16 0 0 2 3 0 0 65 0 0 0 3 0 1 4 0 35 0 0 0 0 0 0 43 0 0 0 0 0 1 5 0 32 0 0 3 0 0 0 0 0 4 68 0 0 58 0 51 0 0 6 46 1 0 41 234 0 0 0 0 25 0 0 0 0 0 42 0 0 21 0 8 0 0 0 29 4 0 0 0 0 0 1 0 10 0 0 0 0 4 0 4 1 104 20 0 0 0 0 0 1 0 3 ENGINE DEPARTMENT 0 1 0 15 0 0 0 0 0 0 0 1 13 0 0 30 0 0 0 10 0 0 0 0 4 0 2 0 0 0 0 0 0 12 0 0 18 0 0 0 2 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 4 0 0 15 0 0 0 0 0 1 0 0 20 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 2 STEWARD DEPARTMENT 0 0 0 0 0 0 3 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 fr 0 44 0 29 0 0 3 35 0 0 1 136 0 0 0 0 0 0 0 5 0 0 0 0 0 0 0 12 0 0 36 0 0 15 0 1 16 0 9 0 0 0 19 0 0 0 0 0 0 0 0 1 0 60 5 0 0 0 0 0 0 0 4 0 0 8 0 0 0 0 1 0 0 0 11 1 0 23 0 0 14 0 0 0 2 13 10 5 108 41 4 134 73 29 98 55 47 478 205 29 1 1 0 1 0 0 0 9 8 0 1 0 0 0 1 0 0 9 0 0 0 0 0 0 0 0 0 41 0 0 0 0 0 18 1 0 0 0 10 0 12 0 0 0 11 0 0 0 0 0 0 0 0 0 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. �Pride, confidence, Hope for the Future: SMU Member Praises SHLSS Training Steady progress-that is what characterizes SMU member Carson Jordan's years of hard work as a seaman. Having been introduced to a life of seamanship through the SIU as a 1972 trainee here at the SHLSS, Mr. Jordan worked his way up the ladder, first as messman, then seaman, dayman, AB, and finally in 1978 earned his first third-mate's license. Last year, Mr. Jordan became permanent second mate on the motor vessel Sea Lion (American Transport Lines). To sharpen his skills required for this new position, he returned to SHLSS at the end of 1987 for a three-day refresher course to earn his Radar Renewal certificate. Mr. Jordan had taken radar at King's Point, N.Y., but stated that it simply could not compare with the SHLSS course. He enthusiastically exclaimed: "Here (at Pi- ney Point) working with the radar in tandem with the ship simulator, you get a totally realistic portrayal of what it is like handling a ship. This is technology-it's here today and here to stay!" Currently, his ship. is making runs to South America, going as far south as Argentina, transporting refrigerated container cargo. Mr. Jordan says that the more skills and knowledge he can obtain, the more confident he becomes in being able to do his job effectively. He finds himself having to work with the local, Portuguese-speaking longshoremen; consequently he simply cannot tell them how he wants things done-he must show them himself. ''We have brand new automated cranes which I must show them how to operate. In supervising these longshoremen in unloading the SMU member Carson Jordan takes the Radar Renewal class at SHLSS (December 1987). reefer boxes, I'm the one responsible for the cargo until it hits the dock. Therefore, I make sure that the job is done properly and safely." This particular work prompted him to return to Piney Point for upgrading at the beginning of 1988 for the Refrigerated Container course. As one can see, Mr. Jordan is a motivated man who is looking to the futurealways upgrading his skills to satisfy the demands of the job at hand. Licensed as a Master in Freight& Towing, l,OOOtons, oceans, Mr. Jordan's goal now is to become a first mate. We are confident he will succeed! The SIU can be proud of the SHLSS community of administrators, workers, upgraders, and trainees who have demonstrated their selfless desire to help others by giving blood. Wintertime has traditionally been a time of low-level blood reserves around our nation. Now, there is an especially acute shortage due to the misconception that you can contract AIDS from giving blood. There is no way that can happen, because sterile equipment and disposable needles are used for each individual donor. The Red Cross bloodmobile visited Piney Point last October and collected 32 units of blood which turned out to be an excellent response rate of 90 percent. Since the blood donor drive was such a success, the Red Cross bloodmobile is returning to the SHLSS this month on February 9. And so, wherever you live, you know that there most probably will be a critical need for blood. Please contact your local Red Cross to find out which blood types are in critical supply in your area, and then volunteer to "Give the Gift of Life. " ~ Rocky Miles, SHLSS employee, donates blood. February 1988 I LOG I 11 �HLSS cours crad a our Apologies ... In our last issue of the Seafarers' LOG (Jan. '88), two seamen were inadvertently left out of their class photo (SIU Bosun Recertification 9/29/87) due to a scheduling discrepancy. We apologize to Seaman Robbynson H. Suy (left) and Seaman Richard Brown (right) for this oversight. Left to Right: Tommie Lewis, Kirk Dutton, Brean Lindsley, Luis Arevalo. Second row: Calvin W. Mosley, Brook Ruxton, Mira Gnoinska, Scott Loehr, William Trates. Left to Right: Ricardo Bustamante, Lisa Criate, Johnny Guzman Jr., Jay Fuqua Jr. Second row (L. to R.): Ben Cusic (Instructor), Gerald Kirtsey, Michael Riley, John Johnson, William Stack, James Tolan Jr. Robbynson Suy Richard Brown Left to Right: Nikolaus Keydel, Dwayne Kemsey, Earl Castain, Michael Kelley, Darren Walker, Walter Berey. Second row (L. to R.): Ben Cusic (Instructor), Todd Hileman, John Clifford II, Christopher Derra, Kenneth Lusk, Jerome Williams, Andre Keller, Gary "Doc" Walker, Boyd Waddell. ~Left to Right: Patrick Helton, Liz Leech, Ben Cusic (Instructor). Ronald Lawrence (in front). Left to Right: Raymond Young, Al Fraser, Benjamin Wells, John Gouthro, Jim Shaffer (Instructor), Leonard Fahey. ~Front row Left to Right: Donald Morrish, Paul Wisdom, Steyne Samuel. Second row: Rufus Haddock, Theodore Carey, Conrad Spence, Danny Robinson, Roger Proulx. ~Left to Right: Mary Annetta Fitzger- Left to Right: Robert Muzzell, Wayne Rendell, Stan Burton, Carl Hicks, Marcel Laroche. Second row: John A. Shaw, Paul Graham, Alvin Mallett, Charles Walsh, Shawn Leonard, Marven Springer. 12 I LOG I February 1988 ald, Claude Gatien, Bibiane Belleftour, Monique Suprenant. Second row: Benoit Desjardins, Donna Burton, Jane Williams (Instructor), Pierre Cote, Cecile Johnston, Carrie Ann Carey, Irma Mann. Third Row: Victor Ravenau, Nancy Susan Kimber, Henri Jacob, Jacques Poggi. �1988 Upgrading Engine Clpgrading Courses Course Schedule Course Check-In Date Completion Date QMED *Sealift Operations & Maint. April 4 July 5 June 23 July 15 Pumproom Maint. & Operations *Sealift Operations & Maint. March 21 May2 April 29 May 13 Variable Speed DC Drives • Sealift Operations & Maint. March 14 April 25 April 22 May 6 The following is the current course schedule for March 1988 - June 1988 at the Seafarers Harry Lundeberg School of Seamanship. Welding Sealift Operations & Maint. March 14 April 11 April 8 April 22 For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Welding • Sealift Operations & Maint. April 18 May 16 May 13 May27 Diesel Engine Technology • Sealift Operations & Maint. April 18 May30 May 27 June 10 Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as possible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. Electro-Hydraulic Systems • Sealift Operations & Maint. May 9 June 20 June 17 July 1 Hydraulics • Sealift Operations & Maint. June 6 July 5 July 1 July 15 The course schedule may change to reflect the membership's needs and the needs of the industry. Third Asst. Engineer & Original Second Asst. Engineer Steam or Motor Open-ended (Contact Admissions Office for Starting Date) SIU Representatives in all ports will assist members in filling out the application. *All students in the Engine Department will have 2 weeks of Sealift Familiarization at the end of their regular course. Deck Clpgrading Courses Check-In Date Course Recertification Programs Completion Date Able Seaman Open-ended (Contact Admissions Office for starting date)* First Class Pilot (Organized self study) Open-ended (Contact Admissions Office for starting date) Celestial Navigation June 27 July 29 Radar April 4 April 15 Radar Refresher/Renewal Open-ended, 3 days (Contact Admissions Office for starting date.) Course Check-In Date Completion Date Steward Recertification November 2 December 7 Adult Education Courses Course Check-In Date Completion Date Admissions Office for starting date) For students who wish to apply for the GED, ESL, or ABE classes in 1988, the courses will be six weeks in length and offered on the following dates: Third Mate & Original Second Mate April 18 June 24 High School Equivalency (GED)· Lifeboat March 7 April 4 May 2 May 30 June 27 March 18 April 15 May 13 June 10 July 1 May 2 July 5 August 29 October 31 June 13 August 15 October 10 December 12 Adult Basic Education (ABE) & English as a Second Language (ESL) May 2 July 5 August 29 October 31 June 10 August 13 October 7 December 10 Radar Recertification Open-ended, 1 day (Contact Sealift Operations & Maint. Open-ended (Contact Admissions Office for starting date) LNG - (This course is not offered as a separate course, but may be taken while attending any of the regularly scheduled courses.) Self Study Safety Course The Developmental Studies Class (DYS) will be offered one week prior to some of the upgrading classes. Developmental Studies (DVS) *Upon completion of course must take Sealift Operations & .Maintenance. Steward Opgrading Courses Course Check-In Date Completion Date Assistant Cook Open-ended (Contact Admissions Office for starting date)* Cook and Baker Open-ended (Contact Admissions Office for starting date)* Chief Cook Open-ended (Contact Admissions Office for starting date)* Chief Steward Open-ended (Contact Admissions Office for starting date)* *All students in the Steward Program will have 2 weeks of Sealift familiarization at the end of their regular course. April 11 April 15 (Offered prior to the Third Mate & Original Second Mates Course) ABE/ESL Lifeboat Preparation Course June 6 June 24 This Three week course is an Introduction to Lifeboat and is designed to help seafarers prepare themselves for the regular Lifeboat course which is scheduled immediately after this course. This class will benefit those seafarers who have difficulty reading, seafarers whose first language is not English, and seafarers who have been out of school for a long time. College Programs Scheduled for 1988 Check-In Course Date Associates in Arts or Certificate Program March 21 May 23 August 8 October 17 Completion Date May 13 July 15 September 30 December 9 February 1988 I LOG I 13 �.......................................................................................................................................... • ... , Name , ~,, . eaf arer H rr L n eberg Sc ol o pgrading Appl1ca ion ~ eaman h"p , • ... . L. i (first) (Last) (City) (State) Deep Sea Member D Date of Birth (Middle) Mo./Day/Year Telephone ---~~----­ (Zip Code) (Area Code) Inland Waters Member D Lakes Member D Pacific D If the following imformation is not filled out completely your application will not be processed. Social Security#-------- Book #_ _ _ _ _ _ Seniority______ Department _ _ _ _ __ Veteran of U.S. Armed Forces D Yes D No Home P o r t - - - - - - - - - - - - - - - - Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ No D (if yes, fill in below) Are you a graduate of the SHLSS Trainee Program: D Yes Trainee Program: From _______ to Last grade of schooling completed _ _ _ __ (dates attended) No D (if yes, fill in below) Have you attended any SHLSS Upgrading Courses: D Yes Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __;__ _ _ _ _ _ _ _ _ _ __ __ _ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for Training _ _ _ _ _ _ _ _ _ _ _ Primary Language Spoken _ _ _ __ _ __ __ _ _ I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK 0 AB/Sealift O Towboat Operator Inland O Celestial Navigation O Master Inspected Towing Vessel D 1st Class Piiot (organized self study) D Third Mate o Radar Observer Unllmlted ALL DEPARTMENTS D Welding D Llfeboatman (Must be taken with another course) No transportation will be paid unless you present original receipts and successfully complete the course. STEWARD ENGINE D FOWT 0 QMED-Any Rating O Variable Speed DC Drive Systems (Marine Electronics) D Marine Electrlcal Maintenance o Pumproom Maintenance & Operation o Automation O Refrigeration Systems Maintenance & Operations O Diesel Engine Technology D Assistant Engineer/Chief Engineer Un Inspected Motor Vessel 0 Orginal 3rd/2nd Assistant Engineer Steam or Motor O Refrigerated Containers Advanced Maintenance 0 Hydraulics O Electro·Hydraulic Systems D Assistant Cook Utility 0 Cook and Baker D Chief Cook 0 Chief Steward * O Towboat Inland Cook COLLEGE PROGRAM D Associates In Arts Degree O Certificate Programs ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) D High School Equivalency Program (GED) O Developmental Studies {DVS) 0 English as a Second Language (ESL) D ABE/ESL Lifeboat Preparation With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourse lf for the course(s) requested. You must also submit a COPY of the first page of your un ion book ind icat ing you r department and seniority, as we ll as, a COPY of your clinic card. The Admissions Office WILL NOT schedule until this is rece ived . VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE _______________________________ DATE ~~~~~~~~~~~~~~ RETURN COMPLETED APPLICATION TO: Rev. Seafare rs Harry Lundeberg Upgrading Center, Piney Point , MD. 20674 2188 ..-.-..-.......................................................................................................................... -...- 14 I LOG I Febru ary 1988 ............\ ~:::;..~ �------------------- ------- Help A Friend Deal With - Alcoholism and Drugs I I I l ~ Addicts don't have friends. Because a friend wouldr.;GJ let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic or drug user is headed. Helping a fell ow Seafarer who has an addiction problem is just as easy-and just as important-as I~---------~---------------------~ steering a blind man across a street. All you have to do I Addictions Rehabilitation Center is take that Seafarer by the arm and guide him to the II I am interested in attending a six-week program at the Addictions Union's Addictions Rehabilitation Center in Valley Lee, l Rehabilitation Center. I understand that all my medical and counseling Md. Once he's there, an SIU member will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the same tough battle he is back to a healthy, productive alcohol-free and drug-free life. The road is a long one for an alcoholic and drug user. But because of ARC, an addicted SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you 'II be showing him that the first step back to recovery is only an arm's length away. l I II records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name .. · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · Book No. · · · · · · · · · · · · · · : I Address ........................................................ . I 1 (Street or RFD) lI l (Zip) Telephone No. I 1 (State) (City) Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301 J 994-()() JO I L--------------------------'·---------------------------------' February 1988 I LOG I 15 �S the 1988 school season begins, it's not too early for high school seniors to start thinking about college. For dependents of Seafarers and Boatmen the financial burden of college can be greatly eased if they win an SIU scholarship. The awards, known as the Charlie Logan Scholarship Program, are given each year under the auspices of the Seafarers Welfare Plan. For dependents, four $10,000 scholarships are offered. But the Scholarship Program is not exclusively for dependents. A $10,000 award and two $5,000 scholarships are available to active Seafarers and Boatmen. Also, when there are exceptionally qualified Seafarers and Boatmen, the Board of Trustees of the Welfare Plan may grant a second $10,000 award to an active member. The Scholarship Program was begun in 1952 to help members and their children achieve their educational goals. Several years ago it was named after Charlie Logan, a labor consultant and arbitrator who died in 1975. He helped establish the Seafarers Scholarship Program and then worked hard to keep it strong and growing. A Seafarer Requirements Seafarers and Boatmen who are applying for scholarships must: • Be a graduate of high school or its equivalent. • Have credit for two years (730 days) of employment with an employer who is obligated to make contributions to the Seafarers Welfare Plan on the employee's behalf prior to the date of application. • Have one day of employment on a vessel in the sixmonth period immediately preceding the date of application. • Have 120 days of employment on a vessel in the previous calendar year. Pensioners are not eligible to receive scholarship awards. Dependent Requirements - Dependents of Seafarers and Boatmen who apply for a scholarship must be unmarried, under 19 years of age, and receive sole support from the employee and/or his or her spouse. Unmarried children who are eligible for benefits under Plan # 1 Major 16 I LOG I February 1988 Don't Wait! Apply Now For 1988 SIU College Scholarships Deadline - April 15 Medical are eligible to apply for a dependent's scholarship up to the age of 25. Each applicant for a dependent's scholarship must: • Be unmarried at the time application is made. • Be under 19 or 25 years of age (whichever is applicable). • Be eligible for dependent benefits under the Seafarers Welfare Plan. • Be a graduate of high school or its equivalent. The applicant's parent must: • Have credit for three years (1,095 days) of employment with an employer who is obligated to make contributions to the Seafarers Welfare Plan on the employee's behalf prior to the date of application. • Have one day of employment in the six-month period immediately preceding the date of application. • Have 120 days of employment in the previous calendar year. The last two items above covering worktime requirements of the applicant's parents do not apply to applicants who are the children of pensioners or eligible deceased employees. Must Take SAT or ACT For both active members and the dependents of eligible members, the scholarship grants are awarded on the basis of high school grades and the scores of either College Entrance Examination Boards (SAT) OR American College Tests (ACT). The SAT or ACT exam must be taken no later than February 1988 to ensure that the results reach the Scholarship Selection Committee in time to be evaluated. For upcoming SAT test dates and applications, contact the College Entrance Examination Board at either: Box 592, Princeton, N.J. 08540 or Box 1025 Berkeley, Calif. 94701, whichever is closest to your mailing address. For upcoming ACT test dates and applications contact: ACT Registration Union, P.O. Box 414, Iowa City, Iowa 52243. Scholarship program applications are available to active members or their dependents at any SIU hall or through the Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, Md. 20746. Scholarship winners will be announced in May 1988. The deadline for submission of applications is April 15, 1988. �Di8es~ of Sh~ps COVE TRADER (Cove Shipping), January 8--Chairman Mark Davis, Secretary Norman Johnson, Educational Director F.J. Acord. No disputed OT. The ship will pay off on Jan. 11 in Philadelphia. The chairman reminded crewmembers to support SPAD in order to help the Union get more jobs. The secretary noted that the Cove Trader sailed from Valdez, Alaska to Los Angeles short one steward. There was also some problem regarding fresh stores. The educational director urged qualified members to take advantage of the sealift training at Piney Point to expand their job potential-as well as the other upgrading courses available at the school. A motion was made to eliminate the permanent job status for stewards, bosuns and pumpmen-and make them rotary shipping only. A new washer and dryer are still needed after three months. And several men need new mattresses. Other complaints are that the VCR (a hand-me down from the engineers) is in poor condition; a microwave oven is needed in the messroom, new chairs in the crew lounge, a slicing machine in the galley, and the steward needs a typewriter. Next port: Marcus Hook, Pa. GROTON (Apex Marine), December 20-Chairman Neil Matthey, Secretary Marvin Deloatch, Educational Director S. Simpson, Deck Delegate Edwin Ortega, Steward Delegate Felix Camacho. No disputed OT. The chairman reported that the ship will pay off in Stapleton, N. Y. He urged all crewmembers to contribute to SPAD in order to help the Union fight for a stronger merchant marine. The secretary reminded members to take advantage of the courses available at Piney Point and upgrade for a better paying job. He noted that college courses are also part of the school's curriculum, and there are some very good instructors who take a sincere interest in each member. A motion was made concerning permanent job status for emergency relief. If a permanent person onboard a ship must return home due to sickness or death in the family and it is before his vacation is due, he should be allowed to take extra time off without losing his job. It was felt that this rule would create more jobs for members. It will be referred to the Negotiating Committee for the next contract. A vote of thanks was given to Steward Marvin Deloatch and Chief Cook Felix Camacho for a very good Thanksgiving dinner. The steward department, in turn, thanked the entire crew for their cooperation. Next port: Stapleton, N.Y. OMI CHARGER (OMI), December 13Chairman Frank Schwarz, Secretary T. Smith, Educational Director W.L. Yarber, Deck Delegate Mark S. Downey, Engine Delegate William L. Smith, Steward Delegate Junious Harris. No beefs or disputed OT. There is no money in the ship's treasury, but enough money was collected for cassette tapes for the VCR. Oil was loaded in Skikda, Algeria for Boston. The chairman thanked all those crewmembers who helped clean the tanks in preparation for taking on the oil. One problem on voyage 167 was the lack of mail-none was delivered in Tunisia, Gibraltar or Algeria. A problem also has arisen in that the crew can't send a telegram without a credit card. Next port: Boston, Mass. OVERSEAS NATALIE (Maritime Overseas), January 3-Chairman Ray Todd, Secretary P. Ray, Educational Director H. Meredith, Steward Delegate Eddie Jackson. Some disputed OT was reported in the deck department, and requests for clarification were made in the engine and steward departments. The ship will pay off Jan. 8 in Corpus Christi, Texas. A patrolman was requested to deal with the beefs. One big problem has to do with the taking on of stores. The ship is getting 15day stores for 30-day trips-and has been way short on food, linen and detergent. tlee~lln•s ROVER (Ocean Carriers), January 1~ Chairman Robert Wilson, Secretary E. Harris, Educational Director T. Woerner, Deck Delegate Bill Lewis, Engine Delegate George Darney, Steward Delegate James Nolan. Some disputed OT was reported in the deck department, and a number of beefs were aired from the steward and engine delegates. The engine department has been short one QMED for more than two months. The company hired two men from Singapore for a three-month period to fill in-and the crew is concerned as to why they can't have American seamen on this ship. The steward department ex- weren't really clear on the importance of SPAD. It was also a time to become acquainted with the new agreement. The ship's secretary said he was happy to report that since the conversion to a 12man SIU department on the Sea-Land Explorer, there have been no major beefs, and each trip has been a smooth one. A motion was made to abolish all gangway watches. The chairman explained the possibility of the vessel going to the shipyard in May and that members should prepare themselves for such an eventuality. The steward department was given a vote of thanks for a job well done. SEA-LAND INNOVATOR (Sea-Land Service), January 3-Chairman V. Ardowski, Secretary R.C. Agbulos, Educational Director Rev. L. Allen, Deck Delegate John Houlihan, Engine Delegate AR. Lang, Steward Delegate N. Rodriguez. No beefs STAR OF TEXAS (Seahawk Management), January 17-Chairman B. Cronan, Secretary J. Fletcher. No beefs or disputed OT reported. The chairman noted that it was a good trip with an excellent crew and that some necessary work was completed. He advised all eligible members to take advantage of the upgrading classes at Piney Point and also to take part in SPAD and the Union's political activities. The secretary instructed the crew to read the LOG to keep up with what's going on in the maritime industry. On Dec. 21, the Star of Texas' chief cook died at sea. Condolences were sent to his daughter. Thanks were given to the steward/banker and his assistant for a wonderful holiday meal. And a commendation was given to Brother Mike Mulharan for his efforts to "help our radio officer" in Rotterdam. A minute of silence was observed in memory of "our departed brother, Tom Brown." Next port: Philadelphia, Pa. STONEWALL JACKSON (Waterman), December 6---Chairman C.T. Lineberry, Secretary Courtney Rooks, Educational Director C.E. Hemby. No beefs or disputed OT. This was a good trip, according to the chairman. The movie fund is finally in the black-with $125. All those who are getting off were reminded to return linen to the steward and to give their keys to the bosun or steward. The educational director noted the availability of a new movie on firefighting and CPR. He also suggested that members might want to chip in and donate a couple of dollars to buy a heavy-duty broiler for the pantry since the present toaster is on its last legs. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Newport News, Va. - Official ship's minutes also were received from the following vessels: The Ponce's four-man steward department at work: Virgilio Rivera, steward assistant; Jorce Josem, crew messman; Refael Evans, chief cook, and Norman Duhe, steward. pressed frustration at the sloppiness and lack of cooperation from the rest of the crew in bringing back their dirty dishes to the pantry and helping keep the rec room and messhall clean. One question was brought up: If you are on a ship and do not have a chance to pay your Union dues, does this affect your application to go to Piney Point for upgrading? Members also wanted to know if they would get a bonus for going into the Persian Gulf? Next ports: Diego Garcia, Singapore, Subic Bay. SAM HOUSTON (Waterman), January 16-Chairman H. Leake, Secretary J. Moody, Educational Director P. Walker. No disputed OT or beefs reported. There is about $70 in the ship's fund to be used for recording movies for the video machine. The ship will pay off upon arrival in Newport News, Va. Jan. 18. The chairman said that it was a good trip. He reminded members of the need to support SPAD. He also stressed the importance for eligible SIU members to upgrade in their line of work so that more qualified seafarers will be available for better jobs within the Union. He also asked that support be given to those politicians who intend to support the maritime unions. A new washer and dryer are needed aboard ship. If anyone needs a new mattress, they should inform the steward as soon as possible. A vote of thanks was given to the steward department for a job well done-especially the holiday meals. SEA-LAND EXPLORER (Sea-Land Service), January 3--Chairman LC. Cope, Secretary W. Hawkins, Educational Director T. Kroneck, Deck Delegate Robert Smith, Engine Delegate Frank White, Steward Delegate George Whiting. Disputed OT was reported in the deck and engine departments. A collection for the ship's fund will be taken up at payoff. The ship's chairman will be on hand to collect all donations. The chairman explained to the new crewmembers what SPAD is all aboutwhere the donations go and why it is important to contribute. The information was well received because a few members or disputed OT. It was a good trip. The chairman reminded all hands to practice safety and fire prevention at all times and to take advantage of the upgrading courses that Piney Point has to offer. A suggestion was made to raise more money to purchase additional tapes for the VCR. John Mahoney, AB, was injured during undocking in Kobe, Japan. He was not hospitalized until the ship arrived in Kaohsiung, Taiwan and found that he had some fractured bones on one of his feet. His relief reported aboard in Kobe. Next port: Long Beach, Calif. AMERICAN CORMORANT ARCHON BALTIMORE BAY RIDGE COVE LEADER FALCON PRINCESS 1ST LT. BALDOMERO LOPEZ MOKU PAHU MARINER OMI COLUMBIA OMI HUDSON OMI MISSOURI OVERSEAS ALASKA OVERSEAS ARCTIC OVERSEAS OHIO OVERSEAS VIVIAN PANAMA PONCE PRIDE OF TEXAS SEA-LAND ADVENTURER SEA-LAND CONSUMER SEA-LAND DEVELOPER SEA-LAND ECONOMY SEA-lAND ENDURANCE SEA.UNO EXPRESS SEA-LAND FREEDOM SEA-LAND INDEPENDENCE SEA·LAND LARK SEA-LAND LEADER SEA·LAND LEGION SEA·LAND LIBERATOR SEA-LAND LIBERTY SEA·LAND PIONEER SEA-LAND VENTURE SGT. MATEJ KOCAI( THOMPSON PASS ULTRAMAR USNS TRIUMPH Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, March 7 .................... 10:30 a.m. New York .......... . .... Tuesday, March 8 .................... 10:30 a.m. Philadelphia .............. Wednesday, March 9 ................. 10: 30 a.m. Baltimore ................ Thursday, March 10 .................. 10:30 a.m. Norfolk ................. Thursday, March 10 .................. 10:30 a.m. Jacksonville .............. Thursday, March 10 .................. 10:30 a.m. Algonac ................. Friday, March 11 .................... 10:30 a.m. Houston ................. Monday, March 14 ................... 10:30 a.m. New Orleans ............. Tuesday, March 15 ................... 10:30 a.m. Mobile .................. Wednesday, March 16 ................ 10:30 a.m. San Francisco ............ Thursday, March 17 .................. 10:30 a.m. Wilmington .............. Monday, March 21 ................... 10:30 a.m. Seattle .................. Friday, March 25 .................... 10: 30 a.m. San Juan ................ Thursday, March 10 .................. 10:30 a.m. St. Louis ................ Friday, March 18 .................... 10:30 a.m. Honolulu ................ Thursday, March 17 .................. 10:30 a.m. Duluth .................. Wednesday, March 16 ................ 10:30 a.m. Jersey City ............... Wednesday, March 23 ................ 10:30 a.m. New Bedford ............. Tuesday, March 22 ................... 10:30 a.m. February 1988 I LOG I 17 - �r •Ip g T O SAFEGUARD your rights and the shipping rights of all SIU members, there are certain requirements that must be followed. These requirements are spelled out in the Shipping Rules, and they are there so that the rights of all members will be protected and furthered fairly and impartially. DU ES Your current quarter Union dues must be paid at the time you register. RELIEF JOBS/REGISTERING When you are relieved, you must re-register for your job within 48 hours by reporting to the SIU Union hall. RELIEF JOBS/CONTACT WITH UNION It is your responsibility to keep in contact with the Port Agent at the port in which you are registered. RELIEF JOBS/SHIPPING It is your responsibility to claim your job from the hiring hall shipping board no later than one day before the ship's scheduled arrival. NOW YOUR RIGHT L ~KNOW- YOUR 'RIGHTS . CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of thi constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges. trials. etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The consricution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail. return receipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. - CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU 18 I LOG I February 1988 KNOW YOUR RIGHTS EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU . These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discriminated against because of race. creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to ~hich he is entitled, he should notify Union headquarters. patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or memher. It has also refrained from publishing articles deemed harmful to the Union or its collective member hip. This established policy has been reaffirmed by member hip action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy i vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SlU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment. this should immediately he reported to Union headquarter~. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such ohjects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contrihution may be solicited or received because of force, joh discrimination, financial reprisal. or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD hy certified mail within 30 <lays of the contribution for investigation and appropriate action and refund. if involuntary. Support SPA D to protect and f urthcr your economic, political and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of ~ to Union records or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The add~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, · 1d. 20746. �Vice Presidents (Continued from Page 8.) ticated technology. There is a new maritime industry out there, and we have to adapt. West Coast by V. P. George McCartney T HE first memorial Paul Hall lecture will be given Feb. 18-19 on the Queen Mary Hotel in Long Beach, Calif. The topic of the two-day seminar will be the Shipping Act of 1984 and the fate of the American liner industry. Hosted by the Paul Hall USC Sea Grant Program of the University of Southern California, the seminar will bring together some of the most important names in maritime. Paul Hall was to this Union what Harry Lundeberg was to the Sailors Union of the Pacific and what Joe Curran was to the National Maritime Union. He was one of the towering figures of the modem seamen's movement. He was my friend and my mentor-a complex man who had many interests and a seemingly infinite capacity for growth. The SIU today is a product of his vision and strength. Until his death in 1980 of a cancerous brain tumor, his name was synonymous with the SIU. His childhood was filled with illness and crushing poverty. He lived to see the Union he helped establish become one of the bedrocks of the maritime industry. He will be remembered for many things, but chief among them are the folJowing: the Merchant Marine Act of 1970, the Cargo Preference Act of 1954, the establishment of the Seafarers Harry Lundeberg School of Seamanship, organizing drives such as Isthmian and Cities Service which put this Union on the map. At the age of 14, Paul Hall was forced to leave home and seek employment. He boxed men twice his age for a quarter a fight. He hoboed. He lugged groceries from sun-up to sun-down. He sent every extra penny he earned home so that his mother and younger brother could eat. His first big break came when he decided to ship out. He often told friends that he owed everything to the maritime industry for giving him the chance to make something of himself. As bad as conditions were in the maritime industry 50 years ago, they were infinitely better than the ones Paul Hall had to cope with as a fatherless transient roaming a South plagued by economic collapse. He had a Southerner's sense of the extended family. When he joined the merchant marine, seamen became part of his bloodline. Even after he became maritime's leading spokesman, every old-timer was his brother and every trainee his son. When Paul Halljoined the merchant marine, it was in a state of turmoil. The International Seamen's Union had just broken up; Joe Curran had just established the National Maritime Union. Like Harry Lundeberg, who founded the SIU, he had profound philosophical differences with Joe Curran. After World War II, Hall took the A&G District that Lundeberg had founded and transformed it into the leading maritime union in the country. While poverty cut short his formal education, it did not cut short his lifelong quest for knowledge. During World War II, he sailed as an oiler, even though he had received a second engineer's rating. Years later, when he would take time to talk to a trainee or upgrader, he would discuss the war years and his second engineer's rating: ''I sat for my second engineer's license because I wanted to prove to myself that I was as good as any s.o.b. onboard ship. I never had any intention of sailing as a licensed engineer. I liked being down in the foes 'I too much to leave it. For me, a poor Alabama boy with only eight grades of educa- tion, getting that endorsement was just something I had to do. It was a test of my will." During the war, thanks to his good friend Bill McKay, he was appointed to his first important union positiondispatcher in Baltimore. Within six short years, he organized Isthmian and Cities Service, the two largest unorganized shipping companies in the maritime industry. By 1950, he had transformed the SIU into a leading voice in maritime. Magazines as different in style as Fortune and Reader's Digest ran articles on him, describing his as a "six foot blondish Viking who stands out physically, morally and intellectually.'' Most of the early publicity about him centered around his efforts to curtail the power of organized crime on the waterfront, efforts which made him a favorite target of would-be assassins. Despite the threats against his life, he pressed on, for he felt that the corruption on the waterfront robbed seamen of their dignity. The '50s were productive years. His main enemies, in no particular order, were the NMU, organized crime, the shipowners and Congress. By most people's accounts, he fought all to a draw or better. By 1957, the SIU had materially raised the standard of living of seamen. During that year, the Pete Larsen clinic opened in the port of Brooklyn; seamen saw their first private rooms onboard containerships. The welfare plan was in full swing, and a pension plan was not far away. In 1957, Hall was chosen to succeed Harry Lundeberg as the president of the Seafarers International Union of North America. By the early '60s, he was chosen to the executive council of the AFL-CIO and had established the Union as a potent force in Washington. He helped the SIU weather the incredible transformation in technology during the 1960s. His main accomplishment during that time was the establishment of the Seafarers Harry Lundeberg School in 1967. The capstone to his career was passage of the Merchant Marine Act of 1970, which earned him the nickname "the father of the modem Americanflag merchant marine.'' Despite its limitations, this was the single most important piece of maritime legislation to be enacted in the post-war era. ------Deaths-----The SIU has been notified of the deaths of the following deepsea members: Enrique S. Alvarez Clarence J. Baker John P. Carrigan George L. Esteve omas Joel Nathan Goldfinger Roy Lee McCannon Thomas Mojica Herman Rogge Joseph Righetti William Schnitzel Ramon R. Sierra Franciszek Szwestka Adolph F. Vante illip Wolf Ferdinand Greeff Wladislow Grohulski Juan Gomez Carl Harcrow Jr. l:,awrence L. Haun Luis Hernandez Charles J. Hickox Robert Keith James uie E. nman Joseph Lambert Sr. We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: address. Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. SIU & UIW of N.A. Address Correction Department 5201 Auth Way _ Camp Springs, Maryland -20746-9971 -----------------------------------------------------------PLEASE PRINT HOME ADDRESS Date: _ _ _ _ _ _ _ _ __ Social Security No. Phone No. ( ) Area Code Your Full Name Apt. or Box# Street Book Number 0 SIU City 0 UIW State 0 Pensioner ZIP Other-------- UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - - This will be my permanent address for all official Union malllngs. This address should remain In the Union file unless otherwise changed by me personally. (Signed) _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ --------~----------~---------------------------------------J February 1988 I LOG / 19 �CL L ....... NP -Company/Lakes -Lakes Directory of Ports Dispatchers Report for Great Lakes -Non Priority JAN. 1-31, 1988 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Algonac .. ................. 0 18 9 DECK DEPARTMENT 0 4 4 0 25 Port Algonac ................... 0 19 0 ENGINE DEPARTMENT 0 6 0 0 13 0 5 STEWARD DEPARTMENT 0 0 0 6 2 30 ENTRY DEPARTMENT 0 0 0 0 24 3 68 6 Port Algonac ................... 0 Port Algonac ................... 0 Frank Drozak, President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Glass CL Class L Class NP 11 4 Totals All Departments ........ 0 72 3 0 0 *"Total Registered " means the number of men who actually registered for shipping at the port last month. "*"Registered on the Beach" means the total number of men registered at the port at the end of last month. HEADQUARTERS 5201 Auth Way Camp Springs, Md. 207 46 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 Dispatchers Report for Deep Sea ....... JANUARY 1-31, 1988 *TOTAL REGISTERED All Groups Class A Class B Class C Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco. . . . . . . . . . . . . Wilmington .............. Seattle .......... .. ..... Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ................. Port New York ............... Philadelphia .............. Baltimore ............... Norfolk .......... ... .... Mobile ................. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ......... ....... Piney Point .............. Totals ................. Port New York ........ .. ..... Philadelphia .............. Baltimore ........... .... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ........ •· ....... Piney Point .............. Totals ................. 47 5 8 15 10 25 30 29 14 43 16 8 33 0 0 11 1 5 10 4 6 9 10 8 6 1 10 4 0 6 5 1 0 3 4 4 4 10 6 3 0 6 1 0 0 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 40 10 7 4 2 0 12 7 0 14 3 5 2 2 9 11 3 6 16 4 4 11 25 8 17 8 0 5 0 36 16 0 0 13 4 6 25 9 2 0 0 0 5 0 6 288 91 49 236 25 8 0 1 6 2 2 0 0 0 0 16 2 6 6 5 38 6 3 17 21 14 24 4 4 2 6 6 8 2 6 4 21 0 1 1 9 3 0 5 190 63 17 6 0 2 1 7 5 19 8 44 14 28 2 7 16 0 1 . 171 1 0 0 1 3 6 2 2 0 30 1 0 14 66 4 0 10 2 0 0 31 2 0 0 0 1 2 0 5 0 0 0 15 1 0 3 29 Port New York ............... Philadelphia ............ .. Baltimore ... ...... .... .. Norfolk ................. Mobile ......... .... .... New Orleans ............. Jacksonville .......... . ... San Francisco ............. Wilmington .............. Seattle ................. · Puerto Rico .............. Honolulu ................ Houston .. . ............. St. Louis ................ Piney Point .............. Totals ............... .. 144 188 231 Totals All Departments ...... 793 408 338 19 2 2 3 1 20 7 23 10 24 12 8 13 0 0 16 3 5 7 8 17 4 19 17 7 2 72 7 0 4 7 2 1 3 4 20 5 24 2 4 0 154 4 0 1 2 3 6 5 20 16 17 13 20 10 2 16 0 0 146 85 36 ENGINE DEPARTMENT 7 1 1 0 2 0 6 2 3 0 4 4 0 1 4 5 1 0 4 4 0 0 10 7 1 3 0 0 0 0 43 27 STEWARD DEPARTMENT 4 2 0 0 3 1 0 4 0 0 1 4 1 1 1 6 4 1 5 4 27 8 1 8 0 26 2 0 0 0 0 20 7 31 1 12 0 0 0 0 7 1 0 14 2 119 11 1 4 7 1 12 4 11 9 22 3 4 9 0 0 98 599 60 30 ENTRY DEPARTMENT 1 6 2 0 7 0 8 2 4 5 13 10 5 5 11 9 1 8 1 11 0 4 158 85 2 6 0 0 2 4 170 200 358 293 Trip Reliefs 10 0 4 4 0 2 3 5 4 7 3 11 4 0 ~ CLEVELAND, Ohio **REGISTERED ON BEACH All Groups Class A Class B Class C 92 2 8 18 3 4 25 14 71 56 62 30 65 31 7 67 5 7 16 11 6 6 3 10 5 0 0 1 5 10 2 1 0 3 2 3 4 12 13 6 0 3 0 0 0 59 531 109 49 2 0 0 4 1 7 2 3 2 4 1 4 4 0 0 60 2 8 0 2 6 3 10 14 9 8 6 2 2 0 0 0 0 2 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 10 9 7 55 44 34 18 36 10 7 39 0 1 9 2 0 5 2 0 1 NEW ORLEANS, La. NEW YORK, N.Y. 84 22 5 32 0 1 0 2 2 5 8 0 1 1 1 0 0 0 0 7 5 4 0 41 4 0 0 9 23 0 0 7 8 3 5 0 23 2 0 8 2 0 2 1 7 2 0 1 18 38 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 49 5 1 6 2 34 16 63 16 45 21 8 19 34 7 5 13 11 27 13 25 17 23 7 13 1 1 6 6 34 8 33 11 10 3 133 5 0 1 0 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 3 67 13 0 4 630 Jackson Ave. 70130 (504) 529-7546 0 281 0 50 Union St. 0274 (617) 997-5404 2 79 84 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 6 0 332 5 5 MOBILE, Ala. NEW BEDFORD, Mass. 34 9 5 34 25 77 17 36 7 99 Montgomery St. 07302 4 (201) 435- 7 2 0 0 0 285 283 265 172 1,429 543 374 *"Total Registered" means the number of men who actually registered for shipping at the port last month . **"Registered on the Beach" means the total number of men registered at the port at the end of last month . Shipping in the month of January was down from the month of December. A total of 1,422 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,422 jobs shipped, 599 jobs or about 42 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 172 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 6, 799 jobs have been shippe'd. 20 I LOG I February 1988 5443 Ridge Rd. 44129 (216) 845-1100 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-19~0 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 51 O N. Broad Ave. 90744 (213) 549-4000 �CHECK~OFF /T's A ~MALL PRICE TO PAY ~ IT~ dOB ~ECIJR/TY I .----' · IT~ POLI 7CAL AWER February 1988 I LOG I 21 - �Reflagged Kuwaiti Tankers Win U.S. Crewing Waiver (Continuoo from Page 1.) - and determined that they are entitled to veterans benefits for their shipboard service during this global conflict. "It is hard to believe that the Defense Department would now deem employment of foreign seamen as more necessary to the nation's overall standing in difficult international situations. While I am certain that this would not be actually stated in any contemplated waiver request, it is the only inference that can be drawn from the request for a waiver. "Legitimate concerns must also be raised about the maintenance of a trained manpower pool necessary to meet the nation's continuing need for strategic sealift. Recent studies, including a 1986 Navy manpower study, point to the increasing critical shortage of American merchant mariners. Generally, these studies also have concluded that a robust U.S.-flag commercial fleet and maritime employment base are necessary to ensure adequate sealift capability in times of war. "Consideration of a waiver of the citizen manning requirements for the 11 tankers reflagged under U.S. registry last year undermines efforts to provide sufficient shipboard job opportunities. Manpower issues should not be alien to our nation's defense planners who continually struggle to develop methods of attracting young Americans to serve in the nation's armed services. Maritime labor, too, expends considerable energy in accomplishing the same basic goal for the private sector merchant fleet. Our purposes in this regard are directly intertwined: maintenance of adequate sealift capability. Implementation of this goal will become difficult if a waiver is granted. ''American seamen will view this action in the short term as a loss of immediate job opportunities. Over the long pull, it provides another indication that the government-despite its many studies which decry the shortage of available American seamen-is talcing no concrete steps to support a vital domestic industry. The result of such government action is predictable: the prophecy of acute manpower shortages becomes self fulfilled." The Union received no response to its letter prior to the waiver. In addition, the SIU was alerted to the government's intentions by the action of the ship management company in charge of hiring crews for the tankers. More than 250 Seafarers contacted Gleneagle Ship Management in Houston, Texas, asking for employment applications for the reflagged ships. They received a simple one paragraph reply from the firm's crew manager. "We have received your letter inquiring about employment on the reftagged Kuwaiti tankers. It has not been determined how the vessels will be manned, and at this time we are not accepting applications for employment on the vessels, nor are we engaged in manning discussions with your Union. '' The letters were dated after the law was signed, but before the waiver was granted. 22 I LOG I February 1988 •'Maybe Gleneagle knows something we don ~t know,'' Drozak said at the time. "Maybe they know the waiver request will be granted and they don't need American seafarers. You'd think that if they were going to have fill several hundred billets soon, they would want a pool of trained seamen to choose from.'' Gleneagle apparently did know something because the waiver was granted and there was no need to hire any American merchant seamen. What baffled most observers was the reasons cited for the waivernational security. No one could explain how America's national security could be harmed if U.S. crews sailed aboard those ships. ''Manning the reflagged vessels with American crews strengthens our national security now and in the long term," said Rep. Mario Biaggi (DN. Y .). He cited a recent report by the Commission on Merchant Marine and Defense which pointed to an alarming and dangerous decline in the number of trained seafarers available to meet national security needs. If any emergency would occur requiring U.S. sealift, there simply are not enough trained merchant seamen to sail the ships. That number is continuing to decline. ''This is the perfect opportunity to strengthen our beleaguered American merchant marine and our national se- curity at no cost to the American taxpayer," he said. Jones joined in the condemnation of the waiver on national security grounds. ''There is no rationale for requesting or granting this waiver, a fact made obvious by the lack of supporting documentation accompanying the request,'' he said. ''How can national security be jeopardized by requiring U.S. crews on ships carrying oil from Kuwait to Europe? National security would best be served by requiring even greater numbers of Americans to man the instruments of our national defense," he added. Hill Must Act on Last Year's Issues What follows is a legislative update of some important issues that transpired last year and must still be acted on by Cong ess. A united maritime industry was able to get the Reagan administration to remove transportation from the Canadian Free Trade Treaty. As originally worded, the provision had the potential to open up portions of both the American and Canadian shipping industries to Third World shipping, especially if transportation had been included in the upcoming trade talks in Geneva, Switzerland. ''Had the industry been included in the treaty,'' said SIU V.P. Mike Sacco earlier this year, ''then it would have lost something more important than any one program'. it would have lost hope for the future." Still, the industry isn't totally out of the woods on this issue. James Henry, president of the Transportation Institute, noted that the energy chapter of the legislation still allows the export of 50,000 barrels per day of Alaskan North Slope Oil to Canada. The provision, said Henry, would set a "dangerous precedent'' that threatens U.S. energy independence. CANADA FREE TRADE: TRADE: Despite predictions that unfair trade would be the number one priority of the lOOth Congress, the Omnibus Trade Bill was left to die on the vine. Congressional leaders said that the October stock market crash had diminished chances that the bill would be enacted into law without undergoing major changes. Both the Senate and House versions of the bill contained pro-maritime provisions which would beef up the retaliatory powers of the Federal Maritime Commission. Even though Congress and the administration failed to deal with this issue, it would not go away as the monthly trade deficits continue to hit record levels. Many figures in the maritime industry were saying that reform of the existing liner subsidy program was central to the industry's survival. Yet even LINER SUBSIDY REFORM: though the program had started to elapse, no consensus could be reached on how a new program should be constructed. The administration finally came up with its own version of the bill, which was generally opposed by most of the industry as being ''too little, too late.'' There was sharp disagreement, however, in the industry on what approach should be taken in lieu of the government's actions. Toward the end of the year, Rep. Walter B. Jones (D-N.C.) came up with another bill to reform the liner subsidy program, H.R. 3808, which was co-sponsored by Rep. Mario Biaggi (D-N.Y.), Bob Davis (RMich.) and Norm Lent (R-N.Y.). for the American owners of vessels documented under open-flag registries, tried to get Congress to extend naval protection to all shipping in the Persian Gulf and provide War Risk Insurance to vessels registered in such countries as the Bahamas. DEFENSE COMMISSION: The first half of the long-awaited presidential Defense Commission on Shipping was released. The commission argued strongly that the decline of the American-flag merchant marine posed a threat to the security of the. United States . e second half of the report, which con ai ommendations for a national maritime program, is expected to be released in the near future. STRATEGIC PETROLEUM RESERVE: ARCTIC NATIONAL WILDLIFE OIL: Serious attention began to be given in Congress about the exploration of oil in the Arctic National Wildlife Region. Many experts believe that this area contains one of the most promising sources of untapped energy. Opposition to development was expressed by some environmental groups. Yet industry figures pointed to this country's experiences with Alaskan North Slope oil as being proof that it was possible to develop this country's energy resources without violating environmental standards. This has the potential to be a make-or-break issue for the maritime industry. Alaskan North Slope Oil is scheduled to decline rapidly during the next decade, which could lay up many existing tankers in that business. And even if Congress does enact legislation on this issue, it would take a decade before new oil started to be shipped to the Lower Funding for the SPR was reduced to $438 million in the final rs· of the year's continui g udget resolution, which meant that the daily fill rate would be set at about 50,000 barrels per day. Industry experts argued that this was too low to protect national security interests or to help maritime. SEWAGE SLUDGE: Action on the House's version of the sewage sludge bill was delayed until next year when attempts to attach H.R. 82 to a continuing budget authorizations bill failed. Shortly before the year ended, Sen. John Breaux (D-La.) introduced a Senate version of the bill. Well-Deserved Retirement 48. OPEN REGISTRIES: One of the most disturbing trends in the international shipping community last year was the debasement of long-standing national registries. Such traditional maritime powers as Norway established de facto open registries under their national registries . The Federation of American Controlled Shippers, a lobbying front Ollie "Buzzy" Purday (left), a longtime member who shipped out of the ports of Baltimore and Norfolk, receives his pension check from SIU Patrolman Mike Paladino. �Editorial L ET'S face it. Somebody is not telling the truth. ls it the U.S. government? Or is it the Kuwaiti owners of the 11 reftagged tankers who receive millions of dollars a day in U.S. Navy protection, but don't have to employ American crews? When the question of the reflagging first surfaced, it was assumed those ships would carry American crews. After all, American flags and American crews go together. We thought it was the law. Last summer when the debate over the crewing of the tankers was raging, the lawyer for Chesapeake Shipping Company-the nominal owners, the real owners are of course the Kuwaiti'ssaid his bosses would crew those ships with whomever the law required. "The company intends to, and will, comply with American law in all respects. If the law were to require and the regulations to require American citizen crews, the company is prepared to employ American citizen crews." In addition, attorney Mark P. Schiefer told the House Merchant Marine Ref lagging-A Waiver of the Truth Subcommittee that the company did not ask any government agency for any special commitments regarding crewing requirements. But lo and behold, the administration said because those ships would not call on American ports the citizenship crewing requirements did not apply. That interpretation was based on a section of maritime law which allowed the use of foreign crewmen when Americans were not available. That section was written in the days of sail and early steam when it was impossible to bring a seaman from the States to replace or relieve a crewmember overseas. Now, the Secretary of Defense claims that the use of American crews, as required under a recently passed law designed specifically for the reftagged tankers, would somehow harm American national security. In his letter requesting a waiver of the crewing requirements, Secretary of Defense Frank Carlucci said, "The reflagging is in the national defense interest and continues to be necessary to facilitate U.S. naval protection of these Letter To The E- or 'An pen Letter to My Brothers Of the SIU ... ' Seventy-two years ago I went aboard my first ship (1916). Many years have rolled by sine experienced the thr f two yea.rs I sailed on the Great Lakes, ta.king time out for a hitch in the U.S. Army a.nd a.gain in World War Two as a radio engineer at the Ford Bomber Plant at Willow Run, Mich. I retired in 1966 With wha.t may be close to a record, 28 years on the last ship I signed on. Many of you are unta.milia.r with "those good days" of six hours on a.nd six hours off. I would like to give you some idea. of a. sailor's life back 1n those days. It was a time when once a week we were gtven a roller towel of some coarse material. You took a bath with it one day, and the next day you dried your face with it! It was a time when the "Old ~an" or the mate took a personal dislike of you and told you to get your money and get off at the next port. The surest way of getting fired wa.s to mention the word "vaca.tion," much less ''vacation with pay"! The galley refrigerator had its padlock, and the cook had the key. When the cook went to bed, the key went with him. There was no night cook, the night lunch was set out on the galley table. On hot summer nights when the midnight crew came on, the sliced meat (if there was any lefi) was dry and curled up like a leaf on a fall lawn. The butter had turned to liquid and had drowned a few night bugs. One could have filled a fountain pen with what was left. in the coffee urn and written a letter home with it. In making port, Ordinary Seamen reftagged tankers. " ... Unless waived, these requirements (citizen crews) would significantly change one of the conditions existing at the time of reftagging. This result would tend to undermine the reflagging arrangement, which continues to be in the national defense interest.'' Going back to Mr. Schiefer' s remarks, it appears that the ships' owners were willing to employ whomever the law required. The law now requires Americans. He also said the company did not ask for any special consideration, which appears to mean that the deal did not hinge on who crewed the ships. After all, it was American military might these people were seeking. But looking at Carlucci' s very vague and brief reasons for the waiver, it reads that if American crews were required to sail those ships, then the Kuwaiti's would back out of the deal. At least on the public record, crewing regulations are not part of the deal. It's hard to imagine the Kuwaiti's would give up several million dollars a day in U.S. Navy protection because of the small increase in cost for American crewmen on those ships. It would still be a small price to pay for renting the U.S. Navy. Of course we can only base our conclusions on what is in the public record. And that record indicates someone is not telling the truth. If there was some sort of backroom deal cut between the administration and the Kuwaiti government, why doesn't somebody just fess up to it. After all, it seems as if everybody is getting what they want. Kuwait has the U.S. Navy in the Gulf for the cost of filing fees and the pay of two officers. The administration now has a legitimate right to show the flag and rattle its sabers in front of Iran, and to offset the presence of the Soviet Navy in the Gulf. The only folks who didn't get what they want are the merchant seamen who could use the work. And the American public which has the right to the truth. were called with no thought of overtime pay. "Overtime" was a nasty word~ only to be thought of behind locked doors. I could go on and add other things which you probably would not believe. Suffice it to say, these were the conditions aboard the ship I was on, when in 1950 an SIU agent came aboard. The story he told sounded like a fairy tale. There were 20 unlicensed men in the crew. Have you ever tried to get 20 men to agree wholeheartedly on one ? Some o ose ob· ey joined the Union. Others would be paying dues just to hold their job. That's human nature. After many pros and cons, the Union was voted in. And with it the "fairy tales" spoken of by the sm agent became a reality! A refrigera.tor wa.s built into the galley wall and wa.s open 24 hours a day. On the galley wall also was installed a T.V. Now we had clean linen whenever we needed it. Over time, we got vacations with pay, recourse to ''beefs" that turn up, a.nd rights that sailors long dreamed of. What a change in conditions the SIU had made. But that was only part of it. For 22 years now I have received my SID pension every month. I was never in a hospital until two years a.ft.er I retired. Then everything seemed to fall apart. Two strokes, three heart attacks, and four times surgery for prostate gland. It incurred a tremendous expense, but the Union has stood loyally by me. Without their help I could have never made it. Any of you Brothers who feel you a.re paying dues just to hold your job could never be more wrong! Value your membership for everything it is. The sm is one Union that is behind you all the way. · Sincerely yours, John C. Hiller. Petoskey, Mich. YOU CANT WIN USING DRUGS/ UN5HACKLE YOU~SELF TODAY./ KICK TME HABIT/ r CONTACT YOUR UNION AT PINEY POINT OR YOUR PORT AGENT.' February 1988 I LOG I 23 - �Seafarers International Union of North America, AFL-CIO Washington Report Rep. Richard Gephardt (D-Mo.), television evangelist Pat Robertson and Sen. Robert Dole (R-Kan.) were the big winners in Iowa's long awaited caucuses. In addition to winnowing the field of presidential contenders down to a more manageable size, the results said a great deal about the mind of the American electorate. Gephardt's victory was a testimony to the importance that the American electorate places on the trade issue, especially in areas like Iowa, which have been hard hit by unfair foreign competition. Dole based his campaign on two themes: leadership and the resolution of the budget deficit. The fact that he came from nearby Kansas gave his campaign a boost in this midwestem state. Robertson's victory offered the most meaningful lesson to labor groups. More than any other candidate, he demonstrated the importance of grassroots activity in the election process. Republicans will have to take note of his concerns if they are to forge a winning coalition. Merchant Marine Benefits Forty-three years after the end of World War II, American seamen finally have been given the recognition they deserve for the role they played in helping to preserve democracy in the world. The Defense Department granted surviving seamen the same rights and privileges that have been awarded to veterans and 14 other groups. "Most seamen have long passed the age where they ~an enjoy many of the benefits that other veterans enjoyed," said SIU President Frank Drozak. "For many of our members, it was a matter of principle. ''The Maritime Trades Department started the ball rolling on this issue many years ago. We coordinated our efforts with the AFL-CIO and other seamen's organizations." The ruling applies to seamen who served in active, ocean-going service from Dec. 7, 1941, to Aug. 15, 1945. For more details on this issue, tum to page 3 of this month's LOG or see your port agent. Defense Commission Unless this country moves quickly to tevive this nation's merchant marine, it will be forced to incur substantially higher costs down the line, said the Commission on Merchant Marine and Defense. The deterioration of the U .S.-fiag fleet posed a "clear and growing danger" to the national security of this country. said the report, which was unveiled by Jeremiah Denton, commission chairman. The commission outlined a seven-point program which it said should form the basis of any national maritime policy. Among the points stressed were the following: t * Development of sealift resources the U.S. needs to meet national defense requirements. * Enactment of measures to ensure adequate ships, seamen and sufficient shipbuilding and repair capabilities. ! t t ! ! 24 I LOG I February 1988 - February 1988 * A "balance" between the active commercial fleet and inactive reserve forces. * Preparation to ''go it alone,'' if necessary, to meet strategic requirements. * Maintenance of the shipbuilding mobilization base. * Formulation of new initiatives and federal programs to augment this nation's sealift and shipbuilding capabilities. * Restricting the reserve force only to ships that have military capabilities not required of the commercial sector. For more information, turn to page 4. ILO Convention The maritime industry reacted with considerable favor to the Senate's decision to ratify an International Labor Organization (ILO) convention setting minimum safety and working standards for merchant mariners. Hailing the 84-0 vote in the Senate, SIU President Frank Drozak noted that ''this is a long-overdue step which will give the international maritime community some badly needed tools to protect the rights of seamen worldwide." The Senate's ratification of the treaty expands the ability of unions in signatory countries to take steps to protect the health and safety of seamen on vessels calling in their ports. In testimony delivered last year, Drozak cited cases where Philippine seamen were endered virtual laves onboard flag-of-convenience vessels after they had signed blank contracts which failed to provide for even their minimal necessities. Aitide 4 of the ~onvention gives trade unions in signatory countries the right to look into grievances filed by FOC seamen when there is evidence that a ship does not conform to minimum working and safety conditions. A more detailed report is carried on page 5. Coast Guard Drastic budget cuts in the Coast Guard's budget request could pose a serious threat to the safety of many merchant vessels and hamper this country's war on drugs, said Admiral Paul A. Yost Jr.. the Coast Guard commandant. According to reports carried in The Journal of Commerce, the cuts in the Coast Guard's budget ''will force merchant ships, tugs and ferries moving about New York harbor to rely on each other to avoid mishaps''-a dubious proposition. In addition, a large portion of this country's search and seizures in the Caribbean will have to be halted because there no longer will be enough federal money to pay for them. Kuwaiti Reflagging Rumors have been circulating throughout Washington that the administration is considering waiving the American citizenship requirements contained in the recently enacted H.R. 2598 as they relate to the 11 Kuwaiti tankers. Responding to these rumors, SIU President Frank Drozak called upon the government to commit to using American seamen onboard these vessels. Legislative, Administrative and Regulatory Happenings Gleneagle Ship Management Company, agent for the Chesapeake Shipping Company (the "American" owner of the vessels), notified the SIU that it had not yet decided how to man the vessels. "One would think that if they were going to have to fill some 500 billets soon," said Drozak, ''they would want a pool of trained seamen to choose from.'' Several hundred SIU members have expressed interest in manning these slots. if they become open to American citizens. "If the government deesn't want to use American seamen onboard these vessels," said Drozak, "then it should re-evaluate its commitment in the Persian Gulf. The government should take appropriate action and reject any requests for the employment of foreign nationals aboard U .S.-flag vessels." For more information on this story, plea~e turn to page 1. OyCanada The Canadian government is considering ways to establish a second shipping registry to promote that country's deepsea shipping industry, according to reports carried in The Journal of Commerce. Several different plans are being floated about, many of which are ·milar to recent actions taken by the Danish parli n . The recent news reports on this issue put into stark perspective how important it was for this country to exclude transportation from the Canada Free Trade Agreement which was signed last year between American President Ronald Reagan and Canadian Prime Minister Brian Mulroney. The move to establish second registries has swept the maritime nations of Europe. Norway started the trend last year, and France and Sweden are looking into similar plans. Liner Subsidy Reform The shipping industry can make a comeback this year, said Sally H. Smith, specialist in ocean carrier stocks, but only if there is some resolution to the reform of the liner subsidy program. While the administration and certain segments of the industry remain split on the best way to reform the program, the shipbuilding industry came up with a plan that might help resolve at least part of the disputed issues. According to reports carried ir. The Journal of Commerce, John Stocker, president of the Shipbuilders of America, is thinking about "separating the U .S.-flag liner fleet-and maybe also the bulk carriers-into two parts. The plan, theoretically, would assure the shipyards some commercial work and would free owners and operators to decide under which system it would be to their advantage to operate." Stocker is the first prominent shipbuilder to publicly explore the possibility that at least some American-flag vessels could be built foreign. But he was speaking only for himself and not the whole council. In addition, other segments of the industry and government remain divided over other issues. Operating differential subsdidies, which have enabled many American-flag companies to remain competitive, have begun to expire. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1988 Description An account of the resource HEADLINES KUWAITI TANKERS WIN WAIVER FROM CREWING LAW AFL-CIO MARITIME TRADES UNIONS MEET TO SET ’88 LEGISTLATIVE GOALS VETS WIN CLOSES WWII FOR MERCHANT MARINERS SIU FEATURED ON PUBLIC TV DEFENSE REPORT OUTLINES STEPS TO REBUILD FLEET SENATE RATIFIES ILO CONVENTIONS CHEAPER BY THE DOZEN- SEA-LAND BUYS ECONSHIPS COAST GUARD BUDGET CUTS COULD HAVE SAFETY IMPACT WWII HISTORIAN SEEKS HELP FOOTE, MC&S STALWART DIES NLRB CHARGES MCALLISTER WITH UNFAIR LABOR PRACTICE PRIDE, CONFIDENCE, HOPE FOR THE FUTURE: SMU MEMBER PRAISES SHLSS TRAINING HILL MUST ACT ON LAST YEAR’S ISSUES REFLAGGING- A WAIVER OF THE TRUTH Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1988 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 50, No. 2 1988 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/dbe7716627c1dfba4f057844804d9a84.PDF 09398b52cf6014045d3f47015612e2a9 PDF Text Text ..W,, OFFiaAt ORGAN OF THE SEAFARERS INTlRNATlOlliAL UNION • ATLANTIC, GULF, LAKES AND INUND WATERS DISTRIG • AFL-CIO TAX TIPS TOR SIAMTN SEAE^KERS SIU members and their a families receive quality medical care in San Francisco. r he LOG, continuing a tradi­ tion of providing valuable in­ formation to SIU members, cov­ ers important tax information in this issue. 5 Harry Lundeberg School a offers new course in Marine Electronics. 4 O Your rights under H £$ a COBRA, the new health care Jaw. WHAT'S NIWIH 1988? TAX LAW CHANGES TO APPLY TO THE 1988 RmPN Reduced Tax Rates Effective 1988 there are only two tax rates, 15% and 28%. The tax table and tax rate schedules use the reduced rates—with a phaseout of the lowest rate for higher income individuals. Increased Deduction for Exemptions The deduction for each exemp­ tion—for you, your spouse and dependent s-r-has increased to $1,950. Standard Deductions Increased For many individuals, the stan­ dard deduction has increased. Because of this increase, it may be to your benefit to take the standard deduction for 1988 even though you itemized deductions in past years. Interest Deductible On the 1988 return, 40% of per­ sonal interest is deductible. This includes interest on items like car loans and credit cards. Turn to Page 11 for • How to get tax info by phone • Additional Information • 'V 1- >•.» • Volume 51, Number 2 February 1989 '• A''' * • ^ cocc_ 3>t—' —<J>0 oc-'0>:zo 11-t7=0 SIU SPEEDS UP lEGAl PROCESS IN DRUG TESTING SUIT VERSUS DOT JjJ oving swiftly through the leffl gal maze, the SIU has expe­ dited consideration of its drug testing suit against the Depart­ ment of Transportation. As a re­ sult of the SIU's action, and with agreement of the US Justice Department, the federal district court has scheduled immediate consideration of the SIU's case against the US government's mandated drug testing proce­ dures of maritime workers. The union expects the lawsuit against DOT to come before the courts in early March. Avoiding legal delay is vitally important since the govern­ ment's drug testing regulations became law in December of 1988 and must be implemented by June 21, 1989. The lawsuit was jointly filed by the SIU, the Transportation Insti­ tute (TI)—a federation of US-flag shipping companies—and two in­ dividual merchant seamen. The SIU is '^committed to protecting the individual rights of its members . The SIU portion of the case declares an individual's constitu­ tional right to privacy and rights to be free from unreasonable search and seizure are violated Crewed by SIU members, the OMI Columbia (OMl) is one of the 56 US-flag tankers in the Alaska oil trade. The Alaska pipeline was built and US-flag tanker transport has been used becausi%:e United States wanted to rktmn American oil from Alaska reserves for AmericanU:onsumption. %- indefinitely extends the period of time in which.Alaska oil is re­ served for domestic use. Alaska oil, reaching the lower 48 states via pipeline and US-flag tankers, has saved West Coast consumers billions of dollars at the gas pump, decreased our na­ tion's reliance on imported oil and preserved a domestic mer­ chant fleet. by the new drug testing rules. SIU President Mike Sacco ex­ plained, "While we accept our responsibilities to help in pro­ tecting society against the dam­ age done by drug and alcohol abuse, we are also committed to protecting the individual rights of our members and the ability of the industry to stay afloat." TI, voicing the concerns of US-flag shipping companies, as­ serts the testing law forces pri­ vate enterprise to act unwillingly as government agents. In addi­ tion, TI challenges a law which places the cost of administering and implementing drug testing on the employer. TI points out the unfair financial burden placed on beleaguered US operators who compete head-to-head with for­ eign flag companies. Foreign flag vessels are excluded from the drug testing law, while US oper-ators are required to pay for the entire cost of testing, enforce­ ment and reHabilitation, cur­ rently estimated to have a price tag of over two billion dollars. The new drug testing regular tions were part of a last minute push by the Reagan administra­ tion to secure compulsory drug testing of workers in the trans­ portation industry. The Coast Guard, in its haste to meet the administration's timetable, drew up proposals with no considera­ tion of effectiveness or cost. Election-year hysteria added to the lack of reasonable and con­ scientious Congressional debate. COMPAHIES, UNION GET SET TO COMPLY WITH DRUG LAW labile the SIU law suit seeks Iflf to abolish the new drug test­ ing rules, ship operators are re­ quired to prepare for mandatory pre-employment testing which the new regulations dictate must be in place by June 21, 1989. Because SIU members work un­ der a 90 day registration and Continued on page 4 -- - • 2:0/ cooo rr'-<0o -I x O UNWN GIRDS FOR BATTU OVER AUm OIL EXPORT w ashington—The SIU is working to continue the pro­ hibition of exporting Alaska oil. The union began developing its campaign, in conjunction with other groups in the maritime in­ dustry, when there were signs from Congress that legislation would be introduced repealing the ban on Alaska oil export. Alaska oil from the North Slope was reserved for domestic consumption by a provision of the Export Administration Act (EAA). Those who want to ex­ port our oil to Japan and other countries would like to eliminate the U.S.-use-restrictions. The expiration of the EEA in Sep­ tember of 1989 gives export pro­ ponents a chance to push for an opportunity to sell Alaska oil in foreign markets. SIU supported legislation would head export advocates off at the pass. If ^proved. House of Representatives bill No. 567 WS/Df: 4 t-i 'V?! ... '• > —)c/i •-Hc.r" motz' Cj-< CO *2 O •H CO 7-- o o 1 o • CJ (-H . > r" 1 J"""- CO. , o n . m -) a. K-. • U1 OJ o : o- • • • •• • •<; »'• • 'i. �SUFARiKS LOG President's Report A®': •' .'••* •;• • • • -j:;";.. • . Mfo American worker must be more vigilant than he or she 11 who goes to sea for a living, especially when it comes to keeping an eye on the efforts of governmental action. Not only must the Seafaring man and woman be concerned with the im­ pact of the range of social and labor legislation, they must be deeply involved with federal policies and regulations as well as congressional initiatives affecting every aspect of marine trans­ portation. Hardly a day goes by without a decision or action being taken somewhere in Washington that directly touches on the well-being and security of shipboard workers. Besides the Congress and its scores of committees with jurisdiction over maritime matters, there are the government agencies and departments whose ac­ tions can directly influence our job opportunities, our security and the stability of our industry. Departments like Commerce and Transportation and State and Justice and Defense and Inte­ rior. Agencies like the Maritime Administration and the Coast Guard and the Agency for International Development and the Interstate Conunerce Commission and the Office of Management and_Budget, to cite a few. Constant monitoring and vigilance is the order of the day. And our people have to visit with and talk with those who are involved. It is a full plate, which we readily accept because we believe strongly that the Union must keep its eye on Washington and the political and legislative process. No one will do it for us in the manner we think is necessary—by working hard from bell to bell. In addition to the Congress and the agencies, we often have to go into the federal court system to protect the welfare—^and the rights, as in the drug testing case at the moment—of our Union membership. As 1989 gets under way all signs point to a busy calendar in Washington for us in Maritime. With a new administration that has given no sign yet as to what its thinking is in respect to the American flag shipping industry, we are going to have to be on our toes. We must make every effort to convince the administra­ tion and members of Congress that it is in the national interest to revitalize and maintain a strong maritime capability. We must The SID in WMtalnglim IN THE HOPPER • The following bUls have been introduced in the 101st session of Congress. The SIU is carefully tracking legislation which affects membership jobs and rights. : '•^^;;; |;e.v ••' ALASKAN OIL: H.R. 567, which would extend the ban on the export of Alaskan oil indefinitely, was introduced in the House of Representatives. The bill was sponsored by Rep. Howard Wolpe (D-Mich.) and Olympia Snowe (R-Me.). The ban, which is contained in the Export Administration Act (BAA), is scheduled to expire on September 30, 1990. ALIEN STRIKE-BUST­ ERS: Rep. Maige Rou- ••JKi. ir-i'' .V''- • • Volume 51, Number 2 February 1989 'he LOG aSSN0160-2047) is puUished monthly by the S^ifarers Internatioiiai Union; Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO; 5201 Auth Way; Camp Springs, Maryland 20746. Telephone (301) 899-0675. Second-class postage paid at MSG Prince Georges, Maryland 20790-9998 and at arfHirinnal mailing ofiBces. POSTMASTER: Send address changes to the LCX}, 5201 Auth Way; Clamp Springs, Maryland 20746. President, Michael Sacco; Secretary-Treasurer, Joe DIGIorgio; Executive Vice President, Joe Sacco; Vice President Ccdlective Bargaining, Angus "Red" Campb^; Vice President Atlantic Coast, Jack Caffey; Vice President Gulf Coast, Thomas Giidewefl; Vice President West Coast, Gemge McCartney; Vice Pkesident Lakes and Inland Waters, John Fay; Vice President Government Services, Rpy Mercer. Communicates Department Director, Jessica Smith; Editrn-, Charies Svenson; Managing Editor, Mike Hall; Associate Editors, Max Hall mA Deborah Greene; Design Consultant, Dennis Goris. ~ f also offset the efforts in the opposite direction by opponents of " Yo'^r"ulSn representatives with responsibility for SIU legislaUvrsL governmental matters wUl pay stnct attention to their tasks There wiU be times when the membership can be of asSance on critical issues. On those occasions, all hands will be advised as to how they can help. . oii r.ortc We are intent on improving communications among afl parts-of the union structure. That is one the many ways m which we will be working full time to mice the union an effective force for the well-being and security of Seafarers. Drug Testing It may be repetitive, but we cannot stress the issue of the government's drug testing program too much. If anyone is won­ dering why plans are being made now to comply with the order to have a testing procedure in place, it is because the program has to be in operation by June 21. _ However, we have questioned the government s action and we are party to a suit in Federal Court to halt the testing on the grounds that it can violate the privacy rights of Seafarers. We of course, support the notion that the drug issue should be dealt with, but the present scheme not only threatens a member's right but also puts US-flag ships at a serious competitive disad­ vantage, since the ship operators must pay for all costs, and foreign-flag ships are not required to comply with the order. Unfortunately, the Department of Transportation issued its or­ ders without any consultation with the industry nor did it gather any figures to justify its extreme actions. It would have been intelligent to have explored the matter with those involved—the union and the ship owner—in an effort to arrive at a reasonable solution. Since it didn't, in our minds we had no alternative but to seek a stay and have the issue put back on the drawing board. kema (R-N.J.) has introduced H.R. 285, which would prevent aliens from assuming the jobs of striking air and maritime indus­ try employees. ANWR: Rep. Don Young (R-Ak.) introduced H.R. 49, which would authorize devel­ opment of the Alaskan National Wildlife Reserve (ANWR). Leg­ islation which would prohibit ^ such development has also been introduced in the House. CARGO PREFERENCE: During the past several sessions of Congress, cargo pref­ erence has proven to be a con­ tentious issue. It is expected to be one in this session as well. Several bills have already been introduced. Two, H.R. 440 and H.R. 444, were introduced by Rep. Helen Bentley (R-Md.). They would provide for fuller compliance of existing cargo preference laws. A third bill, H.R. 597, would repeal the 1985 compromise reached between maritime and agriculture groups. Introduced by Rep. James Oberstar (DMirm.), it would repeal the extra 25 percent U.S.-flag requirement for humanitarian food aid and the Great Lakes ports allocation. MARITIME EMIS­ SIONS: Rep. A1 Swift (DWash.) has introduced H.R. 99. The bill contains language pro­ hibiting states from regulating marine emissions until federal regulations are promulgated. MERCHANT MARINE MEMORIALS: Rep. He­ len Bentley (R-Md.) has intro­ duced H.R. 441, which would permit vessels from the National Defense Reserve Force (NDRF) to be sold and used for merchant marine memorials. WWII VETERANS: Rep. Jack Fields (D-Tex.) has introduced H.R. 44, which would clarify the eligibility re­ quirements for veterans status for World War II seamen. Sea­ men servirig before Dec. 31, 1946 would be eligible to apply. The legislation would also permit the transfer of title of obsolete NDRF ships for mer­ chant marine memorial projects. : SIX Miw KimBEK mrniD n HOUSE MEKHMHT HUdNHE COEIMmEE Six new members have been named to the House Merchant Marine Committee. Republicans assigned Rep. James M. Inhofe (Okl.) and Porter Gross (Fla.) to take over two of the six vacan­ cies that had been left open. Democrats named to the Com­ mittee include Greg Laughlin (Tex.), Nita Lowey (N.Y.), Frank Palone (N.J.J and Jolene Unsoeld (Wash.). -'vA- ... ^ •' �FSBRUAKY, 1989 SlU tKDiaU. PUN BIG SUCCESS SAN FRANCISCO HFAITH UNIT SERVICES 1200 IN 1988 S an Francisco—Quality health care, individual attention and administrative efficiency were enjoyed by 1,200 SIU members and their families who used St. Mary's Hospital and Medical Center in San Francisco in 1988. St. Mary's was designated a Prefered Provider Organization (PPO) in October of 1987 by the Chief Cook, added, "I've re­ ceived a very good, complete exam. The St. Ma^'s st^ has been very responsive and help­ ful." St. Mary's Hospital and Medi­ cal Center opened the Compre­ hensive Health Center, also known as the "Howard Street Clinic," to meet the needs of SIU members and dependents. The Howard Street Clinic con­ ducts required pre-employment and annual physicals for mem­ bers as well as providing out­ patient care and administering examinations and tests. St. Mary's assi^ed Pamela Fallo to the position of Clinic Administrator. Ms. Fallo comes to the Howard Street Clinic with a total of fifteen years of medical experience, nine of which were spent as nurse practitioner in the field of internal medicine. Com­ menting on her clinic experience over the past fifteen months, Ms. "St. Mary's is the best clinic I've visited. I've been treated very well.99 —^Alphonso Davis, Steward and SIU Member :^S|5-'y, To a member, a PPO means one health center which understands the needs of his or her family. population." In addition to being refered to the Howard Street Clinic, Sea­ farers and family members are occasionally sent to St. Mary's main location for specialized testing or hospital admittance. St. Mary's is one of the largest hospitals in San Francisco. Founded in 1857, it has 531 hos- St. Mary's offers many unique services. The hospital's Western Heart Institute gives the most technologically advanced care available to cardiac patients. Special programs have been es­ tablished for seniors. St. Mary's extra touch can be seen in the wide range of additional mater­ nity services the medical center Seafarers Welfare Plan (SWP). The SWP's PPO program is designed to establish an ongoing relationship with one provider of health care in a geographic area. To a member, a PPO means one health center which understands the needs of a seaman and his or her family. The PPO's, in turn, become familiar with the SIU's welfare plan resulting in more responsive administrative proce­ dures. As demonstrated by St. Mary's, the program provides first-rate medical care with an extra touch for SIU members and their families. Seafarers have welcomed the San Francisco PPO. "St. Mary's is the best clinic I've visited. I've been treated very well," said Steward Alphonso Davis. Adel Ibrahiin, APL Steward and Fallo said, "I enjoy working with the SIU membership and their families. As a group they are personable and very interest­ ing. The staff here receives cards and gifts from around the worid sent by SIU patients. Seamen have very basic concerns about their health and their life situa­ tions. It is very rewarding to woilc with this type of patient $:• pital beds, hundreds of physi­ cians on staff practicing in all areas of medicine and Offers a wide range of health care and social services. Deborah Kleinberg, Associate Counsel for the Seafarers Wel­ fare Plan, explained why the SIU chose St. Mary's. "We looked at many hospitals in the San Francisco Bay Area and St. Mary's was one of the finest. St. Mary's truly has the interests of every patient at heart. The hos­ pital h^ worked closely with the Seafarers Welfare Plan. We've established an excellent working relationship which has resulted in effective administration and a very high level of quality health care. ; • 7 J,: iSv,!; • Nurse Sandra Sprii^ynan (left) and Administrator FaUo (right) consult on test results. Other SWP design^ed PPO's in­ clude: Straub Clinic and Hospital in Honolulu and Virginia Mason Hospital in Seattle. The PPO's purpose is to bring the best pos­ sible medical care and operating efficiency to SIU members and . • -rtj-' Lab technician Susanna Israel studies a Nood sam^. provides: labor, delivery and re­ covery in one room; a free con­ sultation with an obstetrician; 24-hour hot line for patient ques­ tions; personal nursing care; free pre-natal classes; 24-hour con­ sultation with neonatal doctors; discounts on maternity clothes and "craving coupons" which offer discounts on food. For additional information on St. Mary's services, programs and classes, call the St. Mary's Health Connection number: (415) 750-5785. PROVIDERS IN OTHER Mm - ;#'- ' Af-. By SIU arrangement, Seafarers in the San Francisco Bay area are getting quality medical care for themselves and their families through the novel Prefered Provider Organiziotion. , "o,- ^i,.:'ii:-'^i. • '•Xf E. their families. If you have any comments on the PPO program, please let us know. Write to PPO Coordinator; SIU Head­ quarters—4th Floor; 5201 Auth Way; Camp Springs, Maryland 20746. ?• •'V '• • -mr'g- . i �'sgAir^;; - ISv¥«tSSS»li ,-;i-ll'..V,-s.-v •l.tT'i-idr-. •.;• / J/. 1 -V, '"' :• ,. • ."• 4 •' vC." •''j-fi, • 'rv;?K ';>t-„. ' •-,/ I _i I \JPT'. .<W^- J"/' FINK SHIP UPDATE r lURRONE TO HUD SlU WKHINGTON OPEMTIONS Micholas J. Marrone, a SeaIw farer who graduated from the Harry Lundeberg School of Sea­ manship and sailed as an AB, has been appointed Director of the SIU's Department of Congressional and Government Relations. Marrone has gained an under­ standing of the goals and objec­ tives of the maritime industry through his experiences both as an SlU member and representa­ tive, and as an professional in the industry. ^er signing off his last two ships—the SS Overseas Marilyn (Maritime Overseas) and the SS George Withe (Waterman)Marrone served as Port Agent in Piney Point, and taught a course in industrial relations at the school. He also worked as an SIU port official in St. Louis and Paducah, Kentucky. For two and one-half years Marrone was a marketing repre­ sentative for American President Lines in St. Louis. In 1985 he Nkk Marrone, Hu SIU's new Director of Congressional and Governmental Relations, meets witit Ed Welch, chief counsel for the Home Merchant Ma­ rine and Fisheries Committee. accepted a position with Lykes Brothers Steamship Co. as sen­ ior account executive, and later was promoted to District Man­ ager for Sales and Operations. As head of the Seafarers legis­ lative and political arm, Marrone will execute the Union's political goals and legislative agenda. wo months after the original sailing date, the troubledogged Ocean Challenger (Bel­ mont VLCCII, Inc.) finaUy is on its way to Pakistan. The fink ship's difficulties have included a levy of $640,000 in government fines for not meeting the agreedupon sailing date, a court or­ dered payment of $725,000 to a tank-cleaning company. Coast Guard halting of the loading process until oil leaks were cleared and a lawsuit filed jointly by the SIU and other maritime interests. Ocean Chal­ lenger's bad luck rubbed off on one of its tank-cleaning compa­ nies. Houston Ship, Inc., hired by Belmont, was slapped with a $278,000 fine for using illegal al­ iens in the tank-cleaning opera­ tion. The Ocean Challenger, a 260,000 deadweight-ton super­ tanker, was awaMed a U.S. gov­ ernment contract to carry grain to Pakistan. Pakistani officials have voiced concern about the Ocean Challenger's size. Not only does the coun^ not have enough storage facilities for such huge amounts of wheat arriving at one time, but there are also no ports capable of berthing the supertanker. The grain must be shuttled to shore. The court challenge by die SIU and other maritime groups still leaves the controversial Ocean Challenger's fature in doubt. S KUWAm TANKERS UNDER US-FUG •:'ffy'- 'y "-•. ••:r-•¥ :-r ••••: : •>'. • .••, ffnTnTim •_ ' .' 5!1. '-tV'--. - Mi./r SPAD Means Security Contribute Now! 0' .; NEW DOT SECRiTARY PROHIUSES STRONG US-FLAG MERCHANT MARINE 'i ' •" ''•""r{:r^,y:,^ ;. T. . -IL-. . Vrj5i:5iTA'<-,^W5l^'^ it, -• 7r !^4 I ; ,. • '•. '• ., - ' ••, . S amuel Skinner, President Bush's designee for Secretary of the Department of Transpor­ tation (DOT), pledged to work towards implementing a national transportation policy that would include a strong US-flag mer­ chant marine. Speaking at a confirmation hearing held by the Senate Com­ mittee on Commerce, Science and Transportation, Skinner agreed to implement existing cargo preference staitutes and preserve the integrity of the Jones Act. Noting that "cooperation be­ tween government and industry is long overdue," Skinner prom­ ised to examine the report issued by the President's Commission on Merchant Marine and De­ fense and foUow up on its rec­ ommendations. When asked about reform of the liner subsidy program. Skin­ ner said the way the program is presently structured posed prob­ lems for the industry. "It does not appear to provide sufficient operating flexibility in a rapidly changing market, and it lacks in­ centives for cost efficiency that are adequate to make the US fleet competitive in the worid market." Conunenting on a proposal to build US-flag vessels overseas. Skinner said he had not yet had time to review the proposal, but "there is no question that ship­ building and associated indus­ tries are essential mobilization resources. Skinner consented to review a campaign commitment by Presi­ dent Bush to name an executive branch maritime liaison to coor­ dinate the vmious federal mari­ time programs and to serve as an advisor on military sealift. Skinner, a former US prosecu­ tor, told the committee he is in full agreement with the new drug testing regulations enacted in the last days of the Reagan adminis­ tration. l^ashington—^The Maritime WW Administration officially re­ ceived a request to allow five of the eleven reflated Kuwaiti tankers to remain under the American flag. Last month the SIU and other maritime interests were advised by Mar Ad that the application was imminent. At that time, the SIU also learned that full US • crewing of the vessels would take 10 months. The SIU favors immediately crewing the tankers, citing the availability of qualified US personnel. The SIU condemned the gov­ ernment for, once again, drag­ ging its feet on this issue. cfmrum, ums RCUY PUN fOR DRUG ffiSnNG ' yM- continued from page I shipping system, it will be neces­ sary to begin pre-employment drug testing in March, 90 days before the implementation date. Under the new drug testing regulations, shipping companies are legally obligated to hire em­ ployees who have been screened and cleared of any drug use be­ ginning June 21, 1989. The oper­ ator must be able to prove the employee has been tested some­ time in the 6 months prior to signing on. As a result, commencing in March, before being dispatched to a vessel, an SIU member will have to have the necessary proof of drug clearance. To make the process as convenient as possi­ ble, SIU clinics will serve as col­ lection sites for the drug screen exams. The law requires all anal­ ysis of test samples be con­ ducted by laboratories approved by the National Institute for Drug Abuse (NIDA). Test out­ comes will be sent to a Medical Review Officer. The individuals working as Medical Review Offi­ cers will be agreed upon jointly by the union and the employer. To ensure fair and equitable testing, to reduce chances of er­ rors in reporting of results and to prevent unwarranted dissemina­ tion of information, the SIU cur­ rently has its legal counsel work­ ing with medical professionals examining NIDA approved labo­ ratories, studying testing proce­ dures and drawing up guidelines which will protect and preserve the member's rights during the drug testing process. ••'•cA '% �Wmi FCBRUARY 1989 - - ^ , •;• .'^'•--r-- •'- •/''iV.WaKS'. -ft . H •.'31 , ?' -'is'-" Harry Lundeberg School of Soamanship I. i, ^ RIVERBOAT SAFETY IS TOR PRIORITY pects of the crewmembers' train­ ing was to learn that safety was their responsibility 24-hours a day. "I've learned a lot about safety and concern for others that 1 didn't take^into considera­ tion before. 1 now have the Sense of responsibility and con­ sideration for every individual Delta Queen crewmembers, left to riffU, first row. Bill Collins, Brian Murray, Alonat. Talbert; second row, Arturo Nunez, Edward Goodman, Blake Ingraham; Mrd row. Instructor Jim Moore, WUUam Pritas and Bobby Shepherd. Queen, they do it for the com­ fort and relaxation a slow cruise along the Mississippi brings. he Seafarers Harry Lundeberg S( School of Seamanship is proud to announce the creation of a new position: Marine Elec­ tronics Technician. The Marine Electronics Technician will be able to repair the complex electronics equipment found aboard ship. Advances in technology have brought automation to the maritime industry, and these ad­ vances have established a heed for trained persons in order to keep this sophisticated equipfhent in top operating condition. ' To satisfy foe need for trained technicians, foe school has es­ tablished foe Marine Electronics Techniciah course at foe Lundei^erg Sch^ FOint, Md. This is rn intensive eight-week course in AC and I>G theory, basic and advanced Olcetronic circmts, digital logicy a^ and trouble-shOotihg. There will as well. be hands-on e:q)e^ Startiiig MeuOh 20, this new course will be taught by Russell Levin, M.S., who has n^ yeara of teaching experience and an excellent background in elec­ tronics. Applicants fOr this course will have had some background in al­ gebra and will have demon- I-"'-'"-'- . • What they probably don't real­ ize is, that ^ong with the good meals and fine service, the SIU crew on the Delta Queen is looking out for their safety, 24 hours a day. To make sure safety onboard America's last authentic riverboat is first rate, the SIU has set up a special program for Delta Queen crewmembers at the Sea­ farers Harry Lundeberg School of Seamanship. The three-week course in­ cluded sessions in basic deck seamanship and safety, with hands-on use of standard deck •-/l-i'". r "•••f-'.'.' "•••'' • ' Crewmembers practice tying knots. This is the second year of the special training for the Delta Queen crewmembers. The train­ ing will continue to ensure the safe and smooth operation of one of America's floating historic landmarks. NEW MARINE OEORONICS IJfhen most people board the historic, SlU-crewed Delta rrhi ,'•'' onboard my vessel,'' said Stew­ ard Joseph Blake Ingraham. Brian Murray and Albert Talbert equipment. First aid and CPR were covered. Students also learned firefighting techniques, damage control procedures and water survival. One of the most important as- Aboard the Sonny Simmons. SIU School Oraduatos ••A-' M. n \iWm nuf^yearsp^ field, Russitil Levin Will teach the new Marine Electronics Technician coune id Piney PoiWt. strated a technical ability. Appli­ cants who do not meet the requirements will still be consid­ ered on an individual basis. Once a student passes the course, he or she should be able to sit for the Federal Communi­ cations Commission's exam for General Radiotelephone Opera­ tors' License with Radar En­ dorsement. No knowledge of Morse Code is required. For more information about this course, please contact the Lundeberg School at (301) 9940010, ext. 274. ->g I AM INTERESTED ''T- ••;:••' .r",-r'p:''" '. '••'' ••-• (This is not a formal application) >"'• ••r •'•'• " ' "I;-: :i o ff; r:t'^ • O.yV;'^h-' " !v' • wm' i' Please put me on your list as interested in future enrollment in the new Marine Electronics Technician course. Name f I I (L«a) (Rrsi) { Telephone RJ. Johnson, Irving Tacoronti, Jr., Alfred DiSimone, Juan E. Iglesias, Jack E. Pegram, Jr., Muhammed Saleh, Jose A. Gonzalez, James D. Templeton, Jr., Johnny August. ; •'•• Dept. ^ "-••• availab^ A recent graduating class of Able Sea­ men at the lAindeberg School. First row, l^ to right: Bill Eden, Julio Ra­ mos, Jose F. Rivera, Pablo Hernan­ dez, Gary Tauro, Jake Karaczynski (Inst.); Second row: Richard Rankin, of Birth Aw/day/yr OfiMIe) Address __ [k " Skm. S^rii^ No. Book No. i .;• (a^cotik) Seniority- '-•i,a Home Port ; •• a training. .•"i-M'i iSkk:';.RETPBJ^ COMPLETED CCHjPON TO: Dnector Volitional Edat^ion Seaforers Harry Lundel Rney Pmnt, MD 20674 f: / I r- ..;(K '.'fe l-'.i ' ' • .My f;'' f . • ••..1, o- ' • �'- .J'' ' SlAfARm Deep Sea News A,'.-'-'. - m:.' •X.-i' ', //f AMERICAN EA6LE IN MOBILE i&i |iii;s«>A i; "»>•; /r •, S eafarers onboard the Ameri­ can Eagle (Pacific Gulf Ma­ rine) have found steady work, thanks to a long-term charter to the Military Sealift Command. The RO^O made its first call ever at the Port of Mobile to dis­ charge and load a variety of mili­ tary gear, including tanks, trucks, jeeps and other equip­ ment. SIU Patrolman Jeff Libby took most of these pictures when he boarded the ship for payoff. The Eagle was scheduled to sail the next day for Panama and then to Norway. ••rf- In the galley of the "Et^le" are (L-R) Messman Alphonso Davis, Chief Cook Charles Williams and Steward Lincoln Finn. Here's most of the "Belle's" Deck Department, (L-R) ABs Marcus Hemenway, Dewey Jordan and Ken Smith, SIU Patmbnan Jeff Libby and Bosun Benedict Bom. AB Marcus Hemenway ffefl) helps out Messman Atpkonso Davis (center) and Steward Lincoln Finn as they food stores for the tr^ to Panama. i Vp--'0 "iUSMUp '•^i' ';"i-^''••''v'-''''' "" •' • '•••ip-i,.!' ' •:• ' Bosun Benedict Bom operates the ship's crane during cargo operations while the "American Eagle" was in Mobile. m 'lipp[p'. . .w>. -0"..•;.<. ^4 i1 . ^'' AB Michael St. Angela takes a welldeserved break. The A-1 "B" TEAM ' Nona (JIBRA Cimhiiuarim HtiiMi Jf you or your dependents lose your eligibility for health care i coverage under the Rules and Regulations of the Seafarers Welfei^ Plan, you and yoiir dejkindents may^^ purchase, at a premium. Welfare cbveigge directly fro^ Plan. . If you find that you have lost your eligibility for Plan coverage, you must notify the Pjto office iminediately to find out ytlrether or not you or your dependents may elect to continue your besnefits under this pipgraiji. If you want more information concerning this program you can call the membership services office. i'W ^ 7..;6i(Srfe: . Deck crew of the "Eagle" at work. 1-80040^^^ .or-write' , Seaferers Welfare Plan 5201 Auth Way Camp Springs, Maryland 20746 The Waterman "B" team on the "SGT Mdtej KocaJc" is never hungry with Chief Cooks Ritdy Xatrich (left) ami Lonnie Gamble (right) in the galley. NOTE: A detailed article explaining this program appeared in the January and February 1989 issue of the "LOG". You may want to refer to it. " iS'i:7' �mmm, im - Jlo^. V ";'/: " • ,y <^«£^-w'fe4fea ^..i:;-:"" -J i,<vi>-r.i...-.1.* ».-tJ CONGRATUUmONS TO NEW SlU UNION PENSIONEia WIS //In as much as retirement action IS an important event that we all await with suspense, it is a pleasure to advise you that your application was today ap­ proved by the Board of Trust­ ees," wrote Paul Hall in 1975 to a new pensioner. Paul Hall was President of the SIU for twentyfive years up until his death in 1980. Paul Hall's words in 1975 are just as relevant today. Retire­ ment can be an exciting time for seamen used to a maritime way of life. Years ago a seaman could only look forward to pov­ erty if he stopped shipping. Pen­ sions for seamen were not handed to seamen as a gift, the union fought for retirement benefits and won. And it was a hard fight. Many of the men re­ tiring now help^ win these bene­ fits. Their pensions are well deserved. The Seafarers International Union extends its warm congrat­ ulations to this month's pension­ ers and wishes them well in their golden years. 71 ' "I,/— -3S> '[••.''O,/'^''-. "" Deep See .• . ::.vs^:5:'sr :ir \_v' ^ ,', r. ' PETE GARZA PETER L . KRUPINSKI Pete Garza, 61, retires after an outstanding ca­ reer with the SIU. Brother Garza, a recerti­ fied Bosun, re­ cently served on the Tallying Committee. Al­ though Brother Garza's effective pension date is December 1, 1988, in his devotion to the union he'll never retire. Making his home in Texas City, Brother Garza joined the union in 1955 in the Port of Houston. Peter L. Krupinskk 62, joined the union in 1950 in the Port of New York. Brother Krupinski sailed in the Deck depart­ ment. Making his home Whiting, New Jersey, Brother Krupinski's effective date of pension is De­ cember 1, 1988. SAMUEL A. SMITH, JR. Samuel A. Smith, Jr.,. 64. His effective pension date is September 1, 1988. Brother Smith joined the union in 1958 in the Port of San Francisco. He sailed in the Steward depart­ ment. Brother Smith is a resident of San Francisco, California. ' V '' •rt'"-"-V'---,o;>si- DEEP SEA JOBS FOR SIU MfMlf15 ON THE INCREASE ncreased employment opportu­ / nities for SIU members, means class "A" individuals can now stay onboard a vessel for up to 240 days. The SIU Vice Presi­ dent of Contracts' office reports there have been many questions on this modification of the ship­ ping rules. The change was brought into effect as a result of action taken by the Seafarers Appeals Board (SAB). SAB is the joint labor-management com­ mittee responsible for adminis­ tering the shipping rules. For several years in the early 1980's, a shortage of jobs led the SAB to modify the length of em­ ployment a member could have on one ship. At that time class "A" individuals, excluding per­ manent ratings, were limited to 180 days and class "B" to 120 days before the seaman would have to leave the ship and re­ register for another job. With the recent SAB modifica­ tions, along with the increase in allowable time for class "A," class "B" members can now stay with one vessel for up to 180 days. If a round trip voyage is longer than 240 days for a class "A" member or 180 days for a class "B" member, the in­ dividual may stay on the vessel until the voyage is complete. Citing the increase in jobs for SIU members, the SAB noted, "various contracted employers have been successful in respond­ ing to Requests for Proposals (RFP's) from the Military Sealift Command or the Maritime Administration ..." ROBERT H. SAMPSON Robert H. Samp­ son, 63, sailed in the Deck depart­ ment after join­ ing the union in 1960 in the Port of Detroit. Brother Samp­ son currently resides in Supe­ rior, Wisconsin and becomes a pensioner on December 1, 1988. Duluth, Minnesota was Brother Sampson's last Port. v.-i^ ^ ROBERT E. CROTTY Robert E. Crotty, 62, lives in Calumet City, Illinois and has shipped from Algonac. Effective December 1, 1988 he becomes a pensioner. Brother Crotty began shipping with the union in 1962 in the Port of Chicago. Brother Crotty sailed in the Engine De­ partment. If y-v'r;;.; • :>yy.^' Ger .I-]';..?•••: •:v\W-'' •T :r- • 1 :• i •H •' • • • ,V-' ' . . A ^ Groat Lakes CECBL E. FERRELL Cecil E. Ferrell, 62, lives in Cor­ pus Christi, Texas Brother Ferrell's pension is effec­ tive December 1, 1988. Seafarer Ferrell shipped out of the port of Houston and joined the union in 1968. Brother Ferrell retires from his position of Captain. liii^ •. .V>- • members SAMUEL E. BOSSARD Samuel E. Bossard, 67, began shipping with the SIU in 1962 in the Port of Duluth. Brother Bos­ sard sailed in the Deck depart­ ment. Living in South Range, Wisconsin Brother Bossard's port was Algonac. His effective date of pension is December L 1988. WmM'' . FOR CIASS "A" AND ClASS "D" MmBiRS: - - "yoursi. n: y-o. ®- w �T.y- .ifil: :MX.y Dispatchers Report fei Inland Waters NUBSefe HcAl^er Trial Dale si:. '14 ' JANUARY 1-31, 1989 -•• - •^ • V-- SfAMfffilS lOG :. - •-.- TOTAL SHIPPED All Groups Class A Class B Class C TOTAL KEGISTERED All Groups Class A Class B Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT r he National Labor Relations c Board (NLRB) announced the many SIU charges against har­ bor towing company McAllister will be brought before an Ad­ ministrative Law Judge on April 24. The trial is expected to con­ tinue for over a month. McAllister is accused of failing to bargain in good faith during the contract talks of 1987. Mc­ Allister's illegal behavior at the bargaining table resulted in a strike and scab crews on the boats. The trial will also take up the back-pay case from the 1984 Outreach decision. Outreach was the "alter ego" company Mc­ Allister established attempting to go non-union. The SIU caught them in the act and brought legal action. The courts have ruled Outreach was a sham. The April 24 trial will consider how much McAllister owes its SIU employ­ ees from the period of time it was operating as Outreach. •=SvS'-^- • Totals • ••. J.« .'•ir,.. '^v" I'. ."• . ENGINE DEPARTMENT Port - New YcH^ liiladeli^^ .w tltosM ' Norfolk Mobile New Orleans "Jacfcsonvilie ?San Bi^iieiscb !-,S; IS:? , • 1 . „•• p-r,,,ir . -. 1-, ;. ,,, r . Seattle Puerto Rico Houston St. Louis Piney Point .Totals :, f ' NSW COAST GUMD RULC5 IN SFFSaON Um, RIVSRS r STEWAiiil DEPARTMENT Port I 0 0 5 2 0 0 0 • Norfolk Mobile New Orleans 1 0 ' '•• "• - 0 ^,6 • 0 0 0 4 6 •Ml 0 ioyi 0 0 ' '25'~''if ''• •"• •,S"r,V«'^^ -V ; .ISV; .;-..-SS,.<::: 'alSis SrtSSS3&i- ?. • . ii \'l -'- ! -' 49 293 39 118 45 52 16 114 Totals All Departments •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. CL—CompanyAakes • 'U- JANUARY 1-31, 1989 •TOTAL REGISTERED •iiV: n February 3 the seven-year process of updating Coast Guard licensing regulations will go into effect. Maritime workers will be subject to new regula­ tions covering limited tonnage li­ censes for the Great Lakes and inland waters. Merchant seamen who have not been actively ship­ ping will find the renewal proce­ dures have changed. The SIU has incorporated the new rules into its course material at the Harry Lundeberg School of Sea­ manship. Dispatchers Rsport for Dreat Lakss If,, ir}i • O , *.:Sr L—Lakes HP—Hon Priority TOTAL SHIPPED ••REGISTERED ON BEACH All Groups All Groups All Groups Class CL Class L Class NP Class CL Class L Class NP Class CL Class L Class NP Port Algonac Port Algonac Port Algonac Port Algonac 0 16 1 0 17 0 8 0 0 .-!y r. Jf' ^ tf... •. ^___ Port • .-••'a: f-.. DECK DEPARTMENT 0 2 3 ENGINE DEPARTMENT 0 7 1 STEWARD DEPARTMENT 0 2 0 ENTRY DEPARTMENT 0 0 0 0 36 0 17 0 0 13 0 0 63 13 Totals AU Departments 0 45 8 0 11 4 0 129 16 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month, '•LV- -- ^.f' •XiK 'V'M �BPISSI SSsaaa FCBRUm, 1989 .'-I *!sr Know Your Rights mn ftttemathnal Un'm D!re€loiY MldUidl SKGO, President Joo^ii Sacco» Executive Vice President Angus ^'Red'" Campbell, ' Vice President 3oe1iHGimi^t*i Secretary Jack CafTey, Vice President Tbomas GUdewcil, Vice President George McCartey, Vice President StOmVuf f Vice President Roy A Merasr, Viiee President sieve Edmy^ Vice President HEABQUARTERS 5201 Auth Way CaiQp Springs, Md. 20746 {301)899-0675 ALGONAC, Mteh. 520 St. Clair River Dr. 48001 (313)7^M988 BALTIMORE, Md. 1216 E. Baitimote St. 212(E (301) 327-4900 DULOTH,Mmn. Medicail Arts Building 55802 ai8) 722-4110 HONOLULUvHai^i 636 Cooke St. 96813 (808)523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713)659-5152 JACKSONVILLE, Fla. 3315 Uberty St. 32206 (904) 353-<»87 FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Account­ ants every three months, which are to be submitted to the membership by the Secre­ tary-Treasurer. A quarterly finance commit­ tee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Mem­ bers of this committee may make dissenting reports, specific recommendations and sep­ arate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agree­ ments. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management represen­ tatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust fimds. SHIPPING RIGHTS. Your shipping rights and seidority are protected exclusively by the contracts between the Union and the employ­ ers. Get to imow your shipping rights. Copim of these contracts are posted and available in all Unkm hails. If yon feel there has been any vioiathm of your shipping or senh^ty rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Angus "Red" CampheU Chairman, Seafarers App^ Board S201 Anth Way and Britannia Way Prince Georges Comity Camp Springs, Md. 20746 JERSEY CITY, N.J. tMontf|i9!Bry St ^•4 Full copies of contracts as referred to are available to you at all times, either by writing directly to the .Union or to the Seafarers Appeals Board. MOBILE, Ala. Dauphin Island Bri#; : 36605 If t (205) 478-0916 CONTRACTS. Copies of all SI U contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to pro­ tect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY—THE LOG. The Log has traditionally refrained from publish-ing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publish­ ing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may del­ egate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any memberpay any money for any reason uidess he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union head­ quarters. CONSTITUTIONAL RIGHTS AND OBLI­ GATIONS. Copies of the SIU constitution are available in all Union haUs. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately n<^ tify headquarters. EQUAL RIGHTS. All members are guar­ anteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no mem­ ber may be discriminated against because of race, creed, color, sex and national or geo­ graphic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquar­ ters. /'•'v.;,:' SEAFARERS POLITICAL ACTIVITY DONATION—SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with im­ proved employment opportunities for sea­ men and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contrib­ utes to political candidates for elective office. All contributions are voluntary. No contri­ bution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and re­ fund, if involuntary. Support SPAD to pro­ tect and further your economic, political and social interests, and American trade union concepts. 4r::--4 % •S I' it If at any tune a member feels that any of die above rights have been violated, or that he has been denied his constituthmal right of access to Union records or information, he should immediately notify SIU President Mike Sacco at Headquarters by certified mafl, return receipt requested. The address is 5201 Auth Wayai^Britannia Way, Prince Georges County, Camp Springs, Md. 20746. i •- " W BEDFORD, Mass. 50 Union St 02740 (508)997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 5^-7546 ARE YOU MISSING IMPORTANT MAIL? NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718)499-6600 |l#e want to make sure that Iflr you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. Your home address is your permanent address, and this is where all ofhcial Union docu­ ments, W-2 Forms, and the LOG will be mailed. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or ^dress is misprinted or incom­ plete, please fill in the special address form on this page and send it to: NORFOLK, Va. 115 Third St. 23510 (804)622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215)336-3818 PINEY POINT, St. Mary's Clounty 28(^4^#' 001)994-0010 SAN FRANCISCO, Calif. 350 FremcHil St. 94105 (415)^3-5855 ..... SANTUMCE.m • I0S7 Fernandez Juncos Sti Stop 16 00907 (^) 725-69^ SEAITLE, Warn. m$ 1-Ave. 98121:" (206)441-1960 . \ ST. LOUES, MD. , 4581 Gravois Ave. 63116 , (314) 752-6500' • WILMINGTON, CaiL' 510 N. Broad: Ave. 90744 •r^K SIU Address Correctioii Department 5201 Auth Way Camp Springs, Maryland 20746-9971 r r i HOME ADDRESS PLEASE PRINT Date:. Social Security No. Your Full name ( ) Area Code & Phone No. Apt. or Box 8 Street City " sV,''* • V-' Tip State • SIU • Pmisioner SIU • Other Book Number SIU Place of Employment. This will he my permanait addms for all official Union mailings. Thb address shooid remain in the Union ffie unless otiierwise chained by me personaBy. (Signed) •> • J.'• i, • •';«.• ./• �=E==::=r::=5ssi5a.^^ " jr-~r~ , ;5^T •-^ /1:.. -•^.- •, • •••.- • 1, .i'._-j>i».- ^ _-_v. _•...• •.!.•• y.^-*'!'-.. ? "5 = ^ -«<u ^ T- •\j^^ .-• .iiJ.•••••.-..v.•:. y J -7 , -7 ' - • ^ » .-, > — ^ MoBthfy M0mbeisMii JANUARY 1-31, 1989 i; SMiy^ - • i? -..JC.-J»-KI «i^-?». Dispatchers Report for Deep Sea .v-i, -ifV iole^ '. - •" • _ ? u lubUitl MMf •^f;,-•''•*• " •' • WBSmU'' •4 Port Kriey Poiiit A Mcmday , Mareh 6 ' ?&'•• •, ".'',v?ir '":^:!r--/''^ /;;3*AAA . ANewlfo^ l\ies<teiyr 1^ Philadid^ 'IA-: • ii' ': •-A^A,'" 7 W^naadayy March 8 '::• yjWxrr-.r^-^- :.^h' ^••-v•: -1•; '•m Thtoi^^r Norfolk Thursday, February 9 jacksonville 4 Thursday, March 9 ;! Algonac Friday , March 10 Houston Monday, March 13 NewOrleans A; Tuesday, March 14. Mobile Wednesday , March 13 A 'PVAp-A San Francisco AHiu^ Its Vii^lniington Monday, March 20 Seattle AAp Friday, March 24 . . b .....i SanJuaa Thursday, March 9 M/l-ouis Friday^ MdinEhlp; Hohdlulu B^dayvl^^ A::3>uluthA-AAA;;v^ WediiOs^AM^^ Jersey Gity Wednesday, March 22 New Bedford -.Vv ilA Tuesdayi March 21 liiill!:.' &'AA;«^AA;AA:t A :|A:'?®»AAAAA; l4a.v .. '•."'] "' '<f ' r- A • ?f ••.' ' j:,'-^"t'-:\-f'-J':!' '^%t-r\ •' • { '''^ <;• ®sS-'A,..,... . fcA-::^ |®ili ? . C,. t J 'A . A, HA i;A-Al^AV'A ii"AA«''^^'A:Av -.A' u AA'A',A, rv:A.A;fVA>.- '''..,' • '' ''"A"''''^AA'A ^4 ' ; AAAA,;^'gAA^,A.:;.: • V V/, ,* - •A'"A'A' •„ A-AA-A fail'imttMui starik .«#:•T:' 4 4 KNOWm m or OMflKs? |:;-A®.S|prAy: •'^IpipAA^A;: The SIU is looking for seamen with ratings. If you know any former SIU AB's or QMED's, tell them to get in touch with the SIU Secretary's office or MAN­ POWER. mmrnm:. JAA AA -'%:-' , ;4 IP •' • •.^'- .'"y. •H'VHA .iA>-.AH'4 'A ' • 4:€:'A44 AAAAV;: - A-ASIA'H ' ' -44iiArg ->"fc.;- 238 f ..A ' 244 271 Totals AU Departments 702 437 405 564 315 324 230 1,274 565 429 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. wmaosED Shipping in the month of January was down from the month of December. A total of 1,433 johs were shipped on SlU-contracted deep sea vessels. Of the 1,433 jobs shipped, 564 jobs or about 39 percent were f,^irk.n by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 230 trip relief jobs were shipped. Since the trip relief program h^an on April 1, 1982, a total of 9,343 jobs have been shipped. President's Day will be observed Monday, February 20. Head­ quarters and the ports will be closed. fmmY20 5 -A-,.-" • •' . A s �•• FEBItUAKY, 1989 1 imfii le mt You should file as SG^h as you can but not later than Monday ^ Apiil 17, im If you file late, you may have to p^y penalties and interestl imwmmmmBKsm If you know you cannot file by the due date, you should ask for an extension using FORM #4868, Application for Auto­ matic Extension of Time to File US Individual Income Tax Re­ turn. Form #4568 does not ex­ tend the time to pay your income tax. Read the instructions on Form #4868 carefully. mammmioi jmrniKBommm If you are a US citizen or resi­ dent, you may qualify for an au­ tomatic extension of time to file if, on the due date of your re­ turn, you meet one of the fol­ lowing conditions: • You live outside the US and Puerto Rico AND your main place of business or post of duty is outside the US and Puerto Rico. • Or you are in military or naval service on duty outside the US and Puerto Rico. The extension gives you an extra two months to file and pay the tax, but inter­ est will be charged from the original due date of the return on any unpaid tax. You must attach a statement to your return show­ ing that you meet the require­ ments. mKH fou w mi Since Forms 1040EZ and 1040A are easier to complete than Form 1040, you should use one of them unless using Form 1040 lets you pay less tax. You may be able to use the following foms if you meet the outlined condi­ tions. I040EZ • You were sin^e and do not claim any dependents. • You were not 65 or older or blind. • You had ONLY wages, s^aries, tips, taxable scholarships and fellowships and not more than $400 of taxable interest in­ come. • Your taxable income is less than $50,000, • You do not itemize deductions or claim any adjustments to in­ come or tax credits. 1040A • You had income ONLY from wages, salaries, tips, taxable scholarships and fellowships, un­ employment compensation, in­ terest or dividends. • Your taxable income is less than $50,000. • You do not itemize deduc- , tions. mo ° ^ Your taxable income is $50,000 or more. • You itemize deductions. • • You received or paid accrued J;:i-,jr..Vi-"^.-b-;.''".'ct/Li?:iv'i.T.-'f;L.-Vi-i;^i .' •' ..w i. .•. . •' - . PHPusmm riu umau out Mpm ir, im. intere$t On seciirities ti^sferred between interest payment dates. • You received any nontaxable dividends or capit^ gain distri­ butions. • In addition, you are required to fill in Part III of Schedule B for foreign accounts and foreign trusts. You may want to file these fcHrms: • Form 1040ES, Estimated Tax for Individuals, for 1988 (or if you want to apply any part of your 1988 overpayment to esti­ mated tax for 1989). • Form 2210, Underpayment of Estimated Tax by Individuals. • Form 2555, Foreign Earned In­ come. mtmrn mammw • Welfare benefits. Disability retirement payments (and other benefits) paid by the Veterans Administration. • Workers' compensation bene­ fits, insurance damages, etc., for injury or sickness. • Child support. •Gifts, money Or other property you inherited or that was Willed :^toyou,::v:Y;\:;v-V •Dividends on vetgrafrs' life insuraiice.J":7'-. • •Life iiKiirance proceeds re­ ceived because of a person's death. • Amounts you received from in­ surance because you lost the use of your home due to fire or other casualty to the extent the amounts were more than the cost of your normal expenses while Uving in your home. ammmmBmirn umunB • Amounts received in place of wages, from accident and health plans (including sick pay and disability pensions) if your em­ ployer paid for the policy. • Life insurance proceeds from a policy you cashed in if the pro­ ceeds are more than the premium you paid. iiiiiiiMiiii m MORE imimTioN r O make your tax calculations easier, the Internal Revenue Service (IRS) has information and material available by phone. ^ General Information 1-800/424-1040 can be called for general information. IRS staff answer questions from 8:30 am to 4:45 pm, Monday through Friday. Until the April 17 deadline, the information of­ fices will be open until 7:00 pm on Monday and Tuesday ni^ts and two Saturdays, February 4 and April 15. Publications TOT 1-800/424-3676 operators will take orders for publications. On a touch tone dial: 100 150... 200 250.............. 300............. 350............. 400.............. 450............ 500 ,. ... 550. 600............. 650...... • .. • • 700......... 750 goo You may want to request: #553 Highlights of 1988 Tax Changes, #933 Major Tax Law Changes Enacted in 1987, #552 Record Keeping for Individuals. Automated Information 1-800/554-4477 is the IRS's 24 hour automated "teletax" system. When calling remember the sign will repeat the topic you are listening to and the sign will stop the message. When you Jiear the initial recording, dial 323 from a touch tone to hear the categories of informa­ tion. Of use this guide to imme­ diately connect to the message of interest once you have dialed the number and the recording has begun. Subject matter covered: ^ • IRS Procedures and Services Filing Requirements, Filing Status, Exemptions Types of Income Adjustments to Income Itemized Deductions Tax Computation Tax Credits General Information IRS Notices and Letters Basis for Assets, Depreciation and Sale of Assets Employer Tax Information Magnetic Media Information Tax Information for Aliens and US Citizens Living Abroad Spanish Topics Tax information for Puerto Rico Residents • Gains from the sale or ex­ change of real estate, securities, coins, gold, silver, gems or other property. •Gains from the sale of your main home. • Prizes and awards (contests, raffles, lottery and gambling win­ nings). . • ..... y ':- ^ I ft"':;. .•' 'yy''' ! v- •,L. '.J - SCAFAKER namm Rrn/ffWROwmwrnm ."i •} •: • mmmammmm Many Seafarers complain when taxes are not withheld on earn­ ings in the year when employed, but instead are deducted in the year the payoff took place. For example, a seaman who signed on for a five-month trip in September of 1987, paying off in January of 1988, would have the entire five-months earnings ap­ pear on his 1988 W-2 (which would be filed in 1989), thus not reflecting the money earned in 1987. To minimize the impact of 4 having to pay taxes on incomei earned over a period of time which falls within two sequential years, the Seafarer can pay in­ come tax on income received through allotments and draws. While onboard the vessel in 1987, the allotments sent home and draws taken may be re­ ported as 1987 income. Unfortu­ nately, the 1987 W-2 will not re­ flect these earnings. The Seafarer should list all allot­ ments, draws and slops on the tax return and explain why there is no accompanying W-2. Since no tax has been withheld on these earnings, the Seafarer should pay the full tax deter­ mined by his/her tax bracket. When the emnings do show up on the 1988 W-2, received in 1989, the Seafarer can explain how he reported some of these earnings on the 1987 return filed in 1988. Thus, he would get the appropriate tax return. This process will save the sea­ man some tax money in the long run, but it means he/she will be out-of-pocket on some of his/her earnings for a full year until the refund is received. This proce­ dure will undoubtedly cause In­ ternal Revenue to examine the Seafarer's tax returns, since the income reported would not coin­ cide with the totals on his W-2 forms. This raises the question, is this procedure worth the bother? It is justified only if a seaman had very little income in one year arid very considerable earnings in the next. Otherwise, the tax saving is minor and probably not worth the headache. I - •• • r ,•.'5 . • = .y "'rjlli- ... i(|.- .y ,..;y ,4 ,yv. .. ,i v4;- yyV'tyy-y, • .. y •••yy . T • . • '-'-•i; yy �i»iiiiiM>yiyi^iW<)iiiii 11 ii II I I rn III I ^ - — ^ •- . - '• SEAFMEItS LOG 12 COBRA: A WAY TO COiimNW HCALTH COWRAOE n December of 1988, the Seafarers Welfare Plan sent a letter to all plan participants describing a new program called "COBRA." COBRA allows an employee to purchase health care benefits when he or she becomes inel^Urle to receive health and welfare from the Plan. This benefit program is part of a law called The Consolidated Omnibus Budget Rehabilitation Act or COBRA. Congress passed COBRA to provide individuals with the opportunity to purchase their health insurance in the event of losing eligibility for benefits under health care plan. The law spells out what events have to happen before a person can buy the health benefits. Participants who lose plan coverage after January 1, 1989 will be able to purchase benefit coverage for themselves and their dependents. Under certain circumstances it is also possible for dependents to purchase health plan coverage for themselves. Below is the complete text of the letter. I II' ..ik-f^: f /fSftaiss''kit-". V' Definitions ';.p|'^;':'v:-- 'liiv' ', "' 'T* " •• . Dear Participant: A new law requires the Seafarers Welfare Plan to give you and your dependents the opportunity to extend your health care coverage in situations where you have lost your eligibility for benefits. These situations are called "qualifying events." This letter wUl explain how the new law applies to you and your family and how to use this program should you become ineligible for benefits under the Seafarers Welfare Plan. In order to understand the new law, you need to know a few special terms. Please make sure that you and your spouse read this letter carefully so you will be able to take advantage of this program should you need it. ; • 1. COBRA—The short name for the federal law which gives Plan partici­ pants the right to purchase Welfare Plan coverage. 2. QUALIFYING EVENT—situation which causes the employee to lose Welfare Plan coverage because they no longer work for an employer who must make contributions to the Plan on their behalf. A list of qualifying events will be explained on the following pages. 3. ELECTION—An election is your decision to tell the Plan whether you would like to purchase Welfare Plan coverage under the COBRA pro­ gram. 4. COST OF CONTINUING COVERAGE—This is the amount of money you are required to send to the Plan office so your health care coverage will be continued. This payment is like an insurance premium. It is necessary because the employer for whom you worked before the quali­ fying event happened, is no longer required to make contributions on your behalf. What tme of situation is a quatifying event under COBRA? ''fwW'':kk'y' :• :- "liSiM; k |llip I ' {if ^ ^ • ikkW^k- »• »•:..: V. •y- .•-• W... •' / •:l. ' "i - f'k U-k-. .J..: . •'•••' si '•; ' SO',' The next part of this letter will explain what type of situations will allow you to continue your health care coverage under the COBRA program of the Seafarers Welfare Plan. As explained above, these situations are called "qualifying events." When one of these events happens to you, it means that you, your wife or dependent children will lose coverage under the Plan and can elect to continue coverage by purchasing benefits. The "qualifying events" are: 1. Your being fired from your job. You may elect to continue your health benefits if you were fired for any reason unless you were fired for gross misconduct. 2. You were unable to continue to work enough time to be eligible to continue your benefits under the Rules and Regulations of the Plan. 3. Your death, which wouldLentitle your spouse and dependent children to continue coverage. 4. Your divorce, or legal separation from your spouse which would entitle • your spouse and dependent child to continue coverage. 5. Your eligibility to receive Medicare benefits. For example, you are age 65 but still actively employed, making the Seafarers Welfare Plan the pro- ' vider of your welfare benefit coverage rather than the Medicare program. 6. Your dependent child loses eligibility under the Plan because (1) he or she reaches age 19 or (2) he or she does not fall into the category of dependents under the age of 25 and enroUed in a full time school program leading to a college degree. How ml! I know if I am eligible to continue welfare plan coverage under the COBRA program? When the Plan receives notice from you or your employer that one ot the "qualifying events" listed above has happened, the Plan office will send you a letter with complete instructions about How to continue coverage. In the event of death, divorce, legal separation, receipt of Medicare benefits or when a dependent child is no longer eligible for Welfare Plan coverage, you or your spouse should notify the Plan at the address given at the end of this letter. Your employer will notify the Plan if you are termi­ nated, if your job with the company has ended, or if your hours have been reduced. If any of the "qualifying events" happens to you, it is also important that you notify the Plan of the change. Since seafaring employees are able to end jobs and get other work without generaUy notifying the Plan, it is very , difficult to determine when a participant will lose his or her eligibility. The Plan is here to serve you, but we need your help. If you have not worked and you know you are ineiigiUe fw plan benefits, contact the |dan's COBRA department to see if you can elect to continue your welfare benefits under this pn^ram. What type of benefits mil I receive if I elect to continue benefits under the COBRA? If you elect to participate in the COBRA program and pay the costs, you•v. will receive the same type and level of benefits as you did before you lost your eligibility. You will receive these benefits as long as you are not already receiving Medicare benefits from the government, or you are not working for another employer who has a medical benefits program. i- Hm itna iri» »«•»* me femnje Hmtl* Hu MBU pnam hat The maximum period of time you, your spouse or dependent children wiu be able to continue health care benefits under the COBRA progam depends on your "qualifying event." • r • u If you lose eligibility because you were fired or laid off from your job or did not work enough time to establish eligibility, your maximum coverage period is 18 months from the date of the event. If you lose your elipbility for any other "qualifying event," the maximum coverage period will be 36 months from the date of the qualifying event. yilhat happens if I have two qualifying events? If you experience two "qualifying events," it is possible to extend your coverage through the COBRA program for up to 36 months instead of 18 months. The time period is measured from the date of the first qualifying event. In order to receive an extension of participation in the COBRA program the following must have happened: 1. Your first "qualifying event" must have been a termination of employ­ ment or a reduction in your days of employment which caused you to lose your eligibility. 2. Your second "qualifying event" must take place while you are receiving Plan benefits which you have purchased through the COBRA program. Your second "qualifying event" must also be (1) the death of your covered spouse; (2) divorce or legal separation; (3) your eligibility for Medicare; (4) your dependent child's loss of eligibility under the Seafar­ ers Welfare Plan because he or she has reached the maximum age for benefit coverage. Can my COBRA coverage end before the 18th or 36th month maximum period? . , ^ Yes. Your COBRA coverage can end before the maxunum period if the foUowing events take place: (1) Your monthly payment to the Plan for the COBRA coverage is not timely. (2) You get another job which has health care benefits for you. Even if those benefits are less complete than those you are receiving from the COBRA coverage, you can no longer receive benefits from the COBRA program. (3) You become entitled to receive Medicare benefits. What is the election period and how does it work? Once ^ain, the "election" is your decision to tell the Plan whether you wash to purchase COBRA benefit coverage in the event you lose Serfarers Welfare Plan coverage. Depending on the "qualifying event," the Plan will send you notice, or you or your family member will send a letter to the Plan. Once the "qualifying event" has happened and the Plan sends you an "election" letter, you and your family will have 60 days to decide whether to purchase benefits through the COBRA program. The election period will end 60 days from: (1) The date you experience your "qualifying event" which caused you to lose eligibility time for benefit coverage from the Seafarers Welfare Plan or (2) the date the Plan tells you that you have a right to participate in the COBRA program, whichever date is later. How much will COBRA coverage cast? The cost of COBRA benefit coverage depends on what level of Plan benefits you were receiving at the time you or your dependents lost eligibility for Seafarers Welfare Plan coverage. Because the cost to participants will vary, you will be notified of the cost to you, or if you are married, for you and your family. After notification of a "qualifying event," the Plan will send you a letter which contains specific information for your situation. This letter will ex­ plain the cost of the COBRA benefit coverage and other important informa­ tion. If you choose to buy benefit coverage through the COBRA program, the first payment you make will cover the cost of your benefits, for the period before your election. After that, you will make a payment once a month. Can my spouse elect to continue health care benefits? Yes. Each family member is entitled to make an election. If you make the election, your spouse and dependent chUdren wiU be automatically included. If your spouse makes the election it will automatically include dependent children. What if my payment for COBRA coverage is late? If you choose to participate in the COBRA program your first check must be received by the Plan no later than 45 days after you elect to participate in the program. You then must pay a premium every month to keep your COBRA benefits. You do have a 30-day grace period for making late payments. The grace period expires 30 days from the first day of the month during which your coverage is extended. If you do not pay within this grace period you will lose welfare: benefit coverage. When will the program Start? The COBRA program will be in effect on January 1, 1989. If you need more information you can call Membership Services at 1-800-CLAIMS-4 (1-800252-4674). You may also write to COBRA Program, Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, Maryland 20746. Leo Bonser Plans AdmlnKtrator Correction In the January, 1989 issue of the LOG, page 18, the question reading "Can my COBRA coverage end before the 24th or 36tfi month maximum period?" should have read "Can my COBRA coverage end before the 18th or 36th month maximum period?" '- •• �-•p', p::' i;y--^'."'v-'':'-'..- p-': FIBRUMY, 1989 yp''.iu' 75 Final Departures ADOLFO ANAVITARTE Seattle, Washington and his stepson, Samuel L. Ewing of Sacramento. BENJAMIN LEf liW Pensioner Adolfo Anavitarte, 69, passed away on December 17, 1988. Brother Anavitarte had retired in 1984. Brother Anavi­ tarte joined the union in 1944 in the Port of New York and sailed in the Deck department. He walked the picket line of the 1%1 strike. Seafarer Anavitarte was bom in Puerto Rico and lived in Brooklyn, New York. Brother Anavitarte is survived by his widow Ada Anavitarte of Brooklyn, New York. f./J- un riaMt inly SleBsteeeJ^ KXt *iX< ' BO Benjamin L. Freeman carried his picket duty card with pride. Pensioner Benjamin L. Freeman, 68, passed away from cirrhosis of the liver on September 18, 1988 in his home in Brockton, Massachusetts. Brother Freeman joined the union in the Port of New York in 1962 and sailed in the Engine department. Seafarer Freeman walked the picket lines of the Tidewater, Atlantic Oil and Moore McCormack beefs. Brother Freeman became a pen­ sioner in late 1987. His last ship was the LNG Libra in 1986. Brother Freeman had attended the Harry Lundeberg School of seamansMp in 1975 for QMED and 1978 for LNG upgrading. Brother Freeman is buried in the Melrose Cemetery in Brockton, Massachusetts. Surviving Brother Freeman are his sister Bessie Hunt of Brockton, Mas­ sachusetts and his daughter Catherine Freeman Kahler of Brockton, Massachusetts and his other children, Pamela, Michael, Barbara, Betsy and Doris. PRESTON H. ANDERSON MCS Pensioner Preston H. An­ derson, 65, suc­ cumbed to heart failure in the Presbyterian Hospital of San Francisco, Cali­ fornia on December 5, 1988. Bora in Texas, Brother Ander­ son enrolled in the union in 1956 and retired in 1983. Seafarer An­ derson sailed out of the west coast in the Steward department. He lived in Alameda, California. Brother Anderson sailed primar­ ily on APL vessels. Surviving Seaman Anderson is his brother Robert H. Anderson. WILLIAM G. HAMILTON Pensioner Wil­ liam Garland Hamilton, 74, passed away from cardiac pulmanary arrest on January 1, 1989 at the Fairview Park Hospital. Brother Hamil­ ton joined the SIU in 1943 in the port of Savannah and sailed in the Steward department. Bora in North Carolina, he lived much of his life in Hous­ ton, retiring to Dublin, Georgia. Brother Hamilton retired in 1976. He is survived by his wife Essie R. Hamilton. CHRISTIAN T. HUNT Active member. Christian (Chris) T. Hunt, 38, passed away on December 30, 1988. Upon gradu­ ation from the Seafarers Harry Lundeberg School of Seaman­ ship in 1979, Brother Hunt be­ came an SIU member and shipped in the Deck department. Brother Hunt graduated from many Lundeberg School courses, including AB in 1979, Celestial Navigation in 1984 and Quartermaster in 1985. Also in 1985, Brother Hunt was awarded a certificate for Basic Radar and Simulator. Bora in Annapolis, Maryland Seafarer Hunt made his home on the West Coast, shipping out of Long Beach. Brother Hunt also had inland "B" seniority. Surviving Brother Hunt is his father James R. Hunt of Villa Park, Illinois. JOSEPH E. BURTON MCS Pensioner Joseph E. Bur­ ton, 80, died on November 26, 1988 from cardiac arrest. Brother Burton, bora in Texas, shipped for 42 years. He sailed out of the Port of San Francisco in the Steward department. Brother Burton lived in the country of Contra Costa, California.jJurviving Brother Burton are his widow Cheryl Burton of Rich­ mond, California; two daughters, Mrs. Ola Dean Miller of Seattle Washington and Valare Byers of Oakland, California; a brother, D. L. Burton of Dallas, Texas and a grandson, Anthony. ABEL DIAZ Pensioner Abel Diaz, 78, passed away from heart disease on November 4, 1988. Brother Diaz, an MCS pensioner retired in 1972, lived in Honolulu, Hawaii. Seafarer Diaz had sailed in the Steward department out of the Port of San Francisco. Brother Diaz is survived by his daughter Jane Boilon on Honolulu, Hawaii. SAMUEL LUTHER EWBMG MCS Pensioner Samuel L. Ewing, 75, succumbed to cancer on November 22, 1988. Brother Ewing, bora in Nashville, Ten­ nessee, joined the union in 1955 in the Port of Seattle and sailed in the Steward department. Brother Ewing had retired in 1974. Surviving Brother Ewing are his wife Vivian B. Ewing of '• fj' U»—« Id f AMADO LATO SAMUEL A. SMITH MCS Pensioner, Amado Lato, 71, passed away on December 7, 1988 in St. Lukes Hospital in San Francisco, California. Brother Lato had been sufiTering chronic congestive heart failure. Seaman Lato joined the Pacific District in 1955 in San Fran­ cisco. He retired in 1984. Brother Lato is buried in Woodlawn Memorial Park in San Francisco. He is survived by his widow Dorotea Quiambao Lato of San Francisco and daughter Remedies Lato. Pensioner Samuel A. Smith, 64, passed away in the Seton Medi­ cal Center of San Mateo, Cali­ fornia on November 10, 1988. Brother Smith died of congestive heart failure. Brother Smith re­ tired on pension in August of 1988. Brother Smith sailed in the Steward department for over 43 years, starting his union career with MCS. Seafarer Smith's last ship was APL's President Eisen­ hower. Brother Smith is survived by his widow Dezorah E. Smith of San Francisco, California. THOMAS BANER McGURK DANNY TACUB Pensioner Thomas Banner McGurk, 46, passed away on Sep­ tember 11, 1988 of liver/kidney failure while on a rotation of APL's President Toft. Brother McGurk joined the union in 1970 in San Francisco. Before the merger, McGurk graduated from MCS's training school in 1966. Brother McGurk was bora in the Philippines and made Daly City, California his home. Surviving Brother McGurk is his wife Judy M. McGurk. Pensioner Danny Tacub, 76, passed away on January 10, 1989. Brother Tacub had re­ tired from ship­ ping in 1975. Seaman Tacub joined the union in 1944 in the port of New York and sailed in the Steward depart­ ment. Bora in the Philippines, Brother Tacub made New York City his home for most of his life. Tacub participated in the Isthmian beef. His last ship was the Sea-land Fairland. Surviving Brother Tacub are his widow Kathleen Tacub of New York City and children Theresa and Barbara. THEODORE MARIS Pensioner Theo­ dore Maris, 67, passed away on September 18, 1988. Brother Maris joined the union in the Port of New York in 1964 and sailed in the Steward department. Brother Maris lived in New York. Seafarer Maris be­ came a pensioner in 1986. Sur­ viving Brother Maris is his sister Mary Brady of New York, New York. LEE A. MURRAY Brother Lee A. Murray, 64, passed away in late 1988. Brother Murray joined the union in 1959 and sailed in the Steward department. Bora in Haslam, Texas Brother Murray later lived in Vallejo, California. Brother Murray is survived by his wife Doris Murray. AUGUSTIN SANCHEZ PAGAN Augustin (Alvin) Sanchez Pagan, 61, passed away on December 29, 1988. Brother Pagan's union book was issued in 1972 out of the port of New York. Seaman Pagan was bora in Puerto Rico and made his home in New York City and Bayamon, Puerto Rico. An active member. Brother Pa­ gan sailed in the Steward depart­ ment and upgraded in 1985 to Assistant Cook through the Harry Lundeberg School of Sea­ manship. Surviving Brother Pa­ gan are his widow Amanda; his sister Carmen Nieves; his chil­ dren Javier, Edgar, Merlin, Mar­ ina and Alex. JAMES H. WALLIS Brother James H. Wallis, 61, passed away on June 25, 1988. Brother Wallis joined the union in 1958 in the Port of Seattle and sailed in the Deck department. His last vessel was the Sea-land Freedom in 1987. GRAYDON WILSON MCS Pensioner Graydon Wilson, 80, passed away on December 10, 1988. Brother Wilson had a cardiac arrest in the West Ad­ ams Convalescent Hospital iii Los Angeles, California. Bora in Texas, Seafarer Wilson began his shipping career on the west coast, sailing in the Steward de­ partment. His last ship was APL's President Cleveland in 1971. He retired that year. Brother Wilson is survived by his widow Phyllis W. Wilson of San Francisco. "wmi .-AJ:. :stv 1 • . l .: - \ J • •••I •• • • ' , e. ' .. V • '% • ... .. • vf • ' 'i- • SAMUEL P. BONNETTE Pensioner Samuel P. Bonnette, 59, passed away on January 5, 1989. Brother Bonnette retired in 1985 after shipping in the Deck department with Interstate Transport, Marine Towing & Transport and Sheridan Trans­ port. Seafarer Bonnette joined the union in 1973 in the Port of Philadelphia. Brother Bonnette lived in Brooklyn, New York and retired to Boynton Beach, Florida. Surviving Brother Bon­ nette are his widow Joanne Belfiore Bonnette of Boynton Beach, Florida and daughter Christine Bonnette. ^^ J : v;, j- �P^i,^fl^,4Msu3=ar PWT-,-.' ^ ••«" • ^ ' u i'il i4 i-m iX#'- • :Ki' li - ' ^ ^ "u m-.:• - • im I- :' '-M0i'. i T' ?S>' ^ Sgic" ' ^' QiUtUSJOM (Apex Marine), January 1—Chairman A. Maben, Secretary Frank Costango, Educational Direc­ tor E. Macom, Deck Delegate E. Santana, Engine Delegate B. Bukis, Steward Delegate W. Lau. No beefs or disputed OT reported. In accord­ ance with an international treaty banning the dumping of plastics at sea. Apex has requested that con­ tainers be placed about the quarters and messrooms for all plastic items. These containers will then be dis­ carded ashore and not over the side. A question about transportation for relief persons will be taken up with the boarding patrolman at payoff. Next port and port of payoff: Stapleton, N.Y. CmUKBY (Cove Shipping), De­ cember 7—Chairman R. G. Maixero, Secretary Floyd Mitchell Jr., Educa­ tional Director William Beatty, En­ gine Delegate Danielle Gettys, Stew­ ard Delegate Amanda Suncin. No disputed OT, although some beefs were reported in the steward depart­ ment which will be taken to the pa­ trolman upon arrival in San Fran­ cisco. A response to a member's letter was received pertaining to ri­ ders working aboard ship. It stated that these men are on the ship in a maintenance capacity, and some­ times with short crews it becomes necessary for them to work in var­ ious areas to help keep the ship run­ ning. Next port: New York. MlOMrffOaeS (Seahawk Manage­ ment), December 11—Chairman D. Manson, Secretary Norman Evans, Educational Director L. P. Wright, Deck Delegate K. H. Combs, En­ gine Delegate F. Adams, Steward Delegate D. Bond. No beefs or dis­ puted 6T reported. The captain thanked the crew for doing a good job. He mentioned that pay vouch­ ers will be issued approximately 24 hours prior to payoflf. Anybody in need of transportation money should check with the captain. Before ar­ rival in port, members were asked to turn in ^movies and strip their beds. A vote of thanks was given to the steward department. The crew of the Falcon Duchess wishes our new president, Mike Sacco, much success in the future. mvssm Mr (Sea-Land Service), December 18—Chairman Robert Dil­ lon, Secretary Terry Smith, Educa­ tional Director A. Rhymes, Deck Delegate K. Thompson, Engine Del­ egate Daniel J. Campbell, Steward Delegate Fredrick E. Otto. Some disputed OT was reported in the en­ gine department as well as some problems with engineers having the DEU perform the work of the QMED. It was requested that the steward try to get fitted sheets for the mattresses. The present sheets -1^1 ,f kSv^^l^K scmRiRsm 14 IM iUNES (Energy Transportation Corp.), December 12—Chairman Willie Mitchell, Secretary Dana Par­ adise, Educational Director G. Lindsey, Deck Delegate John Wells, En­ gine Delegate Dastil Panko, Steward Delegate Robert Brown. No beefs or disputed OT. There is $580 in the ship's fund. The football pools are a big success. The Super Bowl pool should be a good one for the fund. A letter was received from head­ quarters regarding complaints about J.A.L. The complaints were re­ ported to George Reiley who will meet with J.A.L. representatives in New York to resolve the issues. "All is well aboard the Aries. We have a good bunch of guys top to bottom, and all are enjoying this tour." A vote of thanks was given to the steward department for a job well done. ^ are too small. Also, it appears the heat has been left on too long be­ cause the ship is "too hot." Being shorthanded in aU departments, many aboard the Galveston Bay be­ lieve it is unsafe. A request was made to have the ship's chairman accompany customs officials during room searches if the member cannot be in his room at the time. Next port: Charleston, S.C. GROTOM (Apex Marine), December 19—Chairman Neil Matthey, Secre­ tary Marvin Deloatch, Educational Director J. Schuler Deck Delegate Rainey Raymond, Engine Delegate Ricardo Vasquez, Steward Delegate Christopher Mosley. No beefs or disputed OT. The chairman reported that the ship is due to arrive and pay off Dec. 23 in Stapleton, N.Y. He also reported that AB Juan A. Lo­ pez had to leave the vessel in St. Croix Dec. 12. There was no time to get a replacement, so the ship sailed shorthanded. It was noted that the ship may undergo some repairs while at Stapleton, N.Y. anchorage this trip. A vote of thanks was ex­ tended to the deck department fi-dm the steward for their good coopera­ tion. In return, the steward and chief cook were praised for the good food served, especially the great Thanksgiving Day dinner. Next port: Stapleton, N.Y. gine Delegate Ralph Gosnell, Stew­ ard Delegate Louis Garcia. No beefs or disputed OT. There is $1065.20 in the ship's fund and $135 in the SlU fund. The bosun welcomed all train­ ees from SHLSS who are making their first trip. He discussed the im­ portance of safety onboard ship. Safety shoes are a requirement of the company and must be worn at all times; hard hats and appropriate clothing must be worn when needed. He explained to them that if a mem­ ber is going to get someone else to stand their watch when in port, they should make sure that the mate on watch knows what is going on. There has been a problem with OS's standing cargo watch and not getting overtime. A letter was sent to the union requesting clarification about this. The secretary reminded the crew to clean up after themselves, especially in the lounge and mess hall. A vote was taken and unani­ mously passed for the use of an American airline to fly members back and forth to Japan. "We all belong to the U.S. merchant marine and work for a U.S. company, so we think an American airline should be used." Two softball games were held while the ship was in Arun. The Libra's 2^bras won one game and the Arun Ex Pats won another. "A good time was had by all." The steward department was thanked for the fine holiday meals and for having all the quarters clean when the crew arrived. Next port : Himeji, Japan. garbage will be limited to special dumping areas. The cooperation of everyone, especially the steward de­ partment, is appreciated. A motion was made to lower the pension re­ quirements to 5,(K)0 days seatime at the age of 50 instead of 7,300 at 55. It was also suggested that the benefit days be reinstated to 80 rather than 100 and that dental coverage be cov­ ered 100 percent. Next port: Hous­ ton, Texas. m OVMCNEM (OMl Corp.), January 8—Chairman Lany Kunc, DeckDelegate Terry L. Thomas, Engine Delegate Ollie E. Webber, Steward Delegate Gordon D. Wheeler. The only beefs reported were in the steward department and pertains to repairs. The galley and pantry drains are stopped up, necessitating having to bail water from the drains and from the galley deck all day. There is $238 in the ship's fund. The chair­ man noted that one QMED was paid off in Long Beach and that there was no time to get a replacement. The secretary stressed the impor­ tance of upgrading one's skills at SHLSS. "Let's look ahead for 1989." A discussion was held about the new garbage system. No plastic bags are to be used, and all trash is. to go into bags and aU wet food into the garbage disposal. A vote of thainks to the steward department for"a fine Christmas Dinner and for the decorations." Next pqrt: Hous­ ton, Texas. PK mm JL OBRmB (Waterman Digest of Ships Meetings The following ships minutes are just a sampling of the many meeting reports the SlU receives each month from its ships around the world. fits OUmi (Ocean Ships, Inc.), Jan­ uary 2—Chainnan William Lough, Secretary James Price, Educational Director Ross Hardy. No beefs or disputed OT. The Gus Darnell will pay olBT in Bahrain upon arrival. Members were advised not to let their jobs hang on the board just because a ship is not going where they want it to go. "A job is a job, and a paycheck is a paycheck." The importance of contributing to SPAD was also stressed. It was a very good and safe trip to Antarctica and back to Bahrain, "a varied and in­ teresting voyage." In the Persian Gulf "we saw the Bahrain and United States Navy go into action. We don't get a war bonus, but we do get hazardous duty pay. We went all over Southeast Australia. Several of us rented cars and even an air­ plane. Antarctica was a place we'll never forget. Going through the pack ice was awesome. We got around somewhat, but nobody made it to the South Pole, unfortunately. The trip home was in heavy seas. We lost our foremast in the 'Furious Fifties.' The captain made a video of the trip, and all hands will get a copy of a memorable voyage." The bosun and steward department were given a vote of thanks for jobs weU done. IMG IWM (Energy Transportation Corp.), January 8—Chairman B. B. Darley, Secret^ S. Wagner, Edu­ cational Director W. Kimbrough, Deck Delegate George Bruer, En- UWG UirfS (Transoceanic Cable Ships), January 13—Chairman J. Ol­ son, Secretary K. Rosiek, Educa­ tional Director Smitko. Some dis­ puted OT was reported in the deck department pertaining to the long­ shoremen's rate for discharging ca­ ble. The ship is scheduled to arrive in Honolulu Jan. 14, and a reduction in crew is expected Jan. 15. There is $212 ill the ship's fund, this after the purchase of four cases of soda for a crew cook-out. The bosun thanked the crew for helping to separate all plastics from garbage—in coinpliance with new federal regulations. All crewmembers were asked to try and keep their voices down while watching movies so that others can hear. A vote of thanks was given to the steward department for the out­ standing holiday meals, as well as the delicious everyday fare. Next port: Honolulu, Hawaii. OHf (mm (OMI Corp.), December 11—Chairman F. R. Schwarz, Sec­ retary Joseph Bennett Jr., Deck Del­ egate Robert Eugene Allen. No beefs or disputed OT. The vessel is enroute to Houston, Texas. The ship currently has a one-year charter run­ ning coastwise. A vote of thanks was extended to the deck depart­ ment for butterworthing dimng un­ pleasant weather. The chairman and all the crewmembers join together in wishing a happy new year to all their MU brothers and sisters. As of Jan. 1/1989, all plastic materials are to be eliminated, and dumping of Steamship Coip.), November 14— Chairman Nick Kratsas, Secretary Paul L. Hunt, Educational Director Charles A. Henly, Engine Delegate M. Hill, Steward Delegate Albert Henricks. No beefs or disputed OT reported. Bosun Nick Kratsas noted that it was a long trip, but it "was a pleasure to sail with everyone." The crew of the Obregon gives a big welcome "to our new president, Mike Sacco," and wishes him great success throughout the coming years with a hope for better things to come. Members would like to find out about the 6V2 percent raise, if there is anything new to relate. A vote of tha^s was giyen to the steward department for a job well done; also to the entire crew for keeping everything under control. Next port: Pwama City, Fla. SFIR/r OF lEMS (Seahawk Manage­ ment), December 4—Chairman S. W. Parr, Secretary C. Johnson. Some disputed OT was reported in the deck department and will be taken up with the boarding patrol­ man. The captain informed the chainnan and crew that following the Coast Guard's fireboat drill in Jacksonville, the Spirit of Texas vnh be laid up for approximately 30 days. All meml^rs who want to re­ ck^ their jobs should register in Jacksonville. Hie crew would like to thank the U.S.M.C Emluissy Guard detachment in Conakry, Guinea, for their hospitality while the vessel was docked there in November. In addition to the minutes pub­ lished above, the SIU received offi­ cial ships minutes from the following ships: V::l •'•-'I :Cii §i| mmm �I'; _ '• v.'""'' FEBRUARY, 1989 15 1989 UPGRADING COURSE SCHEDULE Engine Upgnding Courses Course Pngnms Geand to Improve Job Skills And Promote U.5. lAaritime Industiy February—April 1989 The following is the current course schedule for February—April 1989 at the Seafarers Harry Lundeberg School of Seamanship. The course schedule may change to reflect the membership's and industry's needs. PLEASE NOTE: All members are required to take firejighting when attending SHLSS. Check-In Date Able Seaman First Class Pilot (Organized self study) Completion Date March 20 April 28 Open-ended (Contact Admissions Office for starting date) Lifeboat February 6 February 17 March 6 March 17 LNG—Self Study Safety Course April 3 April 14 This course is not offered as a separate course, but may be taken while attending any of the regularly scheduled courses.) Upon completion of course must take four (4) week Sealift Operations & Maint. Course. Steward Upgrading Courses All Steward Upgrading Courses are open-ended. Contact the Admis­ sions Office for starting dates. All students in the Engine and Steward Departments will have 2 weeks of Sealift Familiarization at the end of their regular course. SEAFARERS HARRY LUNDEBERG SCHOOL OF SEAmNSHlP Upgrading Application (First) (Last) Address. Mo./Day/Year (Street) (State) (City) Telephone. (Zip Code) July 7 May 12 May 12 June 6 March 31 April 28 May 12 March 17 have 2 weeks of , (Area Code) Deep Sea Member • Lakes Member • Inland Waters Member • Pacific • If the following information is not filled out completely your applica­ tion will not be processed. Completion Date DepartmenL Seniority February 13 March 13 ABE/ESL Lifeboat Preparation Course This Three week course is an Introduction to Lifeboat and is designed to help seafarers prepare themselves for the regular Lifeboat course which is scheduled immediately after this course. This class will benefit those seafarers who have difficulty reading, seafarers whose first language is not English, and seafarers who have been out of school for a long time. Coilege Programs Course Check-In Date Completion Date Associates in Arts or Certificate Program March 20 May 12 Recertification Programs Course Check-In Date Completion Date Bosuns Recertification March 27 May 8 Do you hold a letter of completion for Lifeboat: • Yes Firefighting: • Yes NoQ CPR: • Yes • . No • No • Date Available for training • ^ ! • ', • With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) requested. You must also submit a COPY of the first page of your union book indicating your department and seniority, as well as, a COPY of your clinic card. The Admissions Office WILL NOT schedule until this is received. VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE , .0SIGNATURE. DATE. ^^ Endorsement(s) or License(s) Now Held. I Am interested In the Following Course(s) Checked Below or Indicated Here if Not Listed Are you a graduate of the SHLSS Trainee Program: DECK • Yes • No (If yes, fill in below) Trainee Program: FromLast grade of school completed. — to — (dates attended) Have you attended any SHLSS Upgrading Courses: • Yes • No (if yes, fill in below) Course(s) Taken. .-J March 3 March 31 Veteran of U.S. Armed Forces • Yes • No Home Port '(>•, :Vr .- The Adult Education Courses for 1989 will be six weeks in length. High School Equivalency (GED) April 3 May 25 Adult Basic Education (ABAE) April 3 May 25 English as a Second Language (ESL) April 3 May 25 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. Developmental Studies (DVS) April 10 April 14 Book #. Social Security #. .'S- •f> u.. Check-In Date Primary Language Spoken_ Date of Birth. (Middle) April 17 April 3 April 3 May 8 March 6 April 4 March 20 February 6 All students in the Engine and Steward Departments will Sealift FamUiarization at the end of their regular course. Course 99 Radar Refresher/Renewal 99 Radar Recertification Celestial Navigation February 29 April 1 Minimum number of students required for Celestial Navigation class tO be held is 5. Name. Completion Date Aduit Education Courses Deck Upgrading Courses Course QMED—Any Rating Refrigeration Systems, Maint. & Operations Variable Speed DC Drives Welding Diesel Engine Technology Hydraulics Marine Electronics Technician FOWT Check-In Date • AB/Sealift • 1st Class Pilot • Third Mate • Radar Observer Unlimited • Master Inspected Towing Vessel ^ Towboat Operator Inland • Celestial Navigation • Simulator Course ENGINE • FOWT • QMED—Any Rating • Variable Speed pC Drive Systems (Marine Electronics) • Marine Electrical Maintenance • Pumproom Maintenance & Operation • Refrigeration Systems Maintenance & Operation • Diesel Engine Technology • Assistant Engineer/Chief Engineer Motor Vessel • Original 3rd/2nd Assistant Engineer Steam or Motor • Refrigerated Containers Advanced Maintenance • Electro-Hydraulic Systems • Automation • Hydraulics STEWARD • • • • • Assistant Cook Utility Cook and Baker Chief Cook Chief Steward Towboat Inland Cook SP, ALI bEPARTMENTS • Welding • Lifeboatman (Must be taken with another course) ADULT EDUCATION DEPARTMENT • Adult Basic Education (ABE) • High School Equivalency Program (GED) O Developmental Studies (DVS) • English as a Second Language (ESL) • ABE/ESL Lifeboat Preparaiion -rii, • COLLEGE PROGRAM • Associates in Arts Degree • Certificate Programs No transportation will be paid unless you present original receipts and successfully complete the course. RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center. Piney Point. MD. 20674 •• �i-.v i /.•r^ (v • # - ^ .V'i;. • x;--N.X''.-..- ->• u i -J -• X •h~- -- 1.1 -" smuans m •; US-FLAG AND UNION CREWS MAKE AHC ATTRACnVE TO AFL-CIO MEMBERS • ".'3'v''''.'.,, jiV-. I "v ,"v '••' ) 'y'^r^i- • % ;;ro--':-::},;,fl;}v ; ,;?V' •• : _;/;';i;"""_;"-y' t's "Union Made" and it's perfect" in every way. That's the way the AFL-CIO is promot­ ing a special holiday package for union members and their families aboard the SS Constitution and the SS Independence (American Hawaii Cruise Lines). The two luxury cruise ships are SlU-crewed and are being billed as a good way for Ameri­ can workers to enjoy a first-class holiday at "union privilege re­ ductions" aboard tf.S.-flag ships, with U.S. safety standards and all-union crews. The promotion by the AFLCIO is a part of its Union Privi­ lege Benefit Program (UPBP), and is aimed at the 13 million active union members in the United States as well as the 27 million related family members and retired unionists. The SIU worked to arrange inclusion of U.S.-flag, union crew cruise ves­ sels in the UPBP's travel pack­ age. . In highlighting the luxury holi­ days aboard the two SlU-contracted cruise vessels, the pro­ motion program emphasized the professionalism and quality of service that are standard aboard the ships. :• Mi /o/< iea§^y«. PlS^ct \ -y ' . AV-y" ' Ssi c^se iSSSta «*»., Thb advertisement is cu^ntly appear­ ing in union newspapers throughout the country. ' '••^M :yj.r /'4J9 'M-'y:c ^'S99 f'Sia SlSSfT^ "•asry.r : •y -• STAMP HONOK A. PHIUP RANDOLPH Kiiipi'^- :•=;>^.' :•- ;• • ;ss.if;:s7yi;^vy^:'., .'' g|gia;vv}:,:::.: '?-C-Vfi. C-''"" • .•.-••'•• I'/:'.. 7-r • , ;..i ,1 " '-. -;4.1'iF-:;;;v,"v:r-t.,''i'jj,>^. •>• .P 'T/i-X '- y• ^u1lf^rp^^"^aeTra^ . I.': ... • "Wm i^SSs^ 55:^'^, ^1.' ••;. r7:;7y7- "• :•'•••- .-i. '7'-- x' \y'•••:.7'7^0\r :• -i V'ViS' l'\ '.- ' '.' r he great trade union and civil rights leader, A. Philip Ran­ dolph, has been chosen as the twelfth honoree of the United States Postal Service's Black Heritage Series. The official First Day of Issue Ceremony will be held in New York on February 3 in celebra­ tion of Black History Month. The 25-cent stamp will then go on sale at all U.S. post offices the next day. As a young man, A. Philip Randolph organized the Brother­ hood of Sleeping Car Porters and later became the organization's President. Although Randolph was a Vice-President of the AFL-CIO, his leadership ex­ tended beyond the trade union community to the civil rights movement. As a black American, Ran­ dolph dedicated his life to ad­ vancing the condition of his peo­ ple. "I consider the fight for the Negro masses the greatest serv­ ice I can render to my people and the fight alone is my com­ plete compensation," said Ran­ dolph. Randolph believed the struggle for dignity extended beyond abolishing racial barriers. As or­ ganizer of the March on Wash­ ington in 1963, Randolph recog­ nized the first step was eliminating laws which segre­ gated blacks from whites on the basis of the color of their skin. But the struggle could not end there. Randolph was convinced that it was not enough to do away with the law preventing a black man from sitting at a res­ taurant table. Randolph as­ serted our society should allow the same man the opportunity to earn enough to eat at that table. • v''-- APPLY NOW moN sm -:-7y f'-SiiBS SCHOLARSHIP DEADLINEAPRIL 14,1989 -' {'••• '•'•"''••7'. '•', • : .«S\: '.iX k':kfr'-'.k'i5y •i y- Mi. pmn* MKttniMni Having enough td buy the meal brought white and black working people together. Social injustice was not a racial fi^t, it was a common cause which united all peoples. Whether fighting to end racial discrimination or eradicating poverty, Randolph conducted his struggle with dignified militancy. Although Randolph died in 1979 at the age of 90, his legacy lives on in the work of the A. Philip Randolph Institute, an organiza­ tion of black trade unionists working around the country to increase participation of the black community in the political process and in the labor move­ ment. "Salvation for a race, nation, or class must come from within. Freedom is never granted; it is won. Justice is never given; it is exacted. Freedom and justice must be struggled for by the op­ pressed of all lands and races, and the struggle must be contin­ uous, for freedom is never a fi­ nal fact, but a continuing evolv­ ing process to higher and higher levels of human, social, eco­ nomic, political and religious re­ lationships." —^A. Philip Randolph • r he submission deadline for the 1989 Charles Logan Scholar­ ships is April 14, 1989. These annual awards consist of seven scholarships. Four, worth $10,000 over a four-year period at colleges cho­ sen by the winners, are awarded to dependents of SIU members. Three scholarships are re­ served for SIU members them­ selves, one four-year college scholarship of $10,000 and two two-year scholarships of $5000. For further information con­ tact your SIU hall or Seafarers Welfare Plan; Charles Logan Scholarship; 5201 Auth Way; Camp Springs, Maryland 20746. -'rk-'-'k � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1989 Description An account of the resource HEADLINES TAX TIPS FOR SEAMEN SIU SPEEDS UP LEGAL PROCESS IN DRUG TESTIONG SUIT VERSUS DOT UNION GIRDS FOR BATTLE OVER ALASKA OIL EXPORT SIU MEDICAL PLAN BIG SUCCESS SAN FRANCISCO HEALTH UNIT SERVICES 1,200 IN 1988 FINK SHIP UPDATE NEW DOT SECRETARY PROMISES STRONG US-FLAG MERCHANT MARINE COMPANIES, UNION READY PLAN FOR DRUG TESTING RIVER BOAT SAFETY IS TOP PRIORITY SIU SCHOOL ESTABLISHES NEW MARINE ELECTRONICS COURSE FOR TECHNICIANS AMERICAN EAGLE IN MOBILE DEEP SEA JOBS FOR SIU MEMBERS ON THE INCREASE NLRB SETS MCALLISTER TRIAL DATE NEW COAST GUARD RULES IN EFFECT ON LAKES, RIVERS US-FLAG AND UNION CREWS MAKE AHC ATTRACTIVE TO AFL-CIO MEMBERS STAMP HONORS A. PHILIP RANDOLPH UNION SETS SCHOLARSHIP DEADLINE- APRIL 14, 1989 Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1989 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 51, No. 2 1989 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/e6b8089fc745c9b88e66dc2a735f2f5c.PDF bd5e60097943683089b90dd8a0469340 PDF Text Text ' r.y-' ?Ay-^'V-'r i. :•••"• • .••:•'•'• .;. , !' ">;-V''".-iT y\.•••.:-•: •.,iwN,,•-:•%?;- J. OFFICIM 0R6AN OF THE SEAFARERS INTERNATIONAL UNION • ATUNTIC. OULF, UKB AND INUND WATERS DISTRICT • AFL-CIO SEAEiRERS -M'M February 1990 Volume 52, Number 2 I - i '-I,' ,> .V'';.:E^U',.' V Key Ship issues On Congression Agenda in1990 I'ciiifs saiK n E 2ZCXI j>h- oa-o>i:o>-* Ti-iT^G COCO i^n-<o OHac: -• o 2-J>H-(X • -icoK-<c.r~ moco o OH O COiiO I Hco?o o Coast Guaid Deiays PFe-Job Drug Test Foj OOOC—)>c; • i—ii—I OJ ,1 > I— CO G3 r- o U) O " o , m •H -< Ul UJ •sJ '• O '• • o o- Some Progres^: On USA-USSR Shipping Pact ^ / ^ . •. 41: /J; :.V Poge 4 18 YearsAfter Defection Seafarer Visits Soviet Union I ; 4-'',-i" '• '.Jll-,-• AB Paul Dudnikov recent­ ly sailed into ^ the Black Sea 4 on the Frances Hammer, sighting the USSR for the first time since his defection 18 years ago. See story on page 7. f SlU-Crewed LNG Gemini Rescues Survivors Sixteen Taiwanese seamen, still alive after being cast adrift in their life boats after their Panamanian-flagged vessel sank in rough South China seas, were rescued by crewmembers on- i board the LNG Gemini, an Energy Transportation Corporation vessel. LNG Gemini crewmembers answered over 100 bells, maneu- ^ vered the vessel throughout the day and stood lookout duty for extended periods in an effort to locate the 21 seamen of the sunken MV Kao Hwa lil. Story on page 3. Tax Tips For Seafarers Filing Income Tax Returns Page 10 .\ 1: vi'V-:1 ^ V.7r;f • , • "• . i; �-^1 .''^' I s • - V;.'!-'-.'' J ••\ V/• •" ••'• A'-"' President's Report ;> "W., M- : yj:'. •J-'AI, -r \:'H'-'. .,'" IL iUiS'Sf -S. . .. - >• •'.'•t:.i r.-/ ,.• I V- - ; ''f ly-y'i- V •••••v!"',\V .U ' .'" • ^' - • •' A' J •" ' ''' ' •" :-::;|il|K||: . I •'•;.:..••••. 'i. •> • •••' • -f % ^V-.'tk •, • •" f-'.- -., \ - '•• Last month's underwater pipeline leak that spilled more than SOOyOOO gallons of home heating oil into the Arthur Kill waterway serves as a good reminder that the transport of oil by any means involves risks and requires constant vigilance from all sectors— industry, labor, government and the public. For several hours, oil oozed through a break in a 12-inch diameter Exxon pipeline used to transfer fuel between New Jersey and New York. It was similar to countless other under­ ground and underwater pipeline leaks that have happened over many years around the country. This most recent pipeline spiU comes at a time when the public's attention is focused on the risks involved in marine transport of oil. Yet the innumerable incidents of pipeline spills demonstrates that pipelines do not present a dan­ ger-free alternative to tankers. In fact, pipeline transport of oil may put communities and the environment at greater risk. Studies have shown that contamination of subterranean waters from pipeline leaks or breaks presents greater cleanup problems than pollution on surface waters. Because pipelines often run under heav­ ily populated and well travelled areas, more lives are exposed to the hazards of ruptures. It is hard to forget the 1986 Mounds View, MN pipeline break that spilled gasoline into the town's streets. In that incident, the vapors from the gasoline ignited and the explosion killed a mother and daughter as they were fleeing from their home. The SIU's research department, which has been carefully monitor­ ing the pipeline situation, has compiled loads of evidence demon­ strating that pipeline and underground storage tanks are constantly springing leaks and these breaks are occurring all over the country. Pipelines as alternatives to tankers are not the answer. Meeting domestic energy needs requires that all forms of transportation of oil be available, including tankers, and that every method used for moving fuel be conducted under the safest conditions possible in the hands of trained workers. Tankers and Safety Marine transport of oil plays an important role in the economic health and stability of our country. However, in the current climate of hysteria towards tankers, many legislators are feverishly attempt­ ing to meet le^timate public concern by throwing regulations willynilly at the shipping industry. A prime example of this kind of political maneuvering is the provision within the omnibus oil spill legislation passed by the House of Representatives that would require all tankers entering American waters to be outfitted with double hulls and double bot­ toms. The cost of these requirements would be so massive that every indication is that many tanker companies, if not all of them, would be unable to continue in business under these conditions. What would make the situation particularly sad if the double bottom law is passed, is that whether such construction would pre­ vent spills remains in doubt and that there are other forms of engineering tankers more efficient and less expensive that would minimize spills if not immediately set off preventive cabability. The smart thing to do is to not to jump in and institute a regime that will incur costs bound to put the American-flag tanker industry out of business. The SIU supports the Senate's approach to the issue of double hulls and double bottoms. The Senate's version of the onmibus oil spill legislation calls for a study on how tankers should be constructed or retrofitted to meet the highest possible safety standards aiid would result in federal regulations. With the verdict still not in on whether double bottoms actually prevent oil leakage or create a more unstable vessel in the event of a Volume 52, Number 2 February 1990 The LOG (ISSN 0160-2047) is published monthly by the Seafarers International Union; Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO; 5201 Auth Way; Camp Springs, Maryland 20746. Telephone (301) 899-0675. Second-class post^e paid at MSG Prince Georges, Maryland 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way; Camp Springs, Maryland 20746. President, Michael Smxo; Secretary-Treasurer, Joe DiGhKr^; Executive Vice President, Joe Saeoo; Vice President Collective Bargaining, Angus "Red** CanpbeH; Vice President Atlantic Coast, Jack Caffey; Vice President Gulf Coast, Thomas GiideweD; Vice President WestCoast, George McCartney; Vice President Lakes and Inland Waters, Jdiui Fay; Vice President Government Services, Roy "Bock** Menxr. <2oaifflunicatk>ns Department Director, Jessica Smith; Associate Editors, Daniel Duncan, Max Hail and Deborah Greene. puncture or hole, the SIU believes the Senate's careful and consid­ ered approach should be instituted. Meanwhile, we will continue to^ eniphasize training and do our part to prepare the men and women in the SIU in the highest possible standards of oil spill prevention, containment and cleanup. The union's Lundeberg School course on these procedures, insti­ tuted last year, is now a regular part of the upgrading curriculum. Bilateral Agreement Step in Right Direction We in the SIU are encour^ed by recent actions of the Maritime Administration to secure a bilateral shipping agreement with the Soviet Union. While the first round of meetings between Soviet and American negotiators last month in Moscow did not end in a formal statement, both sides agreed to meet in upcoming months, and it seems likely that a shipping accord will be reached by the two countries. Bilateral agreements between the governments of two nations can provide American-flag operators with access to a specified portion of cargo between the United States and the other country. In a world of government-supported fleets and rate slashing, bilateral shipping agreements have provided valuable stability and access to cargo for U.S.-flag vessels that operate, unlike their competitors, with little or no government subsidy. While the SIU and the American maritime community finds bilat­ eral pacts an important tool towards maintaining a viable U.S.-flag fleet, we must also remain on guard to ensure that such agreements do not provide foreign-flag ships with a cover to engage in vicious rate cutting. This was the exact scenario that came about after the United States and the Soviet Union signed the historic and promising 1972 shipping agreement. After the '72 agreement opened up more than 40 principal ports to the Soviet fleet, Russian ships, that were almost completely subsidized by their government, slashed freight rates between 10 and 40 percent below conference levels and made off with a significant portion of American cargo bound for Europe and Asia. The American maritime community has suggested that MarAd negotiators seek Soviet participation in shipping conferences to avoid a recurrence of the problem of the '70s. The job security of seafarers will be at stake when the House and Senate t^e up several matters of concern to the maritime industry this session. Several amendments to the Jones Act are being consid­ ered. Some would weaken the law that allocates the domestic ship­ ping trades to U.S.-flag carriers while some would tighten language to eliminate waivers and exemptions. Cargo preference is bound to come up again, as it did last year during discussions of legislation seeking food aid to Poland and Hungary. Under attack will be the requirement that 75 percent of government-generated cargo be car­ ried on U.S.-flag vessels. Your union's department of legislative and governmental affairs will remain Vigilant as always, working to protect and promote the interests of seafarers. We hope to have the resources to do the job. In this respect, it is important that every Seafarer support the legis­ lative and political actions of the union and make a contribution to SPAD. Index to LOG Features UOBRA Notice. Dispatehers' Report/Deep Sea • *••»••••••• *13 Dispatchers* Report/liiiaiid Dispatchers' Report/Great Lakes ......... . ...'«•* • • • • *1^^ Filial Departures • •••••••••17*^18' KIHW Your Ri^ts....................,i.,.. Letters to the Editor........................ '• • 8 ^ Limdeberg School ApplicatioD................ 19 " J LaiMieiierg School Course Schedule ........... •W ^ 14 • -'^1 .\l. •. . .... . Psosioiiers ..... • • 0 • • a' « • ^ ^••12 . Ships Minutes.............................. • • •'a « • *' 18"^18 UniiMi W Directory.................. 0. a• a a ' • . .'••8 �,;,'i^*'jV>''-!- L-.-.V'i-.-.^^'• fCBRUARY mo • '• ,v,., :•• Crew of LNG Gemini Rescues 18 A prime example of SIU sea­ manship and attention to detail at sea was demonstrated when the crew of the union-contracted LNG Gemini rescued Taiwanese sea­ men whose Panamanian-flagged vessel had sunk in the South China Sea. The Gemini picked up a 7:11 am distress call in late November from the Kao Hwa 111 and switched course to the direction of the trou­ bled vessel. Within 90 minutes of the first MAYDAY call, lookout OS Allen Kindt caught sight of a red hand-flare forward of the beam. Shortly, two life boats carrying 16 of the Kao Hwa Ill's crewmembers were seen bobbing up and down in the rough seas. After bringing aboard the Tai­ wanese seamen, Gemini Master N.M. Smith learned five additional seafarers had been part of the Kao Hwa 111 crew. With five remaining seamen to be found, the Gemini began a meticulous search that lasted eight-and-a-half harrowing hours. Second Mate John C. Codispoti • y >!; j'" ••' '^.. •'>*''1':i-v :''" ' •''• ^ •• Congress to Take Up Key Shipping issues '' ;iif As Congress returned last month from its winter recess, the union's legislative and political depart­ ment is concentrating on a number of maritime issues due to hit the floor in the current session. Among the legislative programs of vital concern to the welfare of the union's membership that the SIU will work to protect are cargo preference laws that currently al­ locate 75 percent of governmentgenerated cargoes to carriage on American bottoms and the Jones Act, the law that limits the nation's coastwise trade to U.S.-flag op­ erators. Other matters before Congress that will directly affect the jobs of SIU members are an omnibus oil liability bill that contains proce­ dures for spill prevention, re­ sponse, equipment and cleanup operations, an operating differ­ ential subsidy program and re­ quirements that Alaska oil be used only for domestic markets. The omnibus oil spill le^slative package will be taken up immedi­ ately by a conference committee made up of the two branches of Congress. House and Senate con­ ferees are expected to iron out differences in their versions of the oil spill legislation early in the session. The Senate passed its version of the bill in August and the House voted in November. Both bills call for more rigorous spill prevention and cleanup operations and insti­ tute a fund to allow rapid com­ pensation to those who suffer eco­ nomic damage from a spill. Differences in the two bills exist on language concerning the use of double hull and double bottom tankers. The House bill calls for all tankers to have double bottoms within seven to 15 years after passage. The Senate legislation requires the secretary of trans­ portation to promulgate regula­ tions on tanker construction within a year after passage of the bill. Caigio preference laws will come under attack again this year when the 1990 Farm Bill is considered. Rather than attempt a complete repeal of cargo preference laws, some agricultural interests may try to reduce the 75 percent allocation of government-generated cargo for U.S.-flag ships. Matters that affect maritime jobs are before Congress. A compromise among labor, shipping companies, shipbuilders and the administration to reform the operating differential subsidy (ODS) is being fashioned by a coalition of maritime interests. ODS is designed to help U.S. carriers offset the lower operating costs of foreign flags in interna­ tional commerce. The gist of the reform would allow more U.S. carriers the op­ portunity to acquire a subsidy and give them the authority to build or acquire vessels abroad. News reports state the reform package may be ready by the middle of the year. If such a compromise is reached, quick congressional ac­ tion would be expected. The SlU's legislative and gov­ ernmental affairs department also will be monitoring bills before state legislatures that will affect the job security of the membership. Many states currently are considering mini-oU spill bills and legislation concerning tug requirements for tankers entering local waters. reported that "the entire crew of (the) LNG Gemini performed in an exemplary fashion during the entire rescue operation. The en­ gineering staff stayed on 'stand by' from 0833 until 1706 answering over one hundred bells as the vessel was maneuvered through­ out the day. The cargo engineer spent nearly the entire day on deck keeping lookout and standing by the compressors while the ship was maneuvered. "Members of the deck gang stood extended wheel watches while others were assigned to lookout duty for long, tedious pe­ riods. The task of sighting and maintaining visual contact with objects in the water in the sea conditions that existed was ex­ tremely difficult. Lookouts and helmsmen were relieyed by vol­ unteers off watch, as men on watch were called to duty elsewhere. "Members of the stewards de­ partment worked to provide hot food and dry clothes for the sur­ vivors as well as assisting with keeping lookout on deck. In short, the crew worked together to do the job at hand: assisting fellow seamen in distress," concluded Codispoti. George Reilly, manager of ma­ rine-labor relations for Energy Transportation Corporation, the LNG Gemini's operating com­ pany, said the vessel's crew did an exceptional job in recovering the stranded seamen. "This is not the first time one of our vessels has been involved in a rescue," he said. "We are very proud of the job the LNG Gemini crewmembers performed and the way this rescue was handled." Life Boat Occupants Onboard When the 16 seamen in the life boats were spotted by AB Kindt, members of the deck gang rigged the starboard gangway and a pilot ladder and put a boat rope over the side. The Gemini was posi­ tioned so the Kao Hwa 111 life boats, tossed about by the sea. From the left, OS Victor Honlgsfeld, AB Richard Sweeting and Wiper William Marshall carry an injured survivor to the Gemini's hospital. could come alongside. The occu­ pants, all of whom were alive, were assisted aboard and mem­ bers of the steward department provided blankets and hot tea. The Taiwanese seafarers were sent to the ship's hospital and cadets' room for hot showers while crewmembers washed and dried their clothes. In questions put to the survi­ vors, (Jemini crewmembers learned all hands aboard the Kao Hwa 111 had abandoned the vessel, but five had not entered the life boats. Captain Smith maneuvered the Gemini upwind of where the life boats had been sighted to search for the missing men. '•'y. Two Men Found Floating on Log From the bridge, two men on a piece of wood were spotted amidst . a sea littered with the remnants of the Kao Hwa 111. A life ring was thrown to the two seamen who were drifting rapidly past the Gemini. One man was brought to Continued on p^e 18 • . • vj; The Taiwanese crew of the Kao Hwa III surround the steward depart­ ment in the Gemini's galley. Members of the galley gang in photo below are left to right: Steward/Baker Steve Wagner, Chief Cook George Taylor and Steward Assistants Susan Mormando and Chris Green. 3-' M 4i felt:';; V - • , �• - '~'m •; .'v"' ,^'•Vc iTht; • •' '• />V ' . •' • • '"" : SaFARiRS tOG • .• V^:yw, ' No Agreement Yet On US-USSR Ship Pact ..'v '' -V'/'S?'"' ' .'i?'/ • :!• . 'J m •• ':!t- - , f V0- • • - tr •I 'T- : ••jy.'.' After a week of talks, Soviet and American negotiators failed to reach an accord on a bilateral shipping agreement but said future talks will be held. Meeting throughout the week of January 22 through 27 in Moscow, the agenda included the following discussion items: • Greater and easier access of Soviet and U.S.-flag vessels to each country's ports, • Soviet carriage of American exports to third countries and U.S.flag involvement in the Soviet Union's crosstrades and • Designation of a portion of the cargo between the two nations to the fleets from each country— possibly one-third for Soviet ship­ ping lines, one-third for U.S.-flag vessels and the remaining onethird for ships from other nations. Currently, Soviet vessels com­ ing to U.S. ports must ask for docking permission 14 days in ad­ vance while most foreign ships have free access to American ports. Additionally, Soviet vessels can­ not transport any other nation's cargo to the United States. It is limited to the carriage of cargo originating in the Soviet Union. This prevents Soviet shipping lines from picking up cargo in Europe on transatlantic runs or Asia on transpacific voyages. The maritime industry is keep­ ing a close eye on any possible maritime pact between the Soviet Union and the United States. U^S. shippers are concerned that the Soviet Union's fleet, one of the largest in the world, may employ the price-cutting tactics it used in the 1970s. During that period, So­ viet shipping lines established ar­ tificially low rates subsidized by their government in order to ob­ tain needed hard currency. Amer­ ican operators have proposed the Soviet fleet participate in shipping conferences that set rates. The last U.S.-U.S.S.R maritime agreement expired in 1981. Strict restrictions were imposed on So­ viet shipping lines by the Carter administration in the early '80s in the wake of the Soviet Union's invasion of Afghanistan. The industry does not want the Soviets to engage in rate-cutting. The withdrawal of Soviet troops from Afghanistan and the eco­ nomic agreement reached by Pres­ ident George Bush and Soviet President Mikhail Gorbachev dur­ ing their summit meeting at Malta last year set the stage for a new bilateral maritime agreement be­ tween the two nations. The 10-member American del­ egation to Moscow last month was led by MarAd Administrator War­ ren Leback, and was made up of Department of Transportation of­ ficials, with some representation from State, Agriculture and De­ fense. Vadim Kornilov, head of the Soviet merchant marine min­ istry's external relations division, was in charge of the Soviet Union's delegation to the maritime pact talks. The next round of negotiations on the Soviet-American bilateral shipping a^eement will take place in March in the United States. MarAd Resists Efforts To Breach Jones Act MarAd Administrator Warren Leback clarified his agency's po­ sition on Jones Act waivers for heating oil companies after a Wall Street Journal article put Ameri­ can cabotage laws at the forefront of national news last month. A Wall Street Journal article on the heating oil shortage inaccur­ ately reported that MarAd had held up six requests for Jones Act waivers that resulted in skyrock­ eting costs of fuel. Leback re­ ported that the article had "trig­ gered" an attack on the allocation of domestic coastwise trades to U.S.-flag vessels. Testifying before the Senate Committee on Governmental Af­ fairs on January 16, Maritime Administration chief Warren Le­ back reviewed the applications for Jones Act waivers made by for­ eign-flag vessels to transport fuel and propane to Northeastern ports. In December, Leback noted, the Customs Service had granted waivers to Bay States Gas Com­ pany of Massachusetts and Enron Gas Liquids of Texas to use for­ eign-flag vessels to bring propane heating fuel to U.S. ports on a one-time basis. A waiver request by Arochem Corporation of Connecticut to bring oil from ^Puerto Rico to the United States was denied by the Customs Service on MarAd's recommen­ dation. Leback said six U.S.-flag tankers were available for the car­ riage of heating oil. "The events of the last few weeks," Leback said, "only un­ derscore the importance and the great potential of a modern U.S.flag merchant marine fleet. MarAd believes the Jones Act continues to be critically important to the national defense and commercial needs of this country." The Jones Act requires that U.S.flag vessels be used in the trans­ port of cargo along the nation's coasts and ports. Foreign-flag ves­ sels may enter the coastwise trade only after it has been proved that an American-flag ship is not avail­ able. Jones Act waivers are granted by the U.S. Customs Service after consulting with MarAd and other government agencies with an in­ terest in the request. House Leader Supports American Shipping The Speaker of the House of Representatives, Tom Foley (left), expressed his support for a strong U.S.-flag merchant marine when he joined Great Lakes congressmen and SlU representatives on the occasion of ,the Michigan Maritime Trades Port Council meeting. Pictured with Foley, beginning second from left, are SlU Assistant Vice President Byron Kelley, SlU Field Representative Larry Querry and Michigan 12th District Congressman David Senior. SlU Charges Scam To Beat Cabotage Because existing U.S. Customs Service standards do not ade­ quately define what makes a new and different fuel oil product, for­ eign-flag vessels have been able to circumvent American cabotage laws that require cargo trans­ ported between U.S. ports to be carried on U.S.-flag vessels built in the United States and owned by American citizens, the SIU charged last month. The inadequate Customs Serv­ ice rules are allowing foreign-flag ships to pick up fiiel oil in the United States, take it to another countp' to "blend" it and then bring it to another American port. Under the Jones Act and current Customs regulations, foreign-flag ships are prohibited from trans­ porting cargo, including fiiel, be­ tween American ports. The Cus­ toms Service, however, allows an exception: if the merchandise is "manufactured or processed'' into a "new and different product" at a third point not located on the coast. The SIU contends that blend­ ing, mixing or diluting oil does not meet the standard of manufactur­ ing a new product. Blending may superficially change the fiiel, but it does not meet the legal test of substantial transformation of a product. The SIU recommended adoption of regulations that would assure the fuel would be refined as well as exhibit a change in chemical structure. The Customs Service currently is reviewing its policy to determine if stricter standards are necessary: Oil Spl HII Mm tavnas High on the agenda for both branches of Congress is the iron­ ing out of differences between the House and Senate versions of leg­ islation that outlines response re­ quirements for oil spills. Returning f^om their winter recess late last month, members of the House and Senate were expected to meet in conference to resolve the areas of disagreement. The Conference Committee will consider the following differences in House and Senate language: • Double HullslDouble Bot­ toms—^The House bill mandates that tankers entering U.S. ports be outfitted with double hulls and double bottoms. The Senate bill requires the federal government to issue regulations on tanker structures. • Which Party is Responsible— A system that allocates liability costs to both the shipper and the cargo owner is endorsed by the House. The maritime community supports this language. • Signing International Agree­ ments—^The House bill advocates American participation in the In­ ternational Conventions that es­ tablish limits of liability. • Drug and Alcohol Testing— The onmibus oil spill legislation, if passed by the Conference Com­ mittee as is and signed by the President, would allow informa­ tion from the National Drivers Register regarding drunk driving charges to be used by the U.S. Coast Guard in issuing merchant mariner licenses or documents. The SIU and other maritime or­ ganizations havd opposed this pro­ vision. • Revocation of Documents— The House version contains a pro­ vision that extends authority to the Secretary of Transportation to suspend or revoke a document if the holder is convicted of an of­ fense. The SIU is working to knock out this section, advising Confer­ ence Committee members that the language is too vague and the power too broad. The House Oil Pollution, Re.sponse. Liability and Compensa­ tion Act of 1989 passed in Novem­ ber by a vote of 375 to 5. The Senate passed its oil spill legisla­ tion by a vote of 99 out of 100 in favor last August. jvv ...y, -f! �:•:..;^::Sfci,iv;^'^•A:f::, ' I 'i'lvi;%tf:-, ffit: >• ••;• ••• : .•• ;v, . 1' ^ Sv>, >;# «.• •• af '••••A, Atif •'4A mm) [-:iP*i'ii:: ..v ^ ;• ,•.-•••4 MS •V'AO: %wm- WW I; hat may be considered un­ usual and nerve-wracking to some is "routine to us," said the unlicensed crewmembers of the USNS Navajo who are members of the SIU's Government Services Division. The ship, part of the Military Sealift Command Pacific fleet, re­ cently was docked on the West Coast, or "Point A" according to the USNS Navajo's Chief Cook Robert Burdine. "Our runs are classified," the 13 year MSCPAC veteran said. "We run from Point A to Point B, then back to Point A," Burdine explained. While crewmembers were not free to provide details on their voyages, they would say some of the trips had been "doozles. W Soift ServlGK MMIKPS OiISNS Nawyo lave Decades Of SaiDeg ExperieBce "A: . • Francis Akina, in photo above, sails as Bosun/Mate aboard the USNS Navajo. At left, Clarence Mitchell, who sails as a steward utility on the USNS Navajo, sets up the officers' mess. Junior Engineer William Burt is pictured on deck in top middle photo. Pictured in middle bottom photo is Chief Cook Robert Burdine who prepares dinner for the crew. ••iMSilSi' A::. • •'' -Avh - • I-"'Vf;• • • . .. ' Tr •-' Onboard the USNS Navajo, AB John Stanton (left) talks with SlU Government Services Division Port Employee Raleigh Minix. .- ••v.;'* Burdine recalled his first voy­ age. He started on the USNS Hess and had never been off land or out of the United States, "I was lost. I couldn't speak the language, I had no idea where to go. I've gotten better since then." Francis Akina, who currently sails as Bosun/Mate on the Na­ vajo, shipped with MSC long be­ fore the present Military Sealift Command existed. In 1944 he sailed with Army Transport. That agency became MSC in 1950. During the early '60s he helped organize for the SIU among the command's Pacific fleet crewmembers. The union was certified as the bargain­ ing agent for unlicensed MSCPAC crewmembers in 1963. Akina said he had seen "a lot of changes for the better since I started with Army Transport." Navajo Able Seaman John Stan­ ton also started his maritime ca­ reer during World War II. He joined the Sailors Union of the Pacific in 1942. "I saw action in the Atlantic, Mediterranean and Pacific. I had ships hit by machine gun fire and bombs and just missed by torpedoes. But I never had a ship go out from under me." Stanton joined the SIU in 1979 and started sailing with MSC in 1984. "I switched when commer­ cial shipping was slow. I like being with MSC because I know there will always be a job." V. :,:ty I:.:; •t: • • I. '" . • "•y;S" 'ii : >i; , • rS •••:, ...r ^ i'i M.;, . -- •• 't "'* •' ' •.• �^^ V^^JlVstf E^r Vr- - "i »tr^ ^ l. ^ ^ 1r.~ - i;--'--y.-^'IT--'^-.r-Ti-^; T ^ sufAHei^m 28&r-!i Coast Guard Defers Pre-Job Drug Test •MS:;'.:" '•r/"^••'•"-'V'. •••'- 'I,; ••I-' J- ;•'• p-, ••,' •"p-:(' '.•-if Seafarers who have already passed a pre-employment drug screening prior to December 21, 1989 and have maintained a drugfree record will not have to take another one until June of this year. On January 8, the Coast Guard announced a six-month extension of the time limit for those seamen who already passed pre-employ­ ment tests. Until this ruling, sea­ men were obligated under recently instituted government regulations to take a pre-employment screen­ ing every six months. The Coast Guard's recognition of valid pre-employment drug tests until June 1990 is expected to be a one-time only extension. After June, maritime transportation workers will be required to take a pre-employment drug test every six months. Asa result of the Coast Guard's announcement, the SIU and its contracted companies, during the registration and shipping and signon procedures, will also accept until June of 1990 all negative preemployment drug tests taken prior to December 21, 1989, regardless of the expiration date listed. The USCG announcement only affects pre-employment testing. Periodic, probable cause and postaccident drug screening went into effect on December 21, 1989. Random testing, however, will not currently go forward. In De­ cember, Federal District Judge Thomas Hogan ruled on the SIU's CORRECTION :''if • '''jW'-::-/'-'.i'K _ •', «fSK" • y®4-":.v' An article on page 6 of the January 1990 issue of the Seafarers LOG concerning social security listed an inaccurate age for retire­ ment. The sentence should have read: "Under the new benefit schedule, individuals retiring in 1990 at the age of 65 will receive a maximum monthly social secu­ rity payment of $975, up from $899 in 1989." We regret any confusion this error may have caused. lawsuit apinst the government's drug testing program directed at maritime workers. He said the Coast Guard, in promulgating the regulations, had failed to demon­ strate that all members of the crew were "safety-sensitive" and therefore the government could not impose random testing, a pro­ cedure that violated their Consti­ tutionally-given rights against il­ legal search and seizure. The Coast Guard currently is formulating a new policy regarding random testing. The Department of Transpor­ tation issued its extensive drug testing regulations directed at merchant seamen on U.S.-flag vessels in November of 1988. The following month, the SIU, work­ ing jointly with the Transportation Institute, filed a lawsuit to stop the testing because the Coast Guard, by its own admission, had little evidence linking drug use to maritime safety problems. While awaiting a decision from the courts, SIU members began pre-employment drug testing in May 1989 because the regulations called for that form of screening to be in place by June 21, 1989. Judge Hogan, who heard the SIU's arguments in June, held off implementation of pre-employ­ ment testing until July 21, 1989. In December 1989, only days before periodic, post-accident, probable cause and random drug testing were due to go into effect, Hogan banned random screening. He called random testing "more intrusive on the individual's pri­ vacy interests than any other cat­ egory." The judge also rejected the gov­ ernment's argument that all hands should be tested randomly, stating "the tasks of cooks, messmen and wipers" do not "approach the direct relationship to s^ety shared by the employees for whom ran­ dom testing was found reason­ able" in other cases, like police­ men, pilots and aircraft mechanics. '4s:epi?--SE" "cj' :fi^'--:: '. •', ; '4'--^Mi±-%k''- '• I Mi |:f:v W''i' Seafarers: The Census Wants To Count You In 1990 Survey Special provisions are being made by the Bureau of the Census to include crewmembers and pas­ sengers of U.S.-flag vessels in the 1990 count. When the census form is mailed to every household in the United States on March 23, it also will be sent to U.S.-flag shipping lines in sufficient quantities to provide ev­ ery seafarer and passenger with a chance to be counted. If a seaman is On a vessel as of April 1, he or she has the option 'of identifying "home" as a place ashore or the vessel. If the serfarer chooses the ship as his or her place of residence, the following rules should be observed: • If the U.S.-flag ship is docked in a U.S. port, the crewmember is counted as a resident of that port. • If the U.S.-flag vessel is sail­ ing from one U.S. port to another U.S. port, the crewmember is counted as a resident of the port of departure. • If the U.S.-flag ship is sailing from a U.S. port to a foreign port or from a foreign port to a U.S. port, a crewmember is counted as a resident of the U.S. port. • If the U.S.-flag vessel is sail­ ing between foreign ports, a crew­ member will be counted as part of the American population over­ seas. The 1990 census will be the most extensive and complex headcount ever conducted in the history of the United States. The census has been conducted every 10 years since 1790. ... t 'i ^ ' -ti' " -/sr-v-. ' ; • : <• -"" - Seaway Has Record Year off Steel Exports More than 1.5 million metric tons of export steel passed through the Saint Lawrence Seaway last year, the waterway's Development Cor­ poration announced last month. The end of the busy Great Lakes shipping season last month was marked by bitter winter weather. In the photo above, the SlU-crewed Adam E. Cornelius (American Steam­ ship) is pictured above on the St. Clair River across from the union's Algonac hall during one of the last days of the recent Great Lakes shipping season. sn Sees M Need HP a Ckaie ta bdsttq illceW ttiee Repbdeis Vigorous enforcement of exist­ ing government procedures are adequate to prevent alcohol abuse among seamen, the SIU told the Department of "Transportation last month in response to the agency's request for input from the public on an expanded anti-alcohol reg­ ulatory program. _ The Department of Transpor­ tation said greater regulation should be considered because the effects of alcohol abuse are "substantial in terms of lives lost and environ­ mental damage. It claims at least 100,000 lives annually, 25 times as many as all illegal drugs com­ bined." The Federal Register's advance notice of proposed rulemaking asked the transportation commu­ nity to consider the possibility of instituting wide ranging testing for alcohol abuse as it had done with drugs—^periodic, pre-employ­ ment, post-accident, probable cause and random. In a letter to the Department of Transportation on the proposed regulations, SIU President Mi­ chael Sacco said "the current Coast Guard regulations governing al­ cohol abuse have proven very ef­ fective. We would therefore rec­ ommend that, apart from giving greater emphasis to education and stricter enforcement of existing rules, further government regula­ tion should be avoided." The SIU pointed but that U.S. Coast Guard regulations currently in effect prohibit individuals from operating a vessel while intoxi­ cated. Furthermore, seamen are prohibited from drinking on duty or assuming duties within four hours of consuming alcohol. The Coast Guard also requires postaccident testing for alcohol usage among crewmembers involved in an incident. Sacco noted that workers and employers already play an impor­ tant role in reducing alcohol abuse on the job and further regulation could result in unnecessary costs. He cited the SIU's "stringent drugfree and alcohol-free requirements in its work rules" that already are working well. "Additionally, we have estab­ lished a successful rehabilitation program for those of our members who may have drug or alcohol related problems. We have rec­ ognized that when a problem ex­ ists, it is best to pursue a positive and non-punitive course of action without compromising safety and respect for human privacy and dignity," he said. Mine WorkBP Strike Ends After a bitter nine-month strike, the United Mine Workers reached a tentative contract last month with the Pittston Coal Company in West Virginia. The proposed collective bar­ gaining agreement was reached after a series of negotiating ses­ sions between the company, the union and mediator William J. Usery, who was asked by U.S. Department of Labor Secretary Elizabeth Dole to assist in resolv­ ing the dispute. More than 1,700 Pittston miners went on strike in April of 1989 after working for more than a year without a contract. The company had eliminated its union employ­ ees' health plan, including can­ cellation of welfare benefits for 1,500 disabled miners and individ­ uals who had retired after 1974. Throughout the nine-month strike, miners faced tactics of in­ timidation and harassment from company-hired private security forces as well as the Viiginia state police. UMWA members, how­ ever, adopted a strategy of i^aceful, nonviolent civil disobedience. J J �FEBRUARY 1990 Namesake Of SlU-Crewed StiipDies Frances H^mer, a painter and the 87-year-6ld wife of the re­ nowned Dr. Armand Hammer, died of pneumonia last December after undergoing surgery for a broken hip in a Los Angeles hospital. The 91-year-old Dr. Hammer, who heads Occidental Petroleum and its subsidiaries, named one of his company's integrated tug-barge units after his wife Frances. This vessel, operated for Ham­ mer's company by Ocean Shipholding, Inc. since August of last year, is crewed by members of the SIU. It carries liquid fertilizer to the Soviet Union, leaving from Jacksonville, FL. Married in 1956, Frances Ham­ mer was the constant companion of her husband. In addition to advising him on his many business interests, she shared his dedica­ tion to the pursuit of world peace and finding a cure for cancer. The Hammers supported many charities and donated millions of dollars worth of art to several museums. Frances Hammer served on the Campobello International Park Commission, the organization re­ sponsible for administering the former retreat of President Frank­ lin D. Roosevelt and now the U.S. and Canadian International Peace Park. Dr. Hammer bought the property and donated it to the governments of the United States and Canada. Mrs. Hammer, who studied art while growing up in her native Chicago, gained fame as a copyist. She reproduced more than 200 masterpieces from the Hammer art collection while the originals were exhibited around the world. She is survived by her husband, three sisters, a niece and two grandnephews. AutoWorkerHits 35 Mil. Lottery i;i\;;.sf./fi--*.,. •*; A member of the United Auto Workers from Westchester County, NY recently won his state's biggest lottery prize ever won by a single individual. The 49-year-old Antonio Bueti won 35 million dollars. An assembly line worker at the General Motors plant in Terrytown for 12 years, his annual wages have been between $30,000 to $35,000. He will soon receive the first of 21 annual checks worth $1,666,666 before taxes. After withholding taxes are deducted, the annual check will be about $1,210,416, New York lottery of­ ficials said. In interviews with the press af­ ter winning the 35 million bucks, Bueti said despite his new found millions he would continue to work at his assembly line job. •<( AB Paul Dudnlkov Returns to USSR After Defecting Eighteen Years Ago In 1972, Paul Dudnikov escaped from his native Soviet Union in the fishing trawler he commanded. Last summer he returned home employed aboard an SlU-crewed vessel as an American citizen. The able seaman was a member of the union's first crew to sail the Frances Hammer from Jackson­ ville, FL to Odessa, U.S.S.R. He was able to see his brother for the first time in 18 years. "It was like a dream," Dudni­ kov recalled in his heavily Rus­ sian-accented English, "after 18 years, to see my country." Dudnikov had been watching as relations between the Soviet Union and the United States thawed. He had been afraid to enter the U.S.S.R. because he technically had stolen the trawler when he led his crew to Greece. "I have followed Glasnost," he said. "If not for Gorbachev, no can see my country. I want to thank him for Glasnost and de­ mocracy." The first change Dudnikov no­ ticed in Soviet policy to foreign shipping was the lack of security guards when the Frances Hammer dropped anchor outside of Odessa. He recalled thinking that the So­ viets no longer were afraid of American seamen. He still was leary when the Soviet Coast Guard—"green caps" as Dudnikov said they are known because of their hats—boarded the vessel at port for inspection. ''This green cap wanted to know what small 'n' was beside my name. I said, 'I am naturalized American citizen.' He said I was the same as the others and could pass with no problem." Before leaving Florida, Dudni­ kov called his brother, Peter, and told him he would be returning to Odessa. After convincing his brother it was true, he asked Peter to be at the Odessa docks. After clearing the vessel, Dudnikov headed for the gate with two cases of Coca-Cola and cigarettes as gifts for his brother. Peter took Paul through Odessa, a city he had not seen in 30 years. "The city looked the same as 30 years ago. They have a new sea­ port for passenger vessels. It looked beautiful." Dudnikov said the Soviet people were not frightened by the sight of the American mariners. They would try to make friends with the seamen. "They are not afraid. They make their freedom." The brothers ate at a restaurant at the seaport before Peter had to catch a train back to his home on the western shore of the Black Sea. Dudnikov completed a sec­ ond voyage to the city on the eastern shore of the Black Sea before signing off the Hammer. Odessa was listed as the final destination for Dudnikov's trawler the night he led his crew from the Soviet Union. The escape, which was documented in the June 1974 edition of the Reader's Digest, st^ed on the evening of August 10, 1972 from the port of Kerch v'-w'-i' Able Seaman Paul Dudnikov poses on an overlook of the new pas­ senger terminal In Odessa, U.S.S.R. during his first visit to his homeland In 18 years. on the northern shore of the Black Sea. The vessel was intercepted once by a Soviet security ship in the Black Sea but allowed to con­ tinue to Odessa. Under cover of darkness and a thunderstorm, the vessel slipped through the Turkish Bosporus Strait by 3 pm, August 11. Before arriving off the coast of Greece the next day, the trawler still had to avoid detection by several So­ viet naval and merchant ships in the Aegean Sea. When Dudnikov led his crew through the Black Sea to Greece, he was seeking the freedom that had eluded him since his birth in 1929 in a peasant farming village near the Caucasus Mountains, east of the Black Sea in the southern Soviet Union. In 1930, Communist officials forced area farmers to leave their land and work on col­ lective farms. Some families, in­ cluding Dudnikov's, were exiled to the Ural Mountains. The harsh living conditions caus^ the deaths of Dudnikov's grandfather and older brother. He st£uted going to sea at the age of 17 after serving in the Rus­ sian Army during World War II. He saw action during the invasion of Prague. Dudnikov's merchant marine career in the Soviet Union began on an icebreaker out of the port of Odessa. He later worked as an able seaman on the delivery crew for a shipbuilding company near the Baltic Sea. Some of the ports of delivery were Murmansk and Vladivostok. He was arrested by Soviet au­ thorities in 1962 for bringing American currency into the coun­ try after a trip to Gibraltar. He was sentenced to eight years in prison for having $66 in his pocket. During the first year of his impris­ onment, he was divorced. He has not seen his wife or son since. Upon his release, he became a captain of a fishing trawler and decided to escape when he could. Dudnikov moved to the United States shortly after arriving in Greece. He obtained his American citizenship dnd began sailing with the SIU. His first SIU ship was the Sea-Land Pacer which he boarded in July 1978. He became a book member in December 1979 in the port of New York. By No­ vember 1982, he had completed the third mate's course at the Lundeberg School. Although he enjoyed seeing his native land, Dudnikov has no in­ tention of going back there to live. "I am very proud to be Amer­ ican citizen," he said. "I own a house and rent rooms. After 30 years in the Soviet Union, I only have a communal room with kitchen for three or four families. I spent 10 months at sea every year. "I will stay here. I have pension here and money in the bank. I am very happy to be an American." f J '€v "-I," '' • A i' !• 1 M A "Iv SIU Fishermen Meet on Dock Problem New Bedford fishermen have noted a rise In thievery around the city's docks at night. In the pictures above, SIU members discuss the problem with SIU representatives. In response to the concerns raised by FAf Captain Mano crewmembers Cook Alfredo Miranda and Engineer^' Joaqulm Novo (top photo, left and middle) and FA/ Luzitano Cook Jose Amaral (bottom, right), SIU Port Agent Henri Francois (top, right) and Patrolman Eugenio Sousa (bottom, left) arranged a meeting with New Bedford Mayor John K. Bullard to discuss how nighttime security can be strengthened around the city's wharf area. �mm siAfmiism 8 ti-^y-' Letters to the Editor •rm^y''^y^y' FDR Commended Goodram Family For Worid War 11 Contribution To the Editor: I've written many articles for the LOG. Your January 1990 LOG brought to my attention in respect to the awards issued by Mar Ad... and found myself eligible for the Merchant Marine Emblem and the Vietnam Service Bar. Just recently, I had a proud article printed in our local news­ paper — the "Eufaula Tribune" about our family and our mom having nine sons serve in the armed forces, me making number 10, representing all branches. I would feel proud to see the enclosed article published in our Seafarers LOG. Mom got a letter of commend­ ation from F.D. Roosevelt for hav­ ing the most sons ever in American history to serve at one time and yes, she was proud:.. Robert Goodrum Eufaula, Alabama V •• ii%. i'yyy- s -:•- ,-•• Editor's Note: Excerpts of Brother Goodrum's letter to the Eufaula Tribune, which appeared on De­ cember 31, 1989, follow: would be honored to share an outstanding article of patriot­ ism shared by my family. "Many of you would not know the trauma of World War II or the effects it lay on many families. Unfortunately one mother and father vividly did so during its duration of their 14 children — 11 boys and three girls. Nine of those boys served Uncle Sam's armed forces in helping to keep American shores free and untouched from the traumatic war, followed by yours truly to make a proud 10th son to serve his country, falling short by one year. So, in 1946 I decided I would get in on the tail end at still a young and tender age, joining the U.S. Merchant Marine, carrying on world trade in commerce until joining the U.S. Navy in April 1948 until 1952. In June 1950 I served in four major battles and 10 campaigns of the Korean War, upon completion of a four-year tour of Naval duty went back shipping with the U.S. Merchant Marine for 37 years, 1967 to the end of the Vietnam War, and supplied our country with various cargoes from heavy duty equipment to ammunition for the cause; travelling the coast of Vietnam from Cameron Bay, Dong Chow, Danang, Katran, Quaynon and on up to D.M. zone. "Like my brothers before me serving every branch of govern­ ment, I am proud and honored to have done this. But perhaps my proudest moment was the gleam i Oiristfflos Gifts Inspire Ashmon To Turn Hand to Poetry •'t-^-<y'''iM-'-^y^f' •... C:..r'%;Tr'^? ^. , To the Editor: While I was on the OMI Wabash this year for Christmas we re­ ceived gifts from the Seamen's Center in Texas. It's kind of nice, knowing that there is someone else out there thinking about us Sea­ farers. ,.^That was the first time that I ever got a gift on Christmas (while) at sea. ...It sure is nice knowing when we conie into ports that there are some places to go to. So I guess that is what inspired me to write this poem that I would like to share with everyone. William (WUd BUI) Ashman the OMI ly. ii; •-.:. ?-••• -• '; ."•- #•-: :l. .r:--i^,;^u^ -.V - • • yy Editor's Note: Brother WiUtdm (Wild Bill) Ashman Wrote the fol­ lowing poerh on Christmas Eve while aboard the OMI Wabash. The LOG received the poem last month. While the holiday season has come and gone, it is never too late to share the writings of a fellow SIU member. Brother Ash­ man's poem was accompanied by the following letter: ' Christmas^ at Sen ^ It was the r^t befbire Christmas Arid thiuugbout the sb No one was moving, liiey were aU waiting for St, Nick. There we were AU alone at sea On tfie eight to 12 watch. The bosun and me. I told the third mate That it wouldn't be long. Before we are relieved And out in a distance. I thought I heard a fog hom. But the sky was clear. As I looked from port to starboard. Then dead ahead. To my surprise over the horizon, I could hear sleigh bells ringing, I could look to heaven and to sea, I could see the wake of Flipper, Dipper, Clipper and Skipper. They were swimming fast On their way at last. Then as we awoke the steward was giving The gifts that St. Nick had left. Then under my tree was a box Addressed to me from twp boys I'd never seen. It said, "Merry Christmas to All, And all good sailing toni^t." LOG-A-RHYTHM Destiny by Jerri Dee Falk Ideals are like stars; You will not succeed in reaching them with your hands. But like the seafaring man on the desert of waters. You can choose them as your guides and following them. You can reach your destiny. which made my mother's face glow when President Franklin D. Roosevelt sent her a personal let­ ter commending her as war mother, for having the most sons ever to serve our country at one time." Welfare Plan Solves Problems To the Editor: ... I am including a small do­ nation to the LOG. I would ap­ preciate it very much if you could send me a few copies. I'm sort of isolated over here. The first (welfare plan) check came just before the quake... Four years ago when I had the heart attack, I thought the world had come to an end — four thousand dollars in hospital bills, too sick to work, but not sick enough for disability. I was really depressed. The plan solved most of the problems. It paid the bills, my health returned and I now have enough income to live. I am grate­ ful... Ernest (Ernie) Moneymaker Bangkok, Thailand Editor's Note: This letter was orig­ inally received by SIU Vice Pres­ ident George McCartney who for­ warded it to the Seafarers LOG. MIS. Bemie Guarilio Thanics Union Membeis for Support To the Editor: My husband Bemie Guarino passed away September 6, 1989. It took a while for me to be able to write you all, but with love and appreciation, I wish to thank, on behalf of my family and myself, all the members of the Executive Board, past Vice President Lindsey Williams and Jimmy Martin, our New Orleans port agent, for all the help and support they gave us. Also I wish to thank my brotherin-law, Louie Guarino, without whose help I couldn't have man­ aged. To the crew of the Robert E. Lee, my husband's ship, thank you for your donation and prayers. (A thanks) to all the SIU memr hers who were with us in our time of need, and the Waterman Steam­ ship Company for all their help and concem. My husband Bemie would have been so proud of his union. His mother, brother, his daugh­ ters, sons-in-law, grandchildren and myself can only say, "Thank You." Mrs. Bernie J. Guarino River Ridge, Louisiana Rivera Is Proud of His Union To the Editor: I was thinking of all the good things this union has done for me and I'm so grateful to the SIU. I know I'm indebted to the union., because since 1945 until 1990, me and my family have been receiving benefits, especially medical ben­ efits, and we know that without the help of the union we cannot have afforded it. I have been retired for three years, receiving the LOG and I am enclosing a money order for $100.00 for the LOG and $100.00 for SPAD. Believe me I am grateful and proud of my union for all the good and beautiful things she did and is doing for me and my family. There is just no way to say thanks. Alfonso Rivera Bayamon, Puerto Rico 7• 'I- i*" �:,f • :•£•-i"'•^'•'ti:|^.::\/:i S;.V f.M;'&'$'!-• UBRimnm Three Classes Graduate Inquiring Seafarer -'yijvr:-. :-V ••--ifil .;• ••••;> ;.r'.;,',-i.,-.:' • . : - . ^ ' :'v f •.'v.-. • Question: What is the most im­ portant part of the Seafarers LOG to you? (Asked of SIU members at the union hall in Jacksonville, FL.) Victor Sapp, OMU—The Dis­ patchers' Re­ ports, I need to know what is going on in the other halls. I want to see how the other brothers and sisters are shipping. Ken Biddie, QMED—The strongest part of the LOG to me is the upgrading courses. I like to see what is being offered and when it is being offered in order to get better paying jobs. I look for that first. I also like to see what new ships and jobs we have. Rubin MitcheU, Able Seaman— The President's Report. It gives me a better idea of where the union is going and the different issues on shipping being debated by Congress. Cecil Sapp, QMED—The President's Re­ port. I'm proud of the way the union is going to Washington and fighting for the members. I also like the way the union is running the Lundeberg School for the younger mem­ bers. Charles Dallas, QMED—There is no most im­ portant part to me. I like to read all of it. Kelly Davis, QMED—I think the best part is the Dispatchers' Reports. I don't sail out of the same port. I like to go where the ^ ships and jobs are. That is the first part I reach for. i Bobby Branbam, I Able Seaman—I like the whole LOG, but the most interesting part to me is the Ships Minutes. I like reading what each member and ship are doing. I also like the Upgrading Courses because I want to know what is going on at the Lunde­ berg School, who is upgrading and what courses are available. Wilton Stokes, Able SeamanThe pensioners page. I want to see how many of my fnends have left. I hope j that they will in-! crease the pension for us old timers to get out. • vii-i,-:''. f; ' Earning theif QMED enddfisements from the Lurideberg School dn December 8 are (left to right, seated) Frank Hanick, Robert Beamer Stancavage, Edward Dale Jansen, (kneeling) J. Weatherly, Michael Kovach, Howard Garcia, Craig A. Luotp, Paul Hoover, James M. Stowell, Duke V. K. Bactad, Woodrow Smith Jr., (third row) Ervin Wilson, Kalani M. A. Moe, D. Ruch Ingram, Robert A. Sabatano, Joseph J. Arnold, Dennis Davidson, Robert Blake, Johnnie Ellis, (fourth row) David M. Tillman, Ralph W. Biggs III, Brett Lammers, Scott E. Speedd, Michael A. Stearman, Rick Natoli and Pat Jarvis. Graduates riot pictured are Jeffrey Branch, Steven Brown, Asher Busch, Kenny Hanson, Brad Kolbach, Moses Mickens Jr., John Rose TiipotliX. Wober.,', . William S. Dil­ lon, QMED— The Dispatch­ ers' Reports. It lets me know where the action is and where the movement is. Tommie Benton, Able Seaman— The LOG is very important for the guy out at sea. It is up to date with the latest political events in the union and the latest information on maritime. .i'v -i-M '1 The tl^i^beiB JScliodl graduated 22 members as able seamen On December 8.^ From the left are (seated) Luis Quinones, (kneeling) Alfonso Garcia, Eddie Townsend, Nick Moramarco, Francis Roman, Tar Ahmed, Eddie G. Morre, Donald B. Hudson, (third row) Chip Thurston, Ralph Neal, Ray Johnson, John Gilston, Jeffrey Faux, , Claudio B. Udan Jr., Christi Etie, Duong O. Thanh, Lloyd LaBeach,! Cara J. Stinson, Ahmed Baabbad, Roy Payne, Robin Swanson, Garyi Van Staden and Jake Karaczynski, instructor. !vr .•S 'iS*' AB Rhodes Wins Golden Nozzle Award :: "Super Drill" exercises on the LNG Aquarius culminate in an award bestowed on a crewmember who demonstrates leadership skills and knowledge of all aspects of shipboard emergency equipment and firefighting control systems. In the photo above, SIU member AB Jack Rhodes receives the LNG Aquarius Golden Nozzle Award from the ship's master, Captain Jack Donahue, for his superb handling of all simulated emergencies in "Super Drill" exercises. Upg^ers who received their lifeboat endorseirients at Piney Point in Dumber are (left to right, front row) Jorge Lopez, Alice (ZaballeroWebster, Paul Guzman, Piaina Motusa^, Kathleen Lanahan, Sonja Rabbon, (second row) instructor Bob Clinton III, Gary Lloyd Polzin, Richard B. Petersen Jr., Phil West, Vince Grande, Calvin A. Sewell, Stanley Vietma, Emilio Martinez, instructor Ben Cusic, (third row) Joe Schaefer, Julio Loogo, William Semprit, I^vid D. White and Donald Garrison. ' '•'.' , V, (' _l.-3 •, �• •:' • m mFARos m 10 " ,ip-;.-:v7,k^t( f,V,-. PREPARING A RETURN •.'S'#f' Follow the six useful steps below. 5f^ Z Get all records together. Income Records. These include any Forms W-2, W-2G, W2P and 1099. Itemized deductions and Tax Credits. • Medical and dental payment records. •1' i Ife'ys • Real estate and personal property tax receipts. • Interest payments records for items such as a home mortgage, car or appliances. 1 '4- • Records ofpayments for child care so an individual could work. Step 2. Get any forms, schedules or publications necessary to assist in filing the return. Most IRS offices and many local banks, post offices and libraries have publications designed to provide individuals with information on correctly filing tax returns. An order blank for IRS publications is available on the next to the last page of their instruction booklet. Step 3. Fill in the return. Step 4. Check the retium to make sure it is correct. •-# It's that time of year when a seafarer looks over the horizon and sees the tax-time jungle. On these two pages, the Seafarers LOG is providing information that may be helpful to SIU members as they prepare their 1989 tax returns that are due to the IRS by Monday, April 16,1990. The following information was compiled for the LOG by a certified public accountant with experience in the maritime field. »• h •• t •> ' » W'-r'v I s^M'AW?-- i-,- ••;•';• Contributions or gifts to organi­ zations that are religious, charitable, educational, scientific or literaiy in purpose may be deducted. Gifts to organizations that work to prevent cruelty to children or animals may also be deducted. Examples of these organizations are: Churches, temples, syna­ gogues, Salvation Army, Red Cross, CARE, Good­ will Industries, United Way, Boy Scouts, Girl Scouts, Boys and Girls Qubs of America, etc. Fraternal orders if the gifts will be used for the pur­ poses listed above. Veterans' and certain cul­ tural groups. Nonprofit schools, hospi­ tals and organizations wdiose purpose is to find a cure foror help people w4io have arthritis, asthma, birth defects, cancer, cere­ bral palsy, cystic fibrosis, diabetes, heart disease, he­ mophilia, mental illness or retardation, multiple scle­ rosis, muscular dystrophy, tuberculosis^ etc. Federal, state and local governments if the gifts are solely for public purposes. If a tax refund is expected for 1989, instead of mailing the return to the Internal Revenue Service (IRS), it can be filed electronically. When filed electronically, a refund will be received in about 3 weeks, or in 2 weeks if it is deposited directty into a savings or checking account. For a charge, many professional tax return preparers offer electronic flling in addition to their return preparation services. If an individual prepares his or her own return, a preparer or transmitter in their area can file the return electronically. For a list of who can file a tax return electroni­ cally in any given area, call the IRS toll-free number, 1-800-424-1040, and ask for the Electronic Filing Of­ fice. Automated Information 1-800/554-4477 is the IRS's 24-honr automated Tele-Tax" system. When calling remember the sign will repeat the topic and^e will stop the message. When the initial recording comes on, dial 323 from a touch tone phone to hear the categories of information. Or use this guide to immediately connect to the message of interest once the number is dialed and the recording has begun. Beginning March 1, Tele-Tax can pro­ vide information on the status of refunds if the tax return in question has been filed. On a touch tone phone, dial the num­ ber corresponding to the subject matter you are interested in: DEDUCTION FOR EXEMPTIONS INCREASED The deduction for each exemp­ tion ~ for the individual, his or her spouse and dependents has in­ creased to $2,000 per person. 100 IRS Procedures and Services 250 Adjustments to Income STANDARD DEDUCTION HAS INCREASED 150 Filing Require­ ments, Filing Status, Exemptions 300 Itemized Deduc­ tions 350 Tax Computation 200 lypes of Income 400 Tax Credits 450 General Information The standard deduction has in­ creased for most people. Because of this increase, it may be to an individual's benefit to take thestan­ dard deduction this year even if that person has itemized deductions in the past. 500 IRS Notices and Letters 550 Basis for Assets, Depreciation and Sale of Assets gi;::;;t-^<2 600 Employer Tax Infor­ mation '•y^ y •-."' %• ' -}-v"'-';.'•; 650 Magnetic Media Information 700 Tax Information for Aliens and U.S. Citizens Living Abroad 750 Spanish Topics m.- GIFTS TO CHARITY 1989 tax returns must be filed no later than April 16,1990. If filed late, penalties and inter­ est maybe owed to the IRS. FAST REFUND To make tax calculations easier, the Internal Revenue Service (IRS) has information and material available by phone. The Tele-Tax Service has recorded tax information covering more than 140 topics. i-tlHi WHEN TO FILE . / .--i GIFT TO REDUCE THE PUBLIC DEBT An individual may make a gift to reduce the public debt. To do so, enclose a separate check with the income tax return. Make it payable to "Bureau of Public Debt." Do not add it to any tax owed. HOW LONG SHOULD RECORDS BE KEPT? Keep records of income, deduc­ tions and credits shown on the tax return, as well as any worksheets used to figure them, until the statute of limitations runs out for that re­ turn. Usually this is 3years from the date the return was due or filed, or 2 years from the date the tax was paid, wliichever is later. - COLLECTING W-2'S Employers are required to mail W-2 forms to emplc^ees by January 31. If an individual believes he or she is missing W-2's, contact the em­ ployer. For seamen who have ever used a union hallas a return address, check with the SIU port agent to determine if a W-2 has been sent to that address. If a Seafarer has re­ ceived monies from the SIU Vaca­ tion Plan, he or she should receive a W-2 from that fund. INTEREST DEDUCTIONS Twenty percent of the interest paid oti unsecured loans is deduct­ ible on tax returns for the year 1989. This year's tax return, which will be filed next year will allow a deduction of ten percent of interest paid on unsecured loans. The 1991 tax re­ turns that will be filed in 1992 will allow no deductions on interest for unsecured loans. Examples of unse­ cured loans are credit cards, boat loans and auto loans. INTEREST ON SECURED LOANS DEDUCTIBLE Interest paid on mortpgesor se­ cured loans is 100 percent deduct­ ible. UNION DUES DEDUCTION Union dues are only deductible if th^ exceed two percent of gross income. Ifth^do, only the portion over the 2% is deductible. SPAD, contributions have never been de­ ductible. ALIMONY PAID Periodic payments of alimony or Kparate maintenance made under a court decree can be deducted. Pay­ ments made under a separation agreement or a decree for support can also be deducted. Don't deduct lump-sum cash or property settle­ ments, voluntary payments not made under a court order or a writ­ ten separation agreement, or amounts specified as child support. For details, see Tele-Tax Infor­ mation in the index (topic no. 252) or ^t Pub. 504, Tax Information for Divorced or Separated Individuals. FILING EXTENSIONS if a Seafarer is unable to file his or her tax return ty April 16,1990, th^ should file Form 4868 entitled, "Application for Automatic Exten­ sion of Time to File U.S. Individual Tax Return." Form 4868 must be submitted to the IRS by April 16, 1990. Taxes owed to the IRS must be paid and submitted with the re­ quest for an extension. It is advis­ able, if estimatingan amount due, to overpay in order to avoid penalties and interest. ROUNDING OFF TO WHOLE DOLLARS Cents may be rounded off to the neatest wliole dollar on the tax re­ turn and schedules. To do so, drop amounts under 50 cents and increase amounts from 50 to 99 cents to the next dollar. For example, $1.39 be­ comes $1 and $230 becomes $3. UNEMPLOYMENT COMPENSATION Unemplcyment compensation (insurance) is fulty taxable. By Jan­ uary 31,1990, an individual who has received unemployment compensa­ tion should receive a Form 1099-G showing the total unemployment compensation paid during 1989. Use line 70 on the tax return to report unemployment compensa­ tion received. �FCBRUARYim 5tejP J. Sign and date the return. Form 1040 is not considered a valid return unless signed. A spouse must also sign if it is a joint return. Step 6. Attach all required forms and schedules. Attach the first copy of Copy B of Forms W-2, W-2G and W-2P to the front of the Form 1040. Attach all other schedules and forms behind Form 1040 in order of the attachment sequence number. If tax is owed, attach the payment to the front of Form 1040. STANDARD DEDUCTION CHART FOR MOST PEOPLE Do not use this chart if 65 or older or blind or if a dependent. Standard Deduction Fllinp Staling Single Married filing separate return Head of household The following kinds of income should be reported on Form 1040,or related forms and schedules, in ad­ dition to the types of income listed on Form 1040. • Scholarship and fellowship amounts. • Original Issue Discount. • Distributions from SEPs and DECS. • Amounts received in place of wages, from accident and health plans (including sickpayand disabilify pen­ sions) if employer paid for the poliiy. • Bartering income (fair market value of goods or services received in return for services). • Tier 2 and supplemental annuities under the Rail­ road Retirement Act. • Life insurance proceeds from a policy cashed in if the proceeds are more than the premium paid. • Profits from coiporations, partnerships, estates and trusts. • Endowments. • Lump-sum distributions. • Gains from the sale or ex­ change (including barter) of real estate, securities, coins, gold, silver, gems or other properfy. • Gains frpm the sale of a mainhome. • Accumulation distribu­ tions from trusts. • Prizes and awards (con­ tests, raffles, lottery and gambling winnings). • Earned income from sources outside the United States. • Director's fees. • Fees received as an execu­ tor or administrator of an estate. • Embezzled or other illegal income. EXAMPLES OF INCOME NOT REPORTED Do not include these amounts under income reported. Welfare benefits. Disability retirement pay­ ments (and other benefits) paid by the Veterans' Ad­ ministration. Workers' compensation benefits, insurance dam­ ages, etc. for injury or sick­ ness. Child support. Mail retiu-ns to the Internal Revenue Service Center designated for the following areas. No street address is needed for the IRS. $5,200 $2,600 $4,550 Gifts, money or other property inherited or willed. Dividends on veterans' life insurance. Life insurance proceeds re­ ceived because of a person's death. Amounts received from in­ surance because of loss of the use of a home due to fire or other casualty to the extent the amounts were more than the cost of nor­ mal expenseswhile living in the home. Certain amounts received as a scholarship. FORMORE INFORMATION General Information 1-800/424-1040 can be called for general information. IRS staff an­ swer questions from 8:00 AM to4:15 PM, Monday through Friday, until the April 16 deadline. Publications 1-800/424-3676 operators will take orders for publications. "#553 Highlights of1989Tax Changes"and "#552 Record Keeping for Individu­ als" are two publications that many people find especially useful. Florida, Georgia, South Carolina IRS Atlanta, GA 39901 New Jersey, New York (New York City and counties of Nassau, Rockland, Suffolk and Westchester) BRS' Holtsville, NY New York (all other counties), Connecticut, Maine, Massachusetts, New Hampshire, Rhode Island, Vermont IRS Andover, MA 05501 Illinois, Iowa, Minnesota, Missouri, Wisconsin IRS KansasCity, MO 64999 Delaware, District of Columbia, Maryland, Pennsylvania, Virginia IRS Philadelphia, PA 19255 Indiana, Kentucky, Michigan, Ohio, West Virginia IRS Cincinnati, OH 45999 Kansas, New Mexico, Oklahoma, Texas IRS Austin, TX 73301 Alaska, Arizona, California (counties of Alpine, Amador, Butte, Calaveras, Colusa, Contra Costa, Del Norte, El Dorado, Glenn, Humboldt, Lake, Lassen, Marin, Mendocino, Modoc, Napa, Nevada, Placer, Plumas, Sacramento; San Joaquin, Shasta, Sierra, Siskiyou, Tehama, Trinity, Yolo and Yuba), Colorado, Idaho, Montana, Nebraska, Nevada, North Dakota, Oregon, South Dakota,Utah, Washington, Wyoming. IRS Ogden, UT 84201 California (all other counties), Hawaii IRS Fresno, CA 93888 Alabama, Arkansas, Louisiana, Mississippi, North Carolina, Tennessee IRS Memphis, TN 37501 / American Samoa . , , IRS Philadelphia, PA 19255 Commissioner of Revenue and Taxation 855 West Marine Dr. Agana, GU 96910 Puerto Rico (or if excluding income under section 933) Virgin Islands: Nonpermanent residents IRS Philadelphia, PA 19255 Virgin Islands < All A.P.O. or F.P.O. addresses V.I. Bureau of Internal Revenue Lockharts Garden No. 1A Charlotte Amalie St. Thomas, VI 00802 IRS Philadelphia, PA 19255 IRS representatives are avail­ able in many IRS offices around the country to help with tax questions that cannot be answered easily by telephone. To find the location of an IRS office, look in the phone book under "United States Govern­ ment, Internal Revenue Service." TELEPHONE HELP SEND IRS WRITTEN QUESTIONS Written questions regarding the tax returns can be sent directly toan IRS District Director. To find the toll-free number for any area, see "Telephone Assis­ tance-Federal Tax Information" in the index. CORRESPONDING WITH IRS Include a social securify number in anycorrespondence with IRS. Seafarers should not have problems obtaining accurate W-2 forms for monies earned in 1989 by the companies that employed them. Under both the Standard Freightship and Tanker agreements of 1987, Article II, Section 9, paragraph (b) reads: "On December 31st of each year of this Agreement, all Unlicensed Personnel, whether at sea or iri port, shall be entitled to receive all monies due them in the form of a check or other instrument Which, under IRS rules, shall be deemed as constructive receipt of said money. W-2 forms shall be timely provided and shall reflect all appropriate money earned with the Company during the applicable calendar year." This has been a regular part of the standard agreements for several years to keep Seafarers from having to bear a heavy t^ burden, said Red Campbell, SIU vice president for collective bargaining. Years ago, members would have to face the possibility of receiving statements of earnings for work performed in the previous year because a Seafarer did not sign off a vessel until after the start of a new year. If your W-2 form does not correspond with your income records, contact the company that issued the W-2 about the discrepancy, Campbell said. 'L. •I A.-,-.' *• •• ' v"' ' -Jl! Guam WALK-IN HELP IRS representatives are avail­ able to help with tax questions. If, after reading the tax form instruc­ tions and publications, an individual needs additional information, call the IRS using the toll-free number listed in the telephone directory. m• For Individuals living in the followinp states: $3,100 Married filingjoint return or Qualifying widow(er) with dependent children EXAMPLES OF INCOME THAT MUST BE REPORTED WHERETOFILE �Ni^:. .j)iiiiiM'wii»ii<ap - V ' .yyy-jryiiKy SIAFARERS 106 ••' • ^ :=•' 7-7 -i-?'''7f^,.i,'^"'' .-'•4 • 7' 12 SlU Members Go on Pension Ballard Browning Looks to Retirement -'v;P®p-- V.:.'-" ; -sVV:- •jr-'yC' . •;' "• '• . , ',;?-Y-"'' •' V-".' --S-'ky::' •'tf- r-^/ 7:'." -> ^M • , r' '•'' '• The union announced the retire­ ment of 12 seafarers who will join the ranks of SIU pensioners this month. The new retirees are: Ballard Brown­ ing, J.W. Allen, John Duda, Horace Hunt, Ted Thomas, Carmen J. Thompson, Billy J. Walker, Joseph E. Catherman, Willie Gunnerson, Lurcy Joseph Primeaux, James H. Walton and Robert J. Rodziczak. One of the new pensioners, Bal­ lard Browning, personally came to the union's headquarters to submit his retirement application. Ballard Browning, who began his seafaring career 46 years ago as an OS aboard the SS Noon Day (Water­ man), sailed the Hog Islanders, the Liberty ships and the LNG tankers. His most recent vessel was the Over­ seas Ohio, sailing from the Gulf to Panama; That was in June 1989. There have been many changes in working conditions for seafarers since Browning started sailing out of the SIU union hall at 51 Beaver Street in Brooklyn. "I can remember when there was no vacation plan," he said, "and when you had to wash clothes out on the hatch with a scrub brush." Ballard, who lives in Mountain View, AR, shipped from the port of Houston, TX. Ballard joined the SIU in 1944 and got his first bosun's job in 1949 at the age of 22. He made five crossings in the North Atlantic and Pacific during World War II and spent two years in the Army during the Korean War. He assisted the union in the late '60s, dredging the creek at what was to become the training facilities at Piney Point. He also served on the Calmar shoregang in Baltimore from 1966 to 1970. Joining Browning in the ranks of SIU pensioners are II other SIU members: six from the deep sea division, four from the inland and one from the Great Lakes. Two of the pensioners-Carmen J. Thompson and Joseph Cathermansailed in more than one division during their SIU careers. Boatman Willie Gunnerson holds the distinc­ tion of being the oldest member of the group to retire. He will be 67 in Jime. Further details on the new pensioners follow: • DEEP SEA J.W. ALLEN Jf. J. W. Allen, 63, received his book in September 1958 in the port of New York. After serving in both the Army and Navy from 1948 to 1951, the Tennessee native started shipping out on Cities Service tankers. The deck department veteran upgraded to recertified bosun in 1974. Brother Allen lives in Gold Bar, WA. ;"• 1 • • served in the Army from 1954 to 1956. Brother Walker also is a member of District 2 MEBA. He lives in Columbia, TN. LURCY JOSEPH PRIMEAUX Lurcy Joseph Primeaux, 58, joined the SIU in August 1964 in Port Arthur, TX. The Louisiana native served in the Army from 1953 to 1955. Boatman Primeaux worked as a captain on tugboats. He calls Vinton, LA home. INLAND While at headquarters recently, Ballard Browning (right) met with Executive Vice President Joseph Saccd. JOHN DUDA John Duda, 64, joined the SIU in February I96I in the port of San Francisco. Bom in New Haven, Ct, Brother Duda served in the Navy from 1943 to 1945. He was a member of the Sailors Union of the Pacific during the 1950s before transferring his black gang membership to the SIU. He calls Brooklyn, NY home. JOSEPH E. CATHERMAN Joseph E. Catherman, 59, joned the union in August 1973 in the port of Philadelphia. He served in the Army from 1951 to 1954. The deck department veteran also sailed in the deep sea division. Boatman Catherman still lives in his native Philadelphia. i\ :'.v^ •-.-.-••'•'ft/'. JAMES H. WALTON James H. Walton, 62, joined the SIU in June 1961 in his native Philadelphia. He worked in the deck department. Boatman Walton still calls Philadelphia home. WILLIE GUNNERSON Willie Gunnerson, 66, received his book in August 1974 in the port of Mobile, AL. He served in the Navy from 1943 to 1946. Boatman Gunnerson sailed on Radcliff Materials vessels. He continues to reside in his native Mobile. I'.'l.. ' : j" •- • ••i. GREATLAKES ROBERT J. RODZICZAK Robert J. Rodziczak, 55, joined the SIU in October 1961 in his native Milwaukee, WI. He started working in the deck department on tugboats in 1956. Brother Rodziczak still lives in Milwaukee. - •'y 1 HORACE HUNT Horace Hunt, 63, joined the SIU in June 1945 in the port of Norfolk, VA. The North Carolina native had his deck department career intermpted by a stint in the Army from 1948 to 1951. He upgraded to recertified bosun in 1975. Brother Hunt resides in Houston, TX. SPAD t-shiits FRONT The SIU has created a new t-shirt design which is available to all our members on a first-come, firstserved basis. TED THOMAS Ted Thomas, 65, joined the SIU in July 1963 in the port of Houston. The deck department member was bora in Poland. Brother Thomas lives in Naka Ku, Yokahama, Japan. CARMEN J. THOMPSON Carmen J. Thompson, 65, started his SIU career in the Great Lakes division. He joined the SIU in June 1957 in the port of Cleveland. Brother Thompson was bora in Tennessee, but calls Newton, NC home. '.I, ' BACK ' The shirts feature the SIU logo in full color on the front and "Politics is Porkchops" in blue on the back. They are American-made. Please fill out the application below and mail it to; Joseph DiGiorgio, Secretary-Treasurer Seafarers International Union 5201 Auth Way Camp Springs, MD 20746 [ Please send the new SIU t-shirt to: • I NAME ADDRESS. CITY, STATE, ZIP. BH^LY J. WALKER Billy J. Walker, 62, started sailing with the SIU in 1945 and received his book in 1947. Born in Lawrenceburg, TN, the engine department veteran . :f.a| SOCIAL SECURITY # .BOOK#. PHONE T-SHIRT SIZE (circle one) RATING. S M L XL v9o\ B-:- ••'--I •'"•. �•,:.v •yyyV;'- FEBRUARY 1990 ^V r I V. "5 ,B='^V^»^_5^v "XVsy ji-. Dispatchers* Report for Deep Sea JANUARY 1-31, 1990 •TOTAL REGISTERED All Groups Class A Class B Class C Port 2 Tot^s Seahrers IntematioMl HEADQUARTERS 520! Auth Way Camp Springs, MD 20746 (301)899-0675 ALGONAC 520 St. Glair River Dr. Aigonac, MI 48001 f (313) 794-4988 '//? '.m BALTIMORE 1216 E. Baltimore St. Baltimore, MD 21202 <•< ' Li (301) 327-4900 -D -J 705 Medical Arts Building Duluth. MN 55802 4218) 722-4110 HONOLULU; : 636 Cooke St. Honolulu, HI 96813 L I (808) 523-5434 HOUSTON 1221 Pierce St. Houston, TX 77002 (713) 659-5152 • ">y" - 4 • 1 ^ JACKSONVILLE 3315 Liberty St. Jacksonville, FL 32206 rV i- : (904) 353-0987 JERSEY CITY ; - • 99 Montgomery St. Jersey City, NJ 07302 ' ' ;; y (201),435-9424i • ^; TOTAL SHIPPED ••REGISTERED ON BEACH All Groups Trip All Groups Reliefs Class A Class B Class C Class A Class B Class C DECK DEPARTMENT 4 4-- 278 ''83 Port 452 125 ENGINE DEPARTMENT .... . . 1 5- > * ..vv 0 ^ Norfolk Mobile New Orleans •X-, : MOBILE ;., . 12 ^ San Franci (^ilming^ Seattle Puerto Rico Honolulu fHoustc^ iy Poin Totals M 3-3 2 y 36 12 .'' , 1 181 71 43 119 49 30 24 6; 'j ' A, ' 258 STEWARD DEPARTMENT 14 2 0 I / JZ-:;: 0 0 1 0 0 I •... 1 Llll. 7 Port a New York ^-Philadelphia " • iiiiQr& Norfolk Mobile New Orleans Jacksonville San Francisco 1 1 _5 ,7 , ,3 . 3 4 21 Seattle Puerto Rico Honolulu Houston^ St. Louis Piney Point Totals »• «*:.»Mi 7 12 14 |18L--. 80 34 8 10 3 1 2 3 3 1 4 -V< 1 J u" 3' 1 7 0 39 2 0 34 57 ENTRY DEPARTMENT Port New Yor Philadelphia Baltimore Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington a;Kf| Seattle Puerto Rico Honolulu Houston St. Louis Piney Point Totals : •• 26'-";":~:32a:x^a •'.aM li 1 0 0 0 7 4 22 0 0 0 0 ^ 45 •. 13 25 14 3 -; 5 -. P: , 68 0 0 0 I 0 184 15 16 19 18" 23 12 J9 55 0 23 246 8 8 16 25 I 6 2 1 169 •1 { fey;.-, i/ ;• • -; •. '•• Wmm 1'-' / f QQ f 2 i 271 744 410 390 525 286 259 1,169 549 438 Totals AU Departments 142 Total Registered" means the number of men who actually registered for shipping at the port last month. Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of January was up from the month of December. A total of 1,212 jobs were shipped On SlU-contracted deep sea vessels. Of the 1,212 jobs shipped, 525 jobs or about 43 percent were taken by *'A" seniority members. The rest were filled by "B*' and seniority people. A total of 142 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 11,428 jobs have been shipped. ;f ;.«i 1 1640 Dauphin Island Pkwy. Mobile, AL 36605 -' (205)478-0916 NEW BEDFORD 50 Union St. New Bedford, MA 02740 (508)997-5404 NEWORLEANS 630 Jackson Ave. . L? New Orleans, LA 70130 (504) 529-7546 NEW YORK S .4 675 Fourth Ave. Brooklyn, NY 11232 (718)499-6606 L;';r;;,NORFOLK.. 115 Third St. y Norfolk, VA 23510 (804)622-1892 '•/' PHILADELPHIA ' L< 2604 S. 4 St. FhUadelphia, PA 19148 (215) 336-3818 PINEY POINT g St. Mary's County Piney Point, MD 20674 (301) 994-0010 SAN FRANCISCO 350 Fremont St. San Francisco, CA 94105 (415) 543-5855 Government Services Division (415) 861-3400 SANTURCE 1057 Fernandez Juncos St. Stop 16 Santurce, PR 00907 (809) 721-4033 SEATTLE 2505 First Ave. Seattle, WA 98121 x (206) 441-1960 ST. LOUIS 4581 Gravois Ave. St. Louis, MO 63116 (314) 752-6500 WILMINGTON 510 N. Broad Ave. Wilmington, CA 90744 (213) 549-4000 • •. iir' (WneciSMB PBO^ 00/27.' -Ur.:.. i® • •LIrl®' .'1 �W'%-r' • V'-V-' [• ;• ^ •• • • • • ' •• •' .. /• ••-''3 ',•• • • ^;333^:k33 ;:33;fy;"53 ;33,^ StAFARERS LOG 14 r •' •'• • "•, ••. '.-• -: ' ••'•;• !i" I '(jfl ' 'i. .'-'- ^ V' i'r- l^;'. \ '/ [: :3V.'. r ?|; • •-'it • :r 5|." •TOTAL REGISTERED Ail Groups Class A Class B Class C " 'ij- ^ New Orleans ^Tuesday, M;arch 13 •. Mobile Wednesday, March 14 San Francisco Thursday, March 15 Wilmington 3 Monday, March 19 Seattle 3®I8I Friday, March 23 San Juan 3Thursday, March 8 ;/:-3.3-\' St.'Lo«is •' Friday, Inarch 16 Honolulu 3 Friday, March 16; 3 Duluth Wednesday, March 14 Jersey Cify Wednesday, Maith 21 New Bedford Tuesday , March 20 l(m Personals 3;5-3''tr3ft:iK; JANUARY 1-31, 1990 Piney Point Monday, March 5 New York Tuesday, March 6 PhOadeipiiia Wednesday, March 7 Baltimore Thursday, March 8 Norfolk Thuraday , March 8 Jacksonville Thursday, March 8 Algonac |p|||3r ;;,;Friday, March 9 Houston ^ . Monday, March 12 ,3 3!e5l'^3'73" Dispatchers* Report for Inland Waters AfanrA Mmberdiip Meefa^S Deep Sea, lakes, liriand Waten 3:: TOTAL SHIPPED All Groups Class A Class B Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port. New York Philadelphia ; jwBaltimore Norfolk Mobile New Orleans Jacksonville San Francisco aWilmington Seattle Puerto Rico Houston Algonac St, Louis I lilipeYWql Totals , 'I 23 49 35 20 14 109 154 59 90 ENGINE DEPARTMENT Port New York Philadelphia £ Baltimore Norfolk Mobile New Orleans Jacksonville San Francisccl Seattle Puerto Rico Houston Algonac St. Louis iFineyj Totals 7 "«S4'S';!%S3 o, STEWARD DEPARTMENT Port iNew York iPhUadelphia Baltimore Norfolk Mobile New Orleans Ijacksonville San Francisco i:'3'vi-'O •'••3 RAYDAILEY Please contact Kelly Scott as soon possible. Call collect at (503) 429-0570. JEROME HACKER Please contact Andy Hacker at 3014 Pine Gully; Houston, TX 77017. ARTHUR N. BUTLER Please contact Pat Strickland at 120 East Randell Court; Gretna, LA 70053. FRffiNDSOF GEORGE COSTANGO George Costango would like to hear from his friends. He will be on the beach for some time and cannot accept telephone calls. His address is Room 5220, Christiana Hospiteil; P.O. Box 6001; Newark, DE 19718. CHARLES O. FAmCLOTH Please contact your stepdaugh­ ter, Melinda Christie Thornton, P.O. Box 354, Ridgeland, MS 39158. PATRICK McMAHON Please contact Mrs. Harris re­ garding an important business matter. Totals Totals All Dqaartmoits 98 48 43 28 17 113 246 115 108 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. Dispatcheis* Report for Great Lakes CL-Company/Lakes l^Lakes NP—Hon Priority JANUARY 1-31, 1990 •TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED Port All Groups Class CL Class L Class NP DECK DEPARTMENT Port ENGINE DEPARTMENT ••REGISTERED ON BEACH All Groups Class CL Class L Class NP 13 Port STEWARD DEPARTMENT Port ENTRY DEPARTMENT Totals Ail Departmoits 0 96 10 0 0 0 0 93 26 •"Total Registered" means the number of men who actually re^stered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. �; . ••-i 1.4'....:., - '••• . . . , ' ;.V'• .4" -• •' -' -4' r''•. HBKMRY1990 i . s ^ ; i'l Digest of Sfiips Meeliiipl The foHowin§ shlpi miaates an just a,sampling of Ihe many meeting nperts the SlU neelves each menth from Its ships arouml the worU. Ships minutes an nvlemed hy the nnlen's eentnet department. These Issues requiring attention or reselutlen an addressed hy the union upon receipt of the ships minutes. ii 'f?;l SEA-LAND ATLANTIC (Sea-Land Service), November 19 ~ Chairman W. C. Byrd, Secretary Jose Rivera, Educational Director Michael Derringe, Deck Delegate James Higgins, Steward Delegate Coy R. Hendricks. Chairman aimounced ship would pay off upon arrival in Houston. Treasurer reported no money in ship's fund. No beefs or disputed OT reported. Members asked union to consider raising pensions to equal level of social security. Steward department thanked for job well done. Deck department thanked for keep­ ing mess room clean. Next ports: Charles­ ton, SC, Port Everglades, FL and Houston, TX. SEA-LAND TINDER (Sea-Land Ser­ vice), November 9 — Chairman A. J. Palino, Secretary L. Rene, Educational Director M. L., Mefferd. Chairman noted vessel will ar­ rive late in Long Beach, CA. Educational director urged members to upgrade at Piney Point. No beefs or disputed OT reported. Crew reminded to dump coffee cups in trash after use. AMERICAN CORMORANT (?acmc Gulf Marine), December 3 ~ Chairman Charles H. Davis, Secretary Susanne Cake, Educational Director Robert Tuller, £)eck Delegate Jon Patrick Dillon. Chairman dis­ tributed copies of SIU constitution to each department delegate and urged them to read it and know their rights. Treasurer an­ nounced $20 in ship's fund and $75 in movie fund. No beefs or disputed OT reported. Crew thanked steward department for fan­ tastic Thanksgiving dinner. 4ur'.^ ':-' CAROLINA (Puerto Rico Marine), Elecember 10 ~ Chairman Stanley Krawczynski, Secretary John Samuels, Educational Director D. Able. Chairman said payoff would take place upon arrival at Elizabeth, NJ. He told crewmembers to sign list noting if they wanted their pay in cash or check. Deck delegate reported dis­ puted OT. Engine and steward delegates had no beefs or disputed OT. Crew asked contract department to review raising the pension and lowering early normal pension retirement level from 20 to 15 years. Next port: Elizabeth, NJ. CHARLESTON (Apex Marine), December 29 — Chairman Jessie Thomas, Secretary Edward Haber, Educational Director P. Capola. Chairman said he was working on a repair list. Secretary noted deep fat fryer was not working properly and could create a fire hazard if spill should occur while using stove. Educational director urged Looking forward to the Liberty Wave's run to Poland are (i. to r.) Steward Paul Stubbiefieid, Bosun Ben Veiner, QMED Mike Langenbacb and Steward Assistant Frederick Saffo. members to support SPAD and upgrade at Piney Point. No beefs or disputed OT reported. Galley gang thanked for excellent meals, good service and clean ship. Next ports: Groton, CT and St. Croix, USVI. HUMACAO (Puerto Rico Marine), December 17 ~ Chairman P. Flores, Secretary Cassle B. Carter Jr., Educational Director Kenneth F. Linah, Deck Delegate , Peter Orischak, Engine Delegate H. Vaz­ quez, Steward Delegate M. Robles. Chair­ man relayed message to crew from Angel Hernandez, San Juan port representative, regarding problem when ship docks in port. He said vessel would pay off, in Elizabeth, NJ. No beefs or disputed OT reported. Members asked contact department to evaluate increase in daily sickness and acci­ dent benefits. Crew thanked for keeping mess hall and crew lounge clean. Steward department thanked for fine job. ITB PHILADELPHIA (Apex Marine), December 31 - Chairman V. T. Nielsen, Secretary G. C. Bamman, Educa­ tional Director T. Herbert, Deck Delegate! P. Lopez, Engine Delegate K. Wiltshire, Steward Delegate H. Johnson. Chairman said ship would pay off in New York on January 2. Treasurer aimounced $111 in fund to buy videos for ship's library. No beefs or disputed OT reported. All three departments thanked for jobs well done. Next port: New York. - I r.^V "j 4- Lundeberg School. Treasurer reported $512 in ship's fund and $40 in communica­ tions fimd. No beefs or disputed OT. Crew wished all SIU members and officials a Merry Christmas and Happy New Year. Crew asked if company can provide more sports equipment. Crew reminded not to slam doors and play radios too loud. Crew wants to know why all ports have bus ser­ vice except Osaka, Japan. Steward depart­ ment thanked for job well done especially after vessel left shipyard. Next port: Tobata, Japan. MAYAGUEZ (Puerto Rico Marine), December 31 ~ Chairman Donald Wagner, Secretary J. Ross, Educational Director E. Frederickson, Deck Delegate A. Camacho, Engine Delegate C. Allen, Steward Delegate F. Maldonado. Chairmm said ship would layup in Jacksonville, FL on January 2. He said vessel should reactivate in near future. Secretary urged trip and vacation relief system be improved as mem­ bers believed those who take jobs should be required to fulfill time period. He noted steward department should be able to call for day reliefs in San Juan and Jacksonville. He also thanked members for returning used linen and leaving quarters clean. Educational director urged members to donate to SPAD and Maritime Defense League. No beefs or disputed OT reported. Crew thanked Steward kose "Pepe" Ross and Chief Cook Steve Venus for best of two cultures at Christinas with whole roasted pig cooked Puerto Rican style and tradition­ al holiday feast while in New Orleans. Next port: Jacksonville, FL. MOKU PAHU (Pacific Gulf Marine), December 14 ~ Chairman Pete Loik, Secretary John Pratt. Chairman advised members to upgrade at Piney Point as Lun­ deberg School has very good new classes. No beefs or disputed OT reported. Stewed department thanked for good cookouts and Thanksgiving dinner. Next port: Honolulu, HI. -f- -tr---' p^ ' /5 bers vessel is running between Florida and Texas City, TX. He, along with secretary, wished all in SIU a Merry Christmas and Happy New Year. No beefs or disputed OT. Crew asked contract department to review a pension raise when contract expires. Crew noted ice machine and aft wench need repairs. Steward department thanked for job well done. Next port: Texas City, TX. OMI DYNACHEM (OMI Corp.), December 10 ~ Chairman Richard K. Wardlaw, Secretary Don Collins, Education­ al Director Candido Castro. Chairman noted fine ship and good crew. He urg^ members to read once again obligation and pledge in front page of union books. He an­ nounced regular bosun would return when ship docks in Long Beach. Repair list being made up. Secretary urged members to read Seafarers LOG, especially President Michael Sacco's column. He reminded members to upgrade at Lundeberg School. Treasurer reported $172 in movie fund. No beefs or disputed OT reported. Crew thanked Houston union officials for way quick crewing of vessel was handled. Special •'•'I,:. • r^' .v'' The OMI Leader was in Beaumont, TX recently, loading up with fuel oil for the East Coast. Pictured above are L.M. Baker, AB (left), and Bosun Richard Darville. f'l-: PEC JAMES ANDERSON JR. (Maersk Lines), December 8 ~ Chairman Paul Harper, Secretary John Hanrahan, Educational Director Ben O. Conway, Deck Delegate Ron Huyett. Chairman said situa­ tion conceming restriction to ship in Thailand still unresolved. He stressed safety aboard ship and members should upgrade at Lundeberg School. He reminded crew to take courses required by Navy and MSC before returning to vessel. He aimounced repair list was posted on chief mate's door. Treasurer stated $150 in ship's fund. Deck delegate asked if day's pay begins when member starts his flight to ship from the U.S. or when he boards Air Force jet at Maguiie Air Force Base. No beefs or dis­ puted OT reported. Shipping rules booklet received and being offered to crew for read­ ing. Members reminded to bring pay vouchers and discharges to union halls to file for monies owed from 1988. Crew asked to help keep ship clean and to return tapes to library so all members can use them. Next port: Diego Garcia. LAWRENCE H. GIANELLA (Ocean Ships, Inc.), December 24 — Chair­ man Pete Hulsebosch, Secret^ Martin Josephson, Educational Director Howard Daniels, Deck Delegate James Henry, En­ gine Elelegate Ernest Lacunza, Steward Delegate Vincent Ortiz. Chairman said ves­ sel would pay off in Sasebo, Japan on December 25. Treasurer noted $308 in ship's fund. Engine delegate reported dis­ puted OT with pumpman. No beefs or dis­ puted OT from deck and steward delegates. Crew sent best wishes for speedy recovery to chief cook who had to leave because of illness. Next port: Sasebo, Japan. LNG LEO (ETC), December 24 - Chair­ man F. A. Pehler, Secretary. H. Jones Jr., Secretary Tom Curtis, Deck Delegate Lee White, Engine Delegate David Terry, Steward Delegate Dana Cunningham. Chairman reminded crew to upgrade at Piney Point and donate to SPAD. He said repair list has been sought. Educational director also emphasized need to attend If-^ Reading copies of the latest Seafarers LOG are members of the OMI Leader's steward depart­ ment. From the left are Steward Assistant S.A. Martinez, Chief Cook W.G. Trice, Steward Tony Roberts and Steward Assistant E.L. Burnett. NEDLLOYD HOLLAND (Sea-Land Service), December 17 ~ Chairman Carl James, Secretary E. Vazquez, Deck Delegate Nicolos Lomas, Engine Delegate Manuel Rodriguez, Steward Delegate Spen­ cer Ryan. Chairman told crew they should present ideas for better living conditions to headquarters or in ship's minutes. Secretary said all miming smoothly. He thanked QMED Manuel Rodriguez for building safety rack for coffee pot. Treasurer reported $70 in ship's fund. No beefs or dis­ puted OT reported. Steward department thanked for job well done. Deck depart­ ment thanked for work by bosun. NEDLLOYD HUDSON (Sea-Land Service), Dceember 10 ~ Chairman John Neff, Secretary R. G. Connelly, Educational Director Mike Overgaard. Chairman dis­ cussed dmg testing and alcohol regulations. Deck delegate reported disputed OT. No beefs or disputed OT in engine and steward departments. Members asked contract department to make Martin Luther King Day a union holiday. Steward department thanked for good job and keeping imess hall clean. OMI CHARGER (OMI Corp.), Decem­ ber 24 - Chairman F. R. Schwarz, Secretary Neville N. Johnson, Educational Director Wiley L. Yarbeir. Chairman reminded mem- vote of thanks given to steward department. Crew wished all SIU brothers and sisters a happy and safe holiday. Next port: Los An­ geles, CA. OVERSEAS HARRIETTE (Maritime Overseas), December 9 - Chair­ man Ray E. Todd, Secretary Vincent Sanchez Jr. Chairman reminded members foreign tools may not meet American safety standards and could cause accidents. He an­ nounced ship is scheduled to layup upon ar­ rival in Fort Arthur, TX on December 13. Disputed OT reported by deck and engine delegates. Steward delegate reported no beefs or disputed OT. Crew asked union to check into mail delivery while ship is on voyage. Steward department thanked for good food and service. Next port: Port Ar­ thur, TX. OVERSEAS JOYCE (Maritime Over­ time), December 26 — Chairman Richard Bradford, Secretary Steven R. Hamilton, Educational Director O. Fariami. Chairman J reported payoff in Jacksonville, FL on ' December 31. Secretary thanked crew for keeping ship clean. Educational director stressed importance of upgrading at Finev Point He said SOLAS videotape covering ship's emergency procedures available for viewing by crew. No beefs or disputed OT reported. Crew received Seafarers LOG Continued on pt^e 16 V'' ' • >{•.' - i' • . •-/ 14:'-'^ �SOFARERS LOG 16 iiigs^ Members reminded to return movies to storage area. Continued from page 15 ''"• T' ^ .- -.' ''r. '• '• '•/!".' i''. •»-•*:- •;. and new shipping rules when in port in Japan. Ship delayed in passing through Panama Canal from December 19 to 27 be­ cause of U.S. military action in region. Crew thanked stewaio department for excellent food throughout trip, especially Thanksgiv­ ing and Christmas. Next port; Jacksonville, FL. t' '>''^^4&:!)' : •••;,• V •• -••-, :V;.^ SEA-LAND ACHIEVER (Sea-Land Service), December 3 -r Chairman Carlton Hall, Secretary R. G. Griswold, Educational Director C. M. Devonish, Deck Delegate Mike Delaney, Engine Delegate Clayton Everett, Steward Delegate Tom McNellis. Chairman reported continuing problerti with stack gas entering bridge and rest of house. He said vents still are discharging particulates. Educational director urged members to attend Lundeberg School. Steward delegate reported disputed OT. Deck and engine delegates reported no beefs or disputed OT. Deck and engine departments thanked for cleaning up after themselves. Next port; Elizabeth, NJ. SEA-LAND ' , Bosun John R. Neff aboard Sea-Land's Nedlloyd Hudson. OVERSEAS PHILADELPHIA (Maritime Overseas), December 3 — Chair­ man K. C. McGregor, Secretary W. Lau, Educational Director M. Beck, Deck Delegate J. McLean, Engine Delegate Jack Singletary, Steward Delegate Roderick Brite. Chairman asked crew for patience and cooperation as ship just left yard and many things need to be adjusted. All hands asked to clean vessel inside and out. He said he was making a list of items needmg to be corrected and repaired. Secretary requested crew give galley gang a few days to get things operating smoothly. Educational director urged members to use one washing machine for work clothes and one for shore clothes. No beefs or disputed OT given. DEVELOPER (.SeB.- Land Service), December 15 - Chairman P. Gallagher, Secretary L. Lightfoot, Educa­ tional Director L. Bryant. Chairman reminded crew to clean room before leaving vessel. Secretary thanked Bosun P. Gal­ lagher and AB T. Waagsbo for helping steward department keep crew lounge ship­ shape. Educational director urged members to support SPAD for providing seamen with a strong voice on Capitol Hill. Engine delegates reported beef regarding room buzzers being used to wake up chief electrician and QMED during off-duty hours. No beefs or disputed OT reported by deck and steward delegates. Crew received new shipping rules booklet. Crew asked union to look into increase in retirement benefits. Steward department thanked for food service and cleanliness of vessel. Next port; Tacoma, WA. SEA-LAND EXPRESS (Sea-Land Ser­ vice), December 23 ~ Chairman J. M. Ard, Secretary J. Zurick, Educational Director Amos Jasamillo. Educational director urged members to upgrade at Lundeberg School. Treasurer reported $300 in movie fund. He thanked Carl Lipkin for help col­ lecting fund. No beefs or disputed OT reported. Seafarers LOG received in Tacoma, WA. Bosun and steward thanked crew for keeping ship clean. Steward depart­ ment thanked for fine job. SEA-LAND KODIAK (Sea-Land Ser­ vice), December 20 ~ Chairman J. Glenn, Secretary M. Morgan, Educational Director L. Brown, Deck Delegate J. Dunn. Chair, man said ship would pay off in Seattle on December 22, then lay up until January 12. Secretary reminded members to put linen in bag on their deck when leaving. Educational director advised members drug testing in ef­ fect. Deck delegate reported disputed OT. No disputed OT or beefs given by engine and steward delegates. Crew asked contract department to look into allowing sick leave for members so they could retain jobs when they are better. Steward department thanked for job well done. SEA-LAND PACER (Sea-Land Ser­ vice), December 11 — Chairman Ubie E. Nolan, Secretary Ceasar F. Blanco, Educa­ tional Director James Roberts, Deck Delegate J. Pegg, Engine Delegate P. Lynch, Steward Delegate John Collins. Chairman said ship while in Philippines picked up several American citizens be­ cause of recent coup attempt and took them to Hong Kong. As soon as passengers dis­ embarked, vessel proceeded to Kaohsiung, Japan on regular schedule. No beefs or dis­ puted OT reported. Crew lounge coffee maker needs replacing. Members thanked for keeping crew lounge neat and clean. Steward department thanked for well balanced meals. SEA-LAND TACOMA (Sea-Land Ser­ vice), December 16 - Chairman Ray J, Ramirez, Secretary D. Boone, Educational Director C. Piper. Chairman aimoimced ship would pay off in Tacoma, WA on December 17. Secretary said he had applica­ tions for those wanting to upgrade at Lun­ deberg School. Educational director noted company placed several safety videotapes on tward to help crew learn more about Another fine meal by the Nedlloyd Hudson's chief steward, Ray Connolly. AB Michael Fell and QEP H. Bergeron enjoy a meal aboard the Nedlloyd Hudson. ship. No beefs or disputed OT given. All hands thanked for keeping crew lounge clean. Vote of thanks given to great galley gang. Next port; Tacoma, WA. SEA-LAND VOYAGER (Sea-Land Service), Chairman J. C. Dillon, Secretary C. Gibson, Educational Director R. Risbeck. Chairman thanked crew for making voyage a good one. He reminded members to upgrade at Piney Point and donate to SPi^. No beefs or disputed OT reported. Crew asked company if they could telex extra monies earned at regular intervals. Steward department thanked for job well done. Next port; Tacoma, WA. Know Your Rights •, ^'% ^1="' yi : ' FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Account­ ants every year, which is to be submitted to the membership by the Secretary-Treasurer. A yearly finance committee of rank and file members, elected by the membership, makes examination each year of the finances of the Union and reports fully their hndings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate find­ ings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agree­ ments. All these agreements specify that the trustees in charge of these funds shall equally . consist of Union and management represen­ tatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is; i ' Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. c ^ CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to pro­ tect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY—THE LOG. The LOG has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or mem­ ber. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established pol­ icy has been reaffirmed by membership ac­ tion at the September, I960, meetings in all constitutional ports. The responsibility for LOG policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may del­ egate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union head­ quarters. CONSTITUTIONAL RIGHTS AND OBLI­ GATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately no­ tify headquarters. EQUAL RIGHTS. All members are guar­ anteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no mem­ ber may be discriminated against because of race, creed, color, sex and national or geo­ graphic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquar­ ters. SEAFARERS POLITICAL ACTIVITY DO­ NATION—SPAD. SPAD is a separate seg­ regated fund. Its proceeds are used to further its objects and purposes including, but not limited to, furthering the political, social and economic interests of maritime vvorkers, the preservation and furthering of the American Merchant Marine with improved employ­ ment opportunities for seamen and boatmen and the advancement of trade union con­ cepts. In connection with such objects. SPAD supports and contributes to political candi­ dates for elective office. All contributions are voluntary. No contribution may be so­ licited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of mem­ bership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafar­ ers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if invol­ untary. Support SPAD to protect and further your economic, political and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that be has been denied bis constitutional right of access to Union records or information, be should inunediately notify SIU President Mi­ chael Sacco at Headquarters by certified mail, return receipt requested. The address is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. NOTICES Monies Due to 12 Members Can Be Found at SIU Hall Company checks are in the port of Jacksonville for the following members. Please send a letter with a return address and a photostatic copy of your merchant marine doc­ uments to George Ripoll at the Jacksonville hall, 3315 Liberty Street, Jacksonville, FL 32206. ALLAN B. CAMPBELL SILAS M. McGOWAN PORTFITIO T. MALDONADO WILLIAM C. STEELE THOMAS E. DAVIS RICARDO G. ELLIS ELVERT M. WELCH CLAUDE N. JOHNSON JAMES F. BRACK EDWARD L. HAYNIE HARRY A. SMITH JUAN MELENDEZ �FiBRUMtY 1990 -y.'«i.x.;->!f^''CT nnal Depaftiinii .ife.......- • • •!> • DEEP SEA JOHN S. BURKE John S. Burke, 67, passed away November 3, 1989. He joined the SIU in May 1942 in his native Mobile, AL. The galley member upgraded to recertified steward in 1979. Brother Burke retired in May 1987. GEORGE S. CHANCE George S. Chance, 81, died November 7, 1989. He joined the SIU in March 1951 in the port of Savannah, OA. Brother Chance sailed in the deck department. Among the ships he sailed on were those operated by Bull Lines and South Atlantic Steamship. The Jackson, SC native began receiving his pension in August 1973. ROBERT DEARIE Robert Dearie, 58, passed away November 1, 1989. He joined the SIU in September 1969 in his native New Orleans. After serving in the Navy from 1947 to 1951, Brother ; Dearie started his black gang career on Isthmian Lines vessels. He was an active member at the time of his death. JOSEPH R. HALES Joseph H^es, 66, died October 1, 1989. The Utah native Joined the SIU in March 1%9 in the port of Seattle. Brother Hales sailed Isthmian when he started his engine department career and later on SeaLand vessels. JOSEPH W. KISTEN Joseph Kisten, 62, passed away Decem­ ber 11, 1989 at his home in Keyes, CA. Bom in Worcester, MA, he served in the Navy from 1943 to 1946. The deck department veteran joined the union in June 1953 in the port of New York. He upgraded to an able seaman rating at the Lundeberg School in 1968. Brother Kisten was an active member when he died. His remains were scattered in the Pacific Ocean, to- ;•'- -•wjv'jaMKsUiii'wimffca DAVID E. KYDD FELIPE MARTINEZ EDGAR NELSON David Kydd, 64, died Decem­ ber 19, 1989. He was bom in Soo Chow, China and served in the U.S. Navy from 1943 to 1946. Brother Kydd graduated from the Andrew Fumseth Training School in New York in 1960. He sailed in the deck depa:rtment before retiring in September 1986. He is survived by his wife, Lyla. Felipe Martinez, 75, passed away November 29, 1989. The Puerto Rican native joined the SIU in March 1959 in the port of New York. He sailed in the steward department until retiring in November 1979. He is survived by his wife. Carmen. Edgar Nelson, 64, passed away December 25, 1989. When the New York native started his SIU career in November 1943, he sailed in the deck department. In 1973, he switched to the engine department where he stayed until he retired in July 1980. He served in the Army from 1951 to 1953. VINCENT McCLOSKEY JOHN O'DEA Vincent McCloskey, 63, died Diecember 29, 1989. Bom in Londonderry, Ireland, Brother McCloskey became a member in April 1946 in the port of Mobile, AL. His deck department career was intermpted by a tour in the Army from 1951 to 1953. He began drawing his pension in July 1988. John O'Dea, 68, died January 2. The Pennsyl­ vania na­ tive joined the union in November 1946 in the port of New York. Brother O'Dea retired in August 1978 after a career in the deck department. FRANK LAMBERT! Frank Lamberti, 82, passed away December 20, 1989. After serving in the Navy from 1927 to 1930, Brother Lamberti joined the SIU in December 1949 in his native New York. The deck department veteran retired in May 1976. His wife, Mary, survives him. HENRY LANIER Henry Lanier, 62, died November 24, 1989. The Georgia native joined the SIU in December 1942 in the port of Baltimore. He retired in October 1978 after working in the deck department. RONALD A. LAWRENCE Ronald A. Lawpassed away Novem­ ber 5, 1989. A native of Calgary, Canada, Brother Lawrence served in the U.S. Coast Guard in 1947. He joined the SIU in October 1965 in the port of San Francisco and worked in the deck department. Some of his early jobs were on Calmar Line ships. He was an active member at the time of his death. ALEXANDER LENIER Alexander Lenier, 85, died September 4, 1989. He was bom in Estonia. Brother Lenier started his deck department career when he joined the SIU in June 1943 in the port of New Yoric. He retired in September 1968. HAROLD L. MOORE Harold Moore, 62, passed away October 21, 1989. A native of Florida, he joined the SIU in December 1944 in the port of New York. Brother Moore served in the Air Force from 1946 to 1950, then resumed sailing in the black gang on SIUcontracted vessels. He upgraded at the Lundeberg School in 1974 and 1977 before retiring in 1978. RALPH T. MOORE Ralph Moore, 68, died January 11. The Bostonbom member served in the Coast Guard from 1939 to 1944. Brother Moore joined the SIU in March 1952 in the port of Seattle, WA. He worked in the deck department until he started to receive his pension in November 1987. HAROLD D. SMITH Harold Smith, 68, died August 21, 1989. He was bom in Cedar Rapid, lA and served in the Navy from 1938 to 1945. He became an SIU member in August 1%7 in the port of San Francisco and sailed in the black gang. Brother Smith retired in October 1985. He is survived by his wife, Gladys. AWAT B. SULAIMAN Awat B. Sulaiman, 71, passed away November 23, 1989. The engine depart­ ment veteran was bom in Singapore. He served in the Navy from 1943 to 1946. Brother Sulaiman joined the SIU in 1%1 in the port of Philadelphia mid upgraded in 1975 at the Lundeberg School. He retired in October 1984. His wife, Agnes, survives him. THEODORE VELIOTIS Theo­ dore N. Veliotis, 63, died during September 1989. The Greek native became a member in August 1968 in the port of New Yoric. He sailed in the deck department on Panoceanic Tankers and Alcoa vessels early in his career. Later he sailed on Sea-Land ships. Brother Veliotis started drawing his pension in October 1981. He is survived by his wife, Anastasia. IRA WILLOUGHBY Ira Willoughby, 78, passed away December 22, 1989. He joined the union in August 1942 in his native Baltimore. Brother Willoughby served in the steward department until he retired in December 1%7. He is survived by his wife, Theresa. ' "A - A i .? WILLIAM W. WORTHINGTON William W. Worthington, 76, died November 22, 1989. After serving in the Navy from 1943 to 1945, the Yuma, AZ native joined the SIU in May 1955 in the port of San Francisco and sailed on Waterman vessels. He wrapped up his deck department career in October 1972. A-t. INLAND ELMER BINGHAM Elmer Bingham, 66, died October 28, 1989. TTie New York native joined the union in 1974 in the port of Norfolk, VA. Boatman Bingham worked as a cook for Interstate Oil before retiring in November 1986. JOHN BLANCHFIELD John Blanchfield, 86, passed away December 4, 1989. A native of Maryland, he became a member in June 1957 in the port of Baltimore. He served as an IBU organizer and official from 1959 to 1966. Before retiring in February 1968, Boatman Blanchfield sailed in the engine department. He is survived by his wife, Glenva. ROBERT DAVIS Robert Davis, 65, died Sep­ tember 26, 1989. Bom in Contuuud OH page 18 •1 . •, i • �-.ttr .'vtwik' "r '. --V •"ii'r" SUFARERSLOG 18 Uiwr mM,- I*' ' Continued from page 17 Graysville, AL, he served in the Navy from 1943 to 1945. Boatman Davis joined the SIU in December 1957 in the port of Houston. He sailed as a captain on tugs operated by Sabine and Crowley Towing. He attended the 1977 Gulf/ Inland Educational Conference at Piney Point before retiring in June 1984. :.';:,''-T;r- WmwA ; V •- ->• cB ;vXi::_-;» vr.: •, ?.•'*«'• V'isi^ i'l* • -t-; • :ii ;-.j ANTHONY H. GENTTLE Anthony H. Gentile, 68, died November 22, 1989. He became a union member in March 1957 in his native Baltimore. He worked as a captain on Baker Whiteley and Curtis Bay tugboats. Boatman Gentile attended the 1978 Atlantic/Inland Educational Conference at Piney Point. He started collecting his pension in September 1979. MS0Mi:. i •E" Philadelphia started his SIU career in the deep sea division in April 1968, but acquired his inland book in August 1973. Boatman Hamilton worked in the deck department on Interstate Ocean Transportation vessels. He attended the 1978 Inland Educational Conference at Piney Point. His wife, Edna, survives him. BEVERLY M. O'NEAL Beverly M. O'Neal, 63, died November 9, 1989. He was bom in Hatteras, NC and served in the Navy from 1944 to 1947. Boatman O'Ne^ joined the union in Febmary 1%1 in the port of Norfolk, VA. He sailed as a mate on Curtis Bay and McAllister Towing vessels. He volunteered for many union activities. He attended the 1978 Atlantic/Inland Educational Conference at Piney Point. He started receiving his pension in January 1988. EASTON SIMON SEYMOUR HAMPTON Sey­ mour Hamil­ ton, 73, passed away December 21, 1989. He served in the Naval Reserves from 1947 to 1955. The native of Easton Simon, 72, V passed away December 22, 1989. A native of Vermillian Parrish, LA, he became a member in July 1963 in Port Arthur, TX. Boatman Qemini Rescue Continued from page 3 the ladder by using the life ring. The other seaman grabbed the boat rope. As soon as the man on the ladder was safely on the gang­ way, the life ring was passed to the seaman holding the boat rope. But it quickly became clear that the man's leg was caught in a line securely tied to the log. Concerned the seas would carry the piece of wood too far aft and the seaman would not be able to hold the line. Captain Smith began to back the screw, allowing crewmembers to pull the man closer. OS Jeffrey Amendolia tended the line, while Third Mate Hainen took the bitter end of the line from the life ring and went down the ladder and into the water to hand the seaman on the log a knife. He cut himself free and Hainen pulled him up to the ladder, but his injuries prevented him from climbing it. The deck crew low­ ered the gangway closer to the water and Codispoti and Amen­ dolia grabbed the seaman. Taking advantage of a wave that sub­ merged the gangway platform, Codispoti and Amendolia were able to lift him up to the platform. i v:-- r? "• cCi*? -y >" ,1- - .V f • Simon sailed as a captain on Sabine Towing vessels before he retired in July 1980. He is survived by his wife, Marie. WILLIAM H. STUBBLEFIELD William H. Stubblefield, 64, died December 23, 1989. He served in the Navy from 1943 to 1945. Boatman Stubblefield joined the union in April 1975 in his native St. Louis. He worked as a cook and attended the 1977 Gulf/In­ land Educational Confer­ ence at Piney Point. He retired in February 1989. GREAT LAKES JEROME LYLE DAHLGREN Jerome Lyle Dahlgren, 57, died Novem­ ber 15, 1989. He served in the Army from 1946 to 1947. The Minnesota native joined the SIU in August 1988 in the port of Duluth, MN. Brother Dahlgren sailed in the deck department. WILLIAM R. ROACH William R. Roach, 89, passed away January 6. He became a union Man Sighted off Port Bow Around 1416 hours, Amendolia sighted a man in the water among the debris. The Gemini sailed to­ wards the seaman, but crewmembers could not recover the man on the first pass. As the Gemini was maneuvering to begin a second pass, the seaman was yanked out of visual contact by the waves. Close to an hour later. Chief Mate Friberg saw a body entan­ gled in a cargo net off the port bow. Fribeig, Bosun Hawkins, AB Brooks and other members of the deck gang caught the net with a grappling hook and brought the man aboard. The seaman was dead. The man sighted originally by Amendolia was seen again, this time several hundred yards off the Gemini's port beam. To clearly identify his location, a dye marker was dropped by an Air Force C130 search and rescue plane that had joined the rescue effort. With the man showing no signs of life and sharks spotted in the area. Captain Smith maneuvered the vessel so the body was close to the starboard side. The attempts of Gemini crewmembers to grab v MAMORN EKIMURA member in July 1%1 in his native Buffalo, NY. Brother Roach sailed in the deck department for Great Lakes Dredge and Docks. He started receiving his pension in June 1974. His wife, Beatrice, survives him. Mamorn Ekimura, 62, died while on leave in his native Honolulu, January 8, 1989. The Army veteran joined the MSTU in March 1%7. JAMES L. WALSH SIDNEY lODD James L. Walsh, 89, died December 6, 1989. He joined the SIU in August 1961 in the port of Sault Ste. Marie, MI. Brother Walsh sailed in the engine department. GOVERNMENT SERVICES DIVISION Sidney Kidd, 71, passed away in Washington on March 20, 1989. The able seaman joined the MSTU in December 1965. He retired in October 1976. ANGEL C. LUNA Angel C. Luna, 66, died March 4, 1989. The Philippine native joined the SIU in December 1983. He sailed in the steward department. DAROLD BLISS JOHN D. MOSS Darold Bliss, 72, passed away in Washington on June 28, 1989. The Nebraska native sailed as a yeoman until he retired in August 1979. John D. Moss, died March 24, 1989. He served in World War II and joined the MSTU in July 1970. He was employed as a machinist. FRED D. BOSLEY Fred D. Bosley, 79, died in his native Oregon on January 24, 1989. He joined the SIU's Military Sea Transport Union in March 1964. Brother Bosley sailed as a reefer engineer before retiring in April 1975. the body with a grappling hook were unsuccessful. Despite crash­ ing waves that repeatedly sub­ merged the platform. Third Mate Steven Sellars, OS Amendolia and OS Victor Honigsfeld descended the gangway with a boat hook to try to rescue the seaman. They were able to hook the man's cloth­ ing but it kept ripping, making it impossible to bring him up that way. This approach was aban­ doned because it became too dan­ gerous. Next, Cargo Engineer Tom Kilbride tried working with a run­ ning bowline as Captain Smith backed the screw and the body was recovered. This man also was dead. Two other men were rescued by the MV Plata, a vessel in the area that also heard distress call. Captain Smith had asked the MV Plata to keep a parallel course with the Gemini. When the ETC vessel was rescuing the two seamen on the log, the MV Plata recovered two other Kao Hwa III crewmem­ bers. After recovering the last two men, the Gemini resumed her voy­ age to Osaka, Japan with all of the Kao Hwa III crewmembers ac­ counted for and 18 survivors and two dead aboard. FRED SATURNINO Fred Satumino, 83, passed away in Arizona on October 2, 1989. Bom in the Philippines, he became an MSTU member in June 1971. He retired as a cook/baker in June 1976. SEAFARERS WELFARE PLAN NOTICE COBRA: CmUnuBtion Health Coverage If you or your dependents lose your eligibility for health care coverage under the Rules and Regulations of the Seafarers Welfare Plan, you and your dependents may be eligible to purchase, at a premium. Welfare coverage directly from the Flan. If you find that you have lost your eligibility for Plan coverage, you must notify the Plan office immediately to find out whether or not you or your dependents may elect to continue your benefits under this program. If you want more information concerning this program you can call ^ the membership services office. l-800^LAIMS-4 (1-800-252-4674) or write COBRA Program Seafarers Welfare Plan 5201 Auth Way Camp Springs, Maryland 20746 NOTE: A detailed article explaining this program appeared in the April 1989 issue of the LOG. �FEBRUARY 1990 19 1990 UPGRADING COURSE SCHEDULE M Pngmm An Gtand to Impnue Job Skills of SlU Hlemhors and to Pnmoto tbo Ammon lAaritime Industry March-May 1990 The following is the current course schedule for March-May 1990 at the Seafarers Harry Lundeberg School of Seamanship. The course schedule may change to reflect the membership's and industry's needs. PLEASE NOTE: All members are required to take firefighting when attending the Lundeberg School. Deck Upgrading Courses Check-In Completion Date Date Aprii 2 May 11 May 28 July 6 Lifeboatman March 19 March 30 April 16 April 27 May 14 May 25 Simulator Shiphandling March 5 March 16 May 14 May 25 Radar Certification April 9 AprU 13 April 30 May 4 Celestial Navigation May 7 June 8 Tankerman April 16 April 27 Upon completion of course, the Sealift Operations & Maintenance course must be taken. Course Able Seaman '^•-* Steward Upgrading Courses Check-In Completion Course Date Date Assistant Cook, Cook and Baker All open-ended (contact admissions Chief Cook, Chief Steward office for starting date) All students in the Steward Program will have a two-week Sealift Famil­ iarization class at the end of their regular course. SHISS College Program Schedule for 1990 FULL 8-week Sessions March 19 through May 11 May 28 through July 20 '"••'; V' (Last) (City) March 19 March 23 April 30 May 4 May 14 May 18 Upon completion the Sealift Operations course must be taken. Recerlification Programs Check-In Date March 26 May 28 Course Bosun Recertification Steward Recertification Completion Date May 7 July 2 No • No^ CPR: • Yes No • ^^—_ Primary Language Spoken Telephone. With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) requested. You must also submit a COPY of the first page of your union book indicating your department and seniority, as well as, a COPY of your clinic card. The Admissions Office WILL NOT schedule until this is received. Mo./Day/Year (Zip Code) (Area Code) VESSEL ^ RATING HELD DATE OF DISCHARGE DATE SHIPPED Book #. Social Security #. DepartmenL Seniority—^ Veteran of U.S. Armed Forces: • Yes • No U.S. Citizen: • Yes • No L- Are you a graduate of the SHLSS Trainee Program: • Yes • No (If yes, fill in below) Trainee Program: From. Last grade of school completed. to (dates attended) Have you attended any SHLSS Upgrading Courses: • Yes • No (if yes, fill in below) DATE. SIGNATURE. I Am interes(ed in (he Following Course(s) Checked Below or Indicaied Here if Not Listed Endorsement(s) or License(s) Now Held. Course(s) Takea. Oil Spill Course OU Spill Prevention & Containment (1 week) Date of Birth- Deep Sea Member • Lakes Member • Inland Waters Member • Pacific • If the following information is not filled out completely your applica­ tion will not be processed. Home Port The Adult Education courses of Adult Basic Education (ABE), High School Equivalency (GED) and English As A Second Language (ESL) are six weeks in length. Check-In Completion Course Date Date April 14 High School Equivalency (GED) March 5 June 9 AprU 30 Adult Basic Education (ABE) March 5 AprU 13 June 8 AprU 30 June 8 English as a Second Language (ESL) April 30 May 11 ABE/ESL Lifeboat Preparation Course AprU 23 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes, Developmental Studies March 12 March 16 Firefighting: • Yes (Street) (State) 1990 AduH Sducation Schedule Date Available for training (Middle) (First) Address- Completion Date April 27 April 13 July 6 April 27 Julys June 8 All students in the Engine Department will have a two-week Sealift Familiarization class at the end of their regular course. • Yes Upgrading Applitalion Name. Check'In Date March 19 March 5 April 16 March 19 May 14 May 14 Course Fireman/Watertender and Oiler Pumproom Maintenance & Operations Marine Electronics Technician Electro-Hydraulics Marine Electrical Maintenance Diesel Engine Technology Do you hold the U.S. Coast Guard Life Boatman Endorsement: SEAFARERS HARRY LUNDEBERG SCHOOL OF SEAMANSHIP "v; inglne Upgrading Courses DECK • AB/Sealift • 1st Class Pilot • Third Mate • Radar Observer Unlimited • Master Inspected Towing Vessel • Towboat Operator Inland • Celestial Navigation • Simulator Course ENGINE • FOWT • QMED—Any Rating • Variable Speed DC Drive Systems (Marine Electronics) • Marine Electrical Maintenance • Pumproom Maiiitenance & Operation • Refrigeration Systems Maintenance & Operation • Diesel Engine Technology Q Assistant Engineer/Chief Engineer Motor Vessel ^ Q Original 3rd Engineer Steam or Motor • Refrigerated Containers Advanced Maintenance • Electro-Hydraulic Systems Q Automation • Hydraulics • Marine Electronics Technician STEWARD • Assistant Cook Utility • Cook and Baker • Chief Cook • Chief Steward • Towboat Inland Cook ALL DEPARTMENTS • Welding • Lifeboatman (Must be taken with another course) ADULT EDUCATION DEPARTMENT • Adult Basic Education (ABE) Q High School Equivalency Program (GED) • Developmental Studies (DVS) • English as a Second Language (ESL) • ABE/ESL Lifeboat Preparation COLLEGE PROGRAM Q Associates in Arts Degree • Certificate Programs No transporUtion will be paid unless you present original receipts and successfully complete the cimrse. RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center. Piney Point. MD. 20674 2A90 �SOFARERSm wiil"-•'••••• SEAEHMEMCS •A- ffm. i;ik • •:/, W: V "'AH'-'- • ;4 U,S.-Paiiainanian Tensid^ fid Ifpt Seafarers and their children who have the qualifications and who are thinking about continuing their education at the college level can apply now for the union's 1990 scholarship program. The union scholarships are designed to ease the finan­ cial burden of college for SIU members and their families. In 1990, six awards will be granted, four to children of Sea­ farers and two to ac­ tive SIU members. Scholarship pro­ gram application forms are available now. Accompanying the forms is detailed in­ formation on how to apply for the program and eligibility requirements. The scholarship materials are Mail to the: available at any SIU union hall. SIU Scholarship Program In addition, prospective appli­ Seafarers Welfare Plan cants can request a copy by filling 5201 Auth Way in and mailing the request form Camp Springs, MD 20746 below. Scholarship Program For Members and Their Dependents The Overseas Ohio continued to sail between the Gulf Coast and Panama despite the verbal and armed conflicts between the Cen­ tral American country and the U.S. last December. Crewmembers told Steve Ruiz, SIU port representative in Hous­ ton, they had not faced any prob­ lems when the tanker docked in Panama. In fact, everything ran smoothly, Ruiz was told. Ruiz visited the Maritime Over­ seas vessel when it paid off at the Sun Oil dock in Lake Charles, LA last month. fcr ft.,; !. !tiy •A 'i kl ^The galley gang Is ready to serve a hungry crew after the Overseas Ohio arrives In Louisiana. From the left In bottom photo are Stew­ ard Baker Earl Gray, Chief Cook Scott Opsahl and Steward Assist­ ant Louis LIghtfoot Jr. '•£y^ Please send me the 1990 SIU Scholarship Program booklet which contains eligibility information, procedures for applying and the application form. Name Book Number Address City, State, Zip Code Telephone Number This application is for Apfril 15, 1990 is the submission deadline for scholarship program applications. HAS ANYONE SEEN THIS CHttD? prosecution warrant issued against him by the FBI in August 1985. Cammalleri has been known to use the alias Leonard Camaleii. He is a 38-year-old, medium-sized man with an olive complexion. Like others who have chosen this path, Cammalleri will have to lead a life of lies and deceptions. The National Center believes Cammalleri will try to purchase a new identity on the black market. Able Seamen (from the left) Julio Sequeira, James Waldrop and Clemente Rocha Jr. relax after docking the Overseas OhIO In Lake Charles, LA. I Leonard Joseph Canunalleri i.: ''I'." •: ?!>• ii (self) (dependent) i 1 education? February 1990 Volume 52, Number 2 S'' . 'f '^•; V.' Leonard Joseph Canunalleri was only 10 months old when he was abducted from Stamford, CT by his non-custodial father, Leonard Alfred Cammalleri Sr., reports the National Center for Missing and Exploited Children. Cammalleri, like many other parents who de­ cide to take the law into their own hands, was forced to go into hiding after he failed to respond to a ANYONE HAVING INFORMATION SHOULD CONTACT The National Center for Missing and Exploited Children 1-800-843-5678 OR FBI Bridgeport (Connecticut) Missing Persons Unit 1-203-333-3512 OR Yonr Local FBI Offira • •- � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1990-1999 Description An account of the resource Volumes LII-LXI Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1990 Description An account of the resource Headlines: CREW OF LNG GEMINI RESCUES 18 CONGRESS TO TAKE UP KEY SHIPPING ISSUES NO AGREEMENT YET ON US-USSR SHIP PACT SIU CHARGES SCAM TO BEAT CABOTAGE MARAD RESISTS EFFORT TO BREACH JONES ACT OIL SPILL BILL BEFORE CONGRESS GOV'T SERVICES MEMBERS ON USNS NAVAJO HAVE DECADES OF SAILING EXPERIENCE COAST GUARD DEFERS PRE-JOB DRUG TEST SIU SEES NO NEED FOR A CHANGE IN EXISTING ALCOHOL ABUSE REGULATIONS MINE WORKER STRIKE ENDS SEAFARERS: THE CENSUS WANTS TO COUNT YOU IN 1990 SURVEY AB PAUL DUDNIKOV RETURNS TO USSR AFTER DEFECTING EIGHTEEN YEARS AGO NAMESAKE OF SIU-CREWED SHIP DIES AUTO WORKER HITS 35 MIL. LOTTERY BALLARD BROWNING LOOKS TO RETIREMENT U.S.-PANAMANIAN TENSIONS DID NOT AFFECT OVERSAES OHIO CREWMEMBERS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1990 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 52, No. 2 1990 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/a581d8920899c9b8d5f93b801ab0728d.PDF 79811d6442a2cff7d466354424da12a9 PDF Text Text Seafyrers Reflect on Desert Stonn Run • Vr '- • SEAXAMCEKS ['• 'I- 'Mt-'y 3• " February 1991 volume 53, Number 2 - --f. , . y.'.. 'Mr''-' y-.-; .;^v- • AT&T Signs 4-Ship Pad '3:cc c>o C'iC/5 rj-< iC-is: "• -H/>.4,C_ mod) a-i< Two New Vessels Join Cable Fle( L:- -.•r-'-- The new AT&T cable ship, the Global Link, will be crewed by members of the Seafarers International Union. :-«l .S.'y.i»5>«yy The AmeriGan flag will be flying on two new AT&T cable-laying ships in addition to those currently operated by the company— the Charles L. Brown and the Long Lines. All of the telecommunications company's vessels will be used to compete in the international fiber-optic .• submarine cable-layii business, A contract covering t hours, wages and workij ^ conditions for Seafar^ working aboard the t new vessels and, ^ extension, the two shi currently operating in 1 trades was signed by AT&T and the SID late last month. •. Page 3 A Euro Flag What Does It Mean? ,, , AV.tf• • SPAIN UNITED KINGDOM: As the 12 nations of the European Community hurtle toward a single unified market in 1992, indications are a single European shipping flag and policy will be instituted The possibility of a single European shipping entity wouldpose grave problemsfor the U.S. maritime industry. Page 7. INSIDE Foreign Seamen Balk 1990 Tax Information; U.S. Shipping Girds At Entering War Zone Tips on State Fiiings For Trade Pact Fight Mariners, many of whom are from na­ tions involved in the allied war effort, who are sailing aboard a number of foreign-flag vessels carrying military cargo to the Persian Gulf have jumped ship rather than sail into the area of conflict, indicate newspaper accounts from throughout the world. —- foge 4 With the April 15 tax-filing deadline looming in the near future, the Seafarers LOG presents in this issue a four-page supplement filled with tips for preparing tax fprms. Special attention has been paid to IRS rules for submitting exten­ sion requests and state tax-filing infor­ mation is provided. ^ - Spedol Suppjemeiit The SlU and other U.S.-flag shipping interests will be monitoring the upcoming bilateral trade negotiations between the governments of the United States and Mexico to ensure that the pact does not include marine transport services. The trade talks are scheduled to take place this spring. Poge2 ''-T. • • ;'t- .Ol.'' ^ ^.n- • • , -'A- i .- .1 �l^al' •.^-•V-'^' '•.• v./'v mtutm LOG r": V •vf,. J - >- •-:.••"• j •:"• ' "'-''u •'. • .-i • •'• '• President's Report Another Potential Battle Looms For U.S. Shipping in Mexioan Talks '.', ' ' . In Pursuit of Workers'Welfare •'" ">•' \AM: &'• -'• '•> • '-•; '• W&IM • -<'•;( • • Scholarship Note 0'f-l I would like to urgently remind all Seafarers and their dependents who might be eligible to apply for the scholarships available to SIU members and their children. Since the Seafarers Scholarship Program was insti­ tuted in 1952, 184 SIU members and their children have been awarded fi­ nancial stipends to pursue higher education. April 15 is the deadline for applying for this year's scholarship awards that will go to two Seafarers and four children of SIU members. Details are available at all Seafarers union halls, or by writing to the SIU Scholar­ ship Program, Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, Maryland 20746. •ii". ••.' '-••J.'.' . 1,1- ,••-'{ ^ . ^ .• - Jr-:-.Vv:--:- Volume 53, Number 2 •>•• • ''i' ¥1 K':- S ,:•'./• • Communications Department Director and Editor, Jessica Smith; Associate Editors, Daniel Duncan, Max Hall and Tim Liszewski; Associate Editor/Production, Deborah Greene, Art Director, Bill Brower. •-• .'• The SIU will be monitoring the up­ coming bilateral trade negotiations with Mexico to ensure that U.S. ship­ ping interests are not forsaken in |he American government's desire to nail down a trade treaty with the neighbor­ ing country. The administration currently is seeking authority from Congress to engage in bilateral trade talks with Mexico, a parallel process to the nego­ tiations that took place five years ago when the U.S. government entered into a pact with Canada. Industry Protected During the U.S./Canada Free Trade Agreement talks, the SIU vigorously worked with congressional allies to have maritimeomitted from the treaty. Excluding shipping from the pact as­ sured the industry that existing and future government protections of U.S. shipping and maritime promotional programs would remain intapt and could be expanded. A trade agreement with Mexico that includes a maritime section has the potential for wreaking havoc on the U.S. shipping sector. In particular danger of being wiped out in any U.S./Mexico trade talks is the Jones Act, which ensures that domestic water routes will be reserved to U.S.flag vessels operated by Americanowned companies and crewed by American mariners. Given the prox­ imity of Mexico and the deplorable economic conditions its citizens face, any opening in U.S. cabotage laws would, be seen as a big source of po­ tential jobs for Mexican workers. Discussions between the United States and Mexico are scheduled to begin soon. Protecting the jobs of American seamen and defending the U.S. shipping industry during the talks will be a number one priority for the SIU in 1991. GATT World Trade Talks Bogged Down; Water Transport Appears Safe for How Chances of reviving the current round of the world's General Agree­ ment on Trade and Tariffs (GATT) appear to be getting slimmer as a March 1 deadline imposed by the U.S. Congress gets closer. The SIU has been monitoring the talks to make sure that maritime is not included in a final settlement. The Jones Act, which limits domestic com­ merce to vessels built in the U.S. oper­ ating under a U.S. flag and crewed by American seamen, would be in jeop­ ardy if maritime is included. A major­ ity of the Senate and more than 150 House members in the last Congress urged the U.S. Trade Representative to exclude maritime from the trade talks. The trade talks,, which began in 1986 and collapsed in December 1990, were called to amend the GATT process and to expand it to include services and agriculture. Such items as agriculture, telecommunications, fi­ nancial services and transportation were to be included in the proposed pact. Previous agreements only cov­ ered manufactured goods. The talks reached an impasse when an agreement on agricultural subsidies could not be reached among several European nations, Japan and South Korea. More than 100 nations had been involved in the negotiations. Should no agreement be reached by March 1, congressmen and senators have said they will not support an ex­ tension of the fast-track process to ap­ prove GATT. This procedure would limit the legislators to only a yes or no vote on the final pact. Without it, amendments could be debated and added, thus slowing down or killing the whole agreement. ATTENTION SEAFARERS A Seafarer or his or her dependents interested in pursuing higher educational opportunities should apply for an SIU scholarship. Applications are due April 15. Pick up an information kit and an application form at any SIU hall, or see page 16 of this issue of the LOG. February 1991 The Seafarers LOG (ISSN 0160-2047>) is published monthly by the Seafarers International Union; Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO; 5201 Auth Way; Camp Springs, MD 20746. Telephone (301) 899-0675. Second-class postage paid at MSC Prince Georges, MD 20790-9998 and at additional mailing of­ fices. POSTMASTER: Send address changes to the Seafar­ ers LOG, 5201 Auth Way, Camp Springs, MD 20746. !r. 5--,>•• 'i When the Executive Board of the AFL-CIO Maritime Trades Depart­ ment holds its two-day meeting this month, representatives of the affili­ ated unions will face an agenda loaded with a wide range of issues critical to America's working men and women and their families. As the membership is aware, the MTD is an APT.-CIO department in which there are 43 national and international union affiliates working to­ gether to promote the interests of their members, many of whom are employed in the maritime industry and re­ lated sectors. The MTD, in addition to maintaining an active operation in the nation's capital, also operates a network of local port councils which provide and coor­ dinate support in behalf of member unions who request assistance. It is anticipated that decisions will be made and acMichael tions planned at the MTD meeting this month that will Sacco attempt to deal positively with many of the matters fac­ ing working Americans and their families. Some will call for legislative action, some will require attention by the executive branch of government, others will have to be dealt with through the col­ lective bargaining process. One thing is gertain: there is no shortage of challenges facing this na­ tion, and, thus, the union movement. The greatest one, of course, is the di­ abolical conduct of one man who has threatened the world with violence and instability—Hussein of Iraq. Fortunately, history is not repeating it­ self. Unlike the situation in the 1930s, when the world was intimidated into appeasement of that other madman, Adolf Hitler, today, the commu­ nity of nations, led by the United States, has acted promptly to effec­ tively halt Hussein in his tracks. Courageous Military Personnel But as the fighting goes on in the Persian Gulf and the military men and women at the front are performing with such great skill and courage, the home front features an array of problems, any one of which by itself would be a handful in normal times. Just look them over: • The so-called S&L crisis, for which the American people must ante up billions of dollars to make up for the bank failures that have been breaking out across the land. • The almost uncontrollable mounting costs of health care that have threatened the ability of many plans and insurance companies to continue to pay out hospital and medical costs for their constituents. • The continuing export of American jobs and the consequent loss of available trained, skilled manpower. • The continuing and expanding trade and balance of payment defi­ cits that are draining the nation's resources, endangering its posi­ tion as the leading force in the world, and causing increasing unemployment of skilled workers. • The problems of the disintegrating cities, poor quality education, the drug and AIDS crises and more. No one feels the brunt of these pressing problems like the working men and women of this country. And no one will speak out in their be­ half like the trade union movement. That is why the positions and programs that are adopted by the Mari­ time Trades Department Executive Board and those of the AIT.-CIO Ex­ ecutive Council which will follow, are so import^t to the welfare of the worker. Emphasis Is on Service As part of the union's continuous program to provide the highest quality of service to its membership, SIU Secretary-Treasurer John Fay (standing, second from left) and Executive Vice President Joseph Sacco (standing, third from left) are conducting regional meetings with SIU officials. Pictured above are the participants of the Atlantic Coast regional meeting. From left are: (seated) Assistant Vice President Dave Heindel, New York Port Agent Kermett Mangram, Norfolk Port Agent Mike Paladino, Baltimore Port Agent Nick Kratsas; (standing) Santurce Port Agent Angel Hernandez, Fay, Sacco, Vice President Atlantic Coast Jack Caffey, Assistant Vice President George Ripoll, New Bedford Port Agent Henri Francois and Representative Carl Peth. �J; m FEBRUARY 1991 New Ships to Operate Under the U.S. Flag {•''- j; AT&T, SlU Ink 5-Year Labor Pact M The American flag will be flying on the Global Link and the Global Sentinel, AT&T's new cablelaying ships, and the vessels will be manned by American crewmembers. The decision to keep the AT&T fleet operating under The cable ship Long Lines at its dock in Baltimore. The vessel is one of four AT&T ships that are or will be engaged in the submarine cable-laying trades. Seafarers man both the Long Lines arid the Charles L. Brown and will crew the company's new ships, the Global Link and the Global Sentinel, soon. Maritmw Pm^ams Suffer tn 19SZ Fedend fidget From the standpoint of a Sea­ farer and his or her family, the federal government's staggering $1.45 trillion budget for the up­ coming fiscal year offers little in the way of support for U.S. ship­ ping. In the fiscal year 1992 budget submitted by President George Bush to Congress earlier this month, maritime programs and agencies took a back seat to the nation's infrastructure. The Department of Transpor­ tation budget included funding in­ creases for roadway, bridge and railway construction and mainte­ nance as well as airline safety personnel while most maritime agencies barely kept pace with inflation and other cost factors. The Maritime Administration suffered a loss of $3 million to $555 million in the budget which would be implemented October 1 if it is approved by Congress. The MarAd budget included $225 million for the Ready Reserve Force. Of that amount, $117 mil­ lion will be used to provide main­ tenance for the 96 vessels already in the fleet with the remainder being used to help increase the force to 142 ships by 1994. The Coast Guard was the only maritime agency to receive a sig­ nificant budget increase. The $284 mijlion hike to $3.6 billion was earmarked to pay for an additional 1,252 people who will help enforce the 1990 Oil Pollution Act. Both branches of Congress will hold hearings on the proposed budget and may make changes in the amount of money to be spent. The House of Representatives and Senate must pass a final budget resolution which the president has to sign before the start of Fy 1992 in October. NMU Rank-and-File Wonder Who's in Charge of Union In the absence of any clear pres­ entation of a status of the orga­ nization following the routing of all the top officials in the licensed division of District I Marine En­ gineers Beneficial Association/ National Maritime Union, seamen aboard NMU-manned vessels-have been subjected to a rumor mill creating confusion. NMU members are asking themselves and each other who really is in charge of their union. Waterfront observers report that the unlicensed seamen of the socalled merged union are getting very little assistance in answering this question from officials be­ cause the lines of communication seem to be frayed. Adding to the confusion is the sudden retirement announcement of District 1 Executive Vice Pres­ ident Shannon Wall, who served as president of the NMU prior to what some observers have char­ acterized as the takeover ofThe union by the licensed officers. Press accounts indicate Wall had been asked to give up the post in order to run a newly-formed organiza­ tion representing foreign seamen. In waterfront spots frequented by American seamen, discussions among NMU members continued to center on the nature of the merger agreement with MEBA and the manner in which it doomed unlicensed seamen to a form of "second class citizenship" within the organization. At one such location a heated discussion revealed anger over the fact that "nobody is considering us." It is no secret among these NMU seamen that they feel their interests were subordinated to those of a handful of officers who reportedly were motivated by a desire to acquire substantial sev­ erance pay arrangements, accord­ ing to waterfront observers. the American banner was reported late last month in conjunction with an announcement that a collective bargaining agreement had been reached between the giant tele­ communications company and the Seafarers International Union. The five-year labor pact covers hours, wages and working condi­ tions of unlicensed seamen sailing on the two new ships and, by extension, the Charles L. Brown arid the Long Lines, the two American Telephone & Telegraph Company (AT&T) vessels already operating in the cable-laying trades. Although AT&T's subsidiary. Transoceanic Cable Ship Com­ pany, with which the SIU has had an exemplary labor/management relationship for more than 30 years, had negotiated with the union last summer on manning levels for the two new ships, this fall rumors began to surface that the enter­ prise was considering abandoning the U.S. flag to operate the Global Link and Global Sentinel under a foreign registry. Globally Competitive In announcing the decision to maintain the AT&T fleet under the American flag, AT&T Submarine Systems President William Carter explained why the company had looked into the foreign flag option. "In recent years it has become apparent that AT&T had to inves­ tigate all options to keep its sub­ marine systems business globally competitive. Hence, with the con­ struction in Singapore of two new AT&T ships, we examined care­ fully any competitive advantage that could be gained through for­ eign flagging," Carter said. "We concluded from our over­ all evaluation to continue staffing our ships with the U.S. maritime unions that have served us to date and we have secured their com­ mitment to continue to pursue ways to insure AT&T's competitive success," said the AT&T official. SIU President Michael Sacco said he was "extremely pleased" with the new agreement and AT&T's decision to retain the U.S. flag on all of its cable-laying ships. He said, "We applaud AT&T for a decision which signals a com­ mitment to keeping a U.S.-flag capability on the high seas, an action we regard as of enormous importance to the nation and to the American people, as well as to the seamen who are employed aboard the company's ships." Support for U.S. Flag AT&T's interest in a foreignflag option drew wide-spread conContinued on page 9 Deliveiy of Goods Continues Despite Outbreak of Guff War As of February 4, the U.S. gov­ ernment had sent 5 billion pounds of dry cargo and 8.6 billion pounds of fuel by ship, many of them erewed by Seafarers, to the allied armed forces stationed in the Per­ sian Gulf. Converted into short tons, the logistical supply line has transferred 2.5 million short tons See page 5 for reports from Sea­ farers on the gulf run. of dry cargo and 4.3 million short tons of fuel to the gulf since the United States began its military deployment last August. "The outbreak of hostilities has not significantly altered the smooth delivery operation of military ma­ terial to the gulf; an effort coor­ dinated under the auspices of the Military Sealift Command (MSC). To date, the MSC's sealift pro­ gram in Operation Desert Shield and Operation Desert Storm has involved 232 ships. Of these ves­ sels, the majority have been U.S.flag ships, including the eight fast sealift ships, the 21 prepositioning vessels, six ships on long-term charter to the agency, 27 of 40 tankers, 20 of 99 charters, two marine aviation support vessels, two hospital ships and 54 vessels in operational status from the gov­ ernment's Ready Reserve Force. SIU members are manning many of these vessels. In addition, SIU crews are aboard liner ships that are delivering containerized cargo to the gulf. Seafarers in the SIU's Govern­ ment Services Division are also serving in Operation Desert Storm. The union's Government Services Division, formerly known as the Military Sealift Transport Union (MSTU), crew vessels in the MSC Pacific fleet. NOTICE TO FAMILIES OF MERCHANT SEAMEN The Military Sealift Command (MSC), the Department of Defense agency responsible for coordinat­ ing the delivery of supplies by ships to the Persian Gulf-stationed Armed Forces, has instituted a telephone center for families of merchant sea­ men who are seeking information on their kin. The MSC special telephone number is (202) 433-0332. III Hr -1 • '• - •- V- •? • •, t\: 1 -M J:, f " I:" Vi •L';" N' *• �SEAFARERS LOG Foreign Crews Balk at Persian Gulf Run I^ As the progression of the Persian Gulf war unfoldss, an aspect of. history is repeating itself. According to press reports, on several occasions, foreign seamen have refused to sail on ships assigned to carry American military cargo to the area of conflict. Moreover, one article says foreign crewmembers have unloaded military cargo destined for Saudi Arabia at ports outside of the Persian Gulf, thereby delaying the delivery of supplies. The dependability of foreign mariners charged with the responsibility of getting vital military materiel to an area of hostilities has long been questioned by proponents of a strong American-flag merchant fleet. The proponents also have noted that a viable U.S.-flag fleet with sufficient American seamen to crew the ships is an integral component of any national defense strategy. T'- •' '- • '- SIU President Michael Sacco, appearing before the Senate Merchant Marine Subcommittee during hearings on America's sealift capability held in July of 1989, said the accelerated decline of the American-flag , fleet was creating a "worsening shortage of skilled manpower to build, repair and operate merchant vessels." "When our boys overseas look for the equipment they need to defend their lives and freedom, it will be too late to put out 'help wanted' notices," Sacco warned during those hearings. Seamen from Allied Nations According to the press accounts, seamen from many nations have been involved in the incidents of foreign mariners balking at a Persian Gulf run — including individuals from countries that are part of the allied effort. Seamen from Germany, Japan, India, Spain and Bang­ ladesh are among those who have left their gulf- assigned ships. 'i"%p '. ••''• Vi -''V Two incidents, as reported in the press, occurred before the outbreak of hostilities. But since the war broke out in January, there have been more articles outlining the actions of skittish foreign seamen. What follows are excerpts from accounts reported in the press on foreign seamen refusing to sail on ships bound for the gulf: Reuters; August 31, 1990; Japanese Ship Owners, Union, Leery of Gulf Transport Callup M§W: "Japanese shipowners are taking their time sighing up after a transport recruiting drive launched by their government as part of a Persian Gulf aid package, industry sources said Friday. . . Industry leaders have said they would cooperate on condition that their craft be used only for non-military purposes." "There are two main problems, industry sources said. The first is that the government wants participants to include increasingly scarce Japanese-registered ships. The second is that the All Japanese Sea­ men's Union, the industry's umbrella labor body, has shown its reluctance to allow its members to be exposed to risk by urging Parliament to clarify the goals of the mission." One Japanese shipping official is quoted in the article as saying, "We understand this plan is vital to diplomacy, but the timing is bad. The shipping market has recovered and ship availability is tight." \ •/ - ^ ^ Lloyd's List; October 10,1990; Iraq-Kuwait Dispute ' "y; Noted as a UPl report from Hamburg on October 8, the piece stated that most of the crewmembers on the Western Gallantry "which is due to deliver aviation fuel in the gulf had to be replaced because they "refused to remain onboard the vessel." .... -'Sr;. A person identified as "a union spokesman" said 13 of the 15 crew had "asked to be taken off the vessel because they considered it too dangerous to sail into the gulf. He said the company originally turned down the request by the German and Spanish crew but eventually gave in because of a clause in the crew's contracts which allows for refusal to carry out high-risk duties. The fuel was loaded in Texas." The Journal of Commerce; January 22, 1991; APL-Hired Ship's Crew Refuses Gulf Orders .•• 5--•.'V.'V.?. -i- jrf • •'•-'VAy-^-.if, ''. "The crew of a foreign-flag feeder vessel chartered by American President Lines Ltd. refused to enter the Persian Gulf las week, prompting the carrier to send in one of its U.S.-flag vessels instead, the Journal of Commerce learned." The Eagle Nova, a feedership that can carry 400 20-foot containers, is registered in Cyprus. "The officers and crew of the vessel refused to enter the gulf because of the threat of war in the region, according to labor and industry sources." "The President Buchanan, a U.S.-flag APL liner ship, was ordered to deliver the needed supplies to Dammam, not one of its regularly scheduled calls. The American crew was issued gas masks and told to watch for 19 mines believed to be adrift in the area, according to a ship telex." Sea-Land Experiences Problems With Crews of Foreign-Flag Ships ^—== I la the Gi ^ I r<>nfiiCnm'FmnSb»l BuHArwjiy J j MM WBBdll I Fwefgn Merchant Crew Balks at Gulf |^wiggg!g,""kJ •:' •*-' • Ezrg2E3 aflPANESE SHIP OWNERS, UNION, LEERY OF GULF TRANSPORT CALLUP ,_r.- £ ir- . • FORBaN VESSEL'S REFUSAL TO ENTER OULF SHOWSNEED FOR STBONOMERCHANT MARIN^ III 1 • «^ •j —iriil.or'KrtI:si}m maMi •i'Mmsm Headlines from press accounts of skittish foreign seamen are compiled above. The Journal of Commerce; January 24, 1991; Indian Air, Ship Crews Refuse Duty in the Gulf "The government is facing a mutiny of sorts, with crews of Shipping Corp. of India and pilots of Air India, both state owned, refusing to take ships and aircraft to the Persian Gulf war region." The government ordered the Shipping Corp of India "to resume loading oil from Iran." The crews refused to go to the area. "Transport Minister Manubhai Kotadia appealed Wednesday to crews and officers of the shipping line to 'rise to the occasion and bring much-needed crude oil to the country. The bulk of India's oil is transported by the carrier and comes from the Middle East." Wall Street Journal; January 30, 1991; Foreign Crews' Fears Slow Some U.S. Gulf Shipments "Some foreign crews of ships carrying U.S. military cargo are refusing to sail into the Persian Gulf, causing shippers to turn increasingly to vessels manned by U.S. citizens." "So far, industry executives count a half-dozen examples of delays to U.S. military cargo in the past two weeks caused by foreign crews' unwillingness to sail to northern Persian Gulf ports." The article references the Eagle Nova case and quotes George Hayashi, president of American President's shipping subsidiary. Hayashi explained that the German master of the Eagle Nova "didn't want to endanger the lives of the crew and be an object of the shooting." "Lykes Bros. Steamship Co., New Orleans, said foreign crews on several occasions have unloaded U.S. military cargo bound for Saudi Arabia at ports outside the Persian Gulf, delaying the shipments by a couple of days." 4 j/ Daily Shipping News; February 1, 1991; Freighter Crew Refuses MSC Gulf Area Trip Datelined London and taken off the KRFITNT wire, the paper reported that 30 crewmembers of the Banglar Mamata, a Bangladesh freighter, "jumped ship at San Francisco to avoid sailing to the Persian Gulf, according to Lloyd's Intelligence." MSC chartered the 15,877 dwt vessel to take supplies to the Persian Gulf. The article reported that the vessel was laying idle until a replacement crew could be found. 4 4 The Journal of Commerce; February 1, 1991; Sea-Land Experiences Problems wUh Crews of Foreign-Flag Ships A Sea-Land official confirmed the dompany "has encountered problems in getting foreign nationals to crew cargo ships entering the Persian Gulf war zone." Sea-Land Service Inc., Edison, N.J., experienced an incident in January when the crew of a foreign-flag ship carrying military cargo balked at entering the gulf just as hostilities became imminent." Outside sources said one problem encountered by Sea-Land in­ volved Japanese officers aboard a containership that normally travels from Europe to the Persian Gulf and Asia. This service, operated by Sea-Land in conjunction with Swiss shipping company Norasia Ltd., uses no U.S.-flag vessels." According to reliable sources, the Japanese officers aboard one vessel refused to take the ship into the gulf acting under a directive from the All Japan Seamens Union , a labor group that has also instructed Japanese tanker officers to avoid the gulf." •m �FEBklUm J99I With Seafarers on the Persian Gulf Run SlU Crew Is Somber but Determined SIU crewmembers aboard the USNS Regulus who were in the Persian Gulf when war broke out last month met the situation calmly by drawing upon previous wartime experiences, shipboard skills ac­ quired through extensive training and years of sailing, and a sense of duty to their country and its armed forces. The USNS Regulus is one of the military's eight fast sealift ships, former Sea-Land containerships that were purchased and converted to a state of military usefulness by the U.S. Department of Defense between 1984 and 1986. The SlU-crewed ships can at­ tain speeds of up to 33 knots at full load and together are capable of transporting a full Army mecha­ nized division. During Operation Desert Shield and Operation Des­ ert Storm, the ships have carried Army tanks, artillery and other heavy equipment to the Middle East. One of those ships, the USNS Regulus, just returned to Jackson­ ville, Fla. after being docked in the Persian Gulf hours after the war with Iraq began. 'Did the Job' Bosun George Wilson was one of several Vietnam veterans serv­ ing aboard the Bay Tankers civilian-crewed cargo ship. "When we heard the news that the war was on, we noticed the radar screen looked like a beehive with all that activity. I guess they carried a sting with them." The 47-year-old, who had sailed with the SIU's Government Ser­ vices Division before joining the SIU's Atlantic, Gulf, Lakes and Inland Waters District three years ago, said there was no fear or real concern among the USNS Regulus crew. "We knew we had a job to do and we did it. There is a lot of common sense and knowledge if--; I among these guys. Everything on here since the beginning of the op­ eration [in August] has gone with­ out a hitch." Wilson was aboard several ves­ sels that were either hit by missiles or collided with other vessels in the waters around Vietnam. Although the Regulus was in port for two missile attack wamings, he said he was never afraid that the ship would be hit. However, he donned his gas mask and equipment like the other members onboard. Junior Engineer Donald Davis coined the ship's motto, "Piece of cake." To Davis, a former Marine who served three tours in Vietnam, the whole trip to the Middle East and back was "another day in a war zone." Davis started sailing in 1971, but had come ashore for nine years until the call from Operation Des­ ert Shield became too great. "This was the straw that broke the camel's back. I had missed the sea, but I came ashore for my wife." Wife Supports Volunteering Once the buiIdup began, Davis' wife, Jeanette, agreed that he should do something to help. She had served in Vietnam as an Army clerk. "My wife is all for this. She understands and I'm happy to be back out here." Many of the crewmembers did not have to wait for Armed Ser­ vices Radio to tell them the war was on as they approached the Saudi shore. Captain Mark Sliwoski noted the gulf was "deathly quiet" as the Regulus entered. "Usually there is a lot of gibberish on the radios. That night, there was nothing and there were no fishing boats out." AB Bud Roper remembered the time was around 3 a.m. on Jan­ uary 17 [Saudi time] when he and others, saw 70 to 80 bombers fly •• OMU Dan Wagner fleft), who sails out of Philadelphia, and Wiper Angel Rivera place cooling tubes into the evaporator. •-• i--> overhead. "We knew something was on. The events of that evening made him remember when he sailed dur­ ing the Vietnam conflict. "We used to sit in DaNang harbor loaded with ammo while the enemy was lobbing mortars over us onto the airfield." OMU Dan Wagner recalled the crew was ready for the fighting to begin. Noting the air strikes, he •rfT.. 'J-' lu V f•> Junior Engineer Donald Davis checks the control boards in the engineroom. m #1 • Checking out the lines on the deck of the USNS Regulus are, from the left, ABs Robert Delaware, Darrell Rivera and Bud Roper. said, "We saw that first wave and knew this was no play day—this was for real. When they came back, we were glad for them." Wagner said the Regulus crew knows it has to continue to deliver the goods for the armed forces in Operation Desert Storm. "We're their supply line. We keep them going." Help Country AB Darrell Rivers of Hawaii admitted he was nervous about sailing into a war zone but over­ came the anxiety because he wanted to help his country's cause. "This is the closest I, as a civilian, can come to being involved. I didn't just want to say I support the troops; I wanted to show it." "Neat!" was the reaction of OS Scott Kreger, when asked about his first voyage as a merchant sea­ man. Kreger's run on the USNS Regulus was his first as a mariner having just graduated from the Lundeberg School. "I was glad to be over there doing my part of the job. When I went to Piney Point, none of this was going on. Then all this. I got psyched up for it." Kreger received the praise of Bosun Wilson for his work on his first-ever voyage. "He probably doesn't know just how much he has leamed since coming aboard," Wilson said. "He was really deter­ mined to come on here and work and leam." One of the crewmembers who gave up time ashore to help during the military buildup and now dur­ ing the war effort was Chief Stew­ ard George Quinn. The 31-year veteran SIU member decided to hold off attending the winter stew­ ard recertification class, to which he had been admitted, to stay aboard the Regulus. "I figured staying on and shipping during this time would be more beneficial to my country and union than attend­ ing the class." Quinn's daughter won an SIU scholarship last year and she is now attending Tulane University. "For all the years that I have been going to sea, that was icing on the cake when that daughter of mine became a scholarship winner." Like other crewmembers, Quinn said he felt no fear entering the gulf waters. The Vietnam draftee said, "Being around Viet­ nam tends to make you more com­ fortable entering this situation." Perhaps the most unique ap­ proach to dealing with arriving in a war zone the day the shooting started came from AB Robert Del­ aware: "When my grandchildren come to me and say they studied Desert Storm in school, I'll be able to put them on my knees and tell them I was there when it began," Ik i\ Steward Assistant Tim Robinson, who sails out of Jacksonville, stacks the newly delivered stores. .'••5 , •• ••:'•>•'•'yifr. 'mSm This was the first voyage as a merchant seaman for OS Scott Kreger, who uses the hoist to deliver stores to the galley area. At right, supervising the operation, is Bosun George Wilson, who previously sailed with the SIU's government division. Chief Steward George Quinn, a Viet­ nam vet, reflects on the present situa­ tion in the Persian Gulf. ;:.;Y 'V. •- / iiiiiMi • jc- .• , �mmm •,S?' ,,;j SaFAReKS LOG ;;': . „• •/•^ When it docked January 4, the Charles E. Wilson once again was one of the last Great Lakes fteighters to lay up for the winter. Bosun Mike LaFoille told a reporter for the Seafarers LOG that this had been another good year for the SIU crew onboard. "We really have a great bunch of guys on here," he said. "They make sure we are able to keep running through whatever weather." The Wilson has a tradition of being one of the last ships to seek shelter in winter, according to Algonac Patrolman Andy Goulet. Having sailed aboard the American Steamship Company vessel several times, Goulet relayed one experience involving the ship following an icebreaker in a winter convoy. Part of Winter Convoy ;X'..Vl-,;". ; fs;.' vj":. • ;;•- li"' i-i - I":, ;e ;,: "Being one of the last to lay up, we were still sailing when the St. Mary's River (between Lakes Superior and Huron) was switched to one-way traf­ fic," he recalled. "We got stuck for a couple of days. Bosun Mike La Follle (left) and AB Bob Hedine talk with Duluth Port RepreThen we followed the Buffalo in theconvoy. The path sentative Delores Cheslak before a ship's union meeting, was just wide enough for us to follow and thick enough that there was no way to get out of the path." Despite the bad conditions, the Wilson still made one more trip that winter before tying up, he added. The Wilson usually carries iron ore from Mar­ quette (on Michigan's upper peninsula's Lake Supe­ rior shore) to Trenton (south of Detroit near Lake Erie) or Ashtabula, Ohio (on Lake Erie between Cleveland and Erie, Pa.). The vessel sometimes car__ ___ 'V' ..'V^--' : '• • f''.v 1; V / . /' • ^ ii'T ;.v',"Vi jT?: •r: .:,K-v:§Lis;«4S^;®;, ries coal from Toledo Ohio (on Lake Erie 's western AB Watchman Ron Bochek listens to border) or Superior, Wis. (on Lake Superior s west- adiscussion during a meeting aboard em shore) to Marquette. the Wilson. : AB Watchman Lowell Amundsen joins in at the union meeting held aboard the Charles E. Wilson. Watchman Mike Keoqh lis­ tens (0 a union discussion. Taking care of the pots and pans is the dominion of Porter Roger Flaherty. •. Second Cook Marianne Audette and Steward Jim Budnick prepare the salad bar for the Wilson's crew. \- 'r •' Bosun Bill Mulcahy (left) and Deckhand Michael Wikaryasz are pictured in front of the Christmas tree they decorated aboard the MV St. Clair. Both members told the Seafarers LOG the galley gang prepared excellent holiday meals for the crew of the American Steamship Company vessel. SIU Members Escort USS Lexington i' 1«"i.. • r ' • • • J--V ^,- When the USS Lexington gets orders to set sail or retum to port, SIU members for Admiral Towing also get a call to duty. Six tugboats and their crews are assigned the responsibility of escorting the Lex­ ington into and out of her anchor­ age at the Pehsacola (Fla.) Naval Air Station. The Lexington serves as a training vessel for Navy pilots learning how to fly off and land on aircraft carriers. 30-minute Standby The SIU members who sail aboard Admiral tugs have to be ready for action at any time, ac­ cording to Mobile (Ala.) Port Agent Dave Carter. 'They are on 30-minute standby, 24 hours a day," he said. When they are not escorting the Lexington through the harbor, the crewmembers keep their boats up and ready to go. The tugs also are used to help dock other vessels at the base. Former Navy Personnel Carter noted most of the SIU members who sail for Admiral are retired Navy personnel. "They are familiar with the procedures within a Navy base and can adapt to fast call-ups. They all live in the Pensacola area because of the nature of their jobs." Admiral Towing is a subsidiary of Great Lakes Towing, an SIUcohtracted company. •iV^..:y;" mimn -ri ': • #;/- i" •.•• Some of the SIU members who escort the Lexington in harbor are (left to right, front row) W.T. Taylor, Pete Popour, Charlie Lester, (middlerow) Joe Mahan, Joe Brown, (back row) John Roberts, E.J. Hargrove and Mike Stawn. • , • " • i .-ii'ifE-i Mobile Port Agent Dave Carter meets with SIU crewmembers for Admiral tugs. From the left are (front row). Carter, Jim Kuzma, John Roberts (middle row) W.T. Taylor, Joe Brown, (back row) Mike Stawn and Charlie Lester. �• • •, • • : •" ';,::;',Y;-' Y:" J,-:"' Continent-Wide Cabotage, Singie Register Among Hems that May Be Adopted The European Community (EC) is vigorously pursuing plans to bolster the shipping fleets of its 12 member nations^—Belgium, Luxembourg, Denmark, France, Germany, Greece, Ireland, Italy, the Netherlands, Portugal, Spain and the United Kingdom. The discussion on shipping dovetails with the EC's intent to have in place a single European-wide market by the end of 1992. Noting the decline in the EC nations' mer­ chant fleets, the European Commission launched a series of proposals in 1989 that have stimulated debate on the needs of the EC shipping com­ munity among shipowners, seamen and their unions and government offlcials. Central to the various suggestions of the European Commission, the executive body charged with initiating and implementing EC policy, is the creation of a single, parallel ship registry—known as EUROS—and the opening up of national coastal trade routes which have been plied exclusively by the vessels of the sarhe country to the fleets of other EC nations. Like the U-S.-flag fleet, the shipping lines based in EC member nations have been expe­ riencing a sharp decline in numbers of vessels and tonnage, with many owners transferring ships to flag of convenience registers or to socalled second registers. (The offshore registers, or second registers, are instituted by developed nations with strong maritime traditions but offer the same kind of goodies peddled by runawayflag operations.) A Lloyd's of London study found the EC in 1989 had only 50 percent of the gro^s tonnage it had in 1980 and 73 percent of the total number of ships. Concern has been expressed through­ out the EC over the plummeting percentage of exports and imports of member nations carried on their own flag vessels. In 1987, Eurostat's publication on transport and communication statistics indicated that German-flag vessels were carrying only 15.4 percent of German trade in 1987. In the same year UK-flag ships carried 21.7 percent of British trade and Italian-flag ships carried 14.9 percent of their commerce. America's Perspective The irony from the American shipping com­ munity's point of view is that the perceived hemorrhaging of the European fleet is a far cry from the substantial losses in vessels operating under the U.S. flag. American-flag carriers in 1987 transported only 3.9 percent of American exports and imports, compared toa 15.2 percent average of transporting their own country's trade by EC nations' fleets. Further, EC countries-with size, wealth and wages comparable to the U.S.—utilize EC vessels for carriage of nearly 40 percent of their world trade. Maritime Administration data indicates that in 1988 the EC nations had a combined total of 3,519 privately-owned ships of 1,000 gross tons or more, while the United States had 444. (Parenthetically, it should be noted that in 1990 the U.S.-flag fleet had 379 active vessels of over 1,000 gross tons.) Proposals Before the EC When the European Commission presented its proposal to the EC's main decision-making body, the Council of Ministers, in August 1989, it noted "only a combination of concerted measures, taken at Community and national levels with the necessary participation and co­ operation of shipowners and seafarers, could have the required positive impact oh the oper­ ation conditions of Community shipping." The Commission's communication, entitled "A future for the Community shipping industry: measures to improve Community shipping," contained four specific proposals. It called for the establishment of an EC ship register that "could contribute to the achievement of the single market in the Community. . . ." The EUROS operation, the Commission proposed, would be a parallel register to existing EC registers and not a substitute. The Commission also recommended a Series of proposals designed to improve the effective­ ness of port state control in. enforcing the application of safety and health and environ­ mental standards by vessels entering EC waters. The third item put forth in the 1989 Commission document attempted to develop a common def­ inition of a Community shipowner. The fourth plan raised by the Commission sought to liberalize cabotage restrictions prac­ ticed by some member nations. The Commission proposed opening up intra-country marine coastal trade routes that previously had been the domain of national-flag vessels to all EC-flag ships. Standing of Debate In December, the EC's transport ministers announced that headway had been made on adopting a Community cabotage policy. A Brit­ ish transport official indicated the agreement reached calls for a two-step approach to the implementation of EC-wide coastal trades. The first phase will open marine routes along the coastal mainland to all ships from EC nations by the end of 1993. Offshore islands are ex­ empted from this provision. For instance, any EC vessel could carry cargo from France to THE EC AND U.S. FLEETS, 1988 Ocean-going Steam & Motor Ships of 1,0W) GT and Over ^(Number;of:Ships). : ' tfountry Total Belgium Denmark France y I F.R. Germany Greece Ireland Italy Netherlands J Portugal Spain Y United Kingdom 63 211 185 376 1,030 32 525 385 50 389 273 92 300 293 27 206 306 23 236 117 Tqtel^ 3,519 1,765 790 444 192 26 United States Freighters 23 Source: Maritime Adininlshaaon.. Repartment of Transportation: Bulk n Tankers 24 . 10 ••y,-.2ll: 1 15 -S 498 '•..bm::: 0 , 83 . .. 15 .•Y 11 63 50 15 56 66 55 , 207 5 225 .. 'f 60 15 .yy 90 • 92 ,' 886^y;;yi 221 The EC is moving toward a continental cabotage policy that will allow the fleets from all member nations access to intra-country marine transport routes. Greece, but would not be eligible to transport goods from the mainland of Greece to any of the Greek islands. The second stage, which would open up all routes in EC waters to EC ships, was not given a date for implementation. Other aspects of the cabotage proposal remain to be ironed out at the Commission level. There is a question as to whether the plan should include a floor of 300 tons or 500 tons. There also is a move by France to develop a procedure for granting exemptions based on strategic and national defense con­ cerns. While no agreement was reached by the transport ministers on a EUROS register, the transport ministers also agreed to the principle of facilitating the transfer of vessels from one EC nation to another and called for the plan to be instituted by January 1992. To prevent run­ down and unsafe ships from being transferred, a country can conduct inspections and refuse to issue a certificate if a vessel poses a serious danger to safety or the environment. Last October, the European Parliament (EP), a body with primarily consultative powers, debated an amended version of the Commis­ sion's four-point proposal released in 1989. The EP's Transport and Tourism committee, prior to reporting to the full parliament on the Com­ mission's shipping plan, considered more than 160 resolutions—an indication of the depth of debate within the Community on the future of its maritime industry. The EP's document calls for a EUROS reg­ ister that provides significant tax breaks to EC shipowners and seafarers and in some cases direct subsidies. The tax plan calls for a lump­ sum payment based on a combination of gross tonnage and the age of the ship. Under the EP proposal, officers on EUROS vessels would be EC nationals and 50 percent of the remaining crew also would be from EC countries, except on passenger ships where ICQ percent of the crew would be from the EC. Europeans Take Sides While the European Parliament's actions do not carry the weight of law and are only taken under consideration by the EC's Council of Ministers in this case, there has been a great deal of debate among European shipowners and shipping unions concerning the various pro­ posals. While many EC shipowners are seeking schemes that parallel the so-called second reg­ isters, European seafaring unions have strongly opposed any efforts to allow 50 percent of the unlicensed crew to be recruited from the ranks of seamen in developing nations. Continued on page 9 ' y .• . ' ' . f • fcjgl)' • �1 iifcHiW IP w-^-r-" 4fr;' •WA': a i- 8 ^'•rr «».'--i7-i,v ' • SBVARfSSlOG '• Electrical Maintenance Class Vital to QMED Training %-"-r 'i '''-4:'' v,r • •' •I'''; The Marine Electrical Mainte­ nance (MEM) class is one of three required courses to upgrade a black gang member's QMED classifica­ tion at the Seafarers Harry Lundeberg School of Seamanship. This course is considered criti­ cal because it gives members vital information they need to advance their electrical knowledge, accord­ ing to instructor Byron Hohrein. The course was included as a re­ quired field of study, along with Pumproom Maintenance and Op­ erations and Refrigeration Systems Maintenance and Operations, last year in a Seafarers Appeals Board ruling pertaining to yearly upgrad­ ing by QMEDs. The MEM class lasts eight weeks and includes classroom and hands-on shop training. Students first learn about tool and electrical >1'^ ft •;•.•/•:• • Upgrader Paul Peterson works On the motor lead to an air conditioning unit. Inspecting electrical panels pripr to connecting loads are (left to right) Tom Doran, Laurence Gilley and John Wc Wong. safety as well as safe work prac­ tices. Next, they study electrical the­ ory and magnetism. Within this session, students leam how electric and magnetic fields are produced and how to work with various elec­ trical and magnetic devices such as multi-meters and meg-ohm meters. A major portion of the eight weeks is spent studying actual equipment such as lighting sys­ tems, motors and motor control­ lers. The upgraders also leam the principles of operation, mainte­ nance procedures, overhaul, instal­ lation and troubleshooting of electrical equipment. The class wraps up with stu­ dents leaming to read schematic diagrams. They use these diagrams to make a sequence chart for the operation of galley and deck equip- Engine department upgraders Robert Hamil (left) and Charles Betz wire ma­ rine receptacles and lights. ment. The charts then can be used to determine the causes of system malfunctions. MEM applicants must hold a QMED Any Rating endorsement or an Electrician endorsement or have equivalent experieiice. Appli­ cants should possess good reading and writing skills and have a math­ ematics background including basic algebra. Good eyesight is a must, sp students should have an eye exam prior to this course if problems are suspected. Appli­ cants can contact the admissions office at the Lundeberg School for more information. Bliackgang upgrader Tom Doran prac­ tices connecting the wires in an air conditioning controller. Work Continues on S-L Explorer After Brief Layup The SlU-crewed Sea-Land Ex­ plorer is back on its round trip voy­ ages from the West Coast of the United States to the far East after a brief layup in Kobe, Japan. Ship's Chairman Ted Tolentino, 62, reported that all is running smoothly aboard the vessel which docks in Long Beach and Oakland, Calif, before sailing to Japan, Tai­ wan, South Korea and Hong Kong on its 42-day round trip. Tolentino, who has been an SIU member since 1966, said he had a great crew with which to work. He praised the work of the deck de­ partment in remodelling the gar­ bage room during the layup. He noted that there were no beefs or problems onboard as the ship was preparing for its December pay­ off. Crewmembers hailed the work and food of the galley gang, headed by Chief Steward William H. Hawkins. He, in tum, thanked the crew for keeping the lounge and mess clean. Hawkins forwarded photo­ graphs taken by AB Freddy Milabo, DEU P. Capito and Cap­ tain R.H. Hemingson to the Seafar­ ers LOG while the ship was in the Japanese port. Dinner is almost ready to be served by Chief Steward William Hawkins (left) and Chief Cook B.L. Mack. The ship's steward department received high praise from fellow shipmates Jor consistently serving good meals. Cfiief Cook B.L. Mack (left) serves a delicious hot meal to Chief Mate D. Dennison. Bosun Ted Tolentino (at bottom left) supervises the work of AB Freddy Milatjo on the lifeboat davit. AB Jabez Pegg adds a coat of primer to the radar mast crosstree of the SeaLand Explorer. �' •—' ••''"r'''.''^^;n '>i r:-;rT: :'•••• y.'."-"yw - x.^~ 'i-t':'n !i';'iji"'i.wj!!.')ip»t!itfy' ^riSi • 1- mi Europe Debates A New Ship Policy Continued from page 7 Unions representing EC seamen have called on the Community to develop a register that provides jobs for European seafarers and to institute measures designed to improve the competitive advan­ tage of EC shipping. Agreement Will Emerge Many who follow the European maritime scene believed the EC would not promulgate a policy of opening up cabotage rights in EC member nations' waters to the shipping fleets of other European countries. Such observers cited the intransigence of Greece and Italy—two nations that were re­ luctant to open up their signiflcant coastal and offshore island trade. But with the actions taken by the EC transport ministers last September, EC-wide cabotage is close to becoming a reality. The Europeans keep proving to the United States and to the world that they are fully capable of ar­ riving at a consensus and an agree­ ment on the most thorny issues. Such was the case in 1986 when the EC adopted its first common European shipping posture— four rules which entered force in 1987 and established a foundation for an EC maritime transport policy and paved the way for direct in­ volvement of the Commission in regulating the industry. The four principles were freedom for all fleets in the EC to provide shipping services between EC na­ tions and third countries, rules en­ suring competition, allowing for re­ lief from unfair practices of foreign carriers—such as rate undercutting and predatory pricing policies—and allowing for coordinated counter measures when EC shipowners are denied access to the shipping busi­ ness in a third country trade. A United Europe The United States, by the end of 1992, will face a united Europe insofar as its economy is con­ cerned. The 12 nations that make up the EC account for over 320 million consumers. The EC is the largest trading partner of the United States. The two-way trade be­ tween the U.S. and the EC in 1988 had a value of $1,612 billion. EC merchant fleets operated 1,765 freighters in 1988, at a time when the U.S. had 192 of the same type of vessels operating under its flag. The numbers for bulk carriers were more frightening. EC fleet accounted for 790 of the world's bulkers. U.S.-flag bulk carriers numbered 26 (today that figure has been reduced to 22). Moreover, in Europe there is a far-reaching debate taking place, fueled by the engine of economic unity, on a variety of measures that would bolster the EC fleet. With America's economic secu­ rity at stake, the federal govern­ ment and private maritime inter­ ests cannot afford to simply watch Europe protect and promote its fleets without faking stock of the condition of U.S. shipping capabil­ ities and implementing programs to ensure equal footing for the Amer­ ican-flag merchant marine in the world's shipping trades. ••' V. Hawaii-Based Seafarers Extend Thanks To Sen. inouye for Support of iiflaritinie Taking time out of their busy upgrading schedule at the union's school, four SIU members who sail from Hawaii took a trip to the nation's capital to meet with Sen­ ator Daniel K. Inouye, the "Aloha" State's senior senator and a long­ time advocate of a strong U.S.flag merchant marine. Gregory "Broyles" Tudor, Marty Josephson, Wigoberto "Wiggle" Reyes and Yvonne De Silva, all steward department SIU members currently enrolled in the Lundeberg School's cook and baker pro­ gram, recognized the importance of Congress and the federal gov­ ernment in protecting the jobs of seafarers. "We know Senator Inouye's ef­ forts have been instrumental in providing job security for mer­ chant mariners," noted Tudor, who also reported that the close to 30year veteran of the Congress seemed "genuinely interested" in the welfare of SIU members. Tudor remarked that it was "a pleasure and an honor to meet onCe again with Senator Inouye. On behalf of each visiting SIU member and the SIU in its en­ tirety, I was able to thank Senator Inouye for his continued support I w •: - i;f SIU member Gregoty "Broyles" Tudor (left) presents Senator Inouye (middle) with a Lundeberg School cap and seabag. Marty Josephson, Yvonne De Silva and Wigoberto Reyes, all cook and baker upgraders, look on.' of American shipping and invite him to visit the union's school." The I '/2-year member of the SIU said the senator responded to the invitation by replying, "The Lun­ deberg School at Piney Point . . . that's my school." Passenger Ships The four upgraders ship on the two U.S.-flag passenger vessels operated by American Hawaii Cruise Lines, the only deep sea cruise ships in the American fleet. The two ships were brought into the passenger trades as a result of legislation enacted by Congress a decade ago. Senator Inouye was instrumental in passing the bill. While the SIU members were in Washington, DC, they took the opportunity to tour the Capitol, making stops at the Senate gallery, the old House and Senate office chambers, the Senate Appropria­ tions Committee chambers and the Supreme Court. Brothers Reyes and Tudor are Oahu residents and Sister DeSilva lives on Hawaii's "Big Island." Entire AT&T Cable Fleet Under U.S. Flag Continued from page 3 cern from members of Congress and patriotic and veterans orga­ nizations. Numerous congress­ men and senators communicated with the company regarding their support for a strong and techno­ logically-advanced U.S.-flag fleet. The elected officials expressed concern over the consequences to America's national security inter­ ests and economic advancement if AT&T's vessels were trans­ ferred to foreign registry. Upon hearing of AT&T's deci­ sion to operate its new cable ships under the U.S. flag. Senator Bar­ bara Mikulski (D-Md.) said, "I commend AT&T for its decision to register two new ships under the U.S. flag. A strong U.S. mer­ chant marine is critical to our nation's security." Advanced Design The Global Link and Global Sentinel feature a bow thruster to help the vessels move sideways and maintain their positions. Each is 479 feet long and 70 feet wide. The first new cable-laying vessel will be in full operation shortly, while the second is due out of the shipyard later this year. The 7,900-deadweight-ton ves­ sels have a full-load draft of 26 feet and can cruise at speeds of up to 15 knots. Each can keep up a speed of 6 to 8 knots while laying the company's fiber-optic cable and a speed of 4 knots when tow­ ing a sea plow and laying cable. Equipped with the most ad­ vanced technology in the field, the two new ships have been built to ensure the productivity, safety and comfort of the crew. The standard safety items of the ships include water-tight transverse bulkheads at various locations, a back-up diesel-driven generator for emer­ gency electrical power, fire-resist­ ant furnishing and four encapsu­ lated lifeboats. AT&T's fleet of cable ships competes with foreign companies operating foreign-flag vessels to build, lay and maintain undersea fiber-optic cables. In the past three years, AT&T's cable-laying ships have spanned the Atlantic, Pacific and Carib­ bean with fiber- optic cable. SIU School's Students Must Have Valid Drag-Free Clearance Tests SIU members who plan to study at the Seafarers Harry Lundeberg School of Seamanship will have to possess a valid drug-free clear­ ance to upgrade or renew a doc­ ument or license at the school as a result of a United States Coast Guard ruling. Augie Tellez, SIU assistant vice president and the union official who has been following closely the federal government's drug testing initiatives, said the Coast Guard ruling affects only those members who are required by the course for which they are upgrad­ ing to take a physical before re­ porting to the school. "The type of people affected would be an ordinary seaman who has to take a physical before re­ porting for the school to upgrade to AB (able bodied seaman)," Tel­ lez noted. "So would a wiper upgrading to FOWT (fireman, oiler and watertender). "Who it does not affect would be a QMED who is adding another specialty course to his Lundeberg School classification card. He would not have to take a physical prior to enrolling in the class and this does not affect his merchant marine document." It Affiects Documents The Lundeberg School received a letter from the Coast Guard dated December 28, 1990 an­ nouncing the need for upgraders to have valid drug-free clearances if" the upgrading or renewal af­ fected the members' documents or licenses. According to the letter, "All applications requiring a physical examination submitted to the Re­ gional Examination Center after 21 December 1990 (e.g., requests for license upgrades or renewals or MMD [merchant marine doc­ uments] endorsements) must be accompanied by proof that the individual is free of dangerous drugs." If members have questions con­ cerning the drug-testing policy for upgraders, they should Contact their port agent or the admissions office at the Lundeberg School. 'i- . ?! • • '!'».• it •Jk-i? 1 i. •a® •i' /V,-: �-:i.y4^*-:=.-=Uk'v.- -Bi Bosnn Herb LIbby Retires After Nearly 30 Years Aboard Cable Sblp Bosun Herbert Libby shows off the ship's bell presented by the crew and officers of the Long Lines upon his retirement from the ship and the union. •; /' --,';Vi> •'*•• >, •- ^•'••\ • 7v'-.i :.v'f: ••;: "•^. ' ' j'.. ••' *• ' ;•-• I'v-- -'j ' - y.'sw".' , ' V? 1 V : •• • '..•. Bosun Herbert Libby took a look at the ship's bell that the crew and officers of the Cable Ship Long Lines gave to him two days before he retired from the vessel and the SlU. It would be the one tangible piece of the vessel he would take to his Maine home when he walked off the vessel after calling it home for almost 30 years. "There are a lot of memories aboard here," he said on January 30, the day before he would pack his bag and go down the gangplank a last time. The Amesbury, Mass. native was part of the original crew on the Long Lines. "I came with the ship," he recalled. "I flew to Germany in 1963 to pick her up. It has been a terrific job." When a Seafarers LOG reporter asked Libby if he had any stories he could share about his years on the cable ship, a wry smile came across the mouth of the 43-year SIU vet­ eran. When he finally spoke after a few moments of pondering, he looked out at his crew and said, "No, none that I would like to see in print." Took Care of Crew Many of the crewmembers who had gathered around started to laugh. They related that Libby had taken care of them over the years and continued to do so even when discussing his retirement and the history of the vessel. "He has been fantastic to sail with," said Chief Steward Ken Rosick. "We are going to miss him." "He has always been there for us," added Cook Gary Lackey. "You could always count on him and you can ask anybody onboard if this isn't true." The others listen­ ing nodded in agreement. built in Germany when Transoceanic's predecessor com­ pany signed a contract with the SIU. Libby decided to sign on be­ cause "I knew cable work would be different." Libby went to sea in 1943 when he was 15 years old. "I wanted to be part of the war effort," he stated. He proudly notes that he is a vet­ eran of World War II, having re­ ceived his Defense Department discharge certificate shortly after the federal government gave the status to merchant mariners of that era. He sailed in the North and South Atlantic, Pacific and Carib­ bean theatres. "I was very fortu­ nate. I sailed in two North Atlantic convoys and never lost a ship. I did see others go, however." The Long Lines still was being SIU Since 1951 Although he had worked as a bosun in the union since 1951 and served as a relief bosun on the Long Lines since it came out, Libby became its second perma­ nent bosun in 1973. One of the things of which he said he was most proud has been the consistent quality of the crewmembers aboard the Long Lines. "You have got to have a good quality of seamen working cable and we have maintained it over the years." He also noted he has been proud to be part of im­ proving communications around the world. As he left the vessel, Libby said he had no regrets. But he quickly added, "After 47 years of sailing, there is very little that I will miss." His plans include some fishing and hunting near his home in Maine. He also will be building furniture for his five children and 12 grandchildren in a small wood­ working area he has created in his house. Before he signed off, his ship­ mates threw a party for him where they presented the bell attached to 9 plaque that read: "CS Long Lines, Herbert Libby, 1963-1991. » In honor of lifelong dedication to the men and ships that sail the sea (from the) Officers and Crew." Judge Uses Experiences Learned on the Lakes When Michigan Circuit Court Judge Michael Cherry looks across his bench at the people who will speak before him that day, he re­ members a lesson he learned sail­ ing as an SIU member aboard Great Lakes vessels. "No one is better or worse or more important than anyone else," the former oiler told a reporter for the Seafarers LOG. Cherry, 47, is the highest elected official in Branch County, which located in south central Michigan along the Indiana bor­ der. He was re-elected without op­ position last year to the judgeship he first won in 1984. "When I sailed on the Lakes, I learned to take people for what they are," he said. "That philoso­ phy still helps me today." Cherry, who grew up in the sub­ urbs of Cleveland, presides over a mainly rural county of40,000 peo­ ple. Working on the ships "helped me to adapt to the farmers and their plights. I leamed to keep my mouth shut, my eyes open and to learn and listen a lot." Part of Bet Although he joined the Seafar­ ers in June 1963 in the port of Buffalo, Cherry's initiation into sailing on the Lakes involved much more. "I had dropped out of Wooster College halfway through my soph­ omore year. We had a neighbor associated with a shipping com­ pany who told my parents he could get me a job aboard a Lakes vessel. Little did I know that he had a bet with my parents that I would not last a month aboard a ship .he had in mind for me." That neighbor who lost the bet tumed out to be George Steinbrenner, owner of Kinsman Lines, an SlU-contracted company. He got a job through the union for the Cherry as a wiper aboard the handfired coal-burning Henry Steinbrenner. "It was a wonderful experi­ ence," Cherry recalled. "I signed on in spring and lasted until the winter when we laid up. I still don't know what the bet was or if he paid it. "I carried my paint brush, wire brush and scraper with me to what­ ever assignment I was given. I'd be singing and whistling while I was painting and the others would look at me because I didn't know any better. The chief engineer adopted me as a surrogate grandchild and helped me." Cherry remembered that being "a college boy" did not endear him with some of the crewmembers. So he had to find ways to prove he was one of the fellows. One incident took place in his first weeks on the Henry Steinbrenner. SIU Fisherman Commended for Helping Others When Captain Jose Branco came to the U.S. some 50 years ago, he brought with him some very special skills that made him the best at his trade. After years of fishing out of New Bedford and, most impor­ tantly, years of helping other immi­ grants in the area, more than 200 of his friends gathered to salute him Dec. 27. The awards ceremony drew a number of officials, includ­ ing Henri Francois, the SIU port agent there. Branco, 80, sailed in the Amer­ ican merchant fleet during World War n and was commended by then-President Harry S Truman for his courage and fortitude. After the - siuuaaioe 10 in;-,./a5Si:i.tt:d.'•/ • war, Branco went back to sea. He mastered the art of fishing, helping m^y others with his knowledge. Francois commended Branco for "sharing his knowledge, which made it possible for many men to succeed in the fishing industry. Many SIU fishermen, just like him, got their start with Captain Branco. He was a symbol to the Portuguese community." Congressman Gerry Studds (DMass.) sent his best wishes in a certificate of special congressional recognition. Representatives from Mayor John Bullard's office and the Portuguese Consulate also at­ tended, as did state representative TonyCabral. New Bedford Port Agent Henri Francois presents an award to Jose Branco, rec­ ognizing his lono record of contributing to the New Bedford fishing industry. "There was this gruff, old fire­ man who never would speak to me or call me by name. When we would eat, he always brought a full garlic bulb with him. With each bite of food, he would bite off a garlic clove. One day, he saw me watching and challenge me to do it. I must have had a cold or some­ thing that day and couldn't breathe, so I did it and didn't get sick. From that day on, I was Mike to him." Judge Michael Cherry as he appears today (top) and when he started sailing on the Great Lakes. By his third summer on the Lakes, Cherry had upgraded to fireman and oiler. That tumed out to be his final year on the Lakes. Cherry had saved enough money to retum to college and was nearing gradua­ tion from Kent State University. Upon graduation, he taught En­ glish at Central Michigan Univer­ sity for four years. He and his wife, Dorothy, decided they wanted to work for themselves and they headed for University of Toledo Law School. They moved to Coldwater, Mich, after they got their degrees. When Cherry decided to run for the judgeship in 1984, he sought support from the county's local for the United Automobile Workers. "This is not a strong labor commu­ nity, so I pulled out my SIU retire­ ment card and told them I was the only judicial candidate who had been a union member," he recalled. "I got their endorsement and a do­ nation." .J- �IMVMiiMg "• I'* V ' Volum»S3, Numbers -•;. ^ , .( Special Supplement February 1991 A guide for Seafarers to refer to when preparing 1990 tax returns due to the Internal Revenue Service and state governments on April 15,1991. TAX T PS FOR SEAMEN With 1990 lax returns due April 15, now is the time for Seafarers to prepare the annual filings. Because of the transient nature of Seafarers' employment, the SIU member often finds the tax-filing procedure some­ what more complicated than it is for the shoreside worker. This special supplement of the February Seafarers LOG attempts to provide SIU members with some helpful information on the tax-filing process. Special attention is paid to two issues that seem to crop up time and again for seamen: procedures for filing an extension request and determining residency status for purposes of filing state tax re­ turns. The information compiled on these four pages was prepared by a certified public accountant with experience in the maritime field. For More Information Deadline for Filing Taxes: April 15,1991 Information by Phone To make tax calculations easier, the IRS has informa­ tion arid material available by phone. The Tele-Tax Service has recorded tax information covering more than 140 top­ ics.-^ • •• A? i . 1-800-829-4477 is the IRS's 24-hour automated "Tele-Tax" system. When calling, remember the "#" sign will repeat the topic and the will stop the message. When the iriitial recording torries on, diar 323 from a toUch tone phone to hear the categories of information. •Beginning March 1, TeleTax can provide information on the status of refunds if the tax return in question has been filed. U.S. Embassies and Consulates Providing IRS Assistance Bonn United States Embassy Deichmanns Aue 29 5300 Bonn 2, West Germany Tel.# [49] (228^ 339-2119 Caracas United States Embassy Avenida Wncipal La Floresta Caracas, Venezuela Tel.# [58] (2) 285-311.1, ext. 333 London United States Embassy 24/31 Grosvenor Square London, England Tel.# [44] (1)408-8076 or 408-8077 Mexico City United States Embassy—IRS Avenida Reforma 305 Col. Cuauhtemoc Mexico, D.F., 06000 Mexico Tel.# [52] (5)211-0042, ext. 3559 Nassau United States Embassy Queen Street Nassau, Bahamas Tel.# (809) 322-1181 Ottawa United States Embassy 60 Queen Street Suite 201 Ottawa, Ontario, Canada KIP5Y7 Tel.# (613) 238-5335 Paris United States Embassy 2 Avenue Gabriel F 75382 Paris Cedex 08 France Tel.# [33] (1) 4296-1202 Riyadh American Embassy- -IRS P.O. Box 9041 Riyadh, Saudi Arabia Tel.# [00966] (1) 488-3800, ext. 206 Rome United States Embassy Annex Via Sardegna 49 Rome, Italy Tel.# [39] (6)4674-2560 Sao Paulo American Consultate General Rua Padre Joao Manoel 933 Sao Paulo, S.P., Brazil 01411 Tel.# [55] (11) 881-6511, ext. 287 Singapore American Embassy 30 Hill Street Singapore, Singapore (0617 Tel.# [65] 338-0251, ext. 247 • General Information: l800-829-1040 can be called for general information, IRS staff answer questions from 8:00 a.m. to 4:15 p.m. Monday through Friday. • Publicatlpns: 1-800-8293676 operators will take or­ ders for publications. "#553 Highlights of 1990 Tax Changes" and "#552 Record Keeping for Individuals" are two publications that many people find especially useful. Walk-lnHelp: IRS represen­ tatives are available in many IRS offices around the coun­ try to help with tax questions lhaf cannot be answered easily by telephone. To find the loca­ tion of an IRS office, look in the phone book under "United States Government, Internal Revenue Service." Telephone Help: IRS repre­ sentatives are available to help with tax questions. If needed, call the IRS using the toll-free number listed in the telephone directory. Send IRS Written Ques­ tions: Written questions re­ garding the tax retums can be sent directly to an IRS District Director. Include a social se­ curity number with the letter. Where to File Mail retums to the Internal Revenue Service Center designated for the following areas. No street address is needed for the IRS. For individuals Hvtng in the foiiowing states: Use this address: Florida, Georgia, South Carolina IRS Atlanta.GA 39901 IRS Holtsville, NY 00501 • IRS '\• .' Andover, MA 0550f New Jersey, New York (New York City and counties of Nassau, Rockland, Suffolk and Westchester) New York (all other counties), Connecticut, Maiiiej ^ r Massachusetts, New Hampshire, Rhode Island, Vermont Illinois, Iowa, Minnesota, Missouri, Wisconsin 'fifc^aw^,1&isttict of Maryland,. : Pennsylvania, Virginia Iiidiana, Kentucky, Michigan, Ohio, West Virginia Kansas, New Mexico, Oklahoma, Texas ^, Alaska, Arizona, California (counties of Alpine, Amador, Butte, Calaveras, Colusa, Contra Costa, Del Norte, El Dorado, Glenn, Humboldt, Lake, Lassen, Marin, Mendocino, Modoc, Napa, Nevada, Placer, Plumas, Sacramento, San Joaquin, Shasta, Sierra, Siskiyou, Tehama, Trinity, Yolo and Yuba), Colorado, Idaho, Montana, Nebraska, Nevada, North Dakota, Oregon, South Dakota, Utah, Washington, Wyoming Califtmaia (aU other cpunti^), Haty^ Alabama, Arkansas, Louisiana, Mississippi, North Carolina, Tennessee r i, .V' '• IRS Kansas City, MO 64999 IRS Philadelphia, PA 19255 IRS _ (Tincinnati, OH 45999 IRS . Austin, TX 73301 IRS Ogden, UT 84201 m'i .•j.^IRSf®' g3Fre^;t!if'^93888:i IRS Memphis, TN 37501 American! Sydney American Consulate General, IRS Hyde Park Tower Park and Elizabeth Streets Sydney NSW 2000 Australia Tel.# [61] (2) 261-9275 Tokyo United States Embassy, IRS 1-10-5 Akasaka, 1-Chrome Minato-ku, Tokyo 107 Japan Tel.# [81] (03) 224-5466 "II-• • Guam Puerto Rico (or if excluding income under section 933) |: l^pnpermanent residents , ^ Virgin Islands All A.P.O. Commissioner of Revenue and Taxation 855 West Marine Dr. Agana, GU 96910 •JRS V Philadelphia, PA 19255 .• ' .. i: •t f- ^ V.I. Bureau of Internal Revenue Lockharts Garden No. lA Charlotte Amalie St. Thomas, VI 00802 F.PiO. addrrases SeafmrsLOG, Ftbruary Supplement—Page 1 'j--. fe: • ."1 �— —• ••' I—————— - f liir •m i ir T | l I— . • II •! .1* —' - •• ]V ;••,. •r'-h- ••' 5te/; /. Get all records together. • Income Records. These include any Forms W-2, W-2G, W-2P and 1099. . •••• • '•;.V:^.Ar'''r • • Itemized deductions and Tax Credits. • , Medical and dental payment records. • Real estate and personal property tax receipts. • Interest payments records for items such as a home mortgage, car or appliances. • Records of payments for child care so an individual could work. Step 2. Get any forms, schedules or publications necessary to assist in filing the return. Most IRS offices and many local banks, post offices and libraries have publications designed to provide individuals with information on correctly filing tax returns. An order blank for IRS publications is available on the next to the last page of their instruction booklet. S/cp J. Fill in the return. S/c/» 4. Check the return to make sure it js correct. Step 5. Sign and date the return. Form 1040 is not considered a valid return unless signed. A spouse must also sign if it is a joint return. S/ep 6. Attach all required forms and schedules. Attach the first copy of Copy B of Forms W-2, W-2G and W-2P to the front of the Form 1040. Attach all other schedules and forms behind Form 1040 in order of the attachment sequence number. If tax is owed, attach the payment to the front of Form 1040. Reported income The following kinds of income should be reported on Form 1040, or related forms and schedules, in addition to the types of income listed on Form 1040. 1, ' '• vS"'- • Original Issue Discount. • Distributions from SEP's and DECs. • Amounts received in place of wages from accident and health plans (including sick pay and disability pensions) if employer paid for the policy. • Bartering Income (fair-market value of goods or services received in return for services). • Tier 2 and supplemental annuities under the Railroad Re­ tirement Act. • Life insurance proceeds from a policy cashed in if the proceeds are more than the premium paid. • Profits from corporations, partnerships, estates and trusts. • Endowments. • Lump-sum distributions. • Gains from the sale or exchange (including barter) of real estate, securities, coins, gold, silver, gems or other property (capital gains). • Accumulation distributions from trusts. • Prizes and awards (contests, raffles, lottery and gambling winnings). « Earned income from sources outside the United States. ' Director's fees. ' Fees received as an executor or administrator of an estate. ' Embezzled or other illegal income. • VW' =" . ::fe" l^v, ~|'ij';'7-'"' ««2:- Non-Reported income Do not include these amounts under income reported. • Welfare benefits. • Disability retirement payments (and other benefits) paid by the Veterans' Administration. • Workers' compensation benefits, insurance damages, etc. for injury or sickness. • Child support. • Gifts, money or other property inherited or willed. • Dividends on veterans' life insurance. • Life insurance proceeds received because of a person's death. • Amounts received from insurance because of loss of the use of a home due to fire or other casualty to the extent the amounts were more than the cost of normal expenses whilfe living in the home. • Certain amounts received as a scholarship. Seafarers LOG, Hbraary Supplement-Page 2 I. ' I I _ • ,.. • . I y. f .'I - Standard Deduction Preparing a Return -ff^y . This is the standard deduction chart for most people. It should not be used if taxpayer is 65 or older or blind or if a dependent. Standard Deduction Filing Status '•'•'•r-w- Single ... . .$ 3,250 Married filing joint return or ' '' Qualifying widow(er) with dependent children . ^,. . $ 5,450 Married filing separate return . .$ 2,725 Head of household . . . ... . . $ 4,750 Deductions, W-2's and Other information FAST REFUND: If a tax refund is expected for 1990, instead of mailing the return to the Internal Revenue Ser­ vice, it can be filed electron­ ically. When filed electronically, a refund will be received in about 3 weeks, or in 2 weeks if it is deposited directly into a savings or checking account. For a charge, many professional tax return preparers offer electronic filing in addition to their return preparation services. If an individual pre­ pared his or her own return, a preparer or transmitter in their area can file the return electronically. For a list of who can file a tax return elec­ tronically in any given area, call the IRS toll-free number, I -800-829-1040, and ask for the Electronic Filing Of­ fice. INCREASED DEDUC­ TIONS: The deduction for each exemption—for the in­ dividual, his or her spouse and dependents has increased to $2,050 per person. STANDARD DEDUC­ TION HAS INCREASED: The standard deduction has increased for most people. Because of this increase, it may be to an individual's benefit to take the standard deduction this year even if that person has itemized de­ ductions in the past. DEPENDENT'S SOCIAL SECURITY NUMBER: If an individual claims an ex­ emption for a dependent who is at least 2 years old by De­ cember 31,1990, he must list the dependent's social secu­ rity number on Form 1040 or Form 1040A. A social secu­ rity number requirement ap­ plies to all dependents (not just children) claimed on the tax retum who are at least 2 years old. GIFT TO REDUCE THE PUBLIC DEBT: An indi­ vidual may make a gift to reduce the public debt. To do so, enclose a separate check with the income tax retum. Make it payable to "Bureau of the Public Debt." Do not add it to any tax owed. HOW LONG SHOULD RECORDS BE KEPT? Keep records of income, de­ ductions and credits shown on the tax retum, as well as any worksheets used to fig­ ure them, until the statute of limitations mns out for that retum, usually 3 years from the dat^ the retum was due or filed, or 2 years from the date the tax was paid, whichever is later. However, it is recom­ mended that all records be kept for about 6 years. CHANGE OF ADDRESS: If there is a change of address. Form 8822, Change of Ad­ dress, should be used to no­ tify the IRS. COLLECTING W-2's: Employers are required to mail W-2 forrns to employ­ ees by January 31. If an indi­ vidual believes he or she is missing W-2's, contact the employer. For seamen who have ever used a union hall as a retum address, check with the SIU port agent to determine if a W-2 has been sent to that address. If a Sea­ farer has received monies from the SIU Vacation Plan, he or she should receive a W-2 from that fund. Seafarers should not have problems obtaining accurate W-2 forms for monies earned in 1990 by the com­ panies that employed them. PERSONAL INTEREST DEDUCTIONS: For 1990, the portion of personal inter­ est expense one can deduct is smaller. Personal interest in­ cludes interest on car loans, credit cards and personal loans. An individual can de­ duct only 10 percent of the personal interest paid in 1990. INTEREST ON SE­ CURED LOANS DE­ DUCTIBLE: Interest paid on mortgages or secured loans is I(X) percent deduct­ ible. EDUCATION SAVINGS BONDS PROGRAM: Be­ ginning in 1990, all or part of the interest for certain U.S. savings bonds can be ex­ cluded from income if one pays qualified higher educa­ tion expenses during the year he redeems the bonds. UNION DUES DEDUC­ TION: Union dues i^e only deductible if they ex:ceed 2 percent of gross income. If they do, only the portion over the 2 percent is deductible. SPAD contributions have never been deductible. DEATH OF A TAX­ PAYER: If a taxpayer died before filing a required re­ tum for 1990, the taxpayer's personal representative (and spouse, in the case of a joint retum) must file and sign the retum for that person. A per­ sonal representative can be an executor, administrator or anyone who is in charge of the taxpayer's property. ROUNDING OFF TO WHOLE DOLLARS: Cents may be rounded off to the nearest whole dollar on the tax retum and schedules. To do so, raise amounts from 50 to 99 cents to the next dollar. For example, $1.39 becomes $1 and $2.50 be­ comes $3. UNEMPLOYMENT COM­ PENSATION: Unemploy­ ment compensation (insurance) is fully taxable. By January 31, 1991, an in­ dividual who has received unemployment compensa­ tion should receive a Form 1099-G showing the total un­ employment compensation paid during 1990. Use line 20 on the tax re­ tum to report unemployment compensation. EARNED INCOME CREDIT: If an individual's eamed income and adjusted gross income are both less than $20,264, and has a child who lived with him for more than half the year, he may be entitled to a refunded credit of up to $953. �.^::4K' mti' pil- • t-.^r • :r:#^-v Filing an Extension REMINDER: Be sure to in­ clude all tax monies due when submit­ ting an exten­ sion to file application. Away at Tax Time? Being out of the coun­ try may have its advan­ tages, especially at tax time. If you are required to file a U.S. income tax return and are traveling or living outside the United States on April 15, you may be allowed an extension to file. By filing Internal Rev­ enue Service Form 4868, travelers can receive an extension until August 15 to file their federal income tax returns. Pay­ ment of additional taxes must accompany the re­ quest. Both Form 4868 and your payment must be filed by April 15. U.S. residents in for­ eign countries usually qualify for automatic ex­ tensions of time to file until June 17. They must attach a statement to their tax returns explain­ ing that their home and main place of business were outside the United States or Puerto Rico on April 15. Visit the nearest U.S. Embassy or Consulate for forms or write to In­ ternal Revenue Service, Forms Distribution Cen­ ter, P.O. Box 25866, Richmond, VA USA. (Reprinted from IRS Pub­ lication I049I3, Rev. 10-90) •• 1 IRS Form 4868 can be used to ask for a four-month extension to file IRS Form 1040A or Form 1040. An individual requesting an extension is under no obligation to explain why the additional time is needed. The IRS will only contact the individual directly if the request for an extension is denied. To receive an extension to file, an individual must correctly fill out Form 4868 and pay all of the tax monies due (as noted on line 6). If the filing of Form 4868 and the subsequent four month extension to file does not provide the individual with enough time, he or she can then file Form 2688, known as "Application •' plete the requested infor­ mation and sign the docu­ ment. Use the guide on page 1 of this supplernent to locate ,, for Additional Extension of Time to File U.S. Individual Income Tax Return." Another option open to the person seeking more time in which to file is to write a letter to the IRS stating the reason the extension is necessary and mailing it to the correct IRS location (see "Where to File" on page 1 of this supplement). An individual seeking an extension is advised by the IRS to file Form 4868 before filing Form 2688. Form 4868 should be mailed to the appropriate IRS location listed in the "Where to File" column on page 1 of this supple­ ment. 4868 Department of the Treasury Internal Revenue Service Your first name and initial the correct IRS mailing ad­ dress for a specific state. The form must be filed by April 15, 1991. Remember that the Application for Automatic Extension of Time To File U.S. individuai income Tax Return I 1 1 • form does not extend the time to pay taxes. Form 4868 must be accompanied by all tax monies due. OMBNo. 1545-0188 )90 Last name Your social security number Last name Spouse's social security number 1 1 1 Pleaie Typ« or Print • r-. 1 1 1 • • 1 1 • 1 1 1 City, town or post office, state, and ZIP code 1 1 1 1 1 1 Note: File this form with the Internal Revenue Service Center where you are required to file your income tax return, and pay any amount(s) you owe. This Is not an extension to pay your tax. • ' . I request an automatic 4-month extension of time to August 15,1991, to file Form 1040A or Form 1040 for the calendar year 1990 (or if a fiscal year Form 1040 to ............ 19.......for the tax year ending ---.19 1 Total tax liability for 1990. This is the amount you expect to enter on line 27 of Form 1040A, or line 54 of Form 1040. If you do not expect to owe tax, enter zero (-0-) . Caution: Kou MUST enter an amount on line 1 or your extension will be denied. You can estimate this amount; but be as exact as you can with the information you have. If we later find that your estimate was not reasonable, the extension will be null and void. 2 Federal income tax withheld 3 1990 estimated tax payments (include 1989 overpayment allowed as a credit). 4 Other payments and credits you expect to show on Form 1040A or Form 1040 . 5 Add lines 2, 3, and 4 6 BALANCE DUE (subtract line 5 from line 1). In order to get this extension, you MUST pay In full the balance due with this form. (\t Wne 5 \s more than \ine 1. enter zero (-0-) . . . . ... . . . • Complete line 7 (and 8a or 8b If applicable) only If you expect to owe gift or generation-skipping transfer (GST) tax. Do not include income tax on these lines. (See the instructions.) Yourself. 7 if you or your spouse expect to file a gift tax return (Form 709 or 709-A) for 1990, Spouse . generally due by April 15,1991, see the instructions and check here . . . 8a Enter the amount of gift or GST tax thatyou are paying with this form . .... b Enter the amount of gift or GST tax thatyoufspouse is paying with this form . . Signature and Verification Under penalties of perjury, I declare that I have examined this form, including accompanying schedules and statements, and to the best of my knowledge and belief, it is true, correct, and complete; and, if prepared by someone other than the taxpayer, that l am authorized to prepare this form. Date •_ Signature of taxpayer • Date •_ Signature of spouse • (If filing jointly, BOTH must sign even if only one had income) Persian Guif Assignment Seafarers stationed in the Persian Gulf dur­ ing Operation Desert Shield and Operation Desert Storm, who are working on vessels under the direction of the military, may qual­ ify for certain special tax-filing procedures. Watch for informa­ tion on this matter in the March edition of the Seafarers LOG. Signature of preparer other than taxpayer • Date • If correspondence regarding this extension is to be sent to you at an address other than that shown above, or to an agent acting for you, please enter the name of the agent and/or the address where it should be sent. Name Please Type or Print Number and street (or P.O. box number if mail is not delivered to street address) City, town or post office,state, and ZIP code General Instructions Paperwork Reduction Act Notice.—We ask for the information on this form to carry out the Internal Revenue laws of the United States. You are required to give us this information. We need it to ensure that you are complying with these laws and to allow us to figure and collect the right amount of tax. The time needed to complete and file this form will vary depending on individual circumstances. The estimated average time is: Recordkeeping, 26 minutes; Learning about the iaw or the form, 11 minutes; Preparing the form, 20 minutes; and Copying, assembiing, and sending the form to IRS, 20 minutes. If you have comments concerning the accuracy of these time estimates or suggestions for making this form more simple, we would be happy to hear from you. You can write to both the Internal Revenue Service, Washington, DC 20224, Attention: IRS Reports Clearance Officer, T:FP; and the Office of Management and Budget, Paperwork Reduction Project (1545-0188), Washington, DC 20503. DO NOT send the tax form to either of these offices. Instead, see the instructions below for information on where to file. Form 4868 (1990) Stafuws LOG, Febnmy Suppkment—Pa^ 3 • .. 3 1 Present liome address (number, street, andapt. no. or ruralroute). (If you have a P 0. box, see the instructions.) •• . •|w- 1 If a joint return, spouse's first nameand initial , •^ -.|i' -i • . Extension Application Form This copy of IRS Form 4868 can be used to apply for a tax-filing extension. Simply clip it out of the LOG, com­ V J.. , • �V. FMingStateTaxes Withholding of Seamen's State Taxes jv- r I f' ••§;;|;; .. iv' Vf • f'i, i '•••••• ••• Believe it or not, the federal government hasdone a great deal to make a seaman's life easier. An Act of March 4, 1915 (38 Stat. 1169, 46 U.S. Code 601) prohibits companies from with­ holding state and local taxes for any "master or seaman on a ves­ sel in the foreign, coastwise, intercoastal, or noncontiguous trade or an individual employed on a fishing vessel." Employers can only file in­ come tax information with the state that the seafarer claims in his or her employ ment records as their state of residency and any state in which they earn 50 per­ cent or moie of theirincome, also by federal law. For those who sail primarily out of a port in their home state, this is not so usually a problem. but for the seafarer who lives in a different state from the one from which he ships, tax-filing can be more complicated. Since a home state gets all income in­ formation, a seafarer must file a resident's tax form in the state from which he shipped. If a home state does collect state income taxes, as most do, the seafarer's primary responsi­ bility is to that state. There are two things that can happen with the money earned in other states. The best case is that state and the home state have a "reciprocal" agreement. That way, a seafarer won't have to pay taxes in more than one state. Otherwise, if a seafarer is forced to pay taxes in his non-resident state, nearly all states will give him a full tax credit for those taxes. it's the Law The text of the law which prohibits states from withholding taxes from wages due to seamen who are mem­ bers of the crew of a vessel engaged in foreign, coastwise, intercoastal, insterstate or noncontiguous trade is as follows: 46 U.S.C.A. §11108(11). No wages due or accruing to any seaman, or apprentice shall be sub­ ject to attachment or arrestmentfrom any court, and every payment of wages to a seaman, or apprentice shall be valid in law, notwithstanding any previous sale or assignment of wages or of any attachment, encum­ brance, or arrestment thereon; and no assignment or sale of wages or of salvage made prior to the accruing thereof shall bind the party making the same, except such allotments as are authorized by this title. This sec­ tion shall apply to fishermen em­ ployed on fishing vessels as well as to seamen: Provided,That nothing con­ tained in this or any preceding section shall interfere with the order by any court regarding the payment by any seaman of any part of his wages for the support and maintenance of his wife and minor children: And pro­ vided further, That no part of the wages due or accruing to a master, officer, or any other seaman who is a member of the crew on a vessel en­ gaged in the foreign, coastwise, inter­ coastal, interstate, or noncon­ tiguous trade shall be withheld pur­ suant to the provisions of the tax laws of any State, Territory, possession,or Commonwealth, or a subdivision of any of them, but nothing in this, sec­ tion shall prohibit any such withhold­ ing of the wages of any seaman who is employed in the coastwise trade between ports in.the same ^^tqte if such withholding is pursuanr to d vol­ untary agreement between such sea­ man and his employer. For Additional State Tax Information, Call or Write . . STATE •'> ALABAMA ALASKA * ARIZONA ARKANSAS CALIFORNIA COLORADO CONNECTICUT * DELAWARE DC FLORIDA * GEORGIA HAWAII IDAHO ILLINOIS INDIANA IOWA KANSAS KENTUCKY LOUISIANA MAINE MARVLANB MASSACHUSCT MICHIGAN MINNESOTA MISSISSIPPI MISSOURI MONTANA NEBRASKA NEVADA* NEW HAMPSHIRE * NEWJERSEV NEW MEXICO NEW YORK NORTH CAROLINA NORTH DAKOTA OHIO OKLAHOMA OREGON PENNSYLVANIA RHODE ISLAND SOUTH CAROLINA SOUTH DAKOTA * TENNESSEE* TEXAS* UTAH VERMONT VIRGINIA WASHINGTON * WEST VIRGINIA WISCONSIN WYOMING * LINE OR DEPARTMENT (address written inquiries to "Taxpayer Information") Taxpayer's Assistance, P.O. Box 327410, Montgomery AL 36132-7410 . Department of Revenue, Pouch SA, Juneau, AK 99811-0400 ; Department of Revenue, P.O. Box 29086, Phoenix, AZ 85038-9086 Tax Administrator, P.O. Box 3628, Little Rock, AR 72203-3628 Taxpayer Information, P.O. Box 942857, Sacramento, CA* ?42^:JOOJP;|4! Taxpayer's Assistance, 1375 Sherman St., Denver, CO 80261 Taxpayer's Assistance, 92 Farmington Ave., Hartford, CT 06105 Taxpayer's Assistance, Ninth and French Streets, Wilmington, DE 19801 Taxpayer's Assistance, 300 Indiana Avenue, NW, Washington, DC 20001 Department of Revenue, Carlton BIdg, Tallahassee, FL 32399-0135 Revenue Information, P.O. Box 38007, Atlanta, GA 30334 Department of Taxation, P.O. Box 3559, Honolulu. HI 96811-3559 Tax Commission, P.O. BOx 56, Boise, ID 83756 Tax Information, P.O. Box 19001, Springfield, IL 62794-9001 iTaxpayer Information;, top N. Senate Ave., Rm. ^9, Indianapolis, IN 462P4'-2253 Taxpayer Services, Hoover State Office BIdg, Des Moines, lA 50319 Department of Revenue Revenue Cabinet, Frankfort, KY 40620 Taxpayer Information, P.O. Box 3440, Baton Rouge, LA 70823-0001 Bureau of Taxation, State Office Building, Augusta, ME 04332-1067 ^Tiax Infohnatiori tine taxpayer Information .. Taxpayer Information, Treasury BIdg, Walnut & Allegan Streets, Larlsingi Ml 48922 Taxpayer's Assistance. St. Paul, MN 55146-4450 Tax Commission, P.Q. Box 23050, Jackson, MS 39225^3050 Department of Revenue, P.O. Box 2200, Jefferson City, MO 65105-2200 Department of Revenue, P.O. Box 5805, Helena, MT 59604 Taxpayer's Assistance, 301 Centennial Mall South, Lincoln, NE 68509-4818 Department of Taxation Department of Revenue, P.O. Box 637, Concord, NH 03302-0637 laxp^er InfonmaHori, 50 Ban^kSt., CN 269, trenklS N^ Dept. of Taxation & Revenue, P.O. Box 630, Santa Fe, NM 67509-0630I Taxpayer's Assistance, W.A. Harriman Campus, Albany, NY 12227-0125? Department of Revenue, Two South SafisiMry St., Raleigh, NC 27602; Taxpayer Informs^n, State C^tol; State Information, P.O. Box 2476, Columbus, OH 43266-0076 Taxpayer Information, 2501 Lincoln Blvd., Oklahoma City, OK 73194-0009 Tax Help Office, 955 Center St., NE, First Floor, Room 135, Salem, OR 97310 Taxpayer's Assistance, Department 280504, Harrisburg, PA 17128-0504 Taxpayer's Assistance, One Capitol Hill, Providence, Rl 02908-5801 Public Assistance, P.O. Box 125, Columbia, SC 29214 ' " »C apartment 0t Revenue Taxpayer's Resource. 807 Andrew Jackson State Office BIdg,NaCMie, TN 37242-04132 feUT Tax Commissioner, Paviliion Office BIdg., Montpelier, VT 05602 Taxpayer Information, P.O. Box 1115, Richmond, VA 23208-1115 Taxpayer Information & Education taxpayer Services, P.O. Box 3784, Charleston, WV 25337-3784 State Government Switchboard, 4638 University Ave., Madison, Wi 53705 Department of Revenue TOLL FREE # ^ LOCAL# (if any) (205)242-1175 (907) 272-3146 (602) 255-3381 (501)682-7250 ,(916)852-5711 (303)866-4360 (203)566-8520 (302) 577-3310 (202) 727-6103 (904)488-9750 (404)656-4188 (808)548-6515 (208)334-3660 (217)782-3336 (317)232-2240 (515)281-3114 (913)296-3051 (502)564-4581 (504) 925-4611 (207) 626-8475 ,^301) 974-322{f jsltoi7) 727-4545 (517) 373-3386 (612) 296-3781 (601) 3594140i (314) 751-3505 (406) 444-2837 (402) 471-5729 (702) 687-4820 (603) 271-2191 (609) 292-6. (505) 827-0 (518)438-858t (919)733-4682 (701) 22. (614) 846-6712 (405) 521-3127 (503) 378-4988 (717) 787-8210 (401) 277-2905 p3t73T-4660' (605)773-3311 (615) 741-2481 (800) 252-5555 (801)530-4848 (802) 828-2865 (804) 367-8031 (206) 753-5525 (304) 348-3333 (608) 266-2772 (307) 777-7962 • (800)352-4090# ^ „ (800)482-8811 tFC''- V (800)352-5711 (800) 332-2097 it (800) 321-7829 # (800) 292-7826# (800)222-3229 ' ; (800) 732-8866 #iv:,l (800)452-1983# (800)638-2937# (800) 392-6089# r (800) 652-9094 I l(800) 332-6103# (800)626-7899# (800) 323-4400 * .. . jr' (800)225-5829# (800) 222-9^5 •• --...vn (800)282-1780# (800)522-8165# (800)356-4222# 1800)1— - (800)642-9016# * No state income tax; there may be tax on other types of income such as dividends and interest. There may also be local, county or municipal taxes. # 800 number good only within the state NOTE: Most states allow extensions for filing if a federal tax extension has been requested. An individual should check with the individual state for specific rules. Seafarers LOG, February Supplaamt-Page 4 ' •Uni-Ai '.i* �FCBRUARY1991 77 Dispatchers' Report for Deep Sea JANUARY 1-31, 1991 •TOTAL REGISTERED All Groups Class A Class B Class C Port New York Philadelphia Baltimore Norfolk Mobile New Orleans ^Jacksonville San Francisco Wilmington Seattle Puerto Rico Honolulu idustoh St. Louis TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT -• 19 16" K"®!' .MSL Totals 17 • 225 148 ^25 • n" 199 108 : 351 ENGINE DEPARTMENT iMEi Noi^iic Mobile New Orleans 7 15 4 11 2 9 Seattle Puerto Rico Honolulu St. Louis Piney Point Totals 9 12 6 0 4 6 3 2 91 1 .. 'i..'. ..5' 2 .... 131 106 6 14 13 5 10 5 10 •. 7 10 3 10 • 5 ,} ' 8 2 9 ; ' 5 •: 6 0 4 • 0 1 0 2 1 /' ! 2 1 0 \ ' .0 0 0 82 73 • 3 121 STEWARD DEPARTMENT iill Port 18 18 6 4 18 ft 0 2 • 185 11 4 5 3 10 5 -1 ^ 5 • 85 1 ' '4 X • 1"" 4 3 3 3 10 2 4 hgSs 3 1 2 0 0 0 5 0 1• 0 0 7 0 0 50 . 0 0 31 52 :: : 61 Totals ENTRY DEPARTMENT <4 7 11 29 0 0 1 1 6 2 2 8 6 Port New York , Philadelphia i 1 5 6 18 iHixJ I I I • Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Honolulu Houston 75 8 " 0 0 0 0 •0 1 -3 > 62 • WWW Philadelphi Baltimore Norfolk " Mobile New Orleans Jacksonville f San Franciscpl Wilmingtpn^ Seattle Puerto Rico Honolulu Houstoh St. Louis • 12 1 1 0 5 11 84 20 5 " " ^45 ' -5 rnanh & j^ril r Z' MembSiship Meetings; Deep Sea, Lakes, Inland Waters ' • . : Piney Point Monday, March 4 Monday, April 8 New York .1' • ISt Tuesday, March 5 Tuesday, April 9 Philadelphia Wednesday, March 6 Wednesday, April 10 i • ii. Baltimore Thursday, March 7 Thursday, April II ; Norfolk Thursday, March 7 . Thursday, April 11 Jacksonville Thursday, March? . Thursday, April 11 , Algonac Friday, March 8 Friday, April 12 Houston Monday, March 11 Monday, April 15 New Orleans ' , Tuesday, March 12 •' '.'p: Tuesday April.16 Mobfie ,, „ . Wednesday^ fcch 13 Wednesday, April 17 San Francisco Thursday, March 14 Thursday, April 18 C * < I-* " WQmingtdn Monday, March 18 Monday, April 22 Seattle . Friday, March 22 .-4; " Friday, April 26 . . J San Juan Thursday, March 7 Thursday, April 11 St. Louis Friday, March 15 Friday, April 19 Honolulu Friday, March 15 Friday, April 19 Duluth Wednesday, March 13 1 Wednesday, April 17 Jersey City ^ Wednesday, March 20 Wednesday, April 24 ' New Bedford Tuesday, March 19 Tuesday, April 23 t ; m IJj:- /• Uijmfis m00§iKg ftarft at llh^aja. 3 0 ' I St. Louis I Piney Poiiit Totals Totals All Departments 566 ' 544 632 474 430 425 59 896 554 617 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of January was down from the month of December. A total of 1,388 Jobs were shipped on SlU-contracted deep sea vessels. Of the 1,388 Jobs shipped, 474 Jobs or about 34 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 59 trip relief jobs were shipped. Since the trip r^ef program began on April 1, 1982, a total of 13,599 Jobs have been shipped. • . -.-i 4' •. : •* " ';'A ^ ^ �SMMMRSIOG »5 J" 12 PiMnitchMs' Report toi Cieat tofces CU-Company/Lakes - - t-,:. I'-. v .'/'; I •• I . I JAN. 1-31, 1991 U_Lakes NP—Non Priority •TOTAL REGISTERED TOTAL SHIPPED ai;?lSc".::NP a«»CL^"&Tc...NP CE.CL^''^a.tc...NP Port ^ Algona^ DECK DEPARTMENT ..> 0 0 ENGINE DEPARTMENT 23 ii-' 1 • STEWARD DEPARTMENT Port Algonac N - Port Algonta: — -•\ WE- 0 . -> 0 k ^ ENTRY DEPARTMENT 0 0 0 0 3 0 0 0 ^ 11 0 45 0 113 ,1 13 - ! President Michael Sacco Secretary-Treasurer John Fay Executive Vice President Joseph Sacco Vice President Collective Barpmiog Angus "Red" Campbell Vice President West Coast George McCartney _ Vice President Government Services Roy A. "Buck" Mercer . Vice President Atlantic Coast Vice President Lakes and Inland Waters Byron Kelley Vice President Gulf Coast Dean Corgey 17 , HEADQUARTERS 5201 Auth Way Camp Springs, MD 20746 (301) 899-0675 ^-'Registered on the Beach" means tne toia. muuu^^_^^ •Vi. ALGONAC Dispatchen' Report hw Inland waleis 520 St. Clair River Dr. Algonac, MI 48001 (313) 794-4988 BALTIMORE 1216 E. Baltimore St. Baltimore, MD 21202 ••REGISTERED ON BEACH TOTAL SHIPPED All Groups (301) 327-4900 •TOTAL REGISTERED All Groups Class A Class B Class C All Groups DULUTH Class A Class B Class C Class A Class B Class C 705 Medical Arts Buildmg DECK DEPARTMENT Duluth, MN 55802 :Qm 0 (218)722-4110 0 0 ^ HONOLULU 636 Cooke St. 0 Honolulu, HI 96813 0 (808) 523-5434 HOUSTON 1221 Pierce St. Houston, TX 77002 (713) 659-5152 0 JACKSONVILLE 0 * 9 ' 3315 Liberty St. 0 0 2% Jacksonville, PL 32206 0 0 0 0 0 (904) 353-0987 JERSEY CITY ; 99 Montgomery St. Jersey City, NJ 07302 Mfo(201) 435-9424 D ' ' 9MOBILE 'o 9/: 0:4 1640 Dauphin Island Pkwy, 18 6 Mobile, AL 36605 39 (205) 478-0916 ENGINE DEPARTMEOT NEW BEDFORD 7'J' 50 Union St. ^9' 9 New Bedford, MA 02740 (508) 997-5404 0 9 : 0 9 NEW ORLEANS 8 1 9 1 9 630 Jackson Ave. 9 0 New Orleans, LA 70130 9 ^ (504) 529-7546 9 0 9 0 9 1 NEW YORK 675 Fourth Ave. 0 9 9 9 9 III J Brooklyn, NY 11232 0 9 1 (718) 499-6600 ipi 0 •sS:s^ 0 9 9 NORFOLK 9 9 0 115 Third St. 9 9 Norfolk, VA 23510 9 9 (804) 622-1892 0 9** PHILADELPHIA 2604 S. 4 St. 0 9 Philadelphia, PA 19148 0 9 (215) 336-3818 ,9 9 0 0 PINEY POINT St. Mary's County 'i,' STEWARD DEPARTMENT Piney Point, MD 20674 (301) 994-0010 SAN FRANCISCO 9 350 Fremont St. 9 San Francisco, CA 94105 , 6 (415) 543-5855 Government Services Division (415) 861-3400 SANTURCE 1057 Fernandez Juncos St. l9aiP^„ Stop 16 '9. .... Santurce, PR 00907 '9 (809) 721-4033 SEATTLE ' 2505 First Ave. -'4<: ^ Seattle, WA 98121 >.¥S(206) 441-1960 '%. 'V 9 Xi^ ST. LOUIS 9 4581 Gravois Ave. St. Louis, MO 63116 (314) 752-6500 WILMINGTON 510 N. Broad Ave. 9 0 5 223 85 31 Wilmington, CA 90744 69 27 actually registered for shipping at the port last month. (213) 549-4000 JANUARY 1-31, 1991 Port 4ew Yor 'Philadelphia I Baltimore Norfolk Mobile New Orleans Jacksonville ^ San Franciscpi't k• • :' •m, W, Seattle Puerto Rico Houston f5Algonac| 1 • St. Louiis Piney Point Totals •fe. S-.'S-' I Port New York Philadelphia. w .• Norfolk " Mobile New Orleans Jacksonville : San Francisco u • " V' - • Baltimore ,-. ' ,5;; >; 0, SMfaren Monalhttdl Union KfOitoiy Seattle Puerto Rico Houston Algonac 1 St. Louis |-Piney.P^^ Totals Port New York Philadelphia Baltimore Norfolk Mobile New Orleans Jacksonville San Francisco > , WUmingl^ Seattle Puerto Rico Houston pAlgonac'^ St. Louis Piney Totals m Totab All Departments S.-"he .ca. number of me, registered a. .he port a. .he end of las, •nonlh. I " • ;; • t-;:'- ^ -r''m:.: ' •V52'»3«R •• ,i' ;• • f- �FEBRUARY 199t T -av; he Seafarers Pension Flan an­ nounces the retirement of 28 SIU members this month. The deep sea division accounts for 20 retire­ ments, the inland division has two, the Great Lakes division three and the railroad mariners three. Brother Jerry Z. Miller was with the SIU for the longest time of this group; he joined in 1940, signing on in the port of New Orleans. Brother James F. Welch is the oldest of the pensioners. The black gang member is 74. Brief biographical sketches of these and the other 26 retiring mem­ bers follow: DEEP SEA JAMES C. BROOKS, 60, joined the union in 1966 in the port of Mobile. The able bodied seaman was bom in Alabama but now makes his home in Voosburg, Miss. JAMES CATANIA, 66, joined the SIU in the port of New York in Octo­ ber 1967. The retiring bosun was . bom in Connecticut and lives in Vallejo, Calif. DONNIE W. COLLINS, 65, before retiring rose to attain the rating of chief steward after join­ ing the Seafarers in July 1948 in New York. The Mississippi native was graduated from the Lundeberg School's steward recertification course in 1979. Kenner, La., is now his hometown. STEPHEN H. FULFORD, 64, joined the SIU in his native Mobile in 1944. He be­ came a recerti­ fied bosun after completing the designated course work at the union's Lundeberg School. Mobile remains his home. BILLY HARRIS, 61, joined the union in September 1955 in the port of Seattle. The bosun now resides in Indianapolis. NOLAN H. HURTT, 57, joined the Seafar­ ers in September 1965 in the port of Baltimore. A native of the city. Brother Hurtt sailed in the galley department. He plans to stay in his hometown. CLARENCE JONES, 57, is an­ other steward bom in Baltimore. He joined the SIU at that port in May 1956, rising to chief steward before his retirement. Jones too will remain in Baltimore. » To Our New Pensioners • • . Thanks for a Job Well Done Each month in the Seafarers LOG, the names of SIU members who recently have become pensioners appear with a brief biographical sketch. These men and women have served the maritime industry well, and the SIU and all their union brothers and sisters wish them happiness and health in the days ahead. JAMES E. KIRCHNER, 65, joined the union in the port of New York in June 1944. The retired bosun now calls Hardin, Texas home. FRANCISCO P. LATORRE, 67, who joined the SIU in the port of New Orleans in 1956, is a native of Panama. The former bosun gained his third mate's license before retir­ ing to Metairie, La. JERRY Z. MILLER, 69, joined the union in October 1940 in the port of New Orleans. He spent the next two years in the Navy, retuming to the SIU to sail in the steward department. The Louisi­ ana native will remain in New Or­ leans. WILLIAM S. MONTGOMERY, 65, joined the Seafarers in 1959 in the port of Houston. The able bodied seaman was bom in Iowa but now calls Houston home. DALLAS T. NEWSOME, 65, joined the union in the port of Nor­ folk, Va. in May 1955. He switched from the steward de­ partment to the engine department, upgrading his rating in May 1967. Brother Newsome lives in Virginia Beach. CHARLES E. PERDUE, 63, joined the SIU in the port of New York in October 1957. A black gang member, he was bom in Old Glory, Texas. Brother Perdue is retiring to New Orleans. JOSE P. RI­ VERA, 57, a na­ tive of Puerto Rico, joined the union in 1957 in the port of New York. He up­ graded at the Lundeberg School to a QMED rat­ ing in 1975. He lives in his home­ town of Bayamon. ROY SHORTT, 53, joined the Sea­ farers in the port of San Francisco in June 1968. The deckhand sailed on a number of Hudson Waterways ves­ sels. He is retiring to his hometown of Pound, Va. EDWARD STANKIEWICZ, 65, joined the SIU in November 1968 in the port of Philadelphia, his hometown. A Navy veteran of World War II (1943-46), he sailed as a deckhand. He continues to reside in Philadelphia. EARLC. TYLER, 65, joined the Seafar­ ers in the port of Jacksonville in November 1969. A Navy veteran of World War II, the QMED upgraded his rating at the Lundeberg School in 1974. He retires to Tallahassee, Fla. FRANCISCO E. URBINA, 65, joined the union in the port of Houston in Octo­ ber 1959. The Galveston, Texas, native was in the Army's infantry from 194452. The former FOWT continues to live in Galveston. ESTEBAN M. VILLAPOL, 67, joined the SIU in the port of New York in June 1948. The FOWT was bom in Venezuala, but calls Balti­ more home. JOHN VORCHAK JR^, 65, joined the Sea­ farers in the port of Houston in Febmary 1960. The deckhand sailed aboard many Sea-Land vessels. He lives in Wilmington, Calif. JAMES F. WELCH, 74, joined the union in the port of New York in March 1949. The retiring engine de­ partment member now lives in Brooklyn. JOHN WOZUNKJR., 57, was also a tug captain. He joined the SIU in 1964 in the port of Philadelphia and upgraded his rating in 1973. The Somerdale, N.J. native plans to retire there. GREAT LAKES DONALD D. MENTER, 55, joined the union in July 1961 in the port of Sault Ste. Marie. The Oswego, N.Y., native was an oiler, sailing^hostly on Great Lakes Dredge and Dock Co. vessels. He lives in Conneaut, Ohio. LEO R. TROY, 65, joined the SIU in June 1960 in the port of De­ troit. The deck­ hand served in the Army from 1941-47. Brother Troy continues to call Detroit his home. m if J-', • RAILROAD MARINE GEORGE A. BUCHANAN, 62, joined the Seafarers in the port of Norfolk in July 1959. Bom in Salva, N.C., he sailed as a deck­ hand on Chesapeake and Ohio Rail­ road tugs. Brother Buchanan lives in Smithfield, Va. GEORGE A. BUTLER, 62, joined the SIU in August 1963 in the port of New York. A deck­ hand, sailing pri­ marily on Erie-Lackawana Railroad Marine Department vesssels, the Passaic, N.J., native now resides in Eastport, Maine. SALVATORE NOTARILE, 62, ship[>ed as a cap­ tain aboard ErieLackawana tugboats at its New York Cross Harbor terminal and its Brooklyn Eastem District ter­ minal. He joined the union in Octo­ ber 1963 in the port of New York and has made Red Bank, N.J., home. INLAND WILLIAM A. UMPHLETT, 67, joined the Seafarers in his hometown port of Norfolk in 1964. The tugboat cap­ tain sailed on Al­ lied Towing Co. vessels. He calls White Stone, Va., home. • --s:; felcf ©«eMoe^,efe. for dwSlDi'ai'miMS v V V ; J"; • • • •'A i- Ufa-" �14 SEAFARiRS LOS ence Willey. No beefs or disputed OT re­ ported. Crew asked to cooperate in keep­ ing mess halls and laundry clean. Special vote of thanks to Steward Paul Cox and Chief Cook Clarence Willey for excep­ tional Thanksgiving and Christmas din­ ners. Esr Ships minutes are teviewPd h^ the unions 4;&: upon receipt of the ships minutes. "" ^:-C: •:kv ','i.-. ., * ~ - — USNS LYNCH (Mar Shipping Co.), Oc­ tober 29—Chairman Larry Manry, Sec­ retary and Deck Delegate Henry Richard, Treasurer Billy Paiante. Clean­ ing of mess hall is everyone's responsi­ bility. Chairman talked with Jacksonville agent about switching departments. De­ cided it would cause conflicts,^ various ports. Engineers told ofcrew'sbattfroom; it will be fixed in yard. Chairman talked with crew about importance of timely payments of union dues. Steward department doing good job. Steward upset that he could not inspect stores be­ cause they arrive too close to sailing time. Not enough time to check stores properly. Engine department reports beef about OMU's duties. Steward depart­ ment said stores should be put onboard in time for ship and crew's inspection. No beefs in deck department. LOGs and welfare forms received. A new entertain­ ment system was brought up and new an­ tenna installed. l-»k W:sX ':' r i V' E E- Christmas Dinner at Sea The mess hall of theSea-Land Express is decorated for the holiday dinner. Members of the galley crew include, from the left. Chief Steward Joe John­ son, Chief Cook Charlie Gooch and Steward Assistant Harry Bourne. fW: USNS ALTAIR(Bay Tankers, Inc.), November 11—Chairman Larry Ambrous. Secretary Roosevelt J. Martin, En­ gine Delegate Paul D. Remium, Steward Delegate Ralph A. Farr. Bosun reports ship is going to Norfolk, Va. but that is subject to change. Crew asked contracts department to pursue imple­ mentation of the standard contract on all SIU vessels engaged in providing sup­ plies for Operation Desert Shield. Stew­ ard mentioned the ship has received two VCRs and one went to the 0-2 level and the other to the 0-5 level. Also received two new microwave ovens and installed them in each mess hall. Deck and engine delegates wanted steward to post on the chalkboard in galley when linen is changed. Steward's reply: "Will be 10 a.m. and 3 p.m. every Saturday." Feed­ ing of Egyptian salesmen was okayed after a crew vote. Key machine and locks are on order by the company from chief mate. Will check on getting a sys­ tem for the crew to mail letters in foreign ports from ship. CAPEDUCATOilOM), November 25—Chairman William E. Lough, Sec­ retary Raymond L. Jones, Education Di­ rector J. Griffith, Deck Delegate Harlan G. Lay, Engine Delegate Mi­ chael S. Novak, Stewards Delegate David M. Rogers. Crew is hungry for news. Still reading August 15 L.A. Times. Request old Seafarer LOGs. En­ gine department beef on OMU or oiler wages. T-shirt committee established. - j-v J $10-12 cap decided upon; will begin to collect funds. Captain says members can­ not trade movies as they are company property. Keep antennas strung in a neat, discreet, seamanlike manner. Money re­ lays will be sent as they have been. Need overtime sheets and book renewal forms. No beefs or disputed OT from the deck or steward delegates. GUAYAMA (Puerto Rico Marine), No­ vember 18—Chairman G,R. Kidd, Sec­ retary J. Chacon. Please have someone check ^tenna. Vote of thanks to steward department for good job on Thanksgiv­ ing and every day at sea. ITS PHILADELPHIA (Sheridan Trans­ portation Co.), November 25—Chair­ man V.T. Nielsen, Secretary and Treasurer John C. Bamman, Deck Dele­ gate Ronald Gillette, Engine Delegate B. Camacho, Steward Delegate Ali Hydoin. Crew urged to upgrade at Piney Point. Steward department given vote of thanks for wonderful Thanksgiving meal. Next port: New York. OVERSEAS HARRIETTE (Maritime Overseas), November 11—Chairman W.D. Jefferson, Secretary J. White, Ed­ ucation Director David Williams, Deck Delegate Lawrence Parker, Engine Del­ egate J. Williams Jr., Stewards Dele­ gate Leon J. Grut. Company asked SIU to ship engine room relief so watch stander could have time off boat. SIU complied. Crew asked SIU to investigate reason for delay in receiving vacation checks. The men also inquired on pay differential when the ship was chartered by Germany. Ship will be at anchor in Congo River while unloading cargo. There will be no launch service, but cap­ tain will pay each person who attains own boat ride to shore ($5 as con­ tracted). Education director asked each member to go to Piney Point to upgrade as soon as possible, for his own good. 75 new ntovies were purchased this trip. No beefs or disputed OT from any depart­ ment. The chief would like for everyone to be more precise when writing in his OT. Next port: Congo. SEA-LAND CONSUMER (Sea-Land Service), November 18—Chairman Wil­ liam Mortier, Secretary E, Vasquez, En­ gine Delegate Jose E. Villot Jr. Everything running smoothly. No beefs or disputed OT. Payoff in Elizabeth, N.J. on arrival. Vote of thanks given crew and steward department for a nice job. Next port: San Juan. ULTRAMAR (American Marine Trans­ port), December 23—Chairman Paul King, Secretary R.R. Poovey, Educa­ tional Director Doug Turner, Steward Delegate Glenn Bertrand. Deck depart­ ment reports beef as mates doing AB work. No beefs or disputed OT from en­ gine or steward departments. Crew re­ ports need for new chairs and couches in lounge. Steward department was com­ mended and thanked. EQUALITY STATE (lOM), December 28—Chairman Wilfredo Rice, Secretary Pat Rawley, Education Director Steve Foster. Some crew rooms still flooding and problem with water reported. Beef with food. Leftovers are too old. Need more communications from union. Elec­ tion held for new ship's secretaiy. FALCON CHAMPION (Seahawk), De­ cember 30—Chairman T.S. Barnes, Sec­ retary M.P. Cox, Education Director D.R. Ingram, Deck Delegate Scott J. Jones, Engine Delegate Michael J. Langenbach, Steward Delegate Ciar- ' GAL VESTON BA /(Sea-Land Ser­ vices), December 23—Chairman David Manson, Secretary R. Hicks, Education Director Michael Kovach. Captain will close the books out for the year by check only. Chairman received message stating there will be no relief due to Persian Gulf crisis; Eight extra men are to ride ship. Ship will pay off in Elizabeth, N.J. Vote of thanks to steward department for job well done. Crew lounge needs coffee maker. GOPHER STA TE (Interocean Manage­ ment Corp.), December 9—Chairman John E. Stout, Secretary B. Stearns, En­ gine Delegate RJ. Baumgardner, Stew­ ard Delegate Robert A. Lang. No beefs or disputed OT reported. LOGs and mail received periodically. Crew reports one washing machine broken. Steward tak­ ing measures to correct cold food com­ ing out of galley. Crew suggested messman continue making coffee during meals. Ht/MACAO (Puerto Rico Marine), De­ cember 9—Chairman L. Rodrigues, Sec­ retary Cassia B. Carter Jr., Education Director Charles Clausen, Steward Del­ egate D. Herrera. Water cooler on crew's deck, which was supposed to be installed in Elizabeth last trip, is still not there. Captain says will be installed this trip. Ship will pay off in Elizabeth. Chair­ man reminded those getting off to leave rooms clean. Deck department wants to know why San Juan longshoremen do not secure the hatches with hair pins, as in other ports. Deck crew is doing . longshoremen's job. Crew is receiving LOGs and mail periodically. Next port: Elizabeth, N.J. HUMACAO (Puerto Rico Marine), De­ cember 30—Chairman L. Rodrigues, Secretary Henry Gallckl, Deck Delegate D. Miller, Engine Delegate C. Clausen, Steward Delegate D. Herrera. Water fountain fixed and replaced on crew's deck. Chairman and crew thanked Stew­ ard Skippy Galicki and Chief Cook Danny Herrera for great Christmas din­ ner. LOG read and discussed. Ship may be going to yard at end of month for 10 days. May keep crew. Everything run­ ning smoothly. Still cannot keep longshoremen out of mess halls in San Juan. They eat up everything in sight. Next port: Elizateth, N.J. LAWRENCE GIANELLA (Ocean Ships), December 16—Chairman P. Hulsenbosch, Secretary D. Cunning­ ham, Education Director D. Gardener, Deck Delegate Donald E. Gates, Engine Delegate Earnest Lacunga Jr. Last meeting's minutes read. Nordic Track Exerciser was bought with'$480 of ship's fund and $108 donated by com­ pany. Procedures for disposal of plastics brought to new crewmembers' attention. Payoff for year's end will be Jan. 1. Chairman made everyone aware of alco­ hol testing program. Education director said education and Piney Point were two forces joining together to protnote excel­ lent seamanship. $12 reported currently in ship's fund. Chairman notified crew of new vice presidents, wishing VPs good luck. Captain Worth donated radio/cassette player for exercise room. Crew reminded to not slam doors and to help keep laundry room clean. Chairman said entire crew is of the opinion steward department is one of finest — firom stew­ ard-baker to chief cook to GSUs. They are truly a credit to SIU and deserve spe­ cial thanks. USNS LYNCH (Mar Shipping), Decem­ ber 12—Chairman Larry Manry. Dis­ abled lifeboat engine replaced. 30-ton AC unit went out, but temporarily fixed. Repair parts ordered. Not enough time to check stores out when they arrived. Chairman talked with engineers to fix crew's toilet in the port of Mobile. AC 'i' " I parts should be there as well. Request for patrolman in Mobile. Not enough money for draws and payoff. Chairman asked for courtesy from crewmembers when eating. New education director to try to get books for deck and engine depart­ ment upgrading to study and learn. No disputed OT in any department. Steward delegate reports AC causing sleep, prob­ lems. Radio operator working on new TV system. MA YAGUEZ(Puerto Rico Marine), De­ cember 30—Chairman Victor L. Kelsey, Secretary Jose Ross, Education Director Jon Walsh. Ship to be paid in Puerto Rico Jan. 1. No beefs or disputed OT in any department. ITS MOBILE (Sheridan Transportation), December 2—Chairman Fred Jen­ sen, Secretary Gregory K. Lee. Chairman told crew he has asked to have patrolman meet ship several times but has yet to see one. Deck delegate re­ ported disputed OT. No beefs or dis­ puted OT reported by engine and steward delegates. Crew asked for copies of new agreement and to have patrolman come to vessel and explain it. Next port: New York. NEDLLOYD HUDSON (Sea-Land Ser­ vice), December 30—Chairman John Neff, Secretary R.G. Connolly, Educa­ tion Director Mike Overgaard, Deck Delegate Jose A. Martinez, Steward Delegate M. Hassan. Chairman reported receiving telex from union concerning no reliefs until further notice. Requests reconsidering the order, considering ship­ board circumstances. Bosun discussed drugs testing procedures. Crew com­ mends chief cook and GSUs for very good job on food and keeping things in order. Next port: Elizabeth, N.J. NEWARK 0A Y(Sea-Land Service), December 30—Chairman John Frazier, Secretary E.M. Douroudous, Deck Dele­ gate William E. Lowen, Engine Dele­ gate David Simmons, Steward Delegate Jerome Johnson. Chairman reports tele­ gram received regarding new SIU posi­ tions on permanent and relief jobs. No beefs or disputed OT in deck or engine departments. Stewards department re­ ports OT dispute. Crew requests new washer and dryer. Continued on page 15 Obregon Captain Dies Captain Joseph S. Roney, master of the S.S. PFC Eugene A. Obregon, died aboard ship of a heart attack in Rota, Spain Nov. 26. The crew reported his death in its' ship's minutes dated Dec. 9. The mem­ bers also included the following state­ ment on their friend: "Unlicensed seaman lost a good fiiend and supporter. ... He will be missed by all of the,Obregon crew. Augie Tellez, SIU assistant vice president, wrote the crew: "We are sad­ dened by your loss. I had an opportunity to spend some time with Captain Roney when I was in Spain and found him, as you put it, a good friend and supporter of the unlicensed seaman. ..." Captain Roney, right, picks up his lunch from Chief Cook "Big Al" Hendricks onboard the PFC Eu­ gene A. Obregon. 1.-.'L mm �mRUARY 7997 Ships' Digests Continued from page 14 OMI CHAMPION (OMl), December 1—Chairman J.B. Wilson, Secretary G. Meivin, Education Director David Davis, Deck Delegate Mark Lance, En­ gine Delegate Wayne Lanear, Steward Delegate Donald Williams. Still waiting on word from SIU pertaining to restric­ tions to ship from previous voyage. Chairman reports good' voyage, crew is pleasure to sail with. Looking for good bunch of replacements as many are get­ ting off. Secretary reports crew is wait­ ing for word about disputed OT from last payoff. Treasurer noted need to de­ cide during next voyage how to generate money for new VCR and tapes. No beefs or disputed OT this trip from any depart­ ment. Vote of thanks to steward depart­ ment for good food, service. Next port: Honolulu. side aboard ship. Crew also voiced con­ cern about the port at which the mem­ bers needed to register to reclaim their jobs. Next port: Port Arthur, Texas. RFC EUGENE A. OBREGON (Water­ man), December 9—Chairman J.D. Fos­ ter, Secretary Patrick D. Helton, Deck Delegate Robert G. Van Brunt, Engine Delegate John L. McCabe, Steward Del­ egate Albert L. Hendricks. Chairman reported he thoroughly enjoyed working with all crewmembers. Thanked steward department for outstanding job and called them the finest steward depart­ ment afloat. Education director declared anyone eligible should attend Piney Point as soon as possible. No beefs or OT disputes from any department. SEA-LAND ATLANTIC (Sea-Land Ser­ vice), December 16—Chairman M.A. Galliano, Secretary John Darrow, Edu- by all. Presents were received from Seaman's Church of Houston and Seaman's Club of Filexstowe, England. Education director says all movies should be returned to captain per his di­ rection. No beefs or disputed OT re­ ported. Vote of thanks to steward department for wonderful Christmas din­ ner. No LOGs or mail received yet. Crew asked to help keep ship clean. Next port: Houston. SEA-LAND QUALITY (Sea-Land Ser­ vice), December 9—Chairman C. James, Secretary J. De Lise, Deck Dele­ gate Bobby L. Riddick, Steward Dele­ gate William Perry. Chairman plans to ask patrolman about smoking on bridge. Members asked to not put their feet on chairs and tables. Treasurer reports $120 in ship's fund. Chief steward is leaving after payoff, will leave fund with cap­ tain. Deck and steward delegates report OMI CHARGER (OMl), December 30—Chairman F. Schwartz, Secretary Neville Johnson, Deck Delegate D.B. Campbell, Engine Delegate Nathaniel Lamb, Stewards Delegate Herbert Archer. Chairman expects year-end pay­ off in Texas City, Texas. After mattress inspection, secretary will order needed new ones with 120 days storing. Educa­ tion director urged everyone to attend Piney Point. He also reminded the crew to use the gym system. No beefs or dis­ puted OT reported. The crew wished Captain Rogers a speedy recovery. Next port: Texas City. OMI COLUMBIA (OMI), December 30—Chairman James L. Carter, Secretaiy Chester R. Moss, Education Direc­ tor A. Bombita, Deck Delegate J.A. Casugay. Chairman informed crew of six extra men from union hall to clean up from ship repair. Reported news from headquarters: No more trips off for next 60 days. Education director reported one GSU getting off to upgrade. Encouraged more to follow suit. Treasurer reported $400 in ship's fund. No beefs, no dis­ puted OT in any departments. Stewards thanked for Christmas dinner. OMI MISSOURI (OMI), December 16—Chairman Carl L. Francum, Secre­ tary Ernie Hoitt, Engine Delegate Nich­ olas Fablia, Steward Delegate RLE. Thomas. Beef about officers getting paid off night of arrival and crew not get­ ting paid off until next day without that day's pay. Chairman reports ship head­ ing for Norfolk, Va. Treasurer reports bosun's wife brought 30 VCR tapes this trip and will bring another 30 next trip, with about 120 movies on them. Steward delegate stated more portion control foods should be put on ships with 3-man departments. Chief cook shouldn't have to make everything from scratch. No other beefs, no disputed OT. Stewards department received vote of thanks for great Thanksgiving dinner and job well done during voyage. Radio operator Ron Dole also thanked for letting crew have access to video tapes and for his newslet­ ters about world events. Next port: Nor­ folk, Va. OVERSEAS CHICAGO (Maritime: Overseas), December 27—Chairman George A. Giraud, Secretary C. Navarro. Chairman reported end of year payoff to occur in Hawaii Dec. 30. Then ship going back to Valdez, Alaska. No beefs or disputed OT. Next port: Valdez, Alaska. OVERSEAS HARRIETTE (Maritime Overseas), December 2—Chairman W.D. Jefferson, Secretary Jonathan White, Education Director David Wil­ liams, Deck Delegate Lawrence Par­ ker, Engine Delegate J. Williams Jr., Stewards Delegate Leon J. Grut. No launch service in Banana, Zaire. Fresh water was low; captain cut off water to crew only at certain times. Deck depart­ ment has many disputed OT hours. En­ gine and stewards departments have no beefs or OT disputes. Received LOG in Zaire. Crew asked union to investigate officers' guests from port eating on crew disputed OT. Vote of thanks extended to steward department. SEA-LAND VALUE (Sea-Land Ser­ vice), Dec. 30—Chairman G.A. Burke, Secretary M. McDermott, Education Di­ rector S.J. Kues. Chairman reports ev­ erything going smoothly. No beefs or disputed OT reported from any depart­ ment. LOGs are being received. Stew­ ards commended on well prepared Christmas dinner. Next port: Elizabeth, N.J. USNSSEALIFTPACIFIC(iMC), De­ cember 24—Chairman Ferdinand Gongora, Secretary Bill Collins, Deck Delegate Dave Knuth, Engine Delegate Joseph A. Michael, Steward Delegate James Robinson. No beefs or disputed OT. Steward asked crew to return dishes and silverware to galley, as there are no steward assistants. Special thanks to radio operator Sonja M. Clements for keeping Christmas spirit alive by pur­ chasing two Christmas trees. Crew dis­ cussed poor mail delivery. Several members said they had not received mail since coming aboard more than 30 days ago. Asked union for help. Next port: Greece. USNS WORTHY(US Marine Manage­ ment Inc.), December 29—Secretary Vikki Van Buren, Deck Delegate Al­ bert Austin Jr., Engine Delegate Jack Stevenson, Steward Delegate Andrew Isom. Deck delegate requested more reading and educational material. Stew­ ards had personal beef. No ship's fund at this time due to recent manning of vessel from MSG. Next port: Bergen, Norway. Preparing for a Life Boat Drill Crewmembers aboard a ship heading for the Persian Gulf make sure the lifeboats are In proper working condition. cation Director E.A. Richman, Deck Delegate Alex Vincent. Chairman an­ nounced expected arrival in Charleston Dec. 19. Shortage of foods, lack of vari­ ety. Message received concerning sus­ pension of relief for permanent people. No beefs or disputed OT reported from departments. Antenna partially repaired; some rooms still lack working antennae. Next port: Charleston, S.C. SEA-LAND CHALLENGER (SeaLand Service), December 9—Chairman S. Ballo, Secretary L. Ferales, Educa­ tion Director D. Baker, Deck Delegate JJ. Bermudez. Crew reminded of un­ safe conditions with gangway in Jack­ sonville. Secretary reports no major problems. No beefs or disputed OT. Edu­ cation director encourages upgrading at Piney Point. SEA-LAND DISCOVERY (Sea-Land Service), December 23—Chairman Harry Fisher, Secretary Jose R. Colls, Deck Delegate Reyes Flores, Engine Delegate Pedro Gago, Stewards Dele­ gate Jorge Salazar. Crew awaiting pa­ trolman for payoff. Ship to lay up some time next month in Tampa, Fla. Beef about gangway. Steward thanked the crew for keeping messroom and pantry clean. Crew gave vote of thanks to stew­ ard department. A letter received on per­ manent jobs. Deck delegate reported beef. Engine and stewards departments report no beefs, no disputed OT. Next port: Elizabeth, N.J. SEA-LAND EXPEDITION (Sea-Land Service), December 31—Chairman Mar­ vin ZImbro, Education Director David J. Dukehart. Crew reminded to keep mess hall clean and to let the captain know if member is getting off. Steward .delegate reported disputed OT. No beefs or OT disputes from other departments. Crew gave vote of thanks to steward de­ partment for a job well done. SEALAND INTEGRITY (Sea-Land Service), December 30—Chairman E. Wallace, Secretary N. Evans, Education Director A.O. Cuevos, Deck Delegate H. Smith, Engine Delegate V. Limon, Steward Delegate J. O'Reilly. Telex on no reliefs posted. Referral to patrolman. Chairman reports everything running smoothly. A merry Christmas was had no beefs or disputed OT. Engine depart­ ment reports OT dispute from electri­ cian. Vote of thanks for steward department for a job well done. Next port: Boston. SEA-LAND PACIFIC (Sea-Land Ser­ vice), December 26—Chairman M. Whitsitt, Secretary M.S. Scardino, Deck Delegate Bob Trainer, Engine Delegate Larry Mills, Stewards Dele­ gate Kassam A. Harhara. Chairman re­ ported payoff to be Dec. 30 in Long Beach. $50 reported in ship's fund. Edu­ cation director expressed need for mem­ bers to upgrade at Piney Point, stressing job security. Engine and steward depart­ ments reported disputed OT. No beefs or OT disputes in deck department. Re­ ceived telex about no reliefs due to Pers­ ian Gulf events, and received Christmas greetings from headquarters. Clarifica­ tion requested as to which AB will stand which watch when taking jobs from union hall. Answer: First aboard gets first choice unless specified on shipping card. Crew getting off asked to clean quarters. Chief electrician only received $20 per day subsistence and lodging. Of­ ficers reported to have two washers, crew only one. Steward department thanked for good food selection and for Christmas spread. Oakland terminal has forbidden officers and crew from park­ ing in Sea-Land lot. Next port: Long Beach, Calif. SEA-LAND VALUE (Sea-Land Ser­ vice), December 8—Chairman Gerald M. Lopes, Secretary L.E. Winfield, Ed­ ucation Director SJ. Kues, Deck Dele­ gate Enrique Velez, Steward Delegate Stanley J. Kriptosiak. Safety meeting held Nov. 23. Payoff to be at Elizabeth, N.J. Nothing in ship's fund. No beefs, no V •i'" -f' ^ USNSBELLATRIX(Bay Tankers), January 20—Chairman R.M. Wiles, Secretaiy Clarence D. Coleman, Educa­ tional Director Michael Johnson, Deck Delegate R. Haggery, Engine Delegate R.W. Wolfe, Steward Delegate Hazel Johnson Jr. Chairman noted crew's re­ quest for athletic equipment, library books and VCR tapes. He said aft crew needed VCR and television. Educational director urged members to attend Lundeberg School. Steward delegate re­ ported beef about lack of pay for feeding extra personnel aboard vessel. No beefs or disputed OT reported by deck and en­ gine delegates. Crewmembers stated they were looking forward to shore time in United States. 1.3. SEA-LAND PRODUCER (Sea-Land Service), December 30—Chairman Jack Edwards, Secretary John Bulawan, Ed­ ucation Director M. Bang, Deck Dele­ gate Troy Smith, Engine Delegate Mike Veigel, Steward Delegate John Shaw. Chairman reports ETA Long Beach, Calif, on Jan. 7. Crew fund remains at $70; received no additional funds. Re­ ceived LOGs in Long Beach. Shore gang members should not feed before crewmembers are fed, as happened in Oakland. Next port: Oakland. ""'M m AMERICAN HERITAGE (Apex Ma rine), January 6—Chairman Clyde J. Smith, Secretary A. Holland, Educa­ tional Director W. Robinson, Deck Dele­ gate J. Cooper, Engine Delegate Kevin Quinlan, Steward Delegate John Col­ lins. Chairman announced ship will pay off in the Virgin Islands on January 9. He urged all members to keep working in a safe and orderly manner. No beefs or disputed OT reported. .'3 Shipboard Meeting Heid Members on the Sea-Land Enterprise take part in a shipboard meeting. �* fgyiwwn I T'tJ, • SEAFARERS EOG . ,f; ;'^:y' v^s.. Applications A vailable For Union's 1991 Scholarship Program li '• %•'• iS' m- '' :'t: . "rJV;.; :V:j: " • i5'- i( • .-'I • •' ':•": • - nfe ••:•?:" • :;h. /:.; :• • Some 35 years ago, the Seafarers International Union's Atlantic and Gulf District became the first maritime union in America to establish a scholarship program to help quali­ fied members and their dependents finance college and vo­ cational education. Every year, four scholarships are given to children of SlU members. These are worth $15,000 each over a fouryear period at the college of the winner's choice. In addition, three scholarships are reserved annually for SlU members, themselves. One is a $15,000 four-year scholarship. Each of the other two is a $6,000 two-year scholarship for study at a vocational school or community collie. Since the inception of the program, the impartial commit­ tee of professional educators from the college and univer­ sity level has awarded 184 scholarships to Seafarers and their children. It has produced doctors, lawyers, engineers, pharmacists, librarians, teachers, computer specia ists and scientists—most of whom have pointed out that without the SlU's help, they never would have had the opportunity to pursue their education. 'V The scholarship materials are available at any SlU union hall. Prospective applicants also may request a copy by filling in the re­ quest form below. Mail the completed form to: SIU Scholarship Program Seafarers Welfare Plan 5201 Auth Way Camp Springs, MD 20746 . "r.- ;.v '•..'',^•.1 '-y . l IJlease send me the 1991 SIU Scholarship Program booklet which JL contains eligibility information, procedures for applying and the application form. I E I Name I Book Number I Address City, State, Zip Code Telephone number This application is for • Self • Dependent. ' ' " • ^ 2/91 April 15,1991 is the submission deadline. Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safe­ guarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every year, which is to be submitted to the membership by the Secretary-Treasurer. A yearly finance committee of rank and file members, elected by the membership, makes examination each year of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and InI^d Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trust­ ees in charge of these funds shall equally consist of Union and manage­ ment representatives and their alter­ nates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquar­ ters of the various trust funds. SHIPPING RIGHTS. A member's shipping rights and senior­ ity are protected exclusively by con­ tracts between the Union and the employers. Members should get to know their shipping rights. Copies of these contracts are posted and avail­ able in all Union halls. If members believe there have been violations of their shipping or seniority rights as contained in the contracts between the Union and the employers, they should notify the Seafarers Appeals Board by certified mail, return receipt re­ quested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way Camp Springs, Md. 20746 Full copies of contracts as referred to are available to members at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which an SIU mem­ ber works and lives aboard a ship or boat. Members should know their con­ tract rights, as well as their obligations, such as filing for overtime (OT) on the proper sheets and in the proper man­ ner. If, at any time, a member believes that an SIU patrolman or other Union offlcial fails to protect their contrac­ tual rights properly, they should con­ tact the nearest SIU port agent. EDITORIAL POLICY—THE SEAFARERS LOG. The Seafarers LOG traditionally has refrained from publishing any article serving the po­ litical purposesof any individual in the Union, officer or member. It also has refrained from publishing articles deemed harmful to the Union or its collective membership. This estab­ lished policy has been reaffirmed by membership action at the September 1960 meetings in all constitutional ports. The responsibility for Seafarers LOG policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should im­ mediately be reported to Union head­ quarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should ob­ tain copies of this constitution so as to familiarize themselves with its con­ tents. Any time a member feels any other member or officer is attempting to deprive him of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, the member so affected should immedi­ ately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employ­ ment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION—SPAD. SPAD is a separate segregated fiind. Its proceeds are used to further its ob­ jects and purposes including, but not limited to, furthering the political, so­ cial and economic interests of mari­ time workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such ob­ jects, SPAD supports and contributes to political candidates for elective of­ fice. All contributions are voluntary. No contribution may be solicited or' received becauseof force, job discrim­ ination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of em­ ployment. If a contribution is made by reason of the above improper conduct, the member should notify the Seafar­ ers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. A member should support SPAD to protect and further his economic, political and so­ cial interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should immediately notify SIU Pres­ ident Michael Sacco at headquar­ ters by certified mail, return receipt requested. The address is 5201 Auth Way, Camp Springs, Md. 20746. �•' ^v. WiuMYm rtures ' >\ DEEP SEA -'^_- -C' 'i m MICHAEL T. BRADY Michael T. Brady, 39, died early last year. The engine de­ partment crewman joined the SIU in February 1970 in the port of New York. Brother Brady hailed from Pennsylva­ nia. WALTER G. BUTTERTON SR. Pensioner Walter G. Butterton Sr., 65, passed away Jan. 1,1991. The Vir­ ginia na­ tive joined the union in August 1946 in Norfolk, Va. and grad­ uated from the bosun recertification program at Piney Point in 1973. Brother Butterton re­ tired in 1984. RONALDCANADY Pensioner Ronald Canady, 56, passed away Dec. 25, 1990. The deck department member from Geor­ gia joined the union in August 1955 in the port of Savannah. He retired in 1989. SALVATORE CAPRIOCA Salvatore Caprioca, 60, died Dec. 25,1990. The able bodied seaman was an active member at the time of his death. Brother Caprioca joined the SIU in 1980 in the port of New York, his hometown. He was a five-year Marine veteran. DOMENICK CIANCI Domenick Cianci, 32, passed away Dec. 23,1990. Bom in Camden, N.J., he joined the union in the port of Philadel­ phia in May 1984. He was an active member at the time of his death. JAMES E. COLLINS Pensioner James E. Collins, 65, passed away Nov. 29,1990. The Georgia-bom steward joined the union in 1952 in the port of New York. Brother Col­ lins retired in July, 1986. GEORGE D. COOPER George D. Coo­ per, 46, died Dec. 12,1990. He was an active member of the union who joined in the port of Wilmington, Calif, in 1989. The deck department member was bom in Yonkers, N.Y. ANTONIO COSPITO Pensioner Antonio Cospito, 80, passed away Dec. 28,1990. Bom in Union City, N.J., he joined the SIU in March 1958 in the port of New York. Brother Cospito started sailing in the engine room, eventually working in the deck and stew­ ard departments as well. He also served aboard the S.S. Ra­ phael Semmes in voyages to South Vietnam during that war. MIKE DIKUN Pensioner Mike Dikun, 71, passed away Jan. 13. He joined the SIU in June 1943 in the en­ gine department. Brother Dikun was a Pennsylvania na­ tive who retired in March 1980. ANTHONY FERRARA Pensioner Anthony Ferrara, 70, passed away Dec. 21, 1990. The able bodied seaman up­ graded his rating at the Lundeberg School to AB un­ limited. He joined the union in January 1949 in the port of New York, his hometown. Brother Ferrara retired in April 1986. DAVID T. GOLDEN David T. Golden, 37, died Nov. 3, 1990. The Phila­ delphia native, a Piney *oint graduate, was a Navy vet­ eran who eamed the National Defense Service Medal in 1975. Brother Golden, a third cook, was an active SIU mem­ ber. JUAN M. GONZALEZ Pensioner Juan M. Gonzalez, 88, died July 8, 1990 of cancer. Bom in Havana, Cuba, he joined the SIU in the port of New Orleans in June 1950. Brother Gonzalez, a steward, retired in 1968. WILFRED E. GRANT Wilfred E. Grant, 93, passed away Dec. 15, 1990 in the Bronx, N.Y. of natural causes. A char­ ter member of the SIU, Brother Grant joined in the port of Bos­ ton in November 1938. He sailed in the steward depart­ ment. He was bom in Barbados and retired in 1964. JASPER HARMASON Jasper Harmason, 64, died Dec. 29,1990. He joined the union in the port of Houston in July 1967 as a steward. The Louisiana native served in the Navy from 1944 to 1946. His last working day was in Febmaiyl987. HARRILL HILL Harrill Hill, 62, passed away Dec. 24,1990. He joined the imion in the port of San Fran­ cisco in Febmary 1967. Brother Hill, a member of the steward department, was bom in Texas and served in the Army from 1952 to 1955. JOHN E. LONG Pensioner John E. Long, 68, died Jan. 12. Long, who sailed ¥<"• in the galley gang, joined the SIU in the port of Norfolk, Va. in May 1955. Brother Long, a native of Pickens, W. Va., was a 10-year Navy veteran, serv­ ing from 1943 to 1953. ROSE M. LOVERIN Pensioner Rose M. Loverin, 72, passed away Oct. 28, 1990. Sister Loverin, an Oregon na­ tive, joined the union in 1968 in the port of San Francisco. She was a steward before retir­ ing in 1980. JOHN McCARVILLE Pensioner John McCarville, 72, died Nov. 28, 1990. The Bos­ ton native sailed with the Marine Cooks and Stewards Union and, after the 1978 MCS merger with the SIU-AGLIWD, shipped with the SIU. He retired in 1983. ROBERT F.MYRICK Pensioner Robert F. Myrick, 78, passed away Jan. 2. Bom in Illi­ nois, he worked in the deck crew from the time he joined the union in October 1944 in the port of New York. His trav­ els took him to Vietnam during the war, and he retired in 1977 as an able bodied seaman. OSCAR OZER Pensioner Oscar Ozer, 62, passed away Dec. 18,1990. He joined the SlU in the port of New York in 1955 and sailed in the black gang, later switch­ ing to the steward department. Brother Ozer was a Philadel­ phia native. JAN RANI Pensioner Jan Rani, 85, died Dec. 20, 1990 of a heart at­ tack after along bout with Paikinson's disease. He joined the SIU in April 1943 in the port of New York and retired as an able bodied seaman in 1970. The Philippine native lived in Brooklyn. JOHN W. SAMSEL John W. Samsel, 65, passed away Jan. 30,1990. The deck depart­ ment member, bom in Southingto n. Conn., joined the union in the port of Boston in August 1944. Brother Samsel died in New Orleans. the union in November, 1953 in the port of New York. He re­ tired in 1985. ALEX SANTIAGO Alex San­ tiago, 36, died early last year. Bom in Santurce, P.R.he graduated from the Lundeberg School in January 1975' Brother Santiago saw ac­ tion in Viemam while in the Army, eaming a National De­ fense Service Medal. He was an active QMED at the time of his death. MAX P. SAROL Pensioner Max P. Sarol, 86, died of a heart at­ tack Jan. 8. The former chief cook joined the union in the port of New York in April 1953. Brother Sarol, bom in Hawaii, retired in 1976. He was buried in Glenwood Me­ morial Park in Bromall, Penn. RONALD M. SAUNDERS Pensioner Ronald M. Saunders, 72, passed away Dec. 14,1990. He joined the Marine Cooks and Stewards in 1955 in the port of Portland, Ore., working his way to chief steward. The Seattle native, who joined the SIU after the 1978 merger, became a recerti­ fied steward at the Lundeberg School in 1982. ADAM E.SLOWIK Pensioner Adam E. Slowik, 76, died of compli­ cations following heart sur­ gery Dec. 17,1990. He sailed in the en­ gine room after joining the union in the port of New York in July 1944. Brother Slowik retired to Chicago in 1980 and was buried in Mt. Emblem Cemetery in nearby Elm hurst. HOMER STARLING Homer Starling, 82, died Jan. 2. He retired as a QMED. He joined the SIU in Febmary 1939 in the port of Mobile and received a safety award in 1960. The Mississippi native was a three-year Navy veteran and eight-year Coast Guard veteran. He last sailed in August 1973. AQUILINO S. VILLARIZA Pensioner Aquilino S. Villariza, 71, passed away Jan. 4,1991. The cook, bom in Iliolo City, Philippines, joined ROBERT M.TULLER Pensioner Robert M. Tuller, 62, died of cancer Dec. 25, 1990. An engine room sea­ farer bom in Montpelier, Vt., he joined the union in the port of San Francisco in March 1962. A World War II veteran. Brother Tuller was buried in the Spring Road Cemetery in Tumbridge, Vt. INLAND RICHARD E. BRISSON Richard E. Brisson, 57, died re­ cently. He was bom in Stillwa­ ter, Minn., and joined the SIU in the port of Norfolk in May 1975. A retired Navy veteran (1952-1973), he sailed as a chief engineer primarily on Al­ lied Towing Corp. vessels. BENJAMIN H. HAYMAN Pensioner Benjamin H. Hayman, 75, passed away Dec. 24, 1990. The tug captain was bom in Columbia, N.C., and joined the union in December 1972 in the port of Baltimore. He was a Navy veteran. Brother Hayman retired in 1985. HERBERT W. MATHEWS Pensioner Herbert E. Mathews, 71, passed away Jan. 2. He joined the SIU in the port of Norfolk, Va., his hometown, in May 1961. Brother Mathews retired in 1981. WILLIAM D. SAVAGE Pensioner William D. Sav­ age, 64, died of cancer Dec. 11, 1990. A tankerman, he joined the union in May 1969 in the port of New Orleans. The former Marine was bom in Louisiana and shipped on Dixie Carriers ves­ sels. He retired in 1986. Burial was at Garden of Memories Cemetery in Gray, La. '•'S GREAT LAKES JAMES W. BIEL James W. Biel, 78, passed away Dec. 20,1990. The Penn­ sylvania native was a dredgeman who joined the union in July 1961 in the port of Erie, Penn. His last active working day was in 1974. Continued on page 18 �SCAFARERS LOG 18 Harry Lundeberg School Graduates Four Classes Continued from page 17 JOHN J. DOYLE Pensioner John J. Doyle, 75. lost a battle to cancer and .Alzheimer's disease Jan. 6. He joined the SIU in June 1964 in the port of Detroit. The wheelsman was bom in Pittsburgh and had retired in 1982. , CHRISTOPHER J. HARRINGTON Vs|sf ,.,J;'"' ''• Trainee Lifeboat Claiss 464—Graduating from trainee lifeboat class 464 are (from left, kneeling) Terrance Dorsey, Garland Tyson, Avoirs Reid, William Kehoe, Robert Fenton, Malcolm Poe, Darren Walker, Peter Littman, Van Russ, (second row) Frank Markva, Mike Maynor, Robert Worrell, Marsha Dawson, Louis Mastrototaro, Granville Reader, Daniel Vasquez, Scott Doering, Andy Cook, Gordon Adams III, (third row) Shedrick Hunter, Alan Day, William Clifford and Ken Kehoe. . JOHN F. SCANLON Pensioner John P. Scanlon, 79. died Dec. 12. 1990. The oiler joined the union in 1961 in the port of Buffalo, shipping pri­ marily on Great Lakes Dredge and Dock Co. and Meitilt vessels. The Buffalo na­ tive retired in 1976. Final Departures Christopher J. Harrington. 25. died Oct. 7, 1990. The Michigan native joined the union in May 1990 in the port of Algonac. He was an active SIU member at the time of his death. ARTHUR C, NOTTEN Pensioner Arthur C. Notten, 76, passed away Jan. 6. He was a lead deckhand who joined the SIU in October 1961 in Duluth, Minn. An Ashlaiid, Wis. native. Brother Notten retired in 1976. GERALD F. .SCOTT Pensioner Gerald F. Scott. 67. died Jan. 10. 1991 from a heart attack. The oiler was born in. Cleveland and joined the SIU in October 1961 in the port of Buffalo. An Anny veteran. Brother Scott sailed on Great Lakes Dredge and Dock Co. vessels. He retired in 1985. Burial was at Calvary Cemetery in Cleveland. ATLANTIC FISHERMEN JOSEPH SCOLA Pensioner Joseph Scola. 77. died Jan. 8. 1991. The fisherman joined the SIU in the port of Boston in October 1939. Born in Springfield. 111. Brother Scola re­ tired in 1982. The SIU has created a new t-shirt design which is available to all our mem­ bers on a firstcome, firstserved basis. ;|||| •••'i.'VL, Trainee Lifeboat Class 465—Recently graduating from trainee lifeboat class 465 are (from left, kneeling) Mark'Castillo, Joshua Schmidt, Bradley Redoute, Kevin Reagan, Jamal Gregory, Ronald Yeatts, (second row) Leah Gay, Michael Rawlins, Trent Sterling,. Richard Russ, Joseph DeCicco, George Galanis, Erik Bekkelund, Sean Sullivan, (third row) James Ball Jr., Raymond Mulligan, William Kane, Bruce Bradley, Bobby Pytka, Mark Perry, Derek Fye and Chris Zubowicz. (Not pictured is James Lopez.) • The shirts feature the SIU logo in full color on the front and "Politics is Porkchops" in blue on the back. They are American-made. Please fill out the application below and mail it to: John Fay, Secretary-Treasurer Seafarers International Union 5201 Auth Way Camp Springs, MD 20746 Please send the new SIU t-shirt to: : NAME I ADDRESS I CITY, STATE, ZIP Firemen, Oilers, Watertenders—Moving up the ladder in the engine depart­ ment are these FOWT graduates. From the left are (front row) Carlton Lewis, Keith L. Jordan Sr., Roy Speed, Diana Thomas, Van Jones, Howard Schoenly, Bill Foley (instructor), (second row) Robert Lee Baptiste, Samuel Billups, James Clement, Michael Aubain, John Langley, Tim O. Burnett and Randolph Patterson. ' ir :,.'•! : SOCIAL SECURITY # BOOK # j PHONE # RATING j T-SHIRT SIZE (circle one) M XL 2/91 Seafarers Welfare Plan Notice -•• COBRA: Continuation Health Coverage v" Seafarers or their dependents who have lost eligibility for health care coverage under the rules and regulations of the Seafarers Welfare Plan, may be eligible to purchase, at a premium, welfare coverage directly from the plan. Seafarers who have lost their eligibility for plan coverage must notify the plan of­ fice immediately to find out whether or not they or their dependents may elect to con­ tinue benefits under this program. To obtain more information about this program. Seafarers may call the member­ ship services office at: 1-800-CLAIMS-4 (1-800-252-4674) or may write to: UpgradefS Lifeboat—The members pictured above completed their lifeboat studies. learning about emergency drills, basic,compass navigation and the use of all lifeboat and life raft equipment. They are, from the left (front row) Rick Patek, Walt Ritvalsky, Jonathan Balico, Gregory Jfenkeins, Carlos Goncalves, Mark Storer, Lugmari Ali, (second row) Jake Karaczynski (instructor), David McComas (MSC),' Tim Thompson, Matthew Holley, Chuck Larson, Mark Stabler, Nicholas Carey, Thomas Merlino, Stephen Blanchard. Chris Martinez (MSC) and Phil Maguire (instructor) COBRA Program Seafarers Welfare Plan 5201 Auth Way Camp Springs, MD 20746 (The April 1989 edition of the Seafarers LOG contains a complete description of the Consolidated Omnibus Budget Reconciliation Act—or COBRA—program.) -J' T,.r - \'."i. ..'.j �FEBRUARY 1991 19 1991 UPGRADING COURSE SCHEDULE Oil Spill Course The following is the current course schedule for March-July 1991 at the Seafarers Harry Lundeberg School of Seamanship. All programs are geared to improve job skills of SIU members and to promote the American maritime industry. The course schedule may change to reflect the membership's and industry's needs as well as the national emergency mobilization in the Persian Gulf. Completion Check-In Date Date April 1 April 5 May 13 May 17 June 24 June 28 Upon completion, the Sealift Operations course must he taken. 1 Course Oil Spill Prevention & Containment (1 week) t- - v-' : •; Deck Upgrading Courses Steward Upgrading Courses Check-In Completion Date Date March 18 April 26 May 13 June 21 July 8 August 16 All .students must take the Oil Spill Prevention and Containment class prior to the Sealift Operations and Maintenance course. Completion Check-In Date Date Course Assistant Cook, Cook and Baker, All open-ended (contact admissions Chief Cook, Chief Steward office for starting dates) Upon completion, all students will take a Sealift Familiarization class. Course Able Seaman Engine Upgrading Courses Lifeboatman March 4 March 15 March 18 March 29 April I April 12 April 15 April 26 April 29 May 10 - May 13 ; . May 24 • . May 27 June 7 June 10 June 21 June 24 July 5 July 8 July 19 July 22 August 2 Ship Handling March 18 March 29 May 27 - ; • June 7 June 24 July 5 Radar Observer Unlimited April 1 April 5 April 22 April 26 May 20 May 24 July8 July 12 Inland Deck Licenses June 10 August 16 Celestial Navigation April 22 May 10 August 2 July 15 Upon completion, the Sealift Operations course must he taken. March 29 Tankerman March 4 May 27 June 21 Completion Check-In Date Date May 13 August 2 March IS April 26 April 29 June 7 June 10 July 19 All students must take the Oil Spill Prevention and Containment class. April 15 May 24 Pumproom Maintenance & Operations May 24 April I Marine Electrical Maintenance Refrigeration Systems July 5 May 27 Maintenance & Operations April 12 Diesel Engine Technology March 18 August 16 Marine Electronics Technician May 27 May 17 Assistant Engineer (Deep Sea & Inland) March 11 July 19 Electro-Hydraulics June 10 May 17 Deep Sea/Inland Engineers March 11 May 10 Basic Electronics April 15 July 5 Hydraulics June 10 August 16 July 22 All students in the Engine Department will have a two-week Sealift Familiarization class at the end of their regular course. Course QMED-Any Rating Fireman/Watertender and Oiler 1991 Adult Education Schedule SHLSS Coilege Program Scheduie for 1991 FULL 8-week Sessions May 17 July 26 March 25 June 3 Check-In Date March 4 April 29 July 29 March 4 April 29 July 29 April 29 July 29 April 22 June 17 Course High School Equivalency (GED) • Adult Basic Education (ABE) Recertification Programs Completion Date May 6 July 8 Check-In Date March 25 June 3 Course Bosun Recertification Steward Recertification English as a Second Language (ESL) ABE/ESL Lifeboat Preparation Course With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) requested. You also must submit a COPY of each of the following: the first page of your union book indicating your department and seniority, your clinic card and the front and back of your Lundeberg School identification card listing the course(s) you have taken and completed. The Admissions Office WILL NOT schedule you until all of the above are received. DATE OF RATING DATE DISCHARGE VESSEL SHIPPED HELD UPGRADING APPLICATION Date of Birth. Namc- Mo. I)a> Year (Micldli.-) (I irsi) (l.ilsti Address. (Sirceli TclephoncL (Cilyl iSlalc) (Zrpt'odcl ) OArcaC'ode) Deep Sea Member • L^'kes Member • Inland Waters Member • Pacific • If the following information is not filled out completely your application will not be processed. Book #- Social Security #. • Yes • No Home.Port. t I am interested in the following course(s) checked below or indicated here if not listed Endorsement(s) or License(s) now held Are you a graduate of the SHLSS trainee program.' If ye.s. which program: from — • Yes Q No ^— to — Last grade of school completed • Yes . • No If yes, course(s) taken Have you taken any SHLSS Sealift Operations courses.' Q. Yes Q No If yes, how many weeks have you completed'.' ^ Do you hold the U.S. Coast Guard Life Boatman Endorsement'.' • Yes • No Firefighting; • Yes • No CPR: • Yes • No Date available for training ^^^— —^ — DHCK — tJulcs atlcnJcii) Have you attended any SHLSS upgrading courses'.' Primary language spoken ^ DATE- SIGNATURE. Department. Seniority^ U.S. Citizen; Completion Date April 19 June 14 September 13 April 19 June 14 September 13 June 14 September 13 May 17 July 12 — • • • • • AB/Sealift I St Class Pilot Third Mate Radar Observer Unlimited Master Inspected Towing Vessel • Towboat (Operator Inland • Celestial Navigation Q Simulator Course O Marine Electrical Maintenance • Pumproom Maintenance & Operation • Refrigeration Systems Maintenance & Operation • Diesel Ivngine Technology • Assistant lingineer'C'hicf Engineer Motor Vessel • Original 3rd lingineer Steam or Motor • Refrigerated Containers Advanced Maintenance • Electro-Hydraulic Systems |~1 Automation • Hydraulics Q Marine Electronics Technician Al.1. DEPARTMENTS • Welding Q i-ifeboatman (Must, be taken with another course) ADUl.T EDUCATION DEPARTMENT • Adult Basic Education (ABE) • High School liquivalency Program (GED) • Developmental Studies (DVS) • English as a Second Language (ESI.) • ABE/ESI. Lifeboa) Preparation STEWARD ENGINI-; • FOWT • QMEO—.Any Rating • Variable Speed DC Drive Systems (Marine Ideclronics) • • • • r~l Assistant Cook Utility Cook and Baker Chief Cook Chief .Steward Towboat Inland Cook COLLEGE PROGRAM • Associates in Arts Degree • Cenificate Programs .No Imnsporlation wilt be paid unless you present original receipts and successfully complete the course. RETURN COMPI.ETEb APPl.lC.ATION TO Seafarers Harrs l.undctscrp Upgrading t enter. Piney Poinl. Idl) 20(i74 .. ' "' L-. " .. r-.'d' , 7..-. U':; •' d- >sSV �aBjgSBF .•-•*-•••••-•TK-jr-S.'r •' v- .•_ •. •- ^r -.' SEAEUtEMBS •.'^ '•,. • -.' • •'?•••• The deadline for submission of scholaiship applications Is April 15. February 1991 Volume 53, Number 2 ••I. Seafarers Remember See page 16 for details. U,S. Seamen Awarded Russian Medals 45 Years Later delivering guns, tanks ammuni­ tion, fuel, food, medical supplies and clothing to allied forces. Though the recognition was be­ lated, the seafarers appreciated all the attention. First hand accounts of torpedoes, German bombers and close calls were recounted, bring­ ing life to a harrowing past on which the veterans could now look back with relief. Remembering the Raids "I can still remember sailing on the Paul Luckenbach in 1942," said Virgil Sharp, a merchant mar- ' > V .- ships were lost to German bomb­ ing raids. "The Russian people were great; they had nothing—and they gave us half," LeCato quipped. ''We got there in March. It took so long to get the ship unloaded that we had to wait for the ice to thaw before we could make the return voyage," he said. "Then we had to wait because the summer months had so much sunlight." Bill Davenport, then a radio­ man, remembered listening to Ger­ man sub communications on his way back from the Soviet Union. Angus "Red" Campbell, SID vice president collective bargaining, left, speaks with Purser William E. McReynolds, one of the medal recipients. McReynolds sailed aboard the William H. Wilmer during the Murmansk run. Revenge may be sweet, but rec­ ognition goes down just as easily. Just ask the 54 American mer­ chant seamen awarded medals by the Soviet Union Jan. 31—for per­ ilous missions they undertook more than 45 years ago. All were veterans of the dan­ gerous Murmansk run, a vital sup­ ply link in the Allied effort to help a desperate Soviet Union fight off Germany during World War II. The men received commemo­ rative medals for their parts in keeping the deep sea supply lines open by Soviet Charge d'Affaires Sergi Chetverikov, who presented them with the medals and certifi­ cates signed by Mikhail Gorbachev, president of the USSR That ceremony was closed to U.S. groups also wishing to honor the seafarers. They also were toasted by members of American maritime unions and the Maritime Adminis­ tration at a reception afterward in a Washington, D.C. hotel. SIU Vice President for Collective Bargain­ ing Angus "Red" Campbell, hiniself a World War II Merchant Marine veteran, was on hand to swap stories with the awardees. While the largest losses of WWII were inflicted on allied con­ voys in the North Atlantic, the most perilous voyages were those to Murmansk. Ships in those con­ voys—some of which had no war­ ship escort—were subjected to constant submarine and air attack and frequent naval bombardment. One ill-fated convoy, PQ17, was trimmed from 34 merchant ships to 11 by the time it arrived in the Soviet Union. SIU Saw Action In all, 1,200 SIU members were killed in WWII. Six thousand mer­ chant ships saw action in the war. Help Sought in Locating Missing Child The National Center for Miss­ ing and Exploited Children has forwarded to the Seafarers LOG information on the disappearance of Debra Ann-Marie Polzin. The center hopes that by distributing photos of the young woman, chances of her being found will increase. The 17-year-old disappeared from Toledo, Ohio on Jan. 30, 1989. The center considers her an endangered runaway. She may be with a male companion. At the time of her disappearance when she was 15, Debra Ann-Marie Polzin was 5 ft. 8 in., weighed 118 pounds and had brown/blonde hair and brown eyes. Anyone with information on the whereabouts of Debra AnnMarie Polzin should contact The Debra Ann-Marie Polzin National Center for Missing and Exploited Children at 1-800843-5678 or the Toledo (Ohio) Police Department Missing Per­ sons Unit at 1-419-245-3150. William Davenport's family and friends admire the commemorative Murmansk medal he received at a recent gathering in Washington, D.C. iner with the Sailor's Union of the Pacific after the war. The SUP is a SIUNA affiliate. "We were in PQ15 [a convoy of 23 ships]. I signed on as a carpenter. "Our ship was loaded with ex­ plosives, gunpowder and shell casings," said Sharp. "They alternated the cargo, putting cas­ ings next to gunpowder next tocas­ ings—iin essence making the ship one huge bomb. "One day we came under at­ tack by German bombers. I looked out my porthole and saw a torpedo coming dead on at us. I figured we had had it, but at the last minute the torpedo swerved at a 45 degree angle, barely missing us." Another ship in the convoy, the Mary Luckenbach, suffered a worse fate; the torpedo didn't change course, killing all aboard. Sharp spent five years sailing the North Atlantic, but said that was his most eye-opening experi­ ence. John LeCato made three runs, including one which kept him in the USSR for eight months. "They called it the 'Forgotten Convoy'," said LeCato, who served as third mate on the Thomas Hartley. The ship, part of convoy PQ18, was one of 20 which survived the voyage to Archangel. Another 13 t—- r;.'V ' -i Thanks in part to a battle group concealed in the middle of the con­ voy group, his trip was a little less dangerous, though they did have some trying times. "We knew what we were get­ ting into when we shipped out," he said.' 'Once you could accept what that meant, there was no such ani­ mal as fear. You were past the point." That may be a sentiment for modem mariners—especially in the Persian Gulf—to explore. >- . r Captain A.K. Malaney, left, and Cap­ tain John LeCato, are two of the 54 merchant seamen awarded medals for helping the Soviets during WW II. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1990-1999 Description An account of the resource Volumes LII-LXI Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1991 Description An account of the resource HEADLINES ANOTHER POTENTIAL BATTLE LOOMS FOR U.S. SHIPPING IN MEXICAN TALKS GATT WORLD TRADE TALKS BOGGED DOWN; WATER TRANSPORT APPEARS SAFE FOR NOW AT&T, SIU INK 5-YEAR LABOR PACT MARITIME PROGRAMS SUFFER IN 1992 FEDERAL BUDGET DELIVERY OF GOODS CONTINUES DESPITE OUTBREAK OF GULF WAR. NMU RANK-AND-FILE WONDER WHO’S IN CHARGE OF UNION FOREIGN CREWS BALK AT PERSIAN GILF RUN SIU CREW IS SOMBER BUT DETERMINES WINTER BRINGS CHARLES E. WILSON HOME SIU MEMBERS ESCORT USS LEXINGTON EUROPE ASSESSES IS SHIPPING CAPACITY CONTINENT WIFE- CABOTAGE, SINGLE REGISTER AMONG ITEMNS THAT MAY BE ADOPTED ELECTRICAL MAINTENANCE CLASS VITAL TO QMED TRAINING WORK CONTINUES ON S-L EXPLORER AFTER BRIEF LAYUP HAWAII-BASED SEAFARERS EXTEND THANKS TO SEN. INOUYE FOR SUPPORT OF MARITIME SIU SCHOOL’S STUDENTS MUST HAVE VALID DRUG-FREE CLEARANCE TESTS BOSUN HERB LIBBY RETIRES AFTER NEARLY 30 YEARS ABOARD CABLE SHIP JUDGE USES EXPERIENCE LEARNED ON THE LAKES SIU FISHERMAN COMMENDED FOR HELPING OTHERS U.S. SEAMEN AWARDED RUSSIAN MEDALS 45 YEARS LATER Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 02/01/1991 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 53, No. 2 1991 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/9fc82c768e0dfbdca73d87fac3422f1e.PDF 1f990d576e0bcc32e7b114032c1d8a01 PDF Text Text ^lS3IlSEp|ilSSiS5Si@!s|igiffiiEw^ Mr4::y^:y SE4miEEitS i'M: '. v-V?!'/; ,'V- -• i Volume 54, Number 2 • iktC .••'% •|f} Bush Speech Clouds Seaman Tax issue 'A •••"A vut SlU Continues its nght •f-' Congress Barraged with Protests from Seafarers li Pages J,: -- - ; I L"; ' i \'r. h&ilS ' I .•/- •> " i wm k- '/as ; ^ ^ jT ' ' - '4 & , » •k. i;'. Seafarers Prepare for 1992 Primary and General Elections A • • The president, one-third of the Senate and all of Congress are up for election first step is registering to vote, using Board of Elections forms brought aboard this year, ^1of whom m^e decisions on an almost daily basis that affect the by Port Agent Kermett Mangram (third from left) during a payoff. Pictured ^te of U.S. sfiipping and the job security of Seafarers. SlU members aboard here are Pedro Uboy, Jim Hockman, William Babbit, William Cooper, Benito the Sea-Land Integrity plan to make their voices heard on election day. The Santos and j^ngto Bae. Page 10. g7,"t i::'" •-•rfJ--• • 'I ?•' •},•' 'A-. •iW.- H. i's- • V-.-*: ' U' krA -yyyy''Ayyfyxem • • ^ :'l �?S'^f'''^W'!^'-->" •• •• |i||tev,^,; W0Kr'''^ SBAFARBtS LOG President's Report Trade Must Be a Two-Way Street ,«J- . • ^ "'•; '\. - ,4''^'':: iSy-H'#--'"V y'y • H"''' • III-. ... ".. y.---''- .V. '\ • •••J' •iJy' y-rp-"-''..- yy •' ' 4''?;S' '"w-y:: '4 •/ (i •.•..•.• -V • .; •'•V y.>::'-y -"•' •i -'. • • . :'4; '• ••I, \'i^y,':y-3f'::.;>,:'yt..;, •' (•' '. •• •-.•/'(••/'•• y"' •• -^-•4 •''^•:;:yft:: t ^ 15>- . • • :• •': Tal. • '• w Fresh on our minds are images of our nation's president in Japan beg­ ging for a tiny opening for U.S. goods in that country's trade policies. During the president's visit to Japan last month we woke up every morn­ ing to news reports citing the nation's trade deficit. It stands at over $100 billion today- -most of that in the area of manufactured goods. The president's trip to Japan should serve as a nation­ al warning that our trade po icy is in trouble. The management of trade between nations should not be reduced to the spectacle we witnessed last month. Trade is a vital part of the world economy and of every individual nation's economy. With the crumbling of the communist government in the Soviet Union, its Michael Sacco satellites and its transformation from an aggressor na­ tion to one focused on rebuilding itself in a democratic fashion, trade be­ comes the single most important aspect of American foreign policy. For those of us who earn our livelihoods by going to sea, we have al­ ways been aware of the significance of trade. Trade is the lifeblood of our industry. Talk to any seaman. The conversation will be about trade, except it will be presented in very personal terms. We remember the cargo on our ships and the various runs—household appliances to South America, coal to Europe, cars to the United States, construction equip­ ment to the Middle East, fruit from the Caribbean, monkeys from India, liquid fertilizer to Russia. Seafarers have a stake in world trade, both as participants in the U.S. shipping industry and as American citizens. We have a stake in having lots of world trade. But we recognize two important points. First, there must be cargo for both trips—outbound and inbound. Exports and Im­ ports. Second, trade must be conducted in the nation's interest. Trade should not result in lots of unemployed Americans and a few more rich American corporations. Proposed Mexico Agreement a Raw Deal Take for instance the discussions currently being conducted by the Bush administration on a proposed North American Free Trade Agree­ ment—a pact that in theory is aimed at increasing the flow of goods and services between Mexico, the United States and Canada. But this deal is not what trade should be about. First, it will drastically increase imports to the United States from Mexico without any evidence of a corresponding increase in the flow of U.S. exports to Mexico. As a forewarning, we can look to the "Maquiladora" program—a policy that allows American companies in parts of Mexico to produce goods for export to the United States that are not subject to certain tariffs. This program has increased imports to the U.S. as would the proposed trade deal which is structured along the Maquiladora lines. Second, the U.S./Mexico trade deal as laid out by the administration will be a disaster for American workers and for American communities. It will inevitably lead to job losses. There are some academics and economists, who are usually paid by governments or businesses, who dis­ pute this. But it doesn't take a genius to figure this one out. The mini­ mum wage for Mexican workers is 59 cents an hour. The work week for Mexican workers is 48 hours. As AFL-CIO Secretary-Treasurer Thomas R. Donahue pointed out in testimony last year before the Senate Finance Committee: "Mexico's single comparative advantage is the poverty of its citizens and their willingness to work for subsistence wages. The skill, productivity and contributions of American workers become irrelevant in this context... No matter how productive, U.S. workers cannot compete with labor costs of less than $1.00 a day." Aside from wages, U.S. companies in Mexico enjoy the absence of many laws which exist in the United States to protect communities and citizens from environmental abuses and from industrial-related deaths and illnesses. The American companies located at Mexican border towns are allowed to pollute to their heart's content This lack of regulation has tragic consequences. It recently was reported in the Baltimore Sun (1/18/92) that pollution from American factories in Matamoros, Mexico was the most likely cause of a rare defect in infants bom in the Matamoros/Brownsville, Texas area. An unprecedented number of babies are being bom with open skulls and no brain tissue. U.S. Should Promote Exports For the past decade, under the Reagan and now Bush administrations, imports to the United States have been greatly encouraged by American govemment policy. The United States is now taking a disproportionate share of the world's manufactured imports—in steel, in textiles, in autos. The United States has a trade deficit with most of the industrialized na­ tions of the world. It is time for the United States to make trade a two way street once again. U.S. govemment policy must encourage a manufacturing capability and economy that will produce exports. The govemment has a vital role to play in trade negotiations. The role in such fomms is not to give away the store, as the Reagan/Bush administra­ tions have been inclined to do, but to establish mechanisms for a level playing field in the arena of world commerce. To encourage exports, U.S. policy must encourage investment at home and in new plants and equipment, tax loopholes that encourage American comp^es to invest abroad must be closed. Critical industries must be viewed in the context of the national interest and as such sup­ ported and developed through govemment policies. APL Lines, Sea- •Land Team Up To Bolster U.S.'-Flag Siiipping Two major American liner com­ panies are coordinating their ef­ forts to seek a U.S. govemment policy that will allow U.S.-flag ships to compete in the intemational shipping trade. American President Lines (APL), a west coast-based company with 23 containerships under the U.S. flag operating between North America and Asia, and Sea-Land, which operates more than 41 U.S.flag containerships serving 80 ports in 70 countries and territories around the world, have prepared a draft proposal urging that steps be taken quickly to encourage investment in the American fleet. SIU President Michael Sacco, in response to the news of the liner companies' initiative, said he was encouraged by the fact that the two largest U.S.-flag shipping com­ panies have put aside their dif­ ferences in order to launch an effort to revitalize American ship­ ping. In communicating with the two companies, both of which are signatories to collective bargaining agreements with the SIU, Sacco pledged the union's cooperation in seeking policies that will promote a U.S.-flag fleet. While the two companies have not issued a final formal proposal, among the possible mechanisms that can be instituted to support U.S. shipping are: accelerated depreciation for ships (a practice of most nations), a favorable invest- Families Are Welcome at the Seattle Hall Manuel Bases (right), a popular chief cook on the West Coast, recently brought his wife. Luce, and their new daughter, Samantha, to the Seattle hall before catching the Overseas Alaska, a West Coast tanker. Bases and his family live in Tacoma, Wash. Volume 54. Number 2 Communications Department Director and Editor, Jessica Smith; Assistant Editor, Daniel Duncan; Associate Editors, Jordan Biscardo, Max Hall; Associate Editoi/Production, Deborah Greene; Alt, Bill Brower. •.••..•• • •--• v'' •'. . I" % 1 .• i- '.-.ii:' .KM, r V-'-'.V'/ February 1992 The Seafarers LOG (ISSN 0160-2047) is published monthly by the Seafarers International Union; Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO; 5201 Aulh Way; Camp Springs, Md. 20746. Telephone (301) 899-0675. Second-class postage paid at MSC Prince Georges, Md. 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the Seafarers LOG, 5201 Auth Way, Camp Springs, Md. 20746. -zJir r^-tri-->tii--i.-sr.-' ~. ' •-• •y"' ment climate for putting money into ships, standardization of Coast Guard ship building regulations with world standards, making govemment procurement policies including those of the militarymore effective and streamlining methods for booking PL 480 and other aid cargoes. The carriers are looking towards tax policies which mirror those of other foreign countries that have adopted measures to assist their na­ tional fleets compete with flag-ofconvenience operations. In the area of manning, the ship­ ping companies are seeking programs to increase productivity and have suggested adopting pro­ cedures similar to those of Aeir international competition. Sacco noted that while the SIU could not agree with all aspects of the program, there was certainly enough in the APL/Sea-Land draft proposal which made the union's cooperation possible. In pointing to the need for new govemment policies, APL and Sea-Land note that the number of privately-owned freighters has fal­ len from 656 in 1957 to 171 today. These U.S.-flag vessels transport only 19 percent of American im­ ports and exports. Other nations carry a much greater share of their cargoes. South Korea, for ex­ ample, carries 54 percent of its commercial shipping on South Korean-flag ships. V 1;' yy"' �• ^' . '• V;.'' i ' '"-tf; fWRUARY1992 'Work Tax' Status Unclear in Bush Reg Review SIU Presses Fight Against Z-Card User Fee, Seamen Urge Action by Legislators The status of the Coast Guard's proposed work tax on seamen and boatmen is unclear as a result of a call by President George Bush for a 90-day moratorium on any new federal regulations Coast Guard had "no firm and a review of all existing guidance yet" on how to handle rules to determine if they pending and proposed regula­ hinder the ability of American companies to be competitive. The Seafarers International Union (SIU) has recommended to the Coast Guard that, in light of the regulatory review, the so-called user fees for the processing and issuance of merchant marine docu­ ments, licenses and certificates of registry be scrapped. The union, which has filed suit in Federal Dis­ trict Court to have the fees blocked on the basis that they are uncon­ stitutional, pointed out to the Coast Guard that the levy on seamen is exactly the kind of regulation that should be tossed out under the president's review. Review of Regulations In his state of the union address to the nation on January 27, the president said, "I have this evening asked major Cabinet departments and federal agencies to institute a 90-day moratorium on any new federal regulations that could hinder growth. In those 90 days, major departments and agencies will carry out a top-to-bottom review of all regulations, old and new, to stop the ones that will hurt growth and speed up the ones that will help growth." in its request to the Coast Guard that the user fee on docu­ ment proposal be withdrawn in the regulatory review process, the SIU pointed out that the "mer­ chant marine industry is strug­ gling in an increasingly difficult economic time to maintain a declining market share in the very competitive world transportation market. 'The assessments at issue in this case will adversely affect American workers and U.S.-flag vessel owners and operators ahke. The Coast Guard regulations at issue thus seem well suited for prompt rescision; job protection and creation certainly appear more important a goal than any marginal revenue enhancement possible through the Coast Guard's worker levy," the SIU statement . said. Impact on User Fee Unknown The Coast Guard, contacted by the Seafarers LOG the day follow­ ing the president's state of the union address, has not determined how the moratorium will impact on their proposed regulation which establishes a fee regime for the is­ suance of merchant marine docu­ ments, licenses and certificates of registry. A representative of the agency's Office for Regulations and Administrative Law said the THE PROPOSED WORKER TAX BcickcjiOLirid In the Omnibus Budget Reconciliation Act of 1990, Congress recinded a 1886 statute prohibiting the government from collecting fees forseamdn's licen­ ses and for the service of inspecting vessels. As part of a last-ditch effort to raise revenue for a deficit-ridden federal treasury, the Congress enacted a series of Coast Guard user fees, among which is a charge to seamen and fcioatmen for the issuance of merchant marine documents, licenses and certifi­ cates of regisby. The president signed flie bill into law in late 1990. tions. Meanwhile, the SIU continues to press its fight through the courts and in the halls of Congress to en­ sure that the punitive user fee scheme does not come to fruition. The SIU's court case asks that the plan to charge seamen and boat­ men z-cards, endorsements and marine licenses, first aiinounced by the Coast Guard in June 1991, be set aside. In its court brief, the union labels the scheme "a tax" and consequently charges it is un­ constitutional. The SIU cited the fact that the Coast Guard con­ sidered seamen's ability to pay in determining the fee schedule. The Coast Guard was then charged with developing a rulemaking on the user fees. On June 20,1991, the agen­ cy issued a notice of proposed rulemaking in the Federal Register, outlining its a fee regime and explain­ ing how those numbers had been cal­ culated. The agency established a comment period on the proposal which was open until August 5. During this comment period, the Coast Guard received more than 500 communica­ tions. The great majority of those strongly opposed the levy. The SIU case also notes that the Coast Guard fees cannot be ac­ curate and as such do not pass the Administrative Procedures Act. The SIU contends that the studies used by the agency to determine the fee regime are rife with gross inaccuracies and guess work. Congress As Congress has within its power the ability to amend existing laws, elected officials can repeal the seamen's work tax. Seafarers have been sending their elected representatives in both the House and the Senate petitions and etters outlining their strong opposition :6 the user fee for seamen's papers and marine licenses. SIU Members Send Petitions Seafarers around the country are writing their congressional rep­ resentatives and submitting com­ ments to the Coast Guard. Boatmen in the gulf collected hundreds of signatures on a cir­ culating petition. Great Lakes seamen drafted a letter to go to Congress and distributed it to the men and women on all the Lakers. As a result, individual seamen wrote letters to their congressmen. C6 tation fees and the user fees for seamen's documents and licenses. Additionally, the Coast Guard said par­ ties responding in the original com­ ment period had asked that time be extended to affford those mariners away from home a chance to submit their opinions. Any individual or organization wishing to send the Coast Guard comments should address them before February 18 to; Executive Secretary; Marine Safety Council (G-LRA-2/3406) (CGD 91-992): U.S. Coast Guard Head­ quarters; 2100 Second Street, SW; Washington, D.C. 20593-0001. Seafarers Law Suit In December, the SIU moved to block the fees through court action. The Seafarers' law suit charged that the so-called user fees for the issuance of marine documents and licenses was nothing more than a tax and as such was unconstitutional. The union also said the fees did not pass muster under federal guidelines because they were based on inaccurate and muddled in­ formation. The Coast Guard has not responded to the SIU's suit as yet. .m\j v.:L Fees Proposed The Coast Guard proposed fees which range from $135 to $330. They are as follows: Upper Level License . . . . , $330 Lower Level License. . . . . 180 Radio Officer. . . ..... . 80 Renewals or Endorsements 135 Merchant Marine Document To communicate with congress, ad­ Endorsed with Qualified dress letters to members of the House Rating . }y putting their name and Merchant Marine Document $135 "Washington, DC 20515. Letters tothe Without Qualified Rating . . 35 Senate should list the Senator's name Certificate of Registry and "Washington, DC 20510." Chief Purser, Purser, Senior Assistant Purser. , $80 Coast Guarrl Comment Period Certificate of Registry The Coast Guard has re-opened the Junior Assistant Purser, comment period on the proposed rule Doctor or Nurse 35 until February 18. The agency said the Duplicate or Replacement Fee $35 comment period had been extended in order to allow the industry to submit In addition, the Coast Guard is propos­ data on the cumulative effect of all the ing to tack on a $17 charge for an FBI rimii record check if the application user fees being slapped on the criminal is for an original license, certificate of maritime sector. These include agricul­ registry or document. tural inspection fees, vessel documen­ m : L., 4" • • Rethwes Baaene Expomm Final rules limiting seafarers' exposure to the dangerous chemi­ cal benzene went into effect January 15. The Coast Guard is seeking to afford mariners, many of whom handle products which contain benzene such as crude oil, gasoline and other kinds of petroleum products, the same level of protection and exposure limits the Occupational Safety and Heath Administration (OSHA) gives to land-based workers. Benzene is a known carcinogen and can cause death if inhaled in large quantities. These rules apply to all chemi­ cals and products containing as lit­ tle as 0.5 percent benzene, although OSHA standards apply to all liquids containing 0.1 percent or more benzene. Because of the high toxicity of this chemical, exposure limits are set at one part of benzene per million parts of air (1 ppm) averaged over an 8-houf period. The short term exposure limit, which cannot be repeated over four times a day, is 5 ppm averaged over a 15-minute period. Employees must wait at least an hour between such exposures. Coverage of these rules includes all inspected vessels including tank ships and barges which cany benzene and benzene-containing products in bulk. Not covered are terminals and uninspected vessels. However, temiinals, governed by Environmental Protection Agency rules, are required to have vapor removal systems. Further, the Coast Guard requires that ships in­ stall vapor-tight storage and spe­ cial transferring equipment without which terminals will not be allowed to load. Crowley Issuing Cards Many SlU-contracted com­ panies, such as Crowley Maritime, currently are developing or have had already in place guidelines set out to comply with these new Coast Guard rules. For example, Crowley is developing a card for its employees which will on one side provide proof that the employee has been fitted with all three of the different typies of respirators required for different exposure levels. On the other side will be space to fill in dates on which he or she received the requi­ site medical check-ups. Training in handling dangerous materials such as benzene, as well as the dangers it poses to health, is mandated by these new regula­ tions. Classes in such topics are offered at the Lundeberg School. Lundeberg School instructors have been qualified to conduct training on benzene handling under the OSHA rules. They now have in­ corporated the new Coast Guard rules in many of the existing cour­ ses. Under the regulation, employers are responsible for determining both compliance with all new rules, as well as ensuring the appropriate monitoring of ex­ posed workers occurs in order to determine the exposure levels for different jobs during routine opera­ tions. However, the rules state that "monitoring one vessel of a class is sufficient for all vessels of that class provided the procedures, equipment, work practices, cargo. Continued on page 8 r'r • �SEAFARBtS LOG MEBA Members Dissolve Merger; Become D1 -PCD ,. ?•' •'''•V,?"!'-,^' • :,• "'i V- v: ^jrvWr! Ifl-SSSH i"''"" '• , ;• . -. -.1. ..'I ''-i •' .. j ? . •'••i-' V . .- ,•'-;"•>"•'!/ • ' • ' The marine engineers that had been part of District No. 1 MEBA/NMU have voted to dis­ solve the 1988 merger that had relegated them to the status of a powerless "division" within their union. In special membership meet­ ings held around the country last month, by a vote of 823 to 46, the members of the former Licensed Division voted to undo the merger with the National Maritime Union (NMU) and to become District No. 1 - Pacific Coast District, Marine Engineers Beneficial Association (MEBA) once again. In the move to control their own destiny, the MEBA marine of­ ficers, through their union—Dis­ trict No. 1 - PCD, MEBA—are now running their own affairs, Gordon M. Ward, who had been elected by the marine officers to head their organization in balloting late last year, said in a communica­ tion to the rank-and-file concern­ ing the special meeting vote: "As a result of the action by the MEBA membership, the contracts and benefits will be administered by Dl-PCD. We will continue to operate the hiring halls, enforce and negotiate our collective bar­ gaining agreements with shipowners and other employers, and represent your interests on the Board of Trustees of the MEBA Benefits Plans." The MEBA members at the January 15 meetings set an atten­ dance record, giving an indication of how strongly the licensed ship­ board officers felt about the situa­ tion of their union. The members enacted a resolution which not only called for dissolution of the merger, but also established a referendum on the matter and called for election of officers to take place in the fall of this year. Seamen's Unions Add Support A declaration of support for the action came from the heads of five unions representing American merchant seamen. The statement noted: "Organized labor has sel­ dom witnessed more insidious ac­ tivities, maneuvers, designed to thwart the will of a membership than those perpetrated on the seagoing membership of the Licensed Division, under the guise of constitutional prerogative. Though the membership has spoken, officials defeated in an election refuse to relinquish the control denied them by a vote of the membership." The statement was signed by SIU President Michael Sacco, Sailors' Union of the Pacific Presi­ dent Gunnar Lundeberg, Marine Firemen's Union President Henry "Whitey" Disley, District 2 Marine Engineers Beneficial Association Associated Maritime Officers President Raymond T. McKay and International Organization of Masters, Mates & Pilots President Timothy A. Brown. (Sub­ sequently, the MM&P General Executive Board has adopted a position of neutrality.) The statement concluded: 'The members of the Licensed Division are good and honest union brothers. They are heirs to a long labor history and a tradition which impels them to act in defense of their rights. We agree with their decision and stand firmly with them in solidarity. We support the decision of the Licensed Division of District No. 1 to declare the 1988 merger invalid and return to their former status as District No. 1-PCD, MEBA." Fraudulent from Beginning In seeking the end of the merger, the resolution adopted by the MEBA membership at their January 15 special meetings pointed out that the results of the joining of the two organizations had been hidden from the rankand-file at the time of the referen­ dum vote on the creation of District No. 1 — MEBA/NMU. Addition­ ally, the resolution cited the widespread shenanigans of union officials in the 1988 merger referendum which were designed to ensure a positive outcome of the vote. For example, the resolution noted that numerous PCD, MEBA members who voted against the merger had their ballots changed by PCD, MEBA officials who marked them in favor of the merger. At the time of the merger referendum vote, PCD, MEBA members were not advised that their officials were taking $2 mil­ lion from the union's treasury and calling it "severance pay." "PCD, MEBA members were told that Ae MEBA and NMU pen­ sion funds would not be merged but shortly after the merger, PCD, MEBA officials acted to merge the pension funds," said the resolution. MEBA members also were not told that the structure of the union would be changed in such a way as to give shore-side workers control over the organization. And, the seagoing members were never advis^ that the rights and privileges they enjoyed in PCD, MEBA would be dismantled and overrun. A Year of Struggle The action taken by the MEBA membership to become PCD, MEBA again^ takes place after a year of struggle to gain control of their own affairs. In balloting for the top posts and convention delegates of the then Licensed Division within the merged union. District No. 1—^MEBA^MU, in late 1990, the rank-and-file voted in a slate of members running under the auspices of a group called Members Advocating Democracy (MAD). As a result, all of the officials aligned with incum­ bent president C.E. "Gene" DeFries were voted out of office. The rank-and-file engineers elected to head their division assumed office in early 1991. With Ward, a chief engineer who sailed with Puerto Rican Marine Management (PRMMl), heading the group, the new officers mov^ to secure the union trustees to the MEBA benefits plans. In February the courts upheld the right of the Ward group to appoint the trustees. Throughout the 1991, the parent structure of the Licensed Division—District No. 1— MEBA/NMU—took actions to take away the majority vote and the power the Licensed Division had within the union. The Ward group charged that the District unilateral­ ly established new divisions, new branches and made up new rules as it went along, reinterpreting the constitution to suit its own pur­ poses. The action by the membership on January 15 preceded a special convention scheduled for January 16 called by the District which the MEBA group believes had as its purpose adopting several amend­ ments to the constitution and resolutions designed to cement their hold over the licensed ship­ board officers, whose dues make up close to two-thirds of the union's income. After the conven­ tion, the District put the Licensed Division in trusteeship and fired all the officers. However, the position of the MEBA men is that the Licensed Division is not them— the action of the January 15 mem­ bership stands—and District No. 1 — PCD, MEBA will continue to operate. NMU Dissident Gets New Vote In this same time period, a federal district court judge in New York has ruled that a new merger referendum vote must be con­ ducted. The decision is a result of a suit filed by NMU dissident Al­ bert Jackson, who objected to the 1988 merger that created District No. 1 — MEBA/NMU on the basis that it put unlicensed seamen in a role of second-class citizens within their own union. (The merged organization's original constitu­ tion prevented NMU seamen from being able to hold either the president's or treasurer's job, and also allocated voting strength to dues received as opposed to mem­ bership.) The ballots to the new merger referendum are supposed to be mailed this month. Persian Gulf Redeployment Continues The redeployment of U.S. military equipment and ammunition used in the Persian Gulf War is continuing, with Ready Reserve Force (RRF) and conunercial chartered vessels being laid up steadily as more cargo comes home. As of the end of Janu^, the Milita^ Sealift Command (MSC), the military's sealift transportation agency, was using 19 RRF vessels and 14 U.S.-flag conunercial charters. Nearly all of the U.S. unit equipment has been brought back to the United States from Saudi Arabia. Roughly half of the armnunition sent to the Middle East for the battle against Iraq has been shipped back. Great Lakes Ships Lay Up The Great Lakes shipping season came to an erid last month, and all SlU-contracted vessels were docked by the first week of January. Hie Soo Locks closed in mid-January. The weather was unusually mild in 1991-92 on the Great Lakes, and there was no ice in the rivers until late January. Reports indicate the Great Lakes shipping companies were able to fill all their stockpiling orders. If the current weather trend continues, no problems are expected for fitout, which could start any time from mid-March to mid-April. Mild Weather Helps Mississippi Tow Fleet Mild weather with plenty of rain during the fall and early winter months is allowing pushboats to sail at full capacity along the Mississippi River. Many SlU-contracted tugs are supplying coal to the power plants. Because the Coast Guard rescinded its voluntary load restrictions, the upper Mississippi and Ohio River tugs are handling 15 barges, while those sailing south of the Moore's Landing, Mo. staging area are pushing to 40 barges. Coast Guard Proposes Vessel inspection Fees The Coast Guard is proposing to levy fees for the agency's inspecti^ procedures directed at foreign and U.S.-flag vessels. In a December If Federal Register notice, the agency said it was establishing a rule that woulc set fees for the issuance of vessel Certificates of Inspection, Certificates of Compliance and related documents. The agency is accepting comments on the proposal until February 18. Comments can be submitted to the Executive Secretary, Marine Safety Council (G-LRA-2/3406) (CG D 91-030); U.S. Coast Guard Headquarters; 2100 Second Street, SW; Washignton, DC 20593-0001. The proposed vessel documentation fees accompanied the Federal Register notice on an extension of the comment period on the agency's plan to charge for the issuance of marine licenses, merchant marine documents and cer­ tificates of registry. Fish Vessel Operators to Be Licensed The Congress received a Department of Transportation and U.S. Coast Guard proposal to require fishing vessel captains to be licensed. The Coast Guard Tecominended the plan after a two-year study on marine accidents involving fishing vessel. Congress had mandated the plan when it passed the Commercial Fishing Industry Vessel Safety Act. The agency proposal allows Coast Guard-certified private sector facilities to conduct the required training and to allow those institutions to certify that fish vessel operators who take their course comply with federal professional competency standards. .-ri- ' ji \ • �FEBRUARY 1992 Rover Rescues 22 from Sinking Korean Ship Chief Steward Ernest Harris of the MV Rover described the rescue of 22 Korean seamen in the South China Sea on November 23 as one of the "most interesting" in which he had participated. "I was in my room at my desk around 0900 when the captain knocked on the door and told me to make some extra food for lunch because a ship is sinking and we should be there around 1100 to res­ cue them," the 63-year-old steward recalled in an interview with the Seafarers LOG. The Rover, loaded with jet fuel under a Military Sealift Command charter, had received a distress call from the Hanjin Karachi, a Korean-flagged vessel which was sinking approximately 60 miles north of the Philippines. Within three hours, the Rover arrived at the rescue site and was joined by three other ships, including an SlU-crewed LNG vessel operated by Energy Transportation Corp, Harris said. Reports noted the sea had 15-foot swells, and winds were from the east at 25 to 30 knots. The Korean crewmembers al­ ready had boarded themselves as well as their gear in a lifeboat and raft tied near the gangway of the sinking vessel. "It wasn't even list­ ing or leaning," Harris remem­ bered. "It was going down level." Half of the Hanjin Karachi crew came over in the lifeboat. How­ ever, the rudder of the lifeboat broke and none of the Koreans knew how to rig a sweep oar. Bosun Doyle Ellette and Chief Mate Sean Kearney manned the lifeboat, rigged a sweep oar as a Inset shows exact location of rescue of 22 Korean seamen by SlU-crewed Rover. Shipmates Recall SIU Member Killed Aboard Transglebe In 'Nam ;"'''V/- V;vV-;'; - •* V-i f '1 i' SMii With the drive launched by the Marine Firemen's Union (an SIUNA affiliate) to build a memorial to native California mer­ chant mariners who lost their lives sailing in Vietnam comes word of another SIU member who died as a civilian in combat. Ernest Goo was a 13-year veteran of the deck department when a Viet Cong rocket exploded in his fo'c'sle abo^d the Transglobe on August 30,1968. Brother Goo, 39, died almost immediately. George Boomgaard, who sailed as the first engineer on the Transglobe, read about the Califor­ nia memorial in last month's Seafarers LOG. He called the LOG to ask if anyone was aware that aboard his vessel a union member had been killed in action in Vietnam. Boomgaard, now sailing as the chief engineer aboard the Cove Liberty, recalled a deck depart­ ment member losing his life when an armor-piercing shell exploded in the crew's quarters aboard the Hudson Waterways vessel. The LOG was able to locate and contact the captain of the Transglobe, Leon Jean, who recounted the events of August 30, 1968 aboard the converted C-4 vessel. The Transglobe was on its regular shuttle run between Okinawa and Saigon, ^e rollon/roll-off ship was sailing in the Long Tau shipping channel 14 miles south of Saigon when it came under attack. "Goojust had finished his watch rudder and returned to the sinking freighter to rescue the remaining I I. As the remainder were loading themselves into the lifeboat, the Hanjin Karachi began drifting toward the Rover. AB Gavino Oc^ tavio witnessed Ellette and Kear- (4 to 8)," Jean told the LOG. "He was in his room washing for break­ fast when a rocket came through the hull and exploded in his room. "It scared the hell out of me. I ran aft and found his room loaded with blood. I remember calling the Navy and saying we were under attack. "We wrapped him up and tried to get the ramp down for the helicopter to land. It only took a couple of minutes (for the chopper to arrive) but it seemed like hours. He was DOA (dead on arrival) when they got him to Saigon." Both Jean and Boomgaard said Goo was a hard worker and wellliked by his fellow crewmembers. "You don't forget about somebody like this," Jean said of the deck dep^ment member more than 23 years after the attack. Goo joined the SIU in April 1955 in the port of San Francisco. According to his obituary in the October 25, 1968 edition of the LOG, he was buried in a military cemetery in his native Honolulu. Shortly before word reached the union of Goo'sdeath, the LOG had published a story in its September 27, 1968 issue about the Trans­ globe coming under attack. The story reported a warning from the Military Sea Transportation Ser­ vice (Ae forerunner of today's Military Sealift Command) that the Viet Cong was employing "more effective weapons ... in die hope of disrupting the prompt flow of vital supplies." ney maneuver the lifeboat while the Rover shifted to keep a greater disaster from happening. "The men in the lifeboat could have been killed if the ships had collided," Octavio told the MSC's Sealift journal. Harris noted the rescue took lit­ tle more than an hour. With all 22 Koreans safely on board, the Rover set sail for its original destination of Okinawa. "All of them were happy to be on board," said the galley gang member who joined the SIU in 1951. "They said they had sprung a leak in the engineroom around 0200 and couldn't stop it. I remem­ ber looking back as we sailed away and saw the ship still was afloat." In a letter reporting the incident to Rover's operators, Vulcan Car­ riers, Master Dimitrios Katsogiannos offered special commendations for both Ellette and Kearney. The crew of the Rover received a message of thanks from K.H. Lee, senior vice president of Han­ jin Shipping, "I would like to tender my heartfiil thanks to you and all your crewmembers for your successful rescue operation on our vessel... in distress in spite of bad weather and hard situation. With your considerate care and hospitality, our 22 crew(members) could arrive at their home safely." .'•'J/"' <" • .•vt:';.- :l. ' Let Them Eat Lobster •- -;y > :•••• 'V'-'i Jim Robinson, chief cook aboard the SlU-contracted Nosac Ranger, recently senred these two New England lobsters to the ship's crew for dinner. Robinson is from Louisiana and specializes in creole-style cuisine. -- \ • V ... J �SEOFMBISLOG i;:ff jf7'':/;-^ '-V. • -•'.^1" J" '' -i ' ''V'v- ;4;>- '' '• U.S. Ship Gambling Biii Awaits Pres Signature A bill that allows gambling to take place on U.S.-flag passenger ships now awaits approval by President Bush. The House of Representatives on January 28 gave unanimous consent (passage without a hear­ ing) to a bill which would allow gaming activites aboard U.S. ships. Already passed by the Senate, the bill, H.R. 3866, now goes to President Bush. Barring an unforeseen veto, the bill could be­ come law within a few weeks. H.R. 3866 was one of three separate pieces of legislation wluch included the gambling lan­ guage. Passage and enactment of any of those three (including the crime bill and the original gambUng bill, H.R. 3282) would legalize shipboard gambling on U.S.-flag cruise ships. If President Bush signs H.R. 3866 in the up­ coming weeks, then legalized gambling on U.S.-passenger ships will become law. The gambling legislation has the strong support of the SIU and others in the U.S.-flag shipping in­ dustry because, if enacted, the measure could provide sufficient incentive for investment in American-flag passenger ships. This would lead to thousands of new American jobs. Currently, two federal laws (the Johnson Act and the Gambling Ship Act) prevent U.S.-flag cruise vessels from offering gambling. Foreign-flag ships are not subject to the same restrictions, even though most sail from U.S. ports. More than 85 percent of all cruise passengers worldwide are Americans, but only two of the more than 120 deep-draft cruise ships in the world fly the U.S. flag (the SlU-crewed Independence and Constitution). ;fiS 'If ':;iS:®as ''' .,„ .--, V- --\^'t'h\ i :• Bill Rights a Wrong Keeping scabs employed after a strike ends is a phenomenon which began in the 1980s. The loophole allowing employers to permanent­ which offered gambling on the high seas were little more than casino barges operated to evade state anti-gambling laws. H.R. 3866 passed the House and was amended by the Senate before the December adjournment. Labor Panel Prolesis GATT Treaty Changes The U.S.rflag merchant marine would be harmed by the proposed revision of the Generalized Agree­ ment on Tariffs and Trade (GATT), the AFL-CIO said January 22 in its response to the compromise document being cir­ culated by Arthur Dunkel, the head of the world trade talks. The docu­ ment seeks to build a consensus to revive the world trade negotiations after they broke down close to a year ago over the issue of farm , subsidies. The AFL-CIO, speaking on be­ half of a labor advisory group on trade, also said the proposed revisions would undermine U.S. environmental regulations, limit the ability of U.S. lawmakers to promote economic growth and place U.S. industry and workers at a competitive disadvantage. In a letter to U.S. Trade Repre­ sentative Carla Hills, AFL-CIO Secretary-Treasurer Thomas R. Donahue urged U.S. rejection of the proposal, drafted by Dunkel, be­ cause it would "result in layoffs, in­ creased unemployment, a further weakening of this courttry's in­ dustrial base, and a serious loss of Senate to Take Up Anti-Scab Bill Legislation which would make it illegal for employers to fire strik­ ing workers and then permanently replace them with scabs is ex­ pected to be considered by the Senate this spring. The Workplace Fairness Bill last July was passed by the House of Representatives by a 65-vote margin. However, the battle for enactment in the Senate will be difficult. The legislation has 36 Senate cosponsors; 60 are needed to prevent a filibuster, and 68 are required to override the expected veto from President Bush. The anti-scab bill was intro­ duced by Senator Howard Metzenbaum (D-Ohio). It would close a loophole which allows employers to hire permanent replacements— scabs—who have crossed a picket line to assume jobs of striking employees. The measure also would bar employers from offering preferen­ tial treatment and benefits to strik­ ing workers who cross the picket line and return to work. However, the bill would not change current practice which allows employers to use temporary workers as well as managers and supervisory per­ sonnel during a strike. This problem exists largely be­ cause the Gambling Ship Act and the Johnson Act were enacted when transportation was the primary service of passenger ships. The concept of the cruise ship had not yet been developed, and ships ly replace striking workers was created by a 1938 Supreme Court decision known as the Mackay Radio ruling, but few businesses used the tactic until the decade of the Reagan administration, Workplace Fairness legislation would prevent situations such as those at Eastern Air Lines, Greyhound and the New York Daily News. Greyhound replaced 9,000 union bus drivers with 6,000 scabs (and watched its accident rate increase sharply); Eastern locked out its employees and hired scabs before folding; and the Chicago Tribune Company, owners of the Daily News, spent $24 million to force a strike and then hired scabs before selling the paper to a pro-union owner. The U.S. is virtually alone among world powers when it comes to the issue of hiring scabs. Canada, for example, adopted the National Labor Relations Act as a model for its labor laws but rejected the Mackay rule as inconsistent with free collective bargaining. Major economic competitors in­ cluding Japan, France and Ger­ many also categorically prohibit the dismissal of striking workers. Employers in these nations recog­ nize the importance of investing in human resources and have no desire to rid themselves of the skilled and loyal workforces they have assembled. the ability of the Congress and state legislatures to regulate economic activity. "You have frequently stated that no agreement is better than a bad agreement, and we agree. The Dunkel draft is a bad agreement, and it is difficult to conceive of an outcome based upon this text that will be beneficid to the United States.... 'The Dunkel draft final act rep­ resents the realization of our worst fears. Little of value has been achieved, while U.S. sacrifices loom large. . . . The ability of the government to defend the interests of U.S. workers and industry will be dramatically weakened if the Dunkel text is adopted." Donahue also pointed out that the text "does not authorize trade unions to bring cases and, indeed, it appears to exclude them from so doing The committee is espe­ cially disturbed by the absence of any specific prohibition of the use of temporary entrants as strikebre^ers.... Donahue said the labor move­ ment "believes that the surest way to achieve greater discipline over unfair trade practices is to maintain strong U.S. trade remedy laws. The draft text weakens U.S. law, doesn't even promise greater dis­ cipline, and should be rejected." AFL-CIO Attacks Bush Agenda The AFL-CIO expressed strong opposition with the economic proposals President Bush listed in his state of the union address. In a news release, the AFL-CIO said Bush "has disappointed the country once again. After months of telling the suffering jobless to wait patiently for his address. President Bush has unveiled another version of the same old formula of tax cuts for the wellheeled." From 1977 to 1992, the weal­ thiest one percent of America ex­ perienced a staggering average wage increase of 136 percent. Overall, the wealthiest 10 percent gained at least 11 percent during those years. Conversely, the lowest 60 per­ cent experienced marked drops in average family income, some as much as 13 percent. Meanwhile, the AFL-CIO pointed out the numerous flaws and omissions in Bush's an­ nouncement. First, the capital gains cuts, real estate tax breaks and investment tax credit Bush seeks will not provide immediate relief for the unemployed, nor will any of these measures provide needed investment in America's in­ frastructure, education and future. Even Bush's so-called "middleclass tax cuts" provide their greatest benefits to wealthier Americans, charged the Federation. At a time when 16 million Americans are totally or partially out of work and thousands more are being laid off, the time for fiddling with the tax code has long since passed. The AFI^CIO urges imme­ diate development of a program to create jobs by funding desperately needed public works projects and helping state and local governments restore essential services. Moreover, the president gave no indication of moving toward a com­ prehensive solution to America's health care crisis. "Finally, any economic recovery program should include a recognition that current trade policies are exporting America's jobs and industrial base," the AFLCIO said in its statement. "If the president's goal is to generate con­ sumer spending, what good does it do if that spending is not for domestic goods and services that put Americans to work?" The rich get richer... Percent change in average family income before and after faxes - 19n to 1992 (in constant doiiats) 140% -+136%- LOW 20% 2nd 20% $8,130 $20,090 MM 20% $31,970 Family income gnups and average 1902 incomes SOURCE: Citizens for Tax Justice . •; ' ' *• '• 'i' - �J'jJgS -• '• ••'' • d:,. • ^ - • 'ir- • • i - r i.R 'i; •'--dV- d liSS d--ddti: "'•d..W.•djajf'd-''d •-./d-' I*. FEBRUAItr 1992 . ,i r. Ex-Soviet Shipping Companies Taken Over by Repubiics ]. .' rV'. With a Soviet registry a thing of the past, the commercial ships once flying the Soviet flag on their stems are now outfitted with the baimers of Russia, Ukraine, Geor­ gia or the three independent na­ tions of Lithuania, Latvia and Estonia. The December 21 action of 11 former Soviet republics estab­ lishing the Commonwealth of In­ dependent States has thrown what was once a mighty fleet controlled by a strong-centralized govern­ ment into many fragments. But the process of re-organization actually began in the late 1980s, under Soviet President Gorbachev's economic policies that encouraged limited-privatiza­ tion. After the coup in August, which weakened the Soviet government and strengthened the hand of the republics, maritime in­ dustry reforms were adopted by 14 Soviet republics and the Soviet merchant marine ministry's con­ trol was being dismantled. During the fall of last year, the republics began to make moves to control the shipping fleets based in their areas. liie independence of the Baltic states and the break-up of the Soviet Union has the new nations scram­ bling at an even faster pace to as­ sume control of the various shipping companies that once made up the Soviet merchant marine. So far, Russia is the republic with the largest fleet. The Journal of Commerce reports (December 27,1991) that nine ex-Soviet ship­ ping companies are now register­ ing their ships with the state of Russia, in its newly-formed minis­ try of transport. The Journal of Commerce article listed the fol­ lowing nine shipping companies that are now supervised by the Russian Ministry of Transport: Baltic Shipping, Northern Ship­ ping, Murmansk Shipping, Novorossisk Shipping, Far East Shipping, Arctic Shipping, Kam­ chatka Shipping, Primorsk Ship­ ping and Sakhalin Shipping. Black Sea Shipping Co. (Blasco)—which has a 260-ship fleet. including passenger ships, tankers, bulk carriers and container shipsis now in the hands of the Ukraine government. Sovcomflot, once a leading Soviet ship owner, operator and charterer, has transferred its entire fleet to the Cyprus flag. Sovfracht, the chartering company and general agent for the ex-Soviet fleet, is about to become a private stock-holding company. The government of Lithuania has assumed ownership of 90 per­ cent of Lithuanian Shipping Co., a bulk and general cargo carrier. Status of Fleet Many questions remain as to the future of what was once the Soviet fleet. Before the break-up, it had been reported in the Soviet press that more than $180 million worth of debt to foreign companies had been racked up by Soviet shipping companies. Additionally, the age of many of the country's ships was quite high—^with some 50 percent of the Japan, Turkey, Poland, Yugos­ lavia, Romania and other countries. The Bank of the USSR and the Soviet merchant marine ministry had guaranteed more than Number in Fieet Type of Ship Tankers Oil/Chemical Tankers Chemical Tankers LNG Carriers General Tankers Ore-Bulk-Oil Ore-Bulk General Cargo/Single Deck General Cargo/Multi-Deck General Cargo/Passenger Container (specialized) Fish Processing Fishing Passenger Ferries Supply Vessels Tugboats ^1 Dredges Ice Breakers Research General TOTAL ' DWT 356 2 4 8 6 59 169 867 630 59 69 600 2,763 272 137 634 72 38 287 1,102 5,920,851 45,230 21,572 189,520 20,597 1,728,890 4,933,714 3,305,156 6,216,148 89,833 980,119 2,655,539 2,047,843 81,324 116,456 106,783 107,587 117,587 234,565 934,891 8,134 29,854,572 hands of Russia, now a recognized country in and of its own right. It is hoped that in the near future, as matters begin to sort themselves out and governments get organized in the various former Soviet Administration's Budget Caiis For $1.2 Biiiion for Seaiift r;m' •i.. :•'!-•.• According to a story published in the Joum^ of Commerce, Presi­ dent Bush's 1992 budget proposal calls for an additional $1.2 billion dollars for seaiift capacity. With previously allocated monies, this would bring the total seaiift fund­ ing available for buying or build­ ing ships to over $3 billion. Most pressing of the military's needs it is thought are more fast seaiift ships, roll-on, roll-off ves­ sels and more pre-positioning ships. The fast seaiift ships per­ formed well during Desert Shield/Desert Storm, as did the pre-positioned ships, but the military exercise demonstrated a serious lack of RO-RO vessels under the U.S. flag. Most Ro-Ros chartered by the Military Seaiift Conunand, the agency within the armed forces responsible for the waterborne transit of military materiel, were operated under foreign flags. This budget reflects a change in thinking on military matters as these increases in sedift spending accompany cuts in other military items of around 25 percent. Most of these savings are coming from stoppage of big ticket weapon sys­ tems, such as the B-2 Bomber. Apparendy, the Bush administration's new nulitary philosophy relies on quick response provided by the fast ships and prepositioned vessels. In other maritime related items, the President has asked for no funding for the loan guarantee pro­ gram for conunercial vessel con­ struction. Overall, however, the Maritime Administration will receive a slight increase in its budget to $518 million, most of which is slated for Ready Reserve Fleet maintenance and operating subsidies. The Coast Guard is scheduled under the proposal to receive $414 million, out of a total budget of $3.77 billion, for capital improvements to ships, buildings, and aircraft. The President's budget is now being considered by Congress which can accept or reject any parts of the plan that they choose. It is unclear at the present how the maritime proposals will fare, al­ though it is expected that the big­ gest fights Congress will wage are over other mhtters such as health care insurance programs, the captial gains tax and other tax-spend­ ing matters. 'J- SOURCE: ARGO (a Greek magazine); November 1991. fleet over 15 years old. As of November of last year, the Greek magazine ARGO reported that 132 ships at a cost of $4 billion had been ordered by Soviet shipping companies. The shipbuilding agreements were held with yards in Spain, Portugal, South Korea, $600 million. Shipping industry sources es­ timate it will take some time to sort out the role of the republics and their shipping companies. Among the issues is the degree of govern­ ment ownership and the status of shipbuilding agreements and debt. In US/USSR Ship Pact, Substance May Stay, Parttes May Change The dismantling of the Soviet Union into a commonwealth of independent states leaves the bilateral maritime agreement signed by the United States and that former nation in 1990 in the i Composition of the Soviet-Registered Fieet Asof June 26,1991 republics which are all now inde­ pendent states, a new bilateral agreement will be discussed with Russia and Ukraine. Most U.S. government sources believe, however, that the content of the current agreement will not be altered dramatically. It is ex­ pected that there will have to be changes in the port lists designated in the pact, which originally sought to open 42 Soviet ports to American shipping. Since their in­ dependence from the Soviet Union, the ports of Latvia, Lithuania and Estonia have not been considered "Soviet ports." The Baltic states and the republics of Russia, Ukraine and Georgia now con­ trol what was once the Soviet mer­ chant marine. The majority of the 42 ports in the agreement are in the states of Russia, the Ukraine and Georgia. However, the ports of primary con­ cern to U.S. shipping are those of Ukraine and Russia. The former Soviet Ministry of the Merchant Marine and Transport Ministry are now in Rus­ sian hands. In Ukraine, a Ministry of Transport is being formed. The U.S./USSR bilateral maritime agreement was negotiated in the first half of the year in 1990. In addition to open­ ing 42 Soviet ports to Americanflag ships, it established 42 ports in the United States in which Soviet ships could call. Since the original agreement was signed, an addi­ tional seven ports were added to each list. The agreement also established a two-day arrival notice for Soviet ships arriving at American ports and allowed the Soviets to engage in trade between the United States and third nations, commonly known as "cross trades." Ex-Soviet republics established the Commonwealth of Inde­ pendent States on December 21. The commonwealth replaced the Soviet Union. Within the com­ monwealth, the states have all the rights of republics and can operate as independent nations. The Washington Post (12/22/91) reported that a draft agreement between the republics suggests a structure that "en­ visages a conference of heads of state and government as the main political institution of the com­ monwealth. . ." The newspaper said ministerial-level committees have been set up to coordinate ac­ tivity in the areas of transportation, defense, econornics, foreign af­ fairs and social security. ; X;- ;• :• : •• A:-:'".? '•u'",: . I • ail .vf ' •: "a. - 'vr-.."* �SEAFARBIS LOG 8 Coast GuanI Sets Benzene StamlanI GK'Maitimrs V:,:i-!^i„;:v-<:;:-:- •• ."• '•^' ••:,• •' ' . '. • ' - .• " '< . .-••i r-; ;;:''"-'v.-v ' ;•: " A••(••.-- "•..i:A -V ^ ."i;. Continued from page 3 and control equipment are substan­ tially the same." Responsibility for ensuring compliance with safe practices by all employees and others carrying out benzene-related activities falls to the "Person in Charge" (PIC) of the operation. SpeciHcally cited as "operations involving benzene" are: cargo transfer operations in­ volving connecting or disconnect­ ing liquid or vapor hoses; cargo tank gauging or sampling, and cargo tank venting, cleaning and gas freeing. Lives Saved by Rule The Coast Guard claims this rule is "expected to result in a 90 jercent lowering of the number of eukemia deaths associated with the inhalation of benzene vapors." It is the vapors formed by this in­ dustrial chemical which are most harmful, although the liquid also causes irritation to skin and eyes which should be rinsed thoroughly with water after contact. Besides leukemia, benzene can cause bone marrow disorders, bronchiopneumonia and a host of central nervous system disorders. Although a colorless liquid, ben­ zene has a distinctive odor which should alert workers to its presence. The vapor, in higher con­ centrations, will cause irritations to the eyes, cause headaches, nausea, and, in the worst cases, convul­ sions, unconsciousness and even paralysis. Benzene is also extreme­ ly flammable and explosive. The new regulations state employers "must provide, and the employees must submit to, [a] medical surveillance examina­ tion." Companies are required to schedule these examinations for all workers who were exposed to more than 10 parts per million of air (ppm) of benzene, as a timeweighted average (TWA), for at least 30 days in 1991 before Oc­ tober 17, or those who can reasonably be expected to be ex­ posed to 1 ppm as a TWA for 8 hours on at least 10 days, or 0.5 ppm for an 8 hour period TWA for at least 30 days, this year. Exams Due by June 16 This first examination must be completed by June 16, 1992 and the licensed physician must then provide both the employer and employee with a written evaluation of &e results. These results will include all medical conditions, if any, which the examining physician believes would subject the employee to a "greater than normal risk" of harm if exposed to benzene again. Physicians also may suggest Military's PacHIc neat Te Mere RepaB Center Military Sealift CommandPacific Fleet vessels will begin using a Navy logistics and repair support center in Singapore, pos­ sibly within the next few months, as the United States continued its withdrawal from the Subic Bay Naval Station. Logistics Support Force. Navy workers there will process the supply and repair requests from ships in the west Pacific and In­ dian oceans and facilitate opera­ tions for Navy and MSC supply ships and oilers to get supplies to the fleet. The MSC Pacific Fleet is crewed by members of the Seafarers Government Services Division. In discussions with LOG reporters, these seamen expressed mixed emotions about leaving the Philippines. "It is hard to not come back to a place we've been calling on for years," said one mariner. Meanwhile, the pullout from Subic Bay (50 miles west of Manila) should be more than half complete by the end of June. The closing of Subic Bay and the other U.S. military base in the Philippines—Clark Air Force Base—comes about as a result of a vote in that country's senate. The 23-member senate defeated the extension of the U.S. lease for the bases by a 12-11 margin on September 16. The administration of President Corazon Aquino, which had negotiated the lease agreement extension, sought an override of the vote; however, Aquino fell five votes short of the two-thirds majority needed. "But we have heard good things about Singapore," said another. Transfer of militaiy personnel from Subic Bay to Singapore could begin by spring. The Subic station must be vacat^ by December 31 of this year, since the U.S. and Philippine governments could not agree on an extension to lease the base. The Singapore shipyard can dry-dock any U.S. warship except aircraft carriers. Previously it was home port and repair base for Britain's Pacific Fleet (until 1971). However, only a small percent­ age of personnel from Subic Bay will transfer to Singapore. The Sin­ gapore facility is not as complex as die old base, which had been East Asia's largest U.S. military facility. The Singapore facility is offi­ cially known as the 7th Fleet The Subic Bay base had been worth $203 million a year in lease payments, and it generated ap­ proximately $344 million in an­ nual payroll for 37,000 Filipino workers. The Philippine bases have been dogged with trouble for the past year. In 1991, Clark Air Base was hit particularly hard by the June 9 volcanic eruption of Mt. Pinatubo. Ships dock^ at Subic Bay were dumped with tons of volcanic ash as a reuslt of the eruption. limitations on future exposure to benzene or use of respirators or other personal protective clothing. The new rules focus on what are called "performance standards" or measures which can be undertaken by individuals, as opposed to en­ gineering standards which involve sometimes expensive mechanical installations such as vapor removal systems. This means that all maritime workers who work in designated hazardous zones, marked by signs and other warning devices, must wear companyprovided respirators and other protective clothing such as rubber gloves and boots. The Coast Guard guidelines for­ bid persons who have to be fit with respirators from having facial hair (which would impede a proper fit of the protective gear). This may include beards, sideburns and goatees. Persons with glasses or contact lenses might also have to make adjustments. Soft or gas-per­ meable contact lenses are not al­ lowed to be worn under full-face respirators. These Coast Guard rules cover all workers on inspected vessels, as well as any non-employees, such as longshoremen, involved in ben­ zene operations aboard ships. Asst. VP G. Ripoll Retires George M. Ripoll has retired after 37 years of service to the Seafarers International Union. Ripoll, 58, joined the Seafarers after serving as a ranger in the Korean Conflict. He received several Bronze and Silver Stars for his service in the Army. After joining the union in 1955 in the port of New York, Ripoll sailed in the deck and engine depart­ ments. He returned to New York in 1961 where George Ripoll at MTD Convention last year in Detroit. became the trainer at the Andrew Furuseth School. Appointed a headquarters rep­ He taught boxing, karate and other resentative in 1978, Ripoll moved self-defense courses. to Jacksonville, Fla. in 1983. He Ripoll holds a sixth-degree became an assistant vice president black belt in karate, was the 1961 of the government services world jujitsu champion and earned division in 1988. a gold medal in international com­ While in Jacksonville, Ripoll petition against the Soviet team in was involved with many local and 1965. civic organizations, including While in New York, he earned Mayor J^e Godbold's economic his GED, attended Staten Island council. College and later received his Throughout his years of seryice bachelor's degree at what is now to the union, Ripoll was involved St. John's University. in many of its organizing drives. Ripoll taught boxing and other self-defense courses at the Furuseth School in 1961. �. ''f/" FEBmumi992 Philadelphia Exhibit Honors WWII Morchant Mariners -'-'I- Merchant mariners who served during World War II are remem­ bered in a small but stirring exhibit in Philadelphia. 'The Forgotten The exhibit opened December 7, coin­ ciding with the 50th anniversary of America's entry into WWII. War: A History of the U.S. Mer­ chant Marine During World War II" opened December 7 at the Na­ tional Archives Mid-Atlantic Region and will be displayed until December 1992. The opening coincided with the 50th anniver­ sary of America's entry into the war. Unappreciated for decades, WWII merchant mariners finally are receiving overdue rights and recognition. Four years ago, those mariners officially became veterans—although the status exhibit, it evoked certain not-sopleasant memories. In 1945, his last year as a Seafarer, "We came under attack by three Japanese submarines," Sweeney recalled. "They were chasing us and we went right up on the beach, 20 feet into the sand. We were pulled out the next day... It seems like it all happened just yesterday." Pensioner Henry McCuUough, a galley gang member for 40 years, described the Archives layout as "compact but well set up. It's very informative." "I liked what I saw, but it was kind of short," added Joseph Bidzilya, a deck gang member who retired in May. "You know, even today most people don't know what the merchant marine is." Reminders of WWH 'The Forgotten War" begins with a 1940 Philco radio apparent­ ly blaring orders and conversations which might have been heard on any merchant vessel. To the left are recruiting posters and ships' blueprints. To the right are mariners' medals, 50-year-old photographs and wartime newspapers. In fact, use of the space has been maximized. The spread includes logbooks, signal flags, maps, dishes and vintage film footage. Visitors also may see uniforms, old Coast Guard documents. Naval Armed Guard reports, life rings and various other equipment. For the uninitiated, most items are ac- The exhibit features authentic wartime photos, posters and certificates, as weil as medais, safety equipment and various tools of the trade. came with a big asterisk. The secretary of the air force arbitrarily set the seamen's cutoff date for veterans' benefits as August 15, 1945, instead of December 31, 1946 (the date used for armed ser­ vices personnel). After seeing the display in Philadelphia, several SIU pen­ sioners noted the exhibit's excel­ lent quality but also the irony of its location and size. Like the veterans status, the exhibit has a twist: It is tucked away in a modest room in­ side a large building. Even at a leisurely pace, one would be hard pressed to stretch a visit there to a full hour. "It brought back a lot of memories, especially looking at (replicas of) the Liberty Ships," said retired deck department mem­ ber Joseph Sweeney, 75. Sweeney joined the SIU in 1943 in New York, then joined the Navy a few years later. Though he enjoyed the companied by explanatory text. Shawn Aubitz, curator of the ex­ hibit, said attendance has been steady. "We have three or four people in here at any given time, and we've received lots of phone calls," he said. "So far it's going well. The merchant mariners seem very appreciative, and we get to hear a ot of interesting sea t^es. "It truly seems like they were for­ gotten, and some of thoseguys really went through hell— We had a guy recently who recognized (in one of the photos) someone he had sailed with during the war. Without exag­ gerating, he started to cry." Seafarers Take Active Role World War II (1939-45) claimed more than 50 million lives, with two-thirds of the casualties civilian. More than 1,200 Seafarers lost their lives, aind overall 6,775 U.S. merchant seamen were killed during the war. Only the Marine Corps suffered a higher rate of death among its forces than did the American merchant marine. Additionally, thousands of other U.S. merchant mariners were wounded or permanently disabled. The Japanese attack on Pearl Harbor on December 7, 1941 marked America's official entry into the war. But the merchant marine traces its involvement in resentment from members of the armed forces. "I honestly believe the other military organizations thought we were overpaid," he said. "I heard that talk a lot." "A lot of people just considered [the merchant mariners] civilians," McCullough added. "They^ were able to get on and off any sldp, and they could go into other work, which many did after one trip. •i Retired Seafarers (from left) Joseph Sweeney, Joe BIdzilya and Henry McCullough agree the display Is well done but small. the international conflict to 1939. As author John Bunker noted in The Seafarers in World War II, "Our merchant marine had its bap­ tism of fire long before Pearl Har­ bor. Before any of the nation's armed services were ready for allout duty in World War n, the mer­ chant mariners were on the front lines of global action." In 1939 the SS City of Flint, en route to Norway, was captured by a German battleship and charged with carrying contraband. In 1940 the Charles Pratt, a tanker, was tor­ pedoed off the coast of West Africa. And on May 21, 1941 the SlU-crewed Robin Moor was sunk by a German U-boat. During the war, more than 700 American-flag merchant vessels were sunk—^more than half in U.S. waters. But, as Bunker noted, "SIU crews did their jobs with an ef­ ficiency that saved the nation mil­ lions of dollars. And they helped man the nation's cargo carriers long before there were guns or con­ voys to protect them." So why have merchant mariners been overlooked? Pensioner Sweertey theorizes it started with Some guys, like my father, had to have saltwater in their blood to go back out there. "As for the money, you came back with all of it (from an entire voyage) at once. That made it seem like a lot, but we didn't make any more than any civilians. Heck, the guys in the shipyards made more than we did." Bidzilya agrees. "The first thing everybody brought up was money. It was a big payoff, but you spend a lot of time out there. And show me someone on the beach who works seven days a week plus overtime." The National Archives Mid-At­ lantic Region is located at the Wil­ liam Penn Post Office Annex, 9th and Market Streets, Room 1350 in Philadelphia. Admission to "The Forgotten War: A History of the Merchant Marine During World War II" is free. The exhibit is open Monday-Friday from 8 a.m. to 5 p.m. and the first and third Satur­ days of each month from 8 a.m. to noon. For additional information about the exhibit, telephone (215) 597-3000. '11:-'-i ' r-r 'i-'-.i A,- -• BACK TO il.S.kfBRCIIANT MARiNi • MAN THE VICTORY FLEET About 250,000 Americans answered the call of the merchant marine during WWII. �SEAFARERS LOG 10 . 'i'V "• • V-^ lf:§p|f: •^Kr • •;;;•"•. • •"•": ':i4' •••-;' • v:'-v ''V^-. •ft; ;£'• A i;-. • •",•5 • " ' '' ' ^0miK 1992 Electkms: A Chance to Vole for U.S. Ships tion dates by state. It also lists some of the elected officials who are up for election this year.) Seafarers also participate in the political process with the entire American trade union movement, brought together under the banner of the AFL-CIO, the federation representing all of American labor. On a state and local level, the AFL-CIO, through its political program—known as COPE (Committee on Political Education)—brings information on candidates and their records on behalf of working people to millions of trade unionists and their families. Working with the COPE seafaring and shipping. The New York hall is one place SlU members can learn about registering to vote. Pictured above is program and the Maritime Whether seamen will be sub- New York Port Agent Kermett Mangram (right) explaining the registration procedure to Eugene Perez, Trades Department (MTD), jected to what amounts to a Bert Macary, Larry Brown, Jim Davis, Jim Thornton, Shaif Yafi and Ahmed Alfageh. the AFL-CIO's department work tax, known as a "user which brings together all giving money to the Seafarers must face the American electorate fee" for obtaining merchant marine unions with a membership that Political Action Donation Fund to be either retumed to office or put documents and licenses, is an issue works in maritime and maritime(SPAD), which in turn makes con­ in the job for the first time. TTiis that can be resolved by elected of­ related industries. Seafarers assist tributions to candidates who sup­ year, the top-elected job in the na­ ficials. How a U.S.-flag shipping in grassroots political activities. port U.S. shipping on behalf of tion is up for grabs—the presiden­ company responds to a marine oil This election year, with the SIU members. Seafarers also cy. Additiondly, one-third of the spill now is determined by president on the bdlot, the stakes make their positions known by 100-member Senate face elections guidelines set in an act of Congress are high. On November 3—the participating in the electoral in 1992 and every Congressman and signed by the president known general election date for 1992— process. will be on the ballot. as the Oil Pollution Act of 1990. and in primaries throughout the To participate as a citizen in the With the fate of the U.S.-flag Issues affecting the American year. Seafarers will have a chance electoral process, an individual merchant marine and the jobs of maritime industry and the job to cast their votes for politicians must register to vote. Once those who earn their livelihoods by security of Seafarers are taken up who support a strong U.S. shipping registered with the local board of working aboard American ships to on almost a daily basis by Con­ capability. Seafarers will have an elections in the county, parish, be determined by elected officials, gress, the administration and its opportunity to work with the rest of township or city where one lives, it is no wonder Seafarers have a regulatory agencies and by state the labor movement to elect offi­ the individual can vote in any elec­ tradition of being deeply involved and local governments around the cials who support working people in politics. This involvement has tion. (The chart on the following country. generally. page provides information on elec­ taken the form of voluntarily These directly elected officials A strong national sealift capability; policies which make American shipping vi­ able in the global marketplace; keeping domestic waterbome com­ merce on vessels owned, operated and crewed by Americans; having U.S.government generated car­ goes transported on U.S-flag ships—^these issues, which to a large extent will determine if the United States is to have a strong merchant marine in the future, are on the agenda of the elected officials who make up the U.S. Congress. The policies of govern­ ment, established by laws enacted by elected officials, are evident in every aspect of Procedures for Registering to Vote and Voting Absentee Deciding whom to vote for can wait up to the last minute, but registering to vote and requesting absentee ballots are procedures that require some planning. To ensure that one can cast a ballot on election day, an in­ dividual must register to vote in advance. Additionally, if an in­ dividual will be away from home on election day, an absentee ballot must be secured. Waiting until the last minute to register or to re­ quest an absentee ballot could mean not being able to vote on election day. Most states require that before an individual can vote in federal, state and local elections, he or she must register with the local board of elections. The registration process varies by state. "•ct-.. •'•: l,- ' •V Voting Assistance '92 • 93 Guicde •IMUl.IMS • OMI ^ Merchant mariners are eligible to pat' ticipate in the Department of Defense voting program. To cast a ballot in an election, the individual can vote on the designated day at his or her local polling place. But if a registered voter will be away from his or her home on election day, as is often the case with Seafarers, a vote can be cast through the absentee voting process. Every local board of election has a system for issuing absentee ballots to individuals who will be out of town on election day. To find out how to request an absentee ballot, individuals can contact their local boards of election. military ships, any U.S. base has a designated voting assistance of­ ficer who can supply the forms and who has the guide. Seamen who are shipping out or who are already at sea or overseas may use the DOD's form—^known as a Federal Post Card Registration and Absentee Ballot Request (FPCA). For more information on Procedures for Mariners For individuals in the merchant marine and the armed forces, the process of registering to vote and voting by absentee bdlot has been simplifi^ through the voting as­ sistance program of the Depart­ ment of Defense (DOD). DOD has developed a single re­ quest form that is recognized by every board of election in the United States. The agency has pub­ lished a guide on how to fill out the form for every state. Copies of the guide and the forms have been mailed to every U.S.-flag ship by the Maritime Administration. Ad­ ditionally, the SIU is in the process of sending the guide and forms to every ship's chairman. The guide and forms are also available at all SIU halls. Also, for Seafarers on the DOD FPCA program, the agency has an information center. The number is (703) 693-6500. This is not a toll free number, nor are collect calls accepted. The officials at all SIU halls have information on candidates. Seafarers can consult their port agents for information on the voting records of candidates in their area. Seafarers, who have so much at stake in the election process, owe it to themselves and their industry to participate in the electoral process. With both the DOD voting assistance program and the traditional mechanisms available for registering to vote and for voting available to Seafarers, there should be no barriers to full par­ ticipation in the electoral process. For registration deadlines and polling hours, see chart on page 11. �FBUIUARY1992 •' =r.-^: 1992 Election Inforniatioil by Ststs! Nov. 3 General Elections �''••''.--•.I.'" : -'^r r. , '•••fri--i^t.'iy\ • ' •' -'• .••"/' k •.V-':%;''i-'> • ' . ".• 12 -'I'rv.y: ••' r/^--- •• - •'•' ••• .' ' ••• '' ' :-v'v i't • i' • -f-i •;;':-* , :-V," SEAFARmWe .T-^" ••.],-•'-(<•'• ' U -i-v.-'j'ia;:.-J !•>'.. •Vs.':. •"/-• : ,..:i-;v' .'•' • -• 'v. •'.-'•'Z' • H'.,'•-•'• -•' ike'.'-, kvktf. ..-' i kkk|i-k--.n. '•'(' ' • 'k' ; V ^ ... • • - .'•. r-r-.. i. Used for oceanographic research, the USNS Bartlett occasionally is on display to the public. From Science to Public Relations •-'•l i''-'' /V' "kk K"':k Bartlett Seafarers Wear Many Hats k''k^rr,.y-A. • •, i\. •i '' • '• '• •:i, W', •.;. vi'•••.. m.- Oiler Enrique Crespo works on diesel engine. The USNS Bartlett, whether at sea or docked, always seems to have an interesting mission which demands special skills of its crewmembers, report Seafarers aboard the oceanographic research ship. At sea, while it can be a rough ride for the 208-foot, 1,600-ton ship, crewmembers operate the ship land its special features for teams of scientists and staff from various universities and other research facilities as­ sociated with the U.S. government. During these assignments deck department mem­ bers handle the ship's vast array of winches and special over-the-side davits which are used to handle the scientists' research equip­ ment. When at port, there is a good chance the ship will be on display to Ae public or the Cfiecking the engineroom gauges and dials Is one of the jobs OMU oceanographic research community. Last D.A. Kinsler handles. summer, during one of these public-relations assignments, the ship was on display in Baltimore's Inner Harbor, a waterfront com­ mercial center which attracts thousands of visitors every day. Bartlett crewmembers served as guides, escorting some 3,000 tourists through die ship on a daily basis, explaining the duties of the vessel and pointing out its interesting features. During the fall, the ship was on display in New Orleans to coincide with a conference. Classified by the military as a T-AGOR ship, the Bartlett is one of two of its class of research vessel in the military's fleet. The ship, which was built in 1969, is sub­ contracted to Mar Ship Operators (MSO) for operation and maintenance. Crewmembers report that the Bartlett spends a great deal of time at sea, sailing primarily from east coast ports. •k:|, "/il ' -fc" • • .• 0 ' ,• 'I'- A,-, r.- kti- •vssi'.r:K:k" .' •: -• ^-;.!v . i-' •.•' k f-i •'. ' 1.^-.A 'ki > .'• k- Purser Richard Lemon reviews his figures one more time AB Joseph Griffin checks the Bartlett's before issuing pay to the crewmembers. lifeboat emergency radio. v..->: V i',. • • :V . ^i"' ' - D-MAC Fred Wrede comes up for some air while working beneath the deck on the USNS Bartlett. �•f-.v •/' A-iV •• •-... 'J.'W''••»*• nmuMrmi Seafarers Tie Knot At Country Hoedown •A'sf The newlyweds are joined by fellow SlU members. From the left (kneeling) are Pumpman Delton Ard, AB Garvin Doyle, Electrician David Merida, Chief Cook Cathleen Martin, AB David Gardutte, (standing) John Bodin, AB Shannon Downey, New Orleans Port Agent Joe Perez, Groom Carlos Merida, Bride Hellen Mizell-Merida and ABUnieda Laitinen. ! •'•' •-' 1-'"' •' '•' • An antique horse-drawn wagon takes Chief The bride and her husband, an AB, lead the Steward Hellen Mizell to her wedding. Her wedding guests to a reception following the fattier, Calvin Coleman, is at the reins. ceremony. Chief Steward Hellen Mizell decided she wanted to do some­ thing different when she married AB Carlos Merida. And different it was—^a complete country-andwestem hoedown on her father's Mississippi ranch. "It was different," MizellMerida told a reporter for the Seafarers LOG about the Decem­ ber 15 wedding of the two SIU members. "I thought it up. I was raised in the country and this was right down my alley." But a western theme was not the only aspect of the Mizell-Merida wedding ceremony that made it unique. The event also had a Seafarer label. Besides the daughters, who served as brides­ maids, 10 fellow SIU members served as witnesses to the Gulfport, Miss, wedding. The western flavor of the event was evident in the couple's wed­ ding-day outfits. Additionally, the bride, who joined the SIU in 1985, rode to the wedding in an antique wagon driven by her father, Calvin Coleman. Mizell-Merida said of her hus­ band, an SIU member since 1978, ' C>: "I took a New Orleans boy and put him in the country." The couple met on the Overseas Chicago two years ago. "Captain William Harkness introduced us," the steward recalled. "We were the only two single people on the ship. The captain told me 'Here's a per­ fect match for you.'" The pair started dating after they signed off. They tried to sail together when they could, manag­ ing to be together on three or four ships since meeting. MizellMerida said they both realized they would be on the beach over the holidays and decided to hold the wedding then. Besides having shipping in com­ mon, both are single parents, which she admitted was hard for them to handle while at sea. Chief Steward Mizell-Merida's daughter, Desiree, is 12 while AB Merida's daughter, Holly-Lyn, is 15. "They're both my daughters now," Mizell-Merida said with pride. "We still want to sail together," she said about the family's future. "Our parents will help take care of the children while we are gone." Alpena Crew Gets Rare Visit from Bald Eagle Shortly after dinner on Septem­ ber 14, crewmembers of the SS Alpena noticed their every move was being observed from the bridge. Not by an officer, but by an adolescent bald eagle who decided to make the bridge wing its perch. A young bald eagle surveys the deck of the Alpena from its perch on the bridge. The Alpena adopted this eagle as their mascot after the bird adopted the steamer as its home. AB Watchman Jon L. Watson provided the Seafarers LOG with photographs of the bird as well as a description of its brief visit to the vessel. "It was just after 1800 hours and we were 35 miles off the Wiscon­ sin shore around Milwaukee when we first noticed we had picked up an unexpected guest," Watson wrote in his letter. The eagle stayed on the bridge for approximately 24 hours but was disturbed by the commotion created by the crew as the ship prepared to dock in Alpena, Mich. It returned a short time later and made its home on top of the aftermast. "It stayed while we loaded," Watson continued. Some crewmembers called a local wildlife officer to examine and capture the bird to return it to the wild. The officer said the eagle looked healthy, "but must be lost and confused. He didn't think it was safe to tiy and capture it," the AB reported. The eagle stayed aboard as the Alpena set sail. "After rinsing down the deck, the bird came off the mast and stayed on deck where we were able to feed and pet it," Watson reported. Stan Wiemeyer, a research biologist studying minatory birds for the Patuxent Wildlife Research Center in Maryland, said "it is rela­ tively unusual" for an eagle to perch on a vessel. "My gut reaction is the bird may have gotten too far off shore," Wiemeyer told a reporter for the LOG, "It may have been weakened and was unable to return to shore, so it landed where it could." When told the bird allowed crewmembers to feed and pet it, Wiemeyer responded, "This is very strange. It might not have been in good health or it may have been accustomed to people. Very strange." The researcher noted birds of prey, like eagles, may land on ships in extraordinary circumstances. "Birds of prey may have been at­ tracted to smaller birds that could be around a ship. They fly from their perches to capture their prey, then return to tear it and feed on it. "Bald eagles are more fisheating. They wiU take waterfowl, but I don't recall seeing any ornithologi­ cal literature or studies of them land­ ing on ships," Wiemeyer added. Watson's note about the Alpena's eagle ended on a sad note. As the bird was soaring off the stem during its evening flight, a wind gust caught it as it was attempting to land on the bridge and slammed it into the bulkhead. The crew watched as the eagle fell lifeless into the lake. • • "v!• ; v". Bald Eagle Makes Temporary Home on USNS Wilkes •• ,.v,:a USNS Wilkes crewmembers also were treated to a rare visit by an adult bald eagle. This ship's winged visitor rests on the aft-quarter deck while the vessel was docked in Adak, Alaska in December. �'• "-'i/v--.' • ":'z4i4444/'4:4 . /^^%^pr.J^^ v••^,.,^• -s ;• •••"''1iV4m''-r •••.'• • 'j: . •>: fL lis- '4s/ r 4z/UMi! '^' '-'"j 'A' .'r.. - A-'x4/'^v.}- - ••v , ' i'-^i'.. SEOFARHISLOe Cutoff for WWII Seamen Blecked by Vet Panel • '*i^' y; 14 v=g;J., "iS-Ky- -•: -j-tu: •• ; The House Veterans Affairs Committee continues blocking progress on a bill providing World War Il-era merchant mariners with the same cutoff date for veteran status as was received by other members of the U.S. milit^. Congress convened on January 28, and for the third straight ses­ sion Veterans Affairs Conunittee Chairman Sonny Montgomery (DMiss.) has not scheduled a meeting for the bill, the Merchant Mariners Fairness Act of 1991. The legislation would extend World War II veteran status to American merchant mariners who sailed between August 15, 1945 and December 31, 1946, the date President Harry Truman declared as the end of hostilities. Seamen who sailed between December?, 1941 and August 15, 1945 were declared veterans in Januaty 1988 by the secretary of the Air Force (the branch of the Department of Defense which oversees matters pertaining to veterans). The recognition came after seamen and their allies fought for veteran status for WWII mariners for more than 40 years. But in selecting August 15, 1945 as the cutoff date, the Depart­ ment of Defense excluded ap­ proximately 2,500 living seafarers who deserve WWII veteran status. Rep. Montgomery and other op­ ponents of the bill (which also is known as H.R. 44) say that after August 15,1945, merchant seamen were no longer subject to military control. Yet while the mariners technically were still civilians, they were, in fact, subject to military discipline. Moreover, much of their work was similar to the work of the armed forces. Jack Fields (R-Texas) intro­ duced the bill three years ago and has helped to repeatedly push it through the Merchant Marine and Fisheries Committee, of which he is a member. Former Official Neira Dies at 74 :iS;:: j^ i-••••-• _ r X ;; ; -i',,i, ;r^- -I- VHl'-'J'-''. .. 'M':' . >3. Louis "Blackie" Neira, retired SIU official, passed away January 15 from cancer. He was 74. Brother Neira joined the SIU in his native New York in 1943. A member of the engine depart­ ment, he sailed during World War II. In the mid-1940s, Neira came ashore to serve as an SIU patrol­ man assigned to Mobile. He later became Mobile port agent. Neira, who spoke fluent Spanish, was one of the cadre of union officials who SIU Presi­ dent Paul Hall could assign to any beef. He played a big role in the American Banner Lines and longshoremen's beefs in the '50s. During the '70s, when the union was conducting crew con­ ferences, Blackie Neira was one of the instructors, shuttling be­ tween his port agent job in Mobile and his instructor assignment at the Lundeberg School. Neira proved his worth as a versatile and skilled official. He retired from his union post in 1977. Brother Neira lived in Mobile for 50 years and was buried in Mobile's Pine Crest Cemetery. He is survived by his wife, Rena; two daughters, Rebecca J. Neira of Thomasville, Ala., and Delores Neira Appling of Lawrenceville, Ga.; a sister, Josephine Flanagan of New York; four brothers, Joe Neira and Frank Neira, both of New York, Orient Neira of Jersey City, N.J., and John Neira of Parlin, N.J.; two grandchildren, nieces, nephews and other relatives. m:,/' The American Battlefield Monu­ ments Commission has added tributary words to the base of the central pylon at its East Coast memorial statue at Battery Park in New York City. The new tribute honors the 6,185 seamen of the U.S. merchant marine and the 529 seamen of the U.S. Army Transport Service who lost their lives during World War II. Charles Dana Gibson, the historian arid author who specializes in maritime and military history, helped coordinate the effort. The photo above shows the full eagle statue from the front. The photo below shows the new wording on the base of the statue which pays tribute to the WWII merchant marines. MarAd Cbrilies fkilf Medal Process .L ' . , J ^ Mrs. Rena Neira (seated at right) accepts condolences at graveside service for her husband. f' "i . . Aailte • Tribute Paid to WWII Merchant Marine This 1954 photograph shows Brother Neira handing shipping card to a Seafarer at the conclusion of a longshore strike. Last month's issue of the Seafarers LOG stated that the Maritime Administration (MarAd) will begin issuing the Merchant Marine Expeditionary Medal to those seamen who qualified during Operation Desert Shield/Storm. Bmce J. Carlton, Director of that department's Office of Maritime Labor and Training, has issued a clarification of that article. He notes that distribution of the medals will be handled directly by authorized vendors, not by MarAd. The vendors will order both the fiiU size and min­ iature medals and the ribbon bars fix)m die manufacturer very soon. The Office of Maritime Labor and Training is keeping the names and addresses of all individual who have inquired about the medal, and each one will be notified promptly by letter as to when the medals are available for purchase from the vendors. Inquiries regarding the Mer­ chant Marine Expeditionary Medal and all other merchant marine awards and decorations should be address to the Office of Maritime Labor and Training, Maritime Administration, Room 7302, Washington, DC 20590. • m '•m-z -'ji t"/ MarAd notes delay in ordering of medals by authorized vendors. �•p. . :• ;V''ISf•' IP^':P^' /'• - •'i8;^fei.y:v ,-,-.J,:r'. ^ •,•>%, SEAEmEtlS •mppmp SPEOAL A guide for Seafarers to refer to when preparing 1991 tax returns due to the Internal Revenue Service and state governments on April 15,1992, WPm DeadEne tor tSUhg FOR SEAMEN April 15, 199R ^X.::K.P.-t F or seamen, the tax filing process can become extremely complicated. The na­ ture of seafaring work raises many is­ sues at tax time that most shoreside workers do not have to consider. Among the concems raised by seamen interviewed by the Seafarers LOG were ques­ tions of claiming a residence for purposes of filing state tax returns and the issue of what is considered a work-related tax deductible expense. One seaman questioned whether maintenance and cure payments are consid­ ered reportable income. Others simply asked about the procedure for filing a request for an extension and some wanted to know num­ bers to call to obtain more information. In preparing this guide of tax tips for seamen, the staff of the LOG, working with a certified public accountant familiar with the maritime industiy, has attempted to gather information that addresses the concems of Seafarers. WHERE TO FILE Tax returns should be mailed to the Intemal Revenue Service Center designated for the area in which the taxpayer lives. These addresses are listed below. No street address is needed for the IRS. For Individuals living in the following states Florida, Georgia, South Carolina .• General Information: 1-800-829-1040 can be called for general information. IRS staff answer questions Monday through Friday from 8:00 am to 4:15 pm. These times are consistent throughout the country, no matter the time zone. 1 Alabama, Arkansas, Louisiana, Mississippi, North Carolina, Tennessee All A.P.O. or F.P.O. addresses Publications: 1-800-829-3676 operators will take orders for publications. IRS Publication 553 entitled "High­ lights of 1991 Tax Changes" and IRS Publication 552 called "Record Keeping for Individuals" are two fre^ quently-ordered publications. Walk-In Help: IRS representatives are available in many IRS offices around the country to help with tax questions that cannot be answered easily by telephone. To find the • .'rpr Sp MF Cincinnati, OH 45999 IRS Austin,!^ 73i IRS Ogden, UT 84201 y,, .'" ••••'j'v'""' "'p ' •• ppppip'' PP: BRs : .'M TCsno, CA IRS Memphis, TN 37501 iladelpmPA 1925; Commissioner of Revenue and Taxation 855 West Marine Dr. Agana,GU 96910 PuertoRico (or if excluding income under section 933), Vir^n Islands: Nonpeimanent residents . >, Virgin Islands pppoM- Andover, MA 05501 U.? IRS Kansas City, MO 64999 Alaska, Arizona, California (counties of Alpine, Amador, Butte, Calaveras, Colusa, Contra Costa, Del Norte, El Dorado, Glenn, Humboldt, Lake, Lassen, Marin, Mendocino, Modoc, Napa, Nevada, Placer, Plumas, Sacramento, San Joaquin, Shasta, Sierra, Siskiyou, Solano, Sonoma, Sutter, Tehama, Trinity, Yolo and Yuba), Colorado, Idaho, Montana, Nebraska, Nevada, North Dakota, Oregon, South Dakota, Oregon, South Dakota, Utah, Washington, Wyoming California (all other counties),, The IRS is prepared to answer questions by phone. Through the agency's tax-payer information service, publications covering all aspects of tax-filing can be ordered. The "Tele-Tax" Service has recorded tax information covering more than 140 topics. 1-800-829-4477 is the IRS's automated Tele-Tax system. When calling from a touch tone phone, the "#" button will repeat the topic and the button will stop the message. To listen to a directory of topics after the introductory message fin­ ishes, dial 3-2-3. This telephone service is available from 7:00 am until midnight when calling from a touch tone phone. Rotary dial phone users can call the service between 8:00 am and 4:15 pm. The status of an individual's refund can be obtained through the Tele-Tax system as well. After a person has submitted a tax retum, he or she can call this 1-800-8294477 to find out about the status of an expected refund. When making this kind of call, the individual should have the following handy: the social security number shown first on the tax retum in question, its filing status and the amount of the refund. pp - Use this address: IRS ? Atlanta, OA 39901if IRS Holtsville, NY 00501 New Jersey, New York (New York City and counties of Nassau, Rockland, Suffolk and Westchester) New Xork (all other counties), Connecticut, Maine, ' ^ 1^^ Rhode Island, Vermont Illinois, Iowa, Minnesota, Missouri Wisconsin Delaware, Distnct of Columbia,. Maryland, Pennsylvaiua, Virgihil Indiana, Kentucky, Michigan, Ohio, West Virginia Kansas, New Mexico, Oklahoma, Texas INFORMATION BY PHONE FOR MORE INFORMATION • Philadelphia, PA 19255 '"y.1 %• ; A i' •''4J V.l. Bureau of Intemal Revenue Lockharts Garden No. lA St. Thomas, VI 00802 IRS Philadelphia, PA 19255 location of an IRS office, look in the phone book under "United States Govemment, Intemal Revenue Service." Telephone Help: IRS representatives are available to help with tax questions. If needed, call the IRS using the toll-free number listed in the telephone directory. Send IRS Written Questions: Written questions regard­ ing the tax retums can be sent directly to an IRS District Director. Include a social security number with the letter. '.- •t- : J SeafanrsLOG, FebniarY 1992 Suppkaeiit Page 1 -m 'P^Q'PPPP'.. - .J' ,, _ X'PP'pPpP'-ppPP .• • ••' ':'h" • '--P'' • �:5^p« m .>•' p.a'i.r«,,4; };•:» •; •, ^v;^;.•!,;7^^^;* ".i,:.;.'.,;,. V.X:;" •'-'• |ilpKl#s#;-S '' Sii:'v:- STANDARD DEDUCTION This is the standard deduction chart for most people. It should not be used if taxpayer is 65 or older or blind or if a dependent. is -:is:x ''V'virS' '' Filing Status •' MS. v^-. Standard Deduction Single ....•••••••••••....•••••••••••.••.rf.... $3^400 Married filing joint return or Qualifying widow(er) with dependent childien......... ...$5,700 Married filing separate return. ,..$2,850 ..$5,000 Head of household W-R's, DEDUCTIONS AND v-'i • s't C.V.x '••. '•Si-'V'-' '' • ^•.- ,. -'."•."r .'. v^,,.-"-'.'Ji'"'; 'i'V r.'.-i"'^"=- U• ••«* 'vV-'-v-Vi' MMmx ... ' ,. '. /I-";.. '-• ^CL r" TAX TIPS FORSEAMEI^ REPORTED INCOME In addition to wages, salaries, tips, unemployment compen­ sation, ctq)ital gains, dividend payments and other income listed on the federal tax return, the following kinds of income must be reported: • Jones Act settlements for lost wages. • Amounts received in place of wages from accident and health plans (including sick pay and disability pensions) if employer paid for the policy. • Life insurance proceeds from a policy cashed in if the proceeds are more than the premium paid. • Profits fix)m corporations, partnerships, estates and trusts. • Endowments. • Original Issue Discount. • Distributions from SEPs and DECs. • Bartering income (fair-maricet value of goods or ser vices received in retum for services). • Tier 2 and supplemental annuities under the Railroad Retirement Act. • Lump-sum distributions. • Gains from the sale or exchange (including barter) of real estate, securities, coins, gold, silver, gems or other property (capital gains). • Accumulation distributions from trusts. • Prizes and awards (contests, raffles, lottery and gam bling winnings). • Eamed income from sources outside the United States. • Director's fees. • Fees received as an executor or administrator of an estate. EMPLOYER W-2's: Employers are required to mail W-2 forms to employees by Januaiy 31. If an individual believes he or she is missing W-2's, contact the employer. For seamen who have ever used a union hall as a return address,check withthe SIU port agent to determine if a W-2 has been sent to that address. SEAFARERS VACATION PLAN W-2's: If a Seafarer has received monies from the Seafarers Vacation Plan (SVP), he or she should receive a W-2 from that fund. Seafarers who have received SVPmonies but who have not received a W-2 from the plan should contact their union hall or call Andy Marmo at the SVP office in Camp Springs, Md.; 301-899-0675. INCREASED DEDUCTIONS: The deduction for each ex­ emption—^for the individual, his or her spouse and dependents has increased to $2,150 per person. STANDARD DEDUCTION HAS INCREASED: The stan­ dard deduction has increased for most people. Because of this increase, it may be to an individual's benefit to take the standard deduction this year even if that person has itemized deductions in the past. PERSONAL INTEREST DEDUCTIONS: For 1991, per­ sonal interest cannot be deducted. Personal interest includes interest on car loans, credit cards and personal loans. INTEREST ON SECURED LOANS DEDUCTIBLE: Inter­ est paid on mortgages or secured loans is 100 percent deductible. UNION DUES DEDUCTION: Union dues are only deductible NON-REPORTED INCOME if they exceed 2 percent of gross income. If they do, only the The following kinds of income do not need to be portion over the 2 percent is deductible. SPAD contributions reported on the federal tax retum: have never been deductible. • Benefits fix)m government welfare programs. DEDUCTING WORK-RELATED EXPENSES: Expenses • Jones Act settlements for injuries, pain, suffering, associated with a seaman's work may be considered tax deduct­ ible. However, no expense can be deducted for which a seaman medical costs. has been reimbursed by the employer. Travel to the union hall to • Maintenance and Cure. register or travel to the union's designated medical facility to take • Workers' compensation benefits, insurance damages, the required physical and drug test are examples of expenses etc. for injury or sickness. which are work-related but not reimbursed by the company. Members of the galley crew may deduct the costs of knives and • Veterans Administration disability retirement other equipment they personally own but use when on a ship payments (and other benefits). performing their woric duties. The purchase of work-related • Child support. clothing and other gear, as long as it is truly for work and not paid • Gifts, money or other property inherited or willed. for by the employer, are likely to be considered tax-deductible. • Dividends on veterans' life insurance. DEDUCTING WORK-RELATED CAR EXPENSES: Use • Life insurance proceeds received because of a of a personally-owned automobile in woric-related travel can result in deductible expenses. Two methods can be used to person's death. compute automobile expenses — either listing a standard mile­ • Amounts received from insurance because of loss of age rate or determining actual cost. On the tax return due April 15 the use of a home due to fire or other casualty to the of this year, the IRS is accepting a standard mileage rate of 27.5 extent the amounts were more than the cost of normal cents per mile. Parking fees and tolls can be added when usingthe expenses while living in the home. standi mileage rate. If using actual expenses, information must be available on all operating-related costs for the vehicle, includ­ • Certain amounts received as a scholarship. ing interest, insurance, taxes licenses, maintenance, repairs, depreciation, gas, oil, tolls and parking. In either the standard ceived in about 3 weeks, or in 2 weeks if it is deposited directly mileage rate or the actual cost method of determining car ex­ into a savings or checking account. For a charge, many profes­ penses, accurate records should be kept. The IRS recommends sional tax retum preparers offer electronic filing in addition to keeping a log book or diary listing all expenses related to travel. their retum preparation services. If an individual prepared his or Only woric-related expenses not reimbursed by an employercan her own retum, a preparer or transmitter in their area can file the be claimed. retum electronic^ly. For a list of who can file a tax retum DEDUCTING WORK-RELATED MEALS WHEN TRAV­ electronically in any given area, call the IRS toll-free number, 1ELING: Workers in transportation are allowed a special rate on 800-829-1040, and ask for the Electronic Filing Office. the meal allowance of $30.00 a day. Otherwise the IRS standard DEPENDENT'S SOCIAL SECURITY NUMBER: If an indi­ meal allowance is generally $26, in some locations it is $34 and vidual claims an exemption for a dependent who is at least 1 year in Hawaii and Alaska it iscomputed differently. Travel expenses, old by December 31, 1991, he or she must list the dependent's including meals, can only be deducted if directly related to one's social security number on Form 1040 or Form 1040A. A social work and if they have not been reimbursed from any other source. security number requirement applies to all dependents (not just LIMIT ON ITEMIZED DEDUCTIONS: Beginning in 1991, children) claimed on the tax retum who are at least 1 year old. itemized deductions may be limited for an individual earning GIFT TO REDUCE THE PUBLIC DEBT: An individual may more than $100,000of federal adjusted gross income (or $50,(X)0 make a gift to reduce the public debt. To do so, enclose a separate if married and filing separately). check with the income tax retum. Make it payable to "Bureau of KEEPING RECORDS: Keep records of income, deductions the Public Debt." Do not add it to any tax owed. and credits shown on the tax return, as well as any worksheets CHANGE OF ADDRESS: If an individual has changed his or used to figure them, until the statute of limitationsruns out for that her address from the one listed on that person's last tax retum, IRS return, usually 3 years from the date the return was due or filed, Form 8822 should be filled out and filed with the agency. or 2 years from the date the tax was paid, whichever is later. However, it is re(X>mmended that all records be kept for about 6 EDUCATION SAVINGS BONDS PROGRAM: All or part of years. the interest for certain U.S. savings bonds can be excluded from income if one pays qualified higher education expenses during FAST REFUND: If a tax refund is expected for 1991, instead of the year he redeems the bonds. mailing the return to the Internal Revenue Service, it can be filed electronically. When filed electronically, a refund will be reDEATH OF A TAXPAYER: If a taxpayer died before filing a FILING AN EXTENSION IRS Form 4868 can be used to ask for a fourmonth extension to file IRS Form 1040A or Form 1040. An individual requesting an extension is under obligation to explain why the additional time is needed. Filing of the form gives an individual until August 17, 1992 to file his or her 1991 federal tax retum. The IRS will only contact the individual directly if the request for an extension is denied. To be able to extend the period of time in which one can file his or her tax retum, that individual must correctly fill out Form 4868 and pay all of the tax monies due (as noted on line 6 of the form). If the filing of Form 4868 and the subsequent fourmonth extension to file does not provide the individual with enough time, he or she can then file Form 2688, known as "Application for Additional Extension of Time to File U.S. Individual Income Tax Retum." Another option open to the person seeking more time in which to file is to write a letter to the IRS stating the reason the extension is necessary and mailing it to the correct IRS location (see "Where to File" on page 1 of this supple­ ment). An individual seeking an extension is advised by the IRS to file Form 4868 before filing Form 2688. To obtain an IRS form 4868, an individual can call the agency's toll free number which is dedicated to tax form requests. That number is 1-800-TAX-FORM (1-800-829-3676). Also, Form 4868 is available from all main IRS branch offices. If a Seafarer finds himself or herself overseas, he or she can obtain the form from any U.S. embassy or consulate. It is important to bear in mind that the filing of Form 4868 requesting an extension does not get one off the hook from having to pay his or her taxes due. Form 4868, when sent in, must be accompanied by all tax monies due the U.S. govemment from the indi­ vidual filing the extension. The deadline for filing the form and the taxes monies due is April 15. OVERSEAS? Should a seaman find himself or herself overseas and seeking IRS forms or IRS assistance, U.S. embassies and consulates are equipped to provide some taxpayer-re­ lated services. At a minimum, IRS forms are available at all U.S. embassies and consulates. The U.S. embassies and consulates located in the following cities can provide IRS assistance: Bonn, Germany; Caracas, Venezuela; London, England; Mexico City, Mexico; Nassau, Baha­ mas; Ottawa, Canada; Paris France; Riyadh, Saudi Arabia; Rome, Italy; Sao Paulo, Brazil; Sydney, Australia and Tokyo, Japan. •' .;Y-VV '""1- '^-1 required retum for 1991, the taxpayer's personal representative (and spouse, in the case of a joint retum) must file and sign the retum for that person. A personal representative can be an executor,administratororanyone whois inchargeofthe taxpayer's property. ROUNDING OFF TO WHOLE DOLLARS: Cents may be rounded off to the nearest whole dollar on the tax retum and schedules. To do so, raise anlounts from 50 to 99 cents to the next dollar. For example, $1.39 becomes $1 and $2.50 becomes $3. UNEMPLOYMENT COMPENSATION: Unemployment compensation (insurance) is fully taxable. By January 31,1992, an individual who has received unemployment compensation should receive a Form 1099-G showing the total unemployment compensation paid during 1991. Use line 20 on the tax retum to report unemployment compensa­ tion. EARNED INCOME CREDIT: To qualify for the earned income credit, families must have an income of less than $21,250 and have at least one child living with them. The maximum credrt for families with one child is $1,192. Families with 2 or more children may receive up to $1,235. With a child bom in 1991, the farnily may qualify foran additional $357 credit and if the family paid for part of the premiums for a health insurance policy covering a child an additional credit of $428 may be due. To apply for the eamed income credit, a family must file use a Form 1040 or 1040A, but not a 1040EZ, and attach IRS Schedule EIC. • ^ '.t.' .. X i • - '"J S«almmF0bnary1992Siipplemmt Page 2 �PMMRINGA Step 1. Get all records together. • Income records, which include any W-2, W-2G and 1099 forms. • Records for itemized deductions and tax credits. • Medical and dental payment records. • Real estate and personal property tax receipts. • Interest payments records for items such as a home mortgage or home equity loan. • Records of payments for child care so an individual could work. Step 2. Get any forms, schedules or publications neces­ sary to assist in filing the retum. IRS Publication 17 entitled "Your Federal Income Tax for Use in Preparing 1991 Returns" is the most comprehensive guide the agency has issued this year. Most IRS offices and many local banks, post offices and libraries have publications designed to provide individuals with information on correctly filing tax returns. Step 3. Fill in the retum. Step 4. Check the retum to make sure it is correct. Step 5. Sign and date the retum. Form 1040 is not considered a valid retum unless signed. A spouse must also sign if it is a joint retum. Step 6. Attach all required forms and schedules. Attach the first copy of Copy B of Forms W-2, W-2G and 1099 to the front of the Form 1040. Attach all other schedules and forms behind Form 1040 in order of the attachment sequence number. If tax is owed, attach the payment to the front of Form 1040. TAX TIPS FOR SEAMEN^ The law prohibits employers from withholding state and local taxes from the wages of seamen working aboard U.S.-flag ships. Specifically, the law [46 USCA lllOSai)] provides that "no part of the wages due or accming to a master, officer, or any other seaman who is a member of the crew on a vessel engaged in the foreign, coastwise, intercoastal, interstate, or noncontiguous trade shall be with­ held pursuant to the provisions of the tax laws of any State, Territory, possession, or Commonwealth, or a subdivision of any of them, but nothing in this section shall prohibit any such withholding of the wages of any seaman who is employed in the coastwise trade between ports in the same State if such withholding is pursuant to a voluntary agreement between such seaman and his employer." The law; however, does not exempt seamen from paying state and local taxes. A seaman, just like any other citizen of any given state, must meet his or her obligations to the government of the area in which he or she lives. For some seamen, claiming a domicile is an elusive matter because they spend much of the year sailing or guidelines. However, each state has determined a set of criteria to determine whether an individual is a resident of that state. A seaman should check with a state tax office if he or she is unsure as to his residency status. For example, in California, in the early '70s, a case before the California State Board of Equalization stated that a merchant seaman—despite the fact that he was on a ship for 210 days of the year—was a resident of thestate for tax purposes. The board took into consideration the fact that the seaman owned a home in California and maintained a bank account in a California-based bank. [Appeal of Bernard and Helen Fernandez, SBE, June 2, 1971]. Additionally, each state has established conditions under which non-residentsof that state must pay a portion of state tax if such an individual earned income from a source based in that state. Many states allow a credit in the amount an individual must pay the state if that person has already paid taxes in another state. In this supplement are two charts for seamen to use if questions arise on residency and state tax issues. The first is a list of phone numbers of state tax boards and offices to call for more information (see below). The second provides information on what each state considers to be taxable income for residents and non-residents (nonresidents). The chart indicates that seven states do not require state taxes to be paid of its residents and three states limit state taxes to profits earned from investments but do not consider wages subject to taxation. TAX STATE LOCAL# Taxpayer's Assistance, P.O. Box 327410, Montgomery, AL 36132-7410 ALABAMA Department of Revenue, Pouch SA, Juneau, AK 99811-0400 ALASKA Department of Revenue, P.O. Box 29086, Phoenix, AZ 85038-9086 ARIZONA Tax Administrator, P.O. Box 3628, Little Rock, AR 72203-3628 ARKANSAS Taxpayer Information, P.O. Box 942840, Sacramento, CA 94240-0040 CALIFORNIA Taxpayer's Assistance, 1375 Sherman St., Denver, CO 80261 COLORADO Taxpayer's Assistance, 92 Farmington Ave., Hartford, CT 06l05 CONNECTICUT Taxpayer's Assistance, Ninth and French Streets, Wilmington, DE 1980f ^ DELAWARE Taxpayer's Assistance, 300 Indiana Avenue, NW, Washington, DC 20001 WASHINGTON, DC Department of Revenue, Carlton BIdg., Tallahassee, FL 32399-0135 FLORIDA GEORGIA Revenue Information, P.O. Box 38007, Atlanta, GA 30334 HAWAH Department of Taxation, P.O. Box 3559, Honolulu, HI 96811-3559 Tax Commission, P.O. Box 56, Boise, ID 83756 IDAHO Tax Information, P.O. Box 19001, Springfield, IL 62794-9001 ILLINOIS ilii Taxpayer Infonnation, 100 N. Senate Ave., Rm. 209, Indianapolis, IN 46204-2253 INDIANA * Taxpayer Services, Hoover State Office BIdg., Des Moines, lA 50319 IOWA Department of Revenue, P.O. Box 12001, Topeka, KS 66612-2001 ! KANSAS Revenue Cabinet, 1266 Louisville Road, Frankfort, KY 40620 KENTUCKY Taxpayer Information, P.O. Box 3440, Baton Rouge, LA 70823-0001 LOUISIANA Bureau of Taxation, State Office BIdg., Augusta, ME 04332-1067 MAINE Corapttpller of the Treasury, Income Tax Division, Annapolis, MD 21411-0001 MARYLAND Massachuseils DepL of RevenUe, P.O. Box 7071, Boston, MA 02204 - " MASSACHUSETTS Taxpayer Informatiori, Treasury BIdg.,:420 Walnut Allegan Streets, Lansing, MI, .48^2', MICHIGAN Taxpayer's Assistance, Mailing Station 4000, St. Paul, MN 55146-4450 MINNESOTA Tax Commission, P.O. Box 23050, J^kson, MS 39225-3050 MISSISSIPPI t Department of Revenim, P.O. Box 2200, Jefferson Ciiy, MO 65105-2200 MISSOURI Department of Revenue, P.O. Box 5805, Helena, MT 59604 MONTANA ! ',- ' Taxpayer's Assistance, 301 Centermial Mall South, Lincoln, NE 68509-4818 NEBRASKA Itepartment of Taxation, Capital Complex, Carson City, NV 89710-0003 NEVADA Department of Revenue, P.O. Box 637, Concord, NH 03302-0637 ' fr •':[ J; NEW HAMPSHIRE Taxpayer Information, 50 Barrack St., CN 269, Trenton, NJ 08646-0269 ' NEW JERSEY Department of Taxation & Revenue, P.O. Box 630, Santa Fe, NM 87509-0630 NEW MEXICO Taxpayer's Assistance, W.A-Harriman Campus, Albany, NY 12227-0125 . ,, , NEW YORK liiiiSP® Department of Revenue, Two South Salisbury St., Raleigh, NC 27602 NORTH CAROLINA !aS{;Sj5 Taxpayer Information, State Capitol, Bismarck, ND 58505-0599 NORTH DAKOTA State Information, P;0. Box 2476, Coluinbus, OH 43266-0076 OHIO -SSHs-i -• " - 'r^Taxpayer Information, 2501 Lincoln Blvd., Oklahoma City, OK 73194^0009 OKLAHOMA . OREGON ill! Tax Help Office, 955 Center St, NE, First Floor, Room 135, Salem, OR 97310 Taxpayer's Assistance, Department 280504, Harrisbuig, PA 17128-0504 PENNSYLVANIA Taxpayer's Assistance, One Capitol HiU, Providence, RI 02908r5801 RHODE ISLAND Public Assistance, P.O. Box 125, Columbia, SC 29214 SOUTH CAROLINA Department of Revenue,TOOGovemors Drive, Pierre, SD 57501-2291 SOUTH DAKOTA Taxpayer's Resource, 807 Andrew Jackson State Office BIdg., Nashville, TN 37242-0482 TENNESSEE Taxpayer Assistance, Capita! Station, Austin, TX 78774 TEXAS Taxpayer Assistance, 160 East Third South, Salt Lake City, UT 84134-0201 UTAH Tax Commissioner, Pavillion Office BIdg., Montpelier, VT 05609-1401 VERMONT Taxpayer Information, P.O. Box 1115, Richmond, VA 23208-1115 VIRGINIA Taxpayer Information & Education, P.O. Box 47476, Olympia, WA 98504 WASHINGTON wms >?•' Taxpayer Services, P.O. Box 3784, Charleston, WV 25337-3784 WEST VIRGINIA State Government Switchboard, 4638 University Ave., Madison, WI 53705 WISCONSIN Department of Revenue, 122 West 25th Street, Cheyenne, WY 82002 WYOMING * Some toll free numbers are only functional within that state and thus are not accesible from anywhere in the country. (205)242-1175 (907)465-2320 (602)255-3381 (501)682-7250 (916)852-5711 (303)534-1209 (203)566-8520 (302)577-3310 (202)727-6103 (904)488-6800 (404)656-4188 (808)548-6515 (208)334-3660 (217)782-3336 (317)232-2240 (515)281-31141 (913)296-3051 (502)564-4580 (504)925-4611 (207)626-8475 (301)974-3981 (617)727-4545 (517)373-9419 (612)296-3781 (601)359-1140 (314)751-5600 (406)444-2837 (402)471-5729 (702)687-4820 (603)271-2191 (609)292-6400 (505)827-0700 (518)438-8581 (919)733-4147 (701)224-3450 (614)846-6712 (405)521-3146 (503)378-4988 (717)787-8094 (401)277-2905 (803)737-4660 (605)773-3311 (615)741-4877 (800)252-5555 (801)530-4848 (802)828-2865 (804)367-8031 (206)753-5525 (800)642-9016 (608)266-2772 (307)777-7962 (800)352-4090 (800)482-8811 (800)852-5711 (800)332-2097 (800)321-7829 (800)292-7826 . s '', (800) 222-3229 (800) 732-8866 •''' (800)452-1983 (800)638-2937 (800) 392-6089 (800)487-7000 (800)652-9094 . (800) 332-6103 (800)626-7899 (800)323-4400 (800)225-5829 (800)222-9965 (800)282-1780 (800)522-8165 (800)356-4222 iv' (800)768-6611 (800) 252-5555 (800) 662-4335 SeahrenlOG,Febnary 1992Suj^^kmrnt Page3 .. •.••'•y:.:'-. ''-j. e- » • t., ff* ,v f' v. .'.'/v. «;•, ( •V: V a ^ "-."L » 1* -v. r---i.'. „• -j; v, - r- �"tiii > :t •Ii'w:'-'L.^V;;;. '"r.;. '.;' •-;g,?V>|:|ig TAXABLE INCOME BY STATE NON-RESIDENT STATE RESIDENT NON-RESIDENT Taxable on income from property owned or business transacted in Ala­ bama. Minnesota Subject to tax on federal adjusted gross income with certain modifica­ tions. Subject to tax on federal adjusted gross income allocable to sources within Minnesota. No state tax. Missouri Subject to tax on Missouri taxable income. Subject to tax on income derived from sources within Missouri. Subject to tax on entire net income. A credit is only allowed for taxes paid to another state on income de­ rived from sources within that state which are taxable under that state's laws without regard to the residence or domicile of the recipient. No credit is allowed if the other state allows residents of Arizona a credit against taxes imposed by that state for taxes paid to Arizona. Subject to tax on net income derived from sources within Arizona. Mississippi Subject to tax on entire net income. Subject to tax on entire net income from sources within Mississippi. Montana Subject to tax on federal adjusted gross income with certain modifica­ tions. Credit for taxes paid to other states is allowed. Subject to tax on net income derived from somces withiif Montana. Nebraska Subject to tax on federal, adjusted gross income with certain modifica­ tions. Subject to tax on federal adjusted gross income derived from sources within Nebraska. Subject tostate income tax on entire net income. Subject tostate income tax on all net income from sources within thestate such asall property owned, and from every business, trade or occupation carried on in Arkansas. Nevada No state tax. No state tax. New Hampshire Subject to tax on interest and divi­ dends over $1,200. New Jersey Subject to tax on entire New Jersey gross income and credit is allowed for tax paid to another state on in­ come subject to New Jersey income tax. Subject to tax on certain specified categories of New Jersey gross in­ come from New Jersey sources. New Mexico Subject to tax on federal taxable income with certain modifications and with the possibility of a credit for taxes paid to another state. Subject to tax on net income derived from lyithin New Mexico. New York Subject to tax on federal adjusted gross income with certain modifica­ tions. I, Subject to 'tax on federal adjusted gross income derived from sources within New York. North Carolina Subject to tax on net income with the possibility of a tax credit for taxes paid to another state. Subject to tax on net income derived from sources within North Caro­ lina. No state tax. North Dakota Subject to tax on federal taxable income with certain modifications. Subject to tax on net income from sources within North Dakota. Subject to tax on federal adjusted gross income less certain items. Subject to tax on net taxable income derived from certain specified ac­ tivities within Georgia. Ohio Subject to tax on federal adjusted gross income with certain modifica­ tions. Subject to tax on adjusted gross in­ come derived from sources within Ohio. Subject to tax on entire income and a credit is allowed for taxes paid to another state which are paid on in­ come derived from sources outside the state. Subject to tax on income derived from sources within Hawaii, with the possibility of a credit for taxes paid to other governments outside the State. Oklahoma; Subject to tax on the federal ad­ justed gross income with certain modifications. Subject to tax on federal adjusted' gross income derived from sources within Oklahoma. Oregon Subject to tax on federal taxable income with a credit for income taxes paid to another state or territory. Subject to tax on federal taxable income attributable to certa:in sources within Idaho. Subject to tax on federal taxable income with certain modifications and credit against Oregon income taxes for taxes imposed by another state. Subject to tax on federal taxable income derived from sources within Oregon. Subject to tax on federal adjusted gross income with certain modifica­ tions. Subject to tax on all incomeattribut­ able to certain activities within Illi­ nois. Pennsylvania Subject to tax on iiicome from sources within Pennsylvania. Subject to tax on federal adjusted gross income with certain modifica­ tions and with the possibility of a credit for state taxes paid in another state. , Subject to tax on federal adjusted gross income derived from sources within Indiana with the possibility of a credit for state taxes paid in another state. Subject to tax on entire income with a credit for taxes paid to another state on income also subject to tax in Pennsylvania. Rhode Island Subject to tax on federal adjusted gross income with certain modifica­ tions. Subject to tax on taxable income derived from sources within Rhode Island. Subject to tax on federal adjusted gross income with modificationsand with the possibility of acredit against Iowa tax for taxes paid to another state on income subject to tax in Iowa. Subject to tax on federal adjusted gross income derived from sources within Iowa, with the possibility of a credit against Iowa tax for taxes paid toanother state or foreign coun­ try on income subject to tax in Iowa. Tennessee Subject to tax on dividends from stock and interest on bonds. South Carolina Subject to tax on the entire net in­ come. Subject to tax on federal adjusted gross income with certain modifica­ tions. Subject to tax on that portion of federal adjusted gross income de­ rived from sources within Kansas. Subject to tax on taxable income derived from sources within South Carolina. South Dakota No state tax. No state tax. Texas No state tax. Subject to tax on federal adjusted gross income derived from sources within Kentucky. No state tax. Subject to tax on federal adjusted gross income with certain modifica­ tions. Utah Subject to tax on federal taxable income with certain modifications. Subject to tax on taxable income derived from sources within Utah. Subject to tax on all net income which is defined generally as gross income of whatever kind minus the deductions allowed. Subject to tax on net income derived from sources within Louisiana. Vermont Subject to tax on federal adjusted gross income with a credit for in­ come taxes paid to another state or territory upon income derived from sources within that state or territory. Subject to tax on federal adjusted gross income derived from sources within Vermont. Subject to tax on taxable income with the possibility of a reduction of taxes for taxes paid to another juris­ diction. Subject to tax on the portion of fed­ eral adjusted gross income derived from sources within Maine with the possibility of a reduction in taxes for taxes paid to another jurisdic­ tion. Subject to state income tax on entire net income. ^W':-' Subject to state income tax on entire taxable income. Subject to state income tax on all taxable income derived from sources within the state. Subject to state income taxation on federal adjusted gross income with certain modifications. Subject to state income tax on fed­ eral adjusted gross income attribut­ able to sources within Colorado. Subject to tax on certain dividends, interest and capital gains income. Michigan Subject to state income taxation on federal adjusted gross income with certain modifications. Subject to state income tax on fed­ eral adjusted gross income attribut­ able to sources within Delaware. Subject to D.C. income tax on entire net income. Not subject to the income tax. "ft V Virginia Subject to tax on federal adjusted gross income with certain modifica­ tions. Subject to tax on taxable income derived from sources within the state. Washington No state tax. No state tax. Subject to tax on federal adjusted gross income with certain modifica­ tions. , Subject to tax on the portion of fed­ eral adjusted gross income derived from sources within Maryland. West Virginia Subject to taxable income as de­ fined in terms of federal adjusted gross income with modifications. Subject to tax on taxable income derived from sources within West Virginia. Subject to a tax on federal adjusted gross income. A credit for taxes paid to other states is allowed. Subject to tax on the portion of fed­ eral adjusted gross income derived from sources within Massachusetts. Wisconsin Subject to tax on federal adjusted gross income with certain modifica­ tions. Subject to tax on taxable income derived from sources within Wis­ consin. Subject to tax on federal adjusted gross income allocable to sources within Michigan. Subject to tax on taxable income allocable to sources within Michi­ gan. Wyoming No state tax. No state tax. SOURCE: Department of Defense, Office of the Secretary of Defense, Federal Voting Assistance Program; Voting Assistance Guide 1992-1993; Appendix G. State Income Tax Liability; p. 265-285. SfafmmL0^Feinian^19925uppkmmt Fage4 •w y./'Q. y. y I.-.,.•;'if-"mA .' • �•:'• ."' /' •" :--:v^' ttSSP . . .. •.•'••.• • i'•.• > FEBRUARY 1992 f ^ • Friday, March 20 Friday, April 24 San Juan ^Thursday, March 5 Thursday, April 9 St. Louis Friday, March 13 Friday, April 17 Honolulu Friday, March 13 Friday, April17 Duluth Wednesday, March 11 Wednesday, April 15 Jersey Ci^ Wednesday, March 18 Wednesday, April 22 New Bedford Tuesday, March 17 Tuesday, April 21 Personals ANDREW CRESPO Please contact your sister, Maria D. Faircloth, at 7304 N. Taliaferro Ave., Tampa, Ha. 33604. ALBERT C. MINICHIELLO Anyone knowing the whereabouts of Albert C. Minichiello, please get in touch with his brother, Arthur P. Minichiello, at 6 Coronation Circle, Dedham, Mass. 02026, or call (617) 326-2045. JAY ROCHE Please contact Gina Demaree-Fortier at 18040 Midway Road, #137, Dallas, Texas 75252, or caU collect at (214) 2501731. R.FEE RICHARD HAMH^TON Please contact Mark Avery at 500 Verret. New Orleans, La. 70114, or call (504) 392-6082. STEVE NORMAN Please contact me. Real important. It concerns my wedding on September 19. Richard Kent, 6590 Harley St., Riverside, Calif. 92506; (714) 788-4119. '.r IS March & April Membership Meetings Deep^, Lakes, Inland Waters Piney Point Monday, March 2 Monday, April 6 New York : Tuesday, March 3 ; J Tuesday^ April 7 Phlladdphia Wednesday^ March 4 Wednesday, April 8 Baltimore Thursday, March 5 Thursday, April 9 Norfolk Thursday, March 5 Thursday, April 9 Jacksonville Tliursday, March 5 Thursday, April 9 Algonac Friday, March 6 Friday, ApiillO Houston Monday, March 9 Monday, April 13 New Orleans Tuesday, March 10 Tuesday, April 14 Mobile Wednesday, March 11 Wednesday, April 15 San Francisco •Thursday, March 12 Thursday, April 16 Wihnington Monday, March 16 Monday, April 20 Seattle /•••> ,•••• Dispatchers' Report for Deep Sea DECEMBER 16,1991— JANUARY 15,1992 •TOTAL REGISTERED All Groups Class A Oass B Class C Port NewYffldc! Philadelphia Baltimore Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Honolulu Houston St Loui^ Piney Point Algonac Totals Port New York Philadelphia Baltimore Norfolk Mobile New Orleans Jacksonville SahFtanciscp Wilmington Seattle Puerto Rico Honolulu H( St Loui$ Piney Poi Algonac Totals Port New York Philadelphia Baltimore Norfolk Mobile New Orleans Jacksonville San Francisco Wihnington : Seattle Puerto Rico Honolulu Houston St. Louis Piney Point Algonac Totals Port TOTAL SHIPPED All Groups Trip QassA ClassB ClassC Reliefs DECK DEPARTMENT ••REGISTERED ON BEACH All Groups Class A Class B Class C a' , .r •if "-' J STEWARD DEPARTMENT • •: ••• • •' X 'M:' • -r. ; I'-'."' /,• ^>'-1 '".k ^PYi Philadelphia Baltimore Norfolk " Mobile New Orleans Jacksonville SanHranciscri ^Imingtwi Seattle Puerto Rico Honolulu ' St. Louis Piney Point Algonac Totals Totals All Department 668 702 703 433 513 461 292 1054 877 1044 * 'Total Registered" means the number of men who actually registered for shipping at the port last month. ** "Registered og the Beach" means the total number of men registered at the port at the end of last month. A total of 1,699jobs were shipped on SlU-contracted deep sea vessels. Of the 1,699 Jobs shipped, 433 jobs or about 25 percent were taken by "A" seniority members. The rest were filled by "B" and C"seniority people. From Decem­ ber 16,1991 to January 15,1992, a total of 292 trip relief jobs were shipped. Since the trip relief program began on April 1,1982, a total of 15,601 jobs have been shipped. Mr"' • �t -. Ji'- . "i ••• b y ^ '^ -'/'fl^K"'" (- •' ]'•.'•/'"• •'.:'••••:•• 16 '../I^' .•»',"' '. ^ir '.t!-' . • '•/. '•^^ • ' '•'• !0y'- '^i "t •'/'. .' -'" '•\vs!{'' -i ''SJ'- ' •!'/•.' v ". • •:. ' . ••. SEAFARBRS UK: S^KislhternationalU^^ i Directory Dispatchers' Report for Great Lakes CL-Company/Lakes DECEMBER 16,1991 - JANUARY 15,1992 L-Ltrins Michael Slacco ; • •••••President';,^3'•' John Fay Secretary-Treasurer Joseph Sacco Executive Vice President George McCartney Vice President West Coast Roy A. "Buck" Mercer Vice President Government Services JackCaffey Vice President Atlantic Coast Byron Kelley Vice President Lakes and Inland Waters Dean Corgey Vice President Gulf Coast NP-Non Priority •TOTAL REGISTERED All Groups ClassCL ClassL ClassNP TOTAL SHIPPED All Groups ClassCL OassL ClassNP ••REGISTERED ON BEACH All Groups ClassCL ClassL OassNP DECK DEPARTMENT ...J ' Algonac f Port Algonac ji'rii- < %i ' ->'-1 '.V' • .: ' 0 - t. ' ''A -• 1' o ENGINE DEPARTMENT 0 13 2 STEWARD DEPARTMENT n 9 t \ 0 9 0 i ENTRY DEPARTMENT 0 0 |'''^*i29 Totals All Departments 0 66 7 0 25 4 0 74 * 'Total Registered" means the number of men who actually registered for shipping at the port last month. *• "Registered on the Beach" means the total number of men registered at the port at the end of last month. 17 "l 20 HEADQUARTERS 5201 Auth Way Camp Springs, MD 20746 (301) 899-0675 ALGONAC 520 St. Clair River Dr. Algonac, MI 48001 (313) 794-4988 BALTIMORE 1216 E. Baltimore St. Baltimoie, MD 21202 (410) 327-4900 •i®' DULUTH 705 Medical Arts Building Duluth, MN 55802 (218)722-4110 l.v' ' HONOLULU 606KalihiSt. I i Honolulu, HI 96819 (808) 845-5222 HOUSTON 1221 Pierce St. Houston, TX 77002 (713) 659-5152 JACKSONVILLE i " 3315 Liberty SL I Jacksonville, FL 32206 .;i (904)353-0987 1 JERSEY CITY I " 99 Montgomray SL jCTsey City, NJ 07302 (201)435-9424 r'' I MOBILE 1640 Dauphin Island Pkwy. Mobile, AL 36605 (205)478-0916 NEW BEDFORD 50 Union St. New Bedford, MA 02740 (508)997-5404 NEW ORLEANS 630 Jackson Ave. New Orleans, LA 70130 (504)529-7546 NEW YORK 675 Fourth Ave. Brooklyn, NY 11232 (718)499-6600 NORFOLK 115 Third St. Norfolk, VA 23510 (804) 622-1892 PHILADELPHIA 2604 S. 4 St. I ' Ruladelphia,PA 19148 (215)336-3818 I J PINEYPOINT P.O. Box 75 Piney PoinLMD 20674 (301)994-0010 SANFRANCISCO '--H 350 Fremont St. San Francisco, GA 94105 (415)543-5855 Government Services Division (415)861-3400 SANTURCE 1057 Fernandez Juncos SL Stop 16 Santurce, PR 00907 (809)721-4033 ? •< 1 SEATTLE 2505 First Ave. Seattie, WA 98121 (206)441-1960 ST. LOUIS 4581 Gravois Ave. ^ St Louis, MO 63116 (314)752-6500 WILMINGTON 510 N. Broad Ave. Wilmington, CA 90744 /K,.y (310)549-4000 Dispatchers' Report for Inland Waters Mi DECEMBER 16,1991 — JANUARY 15,1992 •TOTAL REGISTERED All Groups QassA ClassB ClassC f :• ;.• : t' ' ' I; Wimm;: l?|?a| Region 3Atlantic Coast Gulf Coast Lakes & Inland Waters West Coast Totals Region Atlantic Gulf Coast i Lakes & Inland Wai West Coast Totals Region |;^9htic Gulf Coast I Inland Wat^ West Coast Totals TOTAL SHIPPED All Groups Class A ClassB OassC ••REGISTERED ON BEACH All Groups Class A ClassB ClassC DECK DEPARTMENT iv 0 W' 0 26 0 1 2 5 0 0 0 1 7 6 ' V. 3 1 4 ^ 0 8 ENGINE DEPARTMENT 0 0 0 1 0 0 STEWARD DEPARTMENT I' I Totals All Departments 50 1 10 10 1 2 149 9 * 'Total Registered" means the number of nien who actually registered for shipping at the port last month. •• "Registered on the Beach" means the total number of men registered at the port at the end of last month. Belated Holiday Greetings A', '• Rewarding the Instructor S/l/ members, pensioners and their families and friends had an opportunity to send their holiday greetings in the December I99I. Seafarers LOG. Due to the nature of the mail, however, some of the greeetings were not received in time for the holiday issue. They are printed below in the hopes that the sentiments expressed will last well into the new year. To Mr. President, crewmembers, retired memliers and all Seafarers As a retired member of the SIU, we express our best wishes for all members of the Seafarers International Union. We admire all your courageous lashing operations during severe weather conditions in order to give aid to those in need, especially the refugees. I thank you. With great respect Hilda and Frans De Keyzer • ••,-;-r.',v.'V'-3i:'"'^^, m 18 To Dawn-Dawn, X-Man, Bonehaad and everyone dse out tliere from Hawaii Merry Xmas, Happy New Year. Hawaii reunion at Hussy's wedding! Yvonne DeSilva To Mr. Joe Sacco You're doing a very good job. Gordon Lee To Paul A. Peralta The very nicest thingabout Christmas isshar­ ing it withyou. Forthis greeting brings such happy hopes for Lupe and you on Christmas Day. Your brotl^r always, Magdaleno A. Peralta Allen and Jax and Norfolk Hello from the Indomitable. Have a Merry Christmas and a Hai^y New Year. May our ships sail smoothly. Dannis Allen Thompson '.y-'-f. y v-v,'- - -;-v The students in the Third Assistant En^ were so pleased with the teaching of their instructor, Eric Malzkuhn, that they decided to show him their appreciation. Pictured is class representative Frank Tymczyszyn presenting an award plaque to Malzkuhn. DeCola Promotes Upgrading at Lundeberg School Chief Cook Jerry DeCola recommends that all Seafarers upgrade their skills at the Lundeberg School. That is what the veteran Seafarer told a LOG reporter during an inter­ view for the "Inquiring Seafarer" column which ^peared in the August issue. However, while DeCola's message was reported ac­ curately, the LOG misidentiBed him as a retired messman. DeCola sailed as a chief cook and now works for the union at the SIU haU in Philadelphia. -.n4-%4 V--S . y-. - • Chief Cook deny DeCola • ••• ,- ^'l^^^pBMff^mWpiL^rlT^TI¥f-•rTr—TiTnt-'ir-n —nr—-tnr-i'n-r - -f - - - •, - '^ \ I ^ ^ ^ ^M . 'i �{-"-•V-'i''' " ;-X rvy FEBItUAIiri992 17 Kirklanil Responds to 'Lazy U.S. Worker* Charge (Editors Note: The following is a column by AFL-CIO President Lane Kirkland issued last month in response to a statement by a Japanese parliamentarian about U.S. workers.) When a senior Japanese politician blamed America's economic and trade problems on U.S. workers, President Bush was handed a perfect opportunity to recover some of the public rela­ tions ground he had lost on his recent, ill-fated trip to Tokyo. Once again, however, he dropped the ball. What Yoshio Sakurauchi, the Speaker of Japan's lower house of parliament, was reported to have said is, "the source of the problem is the inferior quality of U.S. labor," that "U.S. workers are too lazy" and that "they want high pay without working." He was also quoted as saying that 30 percent of the American workforce "cannot even read." Although we are told that such comments appear often in Japanese industry magazines and other publications, they bear no resemblance to the truth, which is that the average American worker—by all measures and ac­ counts—is the most productive in the world. Measured by Gross Domestic Product per employed person, Japanese workers produce, on average, only 77 percent as much as their American counterparts, despite the fact that they work 15 percent more hours per year. While it is true that Japan's productivity has grown faster over the past few decades, they've had a lot of catching up to do. And since the 1982 recession, the U.S. has done well even by this measure, with our productivity growing 37 percent to Japan's 38 percent. Meanwhile, the absolute level of worker productivity remains substantial y higher in the United States. And despite Japanese com­ plaints about American wages, the facts show that unit labor costs in U.S. manufacturing actually decreased slightly in the second half of the past decade, while that of Japan rose 63 percent. Although it'is nothing to brag about, U.S. manufacturing workers are now paid less than those in a dozen other industrialized countries, whose international "competitive­ ness" nevertheless exceeds our own. Can it be that "competitiveness" is not measured by labor cost and efficiency, but by the prowess of other countries in pursuing and defending market share through— dare I say it—mercantilism? Needless to say, claims of a 30 percent illiteracy rate in the U.S. are wholly without foundation. The real illiteracy rate is less than five percent. The fact of the matter is the working men and women of America have borne the brunt of the sacrifices that our business and government leaders have decreed were necessary to make America more competitive in the global marketplace. Business leaders, on the other hand, have arranged to shelter themselves very cozily from the harsh winds of competi­ tion. So when American workers are maligned, as they were last week by one of Japan's most senior politicians, they certainly deserve more than silence from the presi­ dent of the United States, especial­ ly one who campaigned for the office while wrapped in the American flag and loudly promis­ ing to defend American values at home and throughout the world. In this case, when the available evidence so clearly refutes the Japanese statements concerning the productivity of American workers, it would have been easy for the president to live up to this promise. His failure to do so may indicate his concurrence with what has been said or his reluctance to challenge the Japanese big shots on his Rolodex. Why doesn't he just say so? In either case, working American men and women deserve better. 'Outstanding' Fare on LNG Libra Significant statistics an AFL-CIO Newsgrafic America leads in productivity Gross domestic product per worker as a percent of the U.S. level in 1990 100% 100% ji: 90% |:i 75% iliii1 88% 79% j/rrr^. ill j The U.S. worker produced more value than workers in any other countiy. Workers in France produced 90 percent of what U.S. workers produced, and in Japan only 77 percent. 77% 74% in 71% 68% 43% f 50% ;»i|; 1 •. 25% ' .xi:;::-:;;::;::- 0% ^ 7 U.S. France Italy Germany Japan Austria Britain Sweilen Korea Source: Bureau ol Latxx Statistics A merican workers still lead all other industrial nations in productivity, despite the continuing deficit in merchandise trade, according to data compiled by the Bureau of Labor Statistics. U.S. labor costs have actually declined between 1985 and 1990, while rising in all other ma1 or trading countries, inc uding Japan, Germany, Britain, Sweden, Italy, Korea and Taiwan. Meanwhile, real wages and benefits for the average American worker slipped 0.4 percent between 1985 and 1990. During the same period, total worker compensation rose 19 percent in Germany, 14 percent in Japan, 12 percent in Britain and Italy, 8 percent in Sweden, 3 percent in France and 2 percent in Canada. U.S. workers lag in compensation Hourly wage and benefit costs for production workers in all manufacturing, 1991 Norway $21.86 Germany $21.53 Sweden $20.93 Switzerland $20.83 Finland $20.76 Belgium $18.94 Netherlands $18.22 Denmark $17.85 Austria $17.01 $16.41 Canada $16.02 France $15.23 $14.77 Source: Bureau o( Latxx Statistics Special Guests, Special Food - J. oc- . 't' •".v. V-:'" • •A. • LNG Libra Enaine Delegate Bill Sullivan, who sent the above photo the LOG, says the ship's galley crewmembers outdid themselves with their Chnstmas Sr From left o right are: Chief Cook Martin Buck, SA George Rueth, Steward Se Schm^^^^ SA Tom Laffey and SA William Smalley. Army personnel and seamen alike got a chance to partake In a culinary feast prepared by Third Assistant Cook WIgberto Reyes and the rest of the Cape Catoche galley gang. Chief Cook KImberly Carter doubled as both cook and photographer for the event. ' . i • •4- • �v- • . M'J'-t'''''' 18 SEAFAHERS LIM! novative Oriental cuisine. Thanks also to deck gang for cooperation in keeping messhalls clean and secured in rough Alaskan weather. Thanks also to engine department for constant hot water. ft r:'" 4 .Ik-, The Seafarers LOG attempts to print as many digests of union shlplnmrd minutes as possible. On occasion, ttecause of space limitations, some will be omitted. Ships minutes fust are reviewed by the union's contract rhpartment. Those Issues requiring attention or resolution are addressed by the union upon receipt of the ships minutes. The minutes are then forwarded to the Seafarers LOG. SPIRIT OF TEXAS (Seahawk Manage­ ment), October 6 — Chairman S.W. Parr, Secretary J. Tucker, Engine Delegate Stephen Treece. Chairman noted ship headed for Sudan. No beefs or disputed OT reported. Crew noted mail to he sent from Suez Canal. •jti ••i: • 1'•T -1 i 11 AMBASSADOR (Crowley Caribbean Transport), November 26 — Chairman Leon T. Jekot, Secretary Milton Yournett. Chairman announced payoff. Secretary thanked all hands for job well done. Educational director urged mem­ bers to upgrade at Lundeberg School. No beefs or disputed OT reported. Crew noted dishwasher's motor broken. Crew extended vote of thanks to galley gang for Job well done. ft, yp AMERICAAI EAGLE (Pacific Gulf Marine), November 3 — Chairman Billy . Eastwood, Secretary Kevin Deegan, Educational Director W. Jones. No beefs or disputed OT reported. Crew asked contracts department for clarifica­ tion on pay for transporting hazardous material. CAPE HORN (lOM), November 3 — Chairman J. Sosa, Secretary D. Banks, Deck Delegate R. Meyer, Engine Delegate S. Nolan, Steward Delegate Norman Erickson. No beefs or disputed OT reported. Crewmembers conveyed wishes for happiness to all SIU brothers in the new year. C4PE//0/?/V(I0M), November 17 — Chairman J. Sosa, Secretary D. Banks, Steward Delegate Norman Erickson. No beefs or disputed OT reported. Chair­ man thanked deck department for excel­ lent work. CAPE HORN (lOM), November 24 — Chairman J.Sosa, Deck Delegate R. Meyer, Secretary D. Banks, Steward Delegate Norman Erickson. Secretary noted company approved microwave. Deck delegate reported disputed OT. No beefs or disputed OT reported by engine or steward delegates. t . CHARLES L. BROWN(Jransocearuc Cable), November 30 — Chairman Jeremiah Harrington, Secretary Donna Lindsey, Engine Delegate D. Wise, Steward Delegate Erik Ivey. Crew re­ quested telephone at gangway be rewired to outside line for crew use. Chairman reminded crew about impor­ tance of respecting fellow crewmembers ^ ''"V'gsMitr,. Ultrasea Is Good Feeder • ./'V-'-V''''--'"^f''"'.''v-'- -) Chief Cook Joe Brooks and Acting Steward Rodolfo ("Rudy") Xatruch help make voyage 045 aboard the Ultrasea a culinary success. •yrngM} I and their belongings. Treasurer noted ship's fund was used to purchase Softball equipment. No beefs or disputed OT reported. Crew noted refrigerator needs repair, and new First Aid kit also n^ed. Next port: Honolulu. OVERSEAS HARRIETTE (MOS), November 11 — Chairman W. Jeffer­ son, Secretary C. Hazzard. Chairman announced payoff scheduled for New Or­ leans. No beefs or disputed OT reported. SEA-LAND EXPEDITION (Sea-Land Service), November 24 — Chairman Carlos DeGracia, Secretary E. Vaz­ quez, Educational Director Dann Manthei. Chairman noted everything running smoothly. Secretary thanked crew for keeping messhall and lounge clean. No non. Steward Delegate P. Zilkow. Crew still waiting for furniture. Educational director urged members to upgrade at Lundeberg School. No beefs or disputed OT reported. Crew extended vote of thanks to steward department. CHARLES L. BROWN (Transoceanic Cable), December 31 — Chairman J. Harrington, Secretary D. Lindsey, Deck Delegate Richard Morris, Engine Delegate W. Carroll. Chairman ex­ plained layoff routes. No beefs or dis­ puted OT reported. Chairman explained SAB Action 358, which allows Piney Point OSs to stay aboard cable ships for 240 days and then upgrade to AB. He stressed safety. Liberty Sun Pays Off in New Orleans GOLDEN ENDEAVOR (Apex Mariire), November 25 — Chairman Luke Wells, Secretary F.W. Bishop. Chairman urged members to upgrade at Lundeberg School and support SPAD. He announced schedule for cleaning tanks. No beefs or disputed OT. Crew received copies of Se^arers LOG. Crew asked contracts department for clarifica­ tion on deck department overtime. Crew extended vote of thanks to steward department. G/?OrOAf (Sheridan Transportation), November 24 — Chairman Neil Matthey. Secretary M. DeLoatch, Educa­ tional Director R. Naloi, Deck Delegate Phil Poole, Engine Delegate Abraham Daif, Steward Delegate Abdul Aziz. Chairman announced payoff scheduled for Mobile, Ala. He suggested crewmem­ bers donate to SPAD. No beefs or dis­ puted OT reported. Crew extended vote of thanks to galley gang. GULF TRADER (All Marine Services), November 19 — Chairman Steve Castle, Secretary J. Williams, Educa­ tional Director George Wallis, Deck Delegate A. Galib, Engine Delegate Thomas Betz, Steward Delegate Russell Barnett. Educational director en­ couraged members to upgrade at Lun­ deberg School. No beefs or disputed OT reported. Chairman asked members to reduce noise. Crew noted mail service slow. LONG L//VES(Transoceanic Cable), November 12 — Chairman Joseph Olson, Secretary Michael Bonsignore, Deck Delegate J.D. Harris, Engine Delegate E. Cox, Steward Delegate R. Rowe. Chairman reminded members about separating plastic from trash. He noted importance of proper care and cleaning of crew lounge. Secretary ex­ pressed need for fellow shipmates to upgrade at Lundeberg School. He noted school's excellent teachers and facilities, including outstanding library. Treasurer reported $94 in ship's fund. Deck delegate reported disputed OT. No beefs or disputed OT reported by engine or steward delegates. Crew gave vote of thanks to steward department, with spe­ cial thanks to Chief Cook Benny Cor­ pus and Chief Steward Bonsignore for putting out terrific food for crew of 121. Next port: England. OVERSEAS ALASKA (MOS), November 17 — Chairman L. Temple, Secretary Steven Parker, Deck Delegate Jeffrey Kass, Engine Delegate U. Bar­ ber. Chairman reminded all crewmem­ bers to keep doors locked, as one member recently had cash stolen while ship was docked. Secretary requested in­ formation from contracts department on manning for steward department. He thanked crew for helping secure every­ thing during rough weather. He reminded members to separate plastics. Treasurer reported $286 in ship's fund. He noted crew voted unanimously to donate to crewmember whose money was stolen. No beefs or disputed OT reported. Recent storm wiped out all trash barrels on fantail, also took out deck rails, electrical cable housings and telephone hookups. Crew gave galley gang special vote of thanks, especially Chief Cook Manny Basas for his in­ Crewmembers aboard the Liberty Sun get a chance to discuss union business with SIU Patrolman Steve Judd (far left). They are (frorit row) Chief Cook Jerome Johnson, AB L. Hoffman, (second row) Bosun P.H. Greenwood, Wiper German C. Valerie, AB R.L. Favalora, (third row) Larry Martin, AB J.M. Cornwall and Wiper GaryToomer. beefs or disputed OT reported. Crew ex­ tended vote of thanks to galley gang for good chow. SEA-LAND INTEGRITY(Sea-Land Service), November 17 — Chairman D. Leon, Jr., Secretary Pedro Laboy, Educational Director M. Rivera, Deck Delegate Carlos Irizarry, Steward Delegate B. Santos. No beefs or dis­ puted OT reported. Chairman extended extra votes of thanks to steward depart­ ment and other crewmembers for jobs well done and pleasant voyage. THOMPSON PASS (lOM), November 11 — Chairman J.R. Colson, Secretary F. King, Educational Director M. WeUs. Secretary reported smooth sailing, . thanked crew for cooperation. Education­ al director called for improved com­ munication between crewmembers. No beefs or disputed OT reported. DSNS BARTLETT(Mar Ship Operators), November 2 — Chairman Carl Larson, Secretary James Dunne, Engine Delegate Fred Wrede. No beefis or disputed OT reported. Crewmembers •have not received mail at any port. WESTWARD VENTURE (lOM), November 29 — Chairman Michael Kadderly, Secretary R.B. Sanderson, Educational Director Chris W. Cunnin­ gham, Deck Delegate George Vukmir, Engine Delegate Ahmed Hussain, Steward Delegate Terry White. Radio still ashore for repairs. Secretary urged members to donate to SPAD and save the Jones Act. Educational director en­ couraged members to read Seafarers LOG and donate to SPAD. No beefs or disputed OT reported. Crew reviewed LOG and discussed current issues. Crew needs new TV, as old picture tube finally went after 11 years. Crew thanked galley gang for Thanksgiving dinner. Steward department thanked crew for cooperation from all departments. Next port: Tacoma, Wash. AMERICAN FALCON (Crowley Carib­ bean Transport), December 1 — Chair­ man William Dowzicky, Deck Delegate O. Rappana, Engine Delegate R. Han- ' CAPE COD(OMl Corp.), December 8 — Chairman E. Bronstein, Secretary Stephen Bates, Engine Delegate Aii Hassan, Steward Delegate Gerald Hyman. New dryer has been installed in crew laundry. Chairman read AIDS awareness pamphlet and discussed cur­ rent legislation affecting merchant mariners. He emphasized importance of SPAD and upgrading at Lundeberg School. Secretary thanked crew for cooperation. No beefs or disputed OT reported. Crew reviewed parts of SIU constitution, welfare plan and retirement procedures. Lounge needs new TV and VCR. Crew thanked galley gang fw out­ standing job: great food and spotless messhall and galley. Crew expressed pride about Cape Cod being last C23A type vessel still running following Per­ sian Gulf War. EQUALITY STATE(lOM), December 19 — Chairman Claude Leycock, Educational Director Mann Aroon, Deck Delegate James World, Engine Delegate Michael Manuel, Steward Delegate Dwight Brandon Maeda. Chairman reported more than, $1,500 in ship's fund. He reminded crew that payoff will not commence until union patrolman is on board. Secretary reminded crewmembers they may not va­ cate vessel until properly relieved. Educational director urged members to take advantage of upgrading courses at the Seafarers Harry Lundeberg School of Seamanship. No beefs or disputed OT reported. Chairman thanked crew for overcoming difficulties and getting the job done. Crew thanked galley gang for many fine meals. Next port: Oakland, Calif. GALVESTON BA Y (Sea-Land Ser­ vice), December 1 — Chairman Joe Herron. Secretary Dan Brown, Educational Director Mike Scinto. Chairman urged members to read President's Report in Seafarers LOG. Educational director reviewed new required-viewing safety videotapes on board. He stressed impor­ tance of upgrading at Lundeberg School. Continued on page 20 �.• 'r^vV"' ••"::-^r^^ • . .• • .•' •'••v- --:^^^' A^•'y:, ^ FEBRUARY 1^ T he Seafarers Pension Plan an­ nounces the retirement of 39 members this month. Twenty-nine of those signing off sailed in the deep sea division, while seven sailed in the inland division. One sailed in the Great Lakes division, one sailed in the railroad marine division and one sailed in the Atlantic Fisheimen's division. Galley gang member Earl Pippens, 76, is the oldest of the new pensioners. Brother Pippens joined the SIU more than 20 years ago, after a 21-year career in the Navy. Engine department member Joe Atchison has been a member longer than any of the others who are retir­ ing. Brother Atchison joined the Seafarers in 1945. Brief biographical sketches of Pippens, Atchison and the other new pensioners follow. DEEP SEA JOE ATCHISON, 64. joined the SIU in 1945 in the port of Mobile, Ala. The Alabama na­ tive shipped in the engine depart­ ment and upgraded frequently at the Lundeberg School. A veteran of three wars. Brother Atchison worked for the Sea-Land shore gang for eight years before retiring. He was honored last October at the West Gulf Ports Council Dinner in Hous­ ton, where he received a ship's wheel with an engraved plaque con­ gratulating him on 30 years' sea time. Brother Atchison has retired to Galveston, Texas. PAULS. BLAND, 67, joined the Seafarers in 1951 in the port of SaVannah, Ga. Bom in Fruitland Park, Ha., he sailed in the en­ gine department. In 1976 Brother Bland upgraded to QMED at the Lundeberg School. He served in the Navy from 1944 to 1946. Brother Bland resides in Jacksonville, Ha. CLAUDIO BOBADILLA, 67, joined die SIU in 1971 in Yokohama^, Japan. He was bom in the Philippine Islands and sailed in the steward department Brother Bobadilla served in the Navy firom 1946 until 1967. He has retired to the Philippines. CLARENCE BURGO, 66, joined the Seafarers in 1966 in the port of San Francisco. A native of Hawaii, he graduated from the bosun recertification class at Piney Point in 1980. Brother Burgo calls Kaneohe, Hawaii home. COSTAS DAYOS,66, joined the union in 1961 in the port of New York. Bom in Greece, he sailed in the blackgang. Brother Dayos served in the Army from 1952 to 1954. He has retired to Greece. - ... v 19 To Our New Pensioners ... Thanks for a Job Well Done Each monthin the Seafarers LOG, the names of SIU members who recently have become pensioners appear with a brief biographical sketch. These men and women have served the maritime industry well, and the SIU and all their union brothers and sisters wish them happiness and health in the days ahead. HARRY M. FISHER, 67, joined the SIU in 1965 in his native Mobile, Ala. He became a recer­ tified bosun after completing course work at the Lundeberg School in 1984. Brother Fisher still calls Mobile home. JULIUS FRANCUMJR.,62, joined the Sea­ farers in 1957 in the port of Bal­ timore. A native of North Carolina, he sailed in the deck department. Brother Francum completed the bosun recertification course in 1985. He served in the Army from 1952 to 1953. Brother Francum has retired to Lenoir, N.C. RICHARD CEILING, 69, joined the SIU in 1958 in the port of New York. Bom in Lyons, Dl., he completed the steward recer­ tification program in 1987. Brother Geiling has retired to Seattle. JAMES K. HAINES, 56, joined the Seafarers in 1961 in the port of Philadelphia. The Pittsburgh native sailed in the deck department. Brother Haines served in the Navy from 1955 to 1959. He resides in Reseda, Calif. WILLIAM J. JOE, 62, joined the SIU in 1952 in his native New York. He sailed in the engine department and upgraded frequent­ ly at the Lundeberg School. Brother Joe served in the Army from 1947 to 1948. He lives in St. Bemard, La. ELMER N. KING, 67, joined the Seafarers in 1947 in his native Baltimore. He sailed in the deck department. Brother King served in the Navy from 1943 to 1946. He has retired to Missouri City, Texas. PHILIP J. LAMBIS, 61, joined the SIU in 1953 in the port of Seattie. A native of Pennsylvania, he sailed in the galley gang. Brother Lambis served in the Army from 1947 until 1951. He lives in Livingston, Texas. n CHUNG K. LEW, 64, joined the union in 1965 in the port of San Francisco. He was bom in China and sailed in the steward department. Brother Lew upgraded at the Lundeberg School to chief cook in 1983. He resides in Seattle. COLLIE LOPERJR.,62, joined the SIU in 1956 in his native Mobile, Ala. He became a recertified steward in 1984. Brother Loper served in the Army from 1950 to 1953. He still calls Mobile home. JULIAN LOPEZ, 66, joined the Seafarers in 1962 in the port of New York. Bom in Spain, he sailed as a QMED. Brother Lopez has retired to San Francisco. THOMAS J. LUNDY, 63, joined the SIU in 1955 in the port of Mobile, Ala. He was bom in Missis­ sippi and sailed in the engine depart­ ment. Brother Lundy lives in Hurley, Miss. WILLIE MITCHELL, 66, joined the union in 1966 in the port of Port Arthur, Texas. A native of Durham, N.C., he sailed in the deck department. Brother Mitchell has retired to Haw River, N.C. EARL PIP­ PENS, 76, joined the Seafarers in 1969 in the port of San Francisco. The Mississippi native sailed in the galley gang. Brother Pippens served in the Navy from 1938 until 1959. He resides in Hay ward, Calif. ROBERT RAY, 71, joined the Seafarers in 1962 in the port of Wil­ mington, Calif. He was bom in Kan­ sas City, Mo. and sailed in the deck department. Brother Ray served in the Navy from 1938 until 1941. He lives in Wilmington. JUAN C. RODRIGUEZ, 62, joined the SIU in 1956 in the port of Hous­ ton. A native of Mexico, he sailed in the steward and engine departments. In 1975 Brother Rodriguez upgraded at the Lundeberg School to QMED. He has retired to Galveston, Texas. DONACIANO SANTIAGO, 54, joined the Seafarers in 1963 in the port of Philadelphia. Bom in Puerto Rico, he sailed in the deck department. Brother San­ tiago resides in Philadelphia. GEORGE SILVA, 66, joined the union in 1957 in the port of Philadel­ phia. He was bom in Oakland, Calif, and sailed in the engine department. Brother Silva Sferved in the Army from 1945 to 1947. He has retired to San Leandro, Calif. •r. V'K".; • i:-' •i- WILLIAM SUT­ TON, 66, joined the SIU in 1966 in the port of New York. A na­ tive of Ariton, Ala., he sailed as a chief electrician. Brother Sutton served i the Navy from 1943 to 1961. He lives in Medford, Ore. • • V; " f . I: PAUL THOMAS JR., 63, joined the Seafarers in 1948 in the port of Mobile. An Alabama native, he sailed as a chief electrician. Brother Thomas served in the Army from 1951 to 1953. He has retired to Mobile. MALCOLM THOMPSON, 56, joined the SIU in 1961 in his native New Orleans. He sailed in the steward depart­ ment. Brother Thompson still calls New Orleans home. • •- - • . " .-J -'-'..I • , V :- ^ • •• S , ERNESTO RAMIREZ, 66, joined the SIU in 1961 in the port of Houston. Bom in Paraguay, he sailed in the deck department. Brother Ramirez has retired to Hous­ ton. FRANCISCO TORRES, 66, joined the union in 1966 in the port of Tampa, Fla. He was bom in Ecuador and sailed in the enContinued on page 21 • I; " '•'•I: s- •' •' ''V ' . -J . �20 Ships Digest -/ ' Continued from page 18 No beefs or disputed OT reported. Crew thanked steward department and Sea-Land shore gang. Crew wished all members a happy new year. Crew ob­ served one minute of silence in memory of departed brothers. Next port: Boston. •i, -/r-T. .;%'v^--- •l;j:3''- IE ''i:'v ¥';." •••••"' •'* • •• s /X, T .". .•*•" 'I'E aOLDEN MONARCH (Apex Marine), December 8 — Chairman David Martz, Secretary G. RIos, Educational Director M. Ruhe. Chairman reminded crew to clean rooms and turn in keys. Education­ al director advised members to upgrade at Lundeberg School. Engine delegate reported disputed OT. No beefs or dis­ puted OT reported by deck or steward delegates. Crew extended vote of thanks to galley gang for job well done. fl: '?7 SEA-LAND DEFENDER (Sea-Land Service), December 1 — Chairman M. WhitsitL Secretary M. Peacock, Educa­ tional Director J. Barry. Chairman noted good work and cooperation among crewmembers. No beefs or disputed OT reported. LIBERTY STAR (Liberty Maritime), December 8 — Chairman Wilfredo Rice, Secretary L. Bettis, Deck Delegate Michael Davis, Engine Delegate Louis Mullet Educational director encouraged SPAD donations and urged members to upgrade at Lundeberg School. No beefs or disputed OT reported. ....• ^'•Jr OVERSEAS JOYCE (MOS), Decem­ ber 22 — Chairman R. Bradford, Secretary P. Alvarez. Chairman an­ nounced payoff and noted problem-free voyage. Secretary reminded members to Upgrade at Lundeberg School. Education­ al director urged members to support SPAD. No beefs or disputed OT reported. Steward department thanked deck and engine departments for concern in keeping spotless ship. JUPITER (American President Lines), December 5 — Chairman Wheeler Washington, Secretary O. Cody, Educa­ tional Director N. Gavin. Chairman noted smooth trip and good steward department. He urged members to upgrade at Lundeberg School in Piney Point, Md. Secretary and educational director also stressed importance of upgrading and donating to SPAD. Steward delegate reported disputed OT. No beefs or disputed OT reported by deck or engine delegates. Crew was pleased to receive Seafarers LOG. Crew received certificate of appreciation from Military Sealift Command for participa­ tion in Desert Storm. Each crewmember received a copy. n OMI LEADER (OMI Corp.), December 30 — Chairman C. Smith, Secretary A. Panico, Deck Delegate Frank Revette, Engine Delegate Junius Williams, Steward Delegate M. Hussein. Chair­ man announced payoff. He noted oppor­ tunity to upgrade at Lundeberg School. No beefs or disputed OT reported. Crew extended vote of thanks to steward department. OVERSEAS VIVIAN(M0S), Decem­ ber 29 — Chairman Jerome Williams, Secretary Douglas Hundshamer, Educa­ tional Director James Fonville, Tyrone Burrell, Steward Delegate Alex Jaradie. Chairman announced payoff. Secretary noted ship had no heat during two days in port in Boston. Educational director noted scholarship information posted on bulletin board. He encouraged everyone to apply. Deck and steward delegates reported beefs. No beefs or dis­ puted OT reported by engine delegate. TV antenna needs repair or replacement. Crew thanked galley gang for job well done. DEU Cecil Edwards gets an oppor­ tunity to talk with New Orleans Port Agent Joe Perez when the vessel came into port recently. M director urged members to upgrade at Lundeberg School. Treasurer reported $150 in ship's fund. No beefs or dis­ puted OT reported. Crew thanked galley gang for excellent job. JULIUS HAMMER (Ocean Shipholding), December 1 — Chairman David Zurek, Secretary F. Costahgo, Educa­ tional Director Ross Hardy. Secretary noted two crewmembers due for relief in Rotterdam. Educational director urged qualified members to take advantage of upgrading opportunities at Lundeberg School. He urged members to donate to SPAD, because SPAD is pork chops. No beefs or disputed OT. Crew received Seafarers LOG and letter from contracts department clarifying overtime rates. Crew noted no mail has been received. Crew gave vote of thanks to Steward Frank Costango and Chief Cook Richard Woroby for their work clean­ ing ship, for good meals and especially for superb Thanksgiving dinner. Edwards in New Orleans .1 SEAFARERS LOG LNG AQUARIUS (ETC), December 8 — Chairman John Japper, Secretary W. Justi. Secretary reported budget-cut­ ting moves by the company. Educational SEA-LAND FREEDOM (Sea-Land Service), December 13 — Chairman R. Woods, Secretary G.Sivley, Education­ al Director L. Pence, Deck Delegate P.L. Bean, Engine Delegate O. Mortensen. Steward Delegate E.Schrock. Educational director urged members to donate to SPAD. No brafs or disputed OT reported. Crew requested new equip­ ment for gym. Crewmembers asked con­ tracts department to look into their flying to port of engagement a day early so they will not be tired when reporting to work. Next port: Singapore. SEA-LAND HA WAR (Sea-Land Ser­ vice), December 25 — Chairman L. Vasquez, Secretary J. Jones, Education­ al Director D. Gordius, Steward Delegate Ron Dewitt. Deck delegate reported disputed OT. No beefs or dis­ puted OT reported by engine or steward delegates. Crew requested additional washer and dryer. Next port: Oakland, Calif. . SEA-LAND INNOVATOR (Sea-Land Service), December 7 — Secretary Nor­ man Johnson. Chairman urged mem­ bers to upgrade at Lundeberg School. Secretary reported $291 in movie fund. Educational director advised members to check schedule for upcoming classes at Lundeberg School. He recommended electrical and reefer courses. Engine delegate reported beef. Steward delegate reported disputed OT. No beefs or dis­ puted OT reported by deck delegate. Crew asked contracts department to review a possible change in Seafarers Welfare Plan so that members are covered for alcohol- or misconduct-re­ lated incidents. SEA-LAND PACIFIC (Sea-Land Ser­ vice), December 9 — Chairman Oscar Wiley, Secretary Don Spangler, Educa­ tional Director Steve Bigeiow, Deck Delegate Mathew Bevak, Steward Delegate John Bulawan. Chairman noted all hands required for Coast Guard inspection in Oakland, Calif. He urged members to upgrade at Lundeberg School. Educational director said that in STAR OF TEXAS (Seahawk Manage­ ment), December 8 — Chairman Gene Paschall, Secretary Chris Myers, Educational Director N. Patterson, Deck Delegate Theodore Bush III, En­ gine Delegate J. McCrary, Steward Delegate P. Mena. Chairman reminded crew about dangers of AIDS. No beefs or disputed OT reported. Next port: Beaumont, Texas. 18 years aboard merchant vessels, he has never seen as good a steward depart­ ment. He said excellent food deserves more than vote of thanks. No beefs or disputed OT reported. Crew asked con­ tracts department to ensure van service in Honolulu and Tacoma, Wash. Crew thanked first engineer for constructing weight room. Crew observed one minute of silence in memory of departed brothers and sisters. Next port: Tacoma. USNS CHAUVENET(Mar Ship Operators), December 2 — Chairman JefFFocardi, Secretary Vicki Barnhart, Educational Director A! Matos, Deck Delegate George Dehhnar, Engine Delegate Tom Taher, Steward Delegate Clyde Smith. Chairman welcomed new crewmembers. Educational director stressed safety. Treasurer reported $200 in ship's fund. Steward delegate reported beefs. No beefs or disputed OT reported SEA-LAND PERFORMANCE (SeaLand Service), December 1 — Chairman R. Newhy, Secretary L. Ewing, Educa­ tional Director A. Hunter. Chairman an­ nounced payoff. No beefs or disputed OT reported. Crew asked for new TV and microwave. SEA-LAND PHOD(/C£ff (Sea-Land Service), December 1 — Chairman L. Barbecues Are Popular On Board Ultrasea Seafarers enjoy a real home-style barbecued meal aboard the Ultrasea. by deck or engine delegates. Crew noted SIU President Michael Sacco was elected to AFL-CIO executive council. Reck, Secretary J. Jim. Chairman reported resolution of prior OT dispute. Educational director encouraged mem­ bers to upgrade at Lundeberg School. No beefs or disputed OT reported. Crew­ members were reminded to return ship's movies. AB Charles Howel volunteered to lock up movies upon arrival. USNS WYMAN(Mar Ship Operators), December 1 — Chairman Cecil Winstead, Secretary Michael Fooler, Steward Delegate L. Johnson. Educa­ tional director reviewed requirements for B book. He urged members to upgrade at Lundeberg School. No beefs or dis­ puted OT reported. Deck department painted crew mess. Crew thanked galley gang for wonderful job. Bosun Winstead prevented injury to SA Gloria Gottschzich by stopping falling refrigerator during rough seas. SIU members L. Johnson and R. Miklos also assisted. Next port: Bermuda. SEA-LAND RELIANCE (Sea-Land Service), December 1 — Chairman AJ. Eckert, Secretary W.G. Lombard, Educational Director E.H. Frederickson, Deck Delegate J. Barnett, Engine Delegate Lorie Christmas, Steward Delegate Dennis Skretta. No beefs or disputed OT reported. Crew scheduled to receive new washing machine and new dryer in Tacoma, Wash. Crew thanked galley gang. UST PACIFIC (lOM), December 1 — Chairman Mark Trepp, Secretary P. Cram, Educational Director Thomas Flynn, Steward Delegate John Collins. No beefs or disputed OT reported. SEA-LAND SPIRIT(Sea-Land Ser­ vice), December 8 — Chairman John Schoenstein, Secretaiy S. Apodaca, Educational Director Charles Henley. Steward delegate reported beef. No beefs or disputed OT reported by deck or en­ gine delegates. Crew noted ongoing problems with air conditioning. SA Hall at Work SEA-LAND VOYAGER (Sea-Land Service), December 6 — Chairman Peter Glennon, Secretary C. Crane, Deck Delegate Michael Wimmer, En­ gine Delegate D. Milla, Steward Delegate Gary Loftin. Chairman reported beef. Educational director urged members to upgrade at Lundeberg School and donate to SPAD. No beefs or disputed OT reported by department delegates. Crew wants new VCR, as old one is broken. Crew extended vote of thanks to galley gang for job well done. Next port: Tacoma, Wash. SPIRIT OF TEXAS (Seahawk Manage­ ment), December 15 — Chairman S.W. Parr, Secretary J. Tucker, Steward Delegate Douglas Allen. No beefs or dis­ pute OT reported. Crew discussed im­ portance of upgrading at Lundeberg School. They noted good trip and ex­ tended vote of thanks to steward depart­ ment. sf.-. KSsMi steward Assistant Antonio Hall is pictured in the Cape Mendocino's galley. • • : > V''-" -'S., I--'"-.I �,- -: -/-•..>/v"'rf IWRIUIiri992 l:l^' • 9r!^ i N-. .••• Pensioners departments. Boatman Gebhardt lives in Ambler, Pa. Continued from page 19 RICHARD MARKLEY, 64, joined the union in 1969 in the port of Bal­ timore. He was bom in Lancaster, Pa. and sailed in the deck depart­ ment. Boatman Markley served in the Army from 1942 to 1945. He resides in Ocean City, Md. gine department. Brother Torres upgraded frequently at the Lundeberg School. He has retired to Tampa. BOBBIE G. WILLIAMS, 63. joined the Sea­ farers in 1951 in the port of New York. He was bom in Texas and in 1986 completed the bosun recertification program at the Lundeberg School. Brother Wil­ liams has retired to Houston. THEODORE E. WILLIAMS, 62, joined the SIU in 1966 in the port of Houston. A native of Greenville, Ohio, he sailed in the deck depart­ ment. Brother Williams upgraded at the Lundeberg School in 1975. He served in the Army from 1951 to 1953. Brother Williams lives in Columbus, Ohio. INLAND LOWELL AP­ PLEWHITE, 65, joined the union in 1978 in the port of Hous­ ton. Bom in Texas, he sailed in the engine department. Boat­ man Applewhite served in the Navy from 1945 to 1946. He resides in Sacul, Texas. JAMES C. CAIN, 65, joined the Seafarers in 1966 in the port of Philadelphia. The Pennsylvania na­ tive sailed as a tugboat captain. Boat­ man Cain has retired to Glenolden, Pa. CHESTER V. FOSTER, 67, joined the union in 1966 in the port of St. Louis. He was bom in Arkansas and sailed in the deck department. Boat­ man Foster has retired to Cleveland, Miss. PAULGEBHARDT, 67, joined the Seafarers in 1978 in the port of Philadelphia. A nati ve of Ohio, he sailed in the deck and steward JOHN McDERMOTT, 65, joined the Seafarers in 1957 in the port of Boston. A Massachusetts native, he sailed in the engine and deck depart­ ments. Boatman McDermott served in the Navy from 1944 to 1946. He has retired to Sunrise, Fla. VICTOR L. WRIGHT, 66, joined the union in 1947 in the port of New Or­ leans. He was bom in Kansas and sailed as a captain. Boatman Wright served in the Navy from 1943 until 1947. He resides in Terrytown, La. '^W-: - v Hannah Tugs Never Let Up OLS Transport tugboats and bar­ ges are built and operated to be in constant motion. TTie tugs, known to Great Lakes mariners as real "workhorses" are extremely ver­ satile as the loads they carry cover a wide variety of bulk cargoes. The Maty E. Hannah generally carries stone across Lakes Huron and Erie to Cleveland. "Unloaded, it takes six hours to go to Kelleys Island (Ohio, north of Sandusky), three hours to load, eight hours to return and five-and-a-half to un­ load," OS Brian A. Haley told a reporter for the Seafarers LOG. The tug-barge combinations each maneuver the tight bends and turns of the lakes' tributaries that others can't. There's another major difference between the Mary E. Hannah and the self-unloaders that also carry stone. "We have a tractor on board to offload," Haley pointed out. The tug Challenger pushes a fuel barge across Lake Erie during the sailing season. Like the Mary E., it also offloads along the Cuyahoga River in Cleveland after picking up petroleum products in Canada. Jan Sonnie serves as a cook aboard the Challenger. "I really enjoy working on here," she said, in between fixing scrambled eggs and bacon for the other five crewmembers. Other OLS/Hannah tugs—like the Kirsten Lee, James A. and Donald—can be found pushing barges filled with asphalt, cement or petroleum products on Lakes Michigan, Huron and Erie. Another part of the fleet—^the Mar­ garet, Catherine M., Susan and Betty Gale—navigates the upper Illinois waterways with tanker bar­ ges. GREAT LAKES AUGUSTINE KUHL,66, joined the Seafarers in 1977 in the port of Al­ pena, Mich. Bom in Poland, he sailed in the steward department. Boatman Kuhl upgraded at the Lundeberg School in 1980. He has retired to St. Petersburg, Fla. RAILROAD MARINE GILBERT J. HERBERT, 69, joined the union in 1960 in the port of New York. He was bom in Jersey City, N.J. and sailed in the deck department. Brother Herbert served in the Anny from 1940 to 1945. He resides in Parlin,N.J. I ''hi--. '•••I I M •I-?--"',-• "''• •" •W" OS Brian Haley fills out a crew list on board the tug Challenger. Cook Jan Sonnie prepares breakfast on the Mary E. Hannah. • ATLANTIC FISHERMEN STEPHEN D'AMICO, 63, joined the union in 1961 in the port of Gloucester, Mass. A native of Mas­ sachusetts, he sailed in the deck department. Brother D'Amico has retired to Gloucester. Overseeing docking operations from the bridge of the Mary E. is Mate Lonnie Keys. Rick Blue, an AB/tankerman on the Mary E. Hannah, waits to secure a line on a towed barge. ; Si y• r: nreHghting Course Meets CG Rules Seafarers who graduated from the Freehold, N.J. flrefighting course while at­ tending the Lundeberg School of Seaman­ ship between June 5, 1978 and December 1, 1989 have met Coast Guard requirements for advanced firefighting. Members must present proof of success­ fully completing the course when they apply to upgrade or renew their maritime licenses. Graduates who have any questions about their firefighting status may call the Lun­ deberg School's Admissions Office at (301) 994-0010. • .'f •: • •; AB/Mate Larry Sarver walks a line along the shore as the Mary E. docks. OLS/Hannah tugs like the Kirsten Lee are the workhorses of the lower Great Lakes. �•mmi: •i •' • »• # '• • ' ijaj TV;5r,5Sib t-V ^ 'V;/' 22 SEOFARBISLOa 4»it: • fM: • i4:' •h ,> . ;:"[•• • McAllister Tugboat Men Find Work 'Rewarding* .'K. _£:\-y0':i , • ' 'i':' 4'H -.• i1«:: ^ 'M o"'®' ^ili:l Skip Schilling, captain of the tug James McAllister, recognizes the importance of upgrading one's skills. Deckhand Tom Carlin says he is glad to have work during these economically troubled times. '^M-y '-ytyM fffiv-'::,'® When the SS Louisiana broke loose from its mooring in a heavy windstorm, SlU-manned Mc­ Allister tugboats from the port of Philadelphia responded. Seafarers worked for several days in midDecember to re-float the Louisiana and then tow it to Gloucester, N.J. 'There certainly was a lot of work involved," said Dick Reel, 54-year-old captain of the tug Eric McAllister. On more typical days, the Philadelphia tugs serve as pushboats for tankers, fruit ships and container vessels in surrounding areas such as Marcus Hook and Hog Island. Brother Roel, a 30-year member of the union, describes his job as "rewarding." He says he relishes the sense of accomplishment his work provides. Another member of the Eric McAllister crew, 37-year-old Deckhand Tom Carlin, says while he enjoys his job, he also ap­ preciates the fact that he has work in these economically tough times. He said he is thankful to belong to a union that is fighting to preserve jobs for Americans in the maritime industry. AB Frank Messick, a crewmember on board the James Mc­ Allister (another McAllister Brothers, Inc. tug), says he enjoys "being on the water. I've worked shore jobs, but I keep coming back to the water." Like Carlin, Brother Messick joined the Seafarers nearly two years ago. He has upgraded at the Lundeberg School, and fervently encourages his fellow union mem­ bers to do the same. "I'm going back again, too, probably in May,' Messick says. Skip Schilling, captain of the James McAllister, also recognizes the importance of upgrading. As for his job, the 22-year-old Seafarer says his favorite part "is just being out on the water." The McAllister tugs are singlescrew harbor boats with 3,000 horsepower. They can reach speeds of about 12 Imots. .iy-'Uy .yy 'I''" ;••«.'• »yy , ";'~,i ;'l- V' • , •'• llSSlKS 1 Eric McAllister tug Captain Dick Roel has been a Seafarer for 30 years. - j'J.-'.- •': ••:; I'm 'y'-'K••4, [••i^;''^" • ':!•" 4"-,: •; •'',- ' 1' ij- .. (. c'-,". I i.v, •..-.••^vii^' /y • AB Frank Messick is ready to upgrade again at tfie Lundeberg School. Lundeberg Scheel Students New Can Take Cenrses at Night For Seafarers upgrading their seamanship skills at the Lundeberg School, the institution recently added evening classes in a number of subjects. Additionally, the school has opened its computer lab each night to provide monitored, self-paced instruction in DOS, WordPerfect and various other technical pro^ams. Six courses are being conducted during the first night-course ses­ sion, which began January 8 and ends February 28. Thirty-one stu­ dents enrolled for classes such as developmental writing; composi­ tion and rhetoric; developmental mathematics I and H; college mathematics; fundamentals of physics; and principles of psychol­ ogy. There will be five more sessions this year. Advanced registration for Session n begins March 2, with those classes starting March 16. (Seafarers may, but do not have to, register early. Final registration takes place the last two evenings before each session begins.) Besides the new classes, in­ dividual tutoring and GFD preparation are available each eve- k' 'i - • •<>: Instnjctor Kate Richardson (right) teaches an English class at night. Grace Davis checks on Greg Eastwood, an engine department upgrader, as he fills out a math placement test. Steward department upgrader Gina Lightfoot receives information about the new night classes being held at the Lundeberg School. . : s, "• �FEBRUARY m2 Final Departures DEEP SEA LOVIC ADAMS, JR. Lovic Adams, Jr., 68, passed away November 21, three days after his birthday. He was bom in Tampa, Fla. and joined the SIU in 1956 in the port of New Orleans. Brother Adams sailed in the deck department. He was an active member at the time of his death. JAMES R. BRADLEY Pensioner James R. Bradley, 74, died November 9. He joined the Seafarers as a charter member in 1938, in his native Mobile, Ala. Brother Bradley sailed in the steward department. He began receiv­ ing his pension in July 1982. EDWARD COLE Pensioner Edward Cole, 76, passed away Novem­ ber 23. Bom in Barbourville, Ky., he joined the union in 1943 in the port of New Or­ leans. Brother Cole sailed as a bosun. He retired in Febmary 1978. JACK GARDNER Pensioner Jack Gardner, 81, died Decem­ ber 19. The na­ tive of North Carolina joined the SIU in 1947 in the port of Baltimore. He sailed in the galley gang. Brother Gardner began receiv­ ing his pension in December 1976. ROBERT KENNEDY Pensioner Robert Kennedy, 63, passed away Decem­ ber 8. He was bom in North Dakota and joined the Seafarers in 1958 in the port of Houston. Brother Kennedy completed steward recertification at the Lundeberg School in 1985. He retired in July 1991. APOLONIOLINO Pensioner Apolonio Lino, 65, died December 12. A na­ tive of Hon­ duras, he joined the union in 1982 in the port of New York. Brother Lino sailed in the deck depart­ ment. He retired in July 1991. RICHARD MEYER Richard Meyer, 38, died December 1. He joined the Seafarers in 1981 in his native New York. Brother Meyer sailed in the deck department. He served in the Navy from 1971 until 1974. Brother Meyer was an. active member at the time of his death. JOHN MCCLELLAND Pensioner John Mc­ Clelland, 64, passed away December 9. Bom in Florida, he joined the SIU in 1960 in the port of New Orleans. Brother McClelland sailed in the engine department. In 1974 he upgraded at the Lundeberg School to QMED. Brother Mc­ Clelland served in the Navy from 1945 to 1948. He served in the Army from 1950 to 1952. Brother McClelland retired in December 1985. • EDDYPASCUA Pensioner Eddy Pascua, 87, passed away Novem­ ber 18. A native of the Philip­ pine Islands, he joined the SIU in 1959 in the port of New York. Brother Pascua sailed as a chief cook. He began receiv­ ing his pension in June 1976. JOHNRAMBO Pensioner John Rambo, 67, died Novem­ ber 6. He was bom in Florida and joined the Seafarers in 1944 in the port of Mobile, Ala. Brother Rambo sailed in the deck department. He retired in September 1982. ISRAEL RAMOS Pensioner Israel Ramos, 85, passed away Decem­ ber 4. Bom in Puerto Rico, he joined the union as a charter member in 1938 in the port of Philadel­ phia. Brother Ramos sailed in the engine department. He began receiving his pension in Febmary 1971. before his birthday. He was bom in Texas and joined the Marine Cooks and Stewards in 1958 in the port of Seattle, before that union merged with the AGLIWD. Brother Spence retired in December 1980. EVANGELOS STRAUS Pensioner Evangelos Stratis, 86, passed away Novem­ ber 13. The native of Greece joined the Seafarers in 1946 in the poit of New York. Brother Stratis sailed in the engine depart­ ment. He retired in December 1970. JOHNA.SPEER Pensioner John A; Speer, 70, died December 10. Bom in Honduras, he joined the SIU in 1973 in the port of New Or­ leans. Brother Speer sailed in the engine department. In 1980 he upgraded at the Lundeberg School. Brother Speer began receiving his pension in Oc­ tober 1987. FRANCIS WARD Pensioner Francis Ward, 75, passed away recently. He was born in Pit­ tsburgh and in 1958 graduated from the Andrew Furaseth Training School in Mobile, Ala. Brother Ward sailed in the steward department. He served in the Army from 1943 until 1945. Brother Ward retired in Febmary 1990. INLAND ROBERT ATHERTON Pensioner Robert Atherton, 85, died Decem­ ber 2. A native of Mathews, Va., he joined the union in 1961 in the port of Norfolk, Va. Boatman Atherton sailed in the steward department. He began receiv­ ing his pension in March 1972. ROBERT E.RIGBY Pen­ sioner Robert E. Rigby, 61, passed away May 31. Bom in Pensacola, Fla., he joined the Seafarers in 1957 in the port of New Orleans. Boatman Rigby sailed in the deck department. He retired in October 1988. EJNER NIELSEN Pensioner Ejner Nielsen, 69, died Novem­ ber 3. The Min­ nesota na­ tive joined the union in 1960 in the port of Detroit. Brother Nielsen sailed in the deck and engine departments. He began receiv­ ing his pension in Febmary 1982. SUMMARY ANNUAL REPORT FOR SEAFARERS WELFARE FUND This is a siunmary of theannual reportof ttie Seafarers Welfare Fund BIN 13-5557534 for the year ended December 31, 1990. The annual report has been filed with the Internal Revenue Service, as required tinder the Employee Retirement Income Security Act of 1974 (ERISA). The Trust has committed itself to pay claims incurred under the termsof the plan. dy yV: Basic Financial Statement The value of plan assets, after subtracting liabilities of the plan was a (deficit) of $(25,530,370) as of December 31, 1990, compared to $(26,246,843) as of January 1, 1990. During the plan year the plan ex­ perienced an increase in its net assets of $716,473. This increase included unrealized appreciation and depreciation in the value of plan assets; that is, the current vrdue of assets at the beginning of the year plus the cost of any assets acquired during the year less the current value of assets at the end of the year. During the plan year, the plan had total income of $35,876,815, including employer contributions of $35,138,694, miscellaneous income of $63,122 and earnings from investments of $674,999. Plan expenses were $35,160,342. These expenses included $3,111,501 in administrative expen­ ses and $32,048,841 in benefits paid to participants and beneficiaries. Your Rights to Additional infonnation You have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report: 1. An accountant's report 2. Assets held for investment To obtain a copy of the full aimual report, or any part thereof, write or call the office of Mr. Nick Marrone who is the Plan Adn^istrator,5201 Auth Way, Camp Springs, MD 20746; (301) 899-0675. The charge to cover copying costs will be $1.50 for the fbll atmual report, or 10 cents per page for any part thereof. You also have the right to receive from the plan administrator, on request and at no charge, a statement of the assets and liabilities of the plan and accompanying notes, or a statement of income and expenses of the plan and accompanying notes, or both. If you request a copy of the full annual report from the plan administrator, these two statements and accompanying notes will be included as part of that report. The charge to cover copying costs given abovedoes not include a charge for thecopying of these portions of the report because portions are furnished without charge. You also have the legally protected right to examine the annual report at the main office of the plan at 5201 Auth Way, Camp Springs, MD 20746 and at the U.S. Department of Labor in Washington, DC, or to obtain a copy from the U.S. Department of Labor upon payment of copying costs. Requests to the Department should be addressed to: Public Disclosure Room, N4677, Pension and Welfare Benefit Programs, U.S. Department of Labiar 200 Constitudon Avenue, NW, Washington, DC 20216. ••J:..' Supplementary Information The plan has a deficit of ($25,530,370) as of December 31,1990, which includes an estimated liability for Retired Participants and their dependents in the amount of $30,717,000. This amount represents the estimated liability for payment of all future hospital, medical, dental, prescription drug and medicare premiums for the life of the pensioner as well as the dependent's benefits for the period provided in the plan's rules for the dependents of such pensioner. Please fill out the ap­ plication below and mail It to: John Fay, Sec'y-Treasurer Seafarers Int'l Union 5201 Auth Way Camp Springs, MD 20746 FELIPE M. REYES Pensioner Felipe M. Reyes, 85, died November 10. The native of the Philippine Islands joined the SIU in 1945 in the port of Mobile, Ala. Brother Reyes sailed as a chief steward. He retired in March 1972. ANDREW SPENCE Pensioner Andrew Spence, 71, passed away Decem­ ber 16, one week GREAT LAKES The shirts feature the SIU logo in full color on the front and "Politics is Porkchops" in blue on the back. They are American-made. Please send tiie new SIU t-shlrt to: :NAME. :ADDRESS. ; CITY, STATE, ZIP. The SIU has created a new t-shirt design which is available to all our memlters on a first-come, first-served basis. .'PHONE# BOOK# I SOCIAL SECURITY#. RATING : T-SHIRT SIZE (circle one) S ML XL 2/92 J I• .......... •f- . .1 • i. - �'>Ti'^i^Y«''' "'./^T'-^K"--*. ';Jr' , .,' ' " • .i"' •'' i'-l"'•'••' .;-7:, . ( i"'• ••j..''',' i'' L. -!,--;-'K'"I"'-''' .>•'' • ' '• •!•''. ->'• (•.•')!•• ^-''ViV'-''• 'y, .-'ii''-'' • ••• •• :::<:'• r:;r. ,;vi:y.l',;^l;;is,,; ^ -< • • 'c SEAFMERSLOG :;i|f' ,,:4i p 1%.; •• •'•':••• '''/i ..f, r.r •f:v:-, • ./ . . fe.'.'- Trainee Lifeboat Class 488—Graduating from trainee lifeboat class 488 are (from left, kneeling) Tfiomas Hooper, Michael Flores, James Alston, Jeffrey A. Eaton, Scott Melle, Walter Oswald, Michael E. Smith, Darin Millikan, Instructor Ben Cusic, (second row) William Soto Jr., Damon W. Pope, Eric T. Martin, Charlie Parson, John Gillespie, Doug Tuten, Christopher Weiscopf, Michael D. Smith, Ronald W. Brown Jr., Rudolph C. Hyndman, Othello Dansley and James Hennessey. Trainee Lifeboat Class 489—Recently graduating from trainee lifetjoat class 489 are (from left, kneeling) Cromwell Henderson Jr., Michael Terry, Richard Carrera, Michael Coombes, Arthur Purdy Jr., Junair C. James, (second row) John Helton, Matthew Ditullio, Dennis C. Bennett, John Paul Dawson, Mike Banks, Joshua Hollinger, Matthew Sipes, Bruce Rybak, (third row) Instructor Ben Cusic, Don Gray Jr., Phillip L. Greenwell, Lance A. Kuster, Demetrius De Rouen, Matthew Choate, Kenneth L. Crouse Jr., Caleb S. White, Jason Van Schorck and Peter Rossi. •••:'•'''rr'-. ii.: Upgraders Lifeboat—Certificates of training were received by the December 4 class of upgraders. They are (from left, kneeling) Instructor Ben Cusic. John Meo, Jeanette Bail, Joseph Previto, (second row) Christopher Boyd, Thomas Pryde, Chad Vickers, Donald Willis and Orlando Sacasa. ! ' Fireman, Oiler, Watertender—^Working their way up the engine depart­ ment ratings are (from left, front row) Marsha Dawson, Kevin Twiford, Ted Smith, Adolfo Arzu, Ben Stanley, Washington Oree Jr., Steve Norman, (second row) William Bums, Steve Simpson, Marlin Sanford Jr., Geoffrey P. Denesse, Jean Couvillion, Mark Glinka, Gloria Thornton, Richard Kent, (third row) Brantley Twiford, Allan Vargas, E.E. Louis, John Pagan, Erik R. Larka, Daniel Taggart, Ricky Williams, Mark Francois, Jimmy Tignor, (fourth row) Instructor J.C. Wiegman, Gilbert Brown, Bren­ dan McDonald, Jack Chapin, Jean Berger and Michael Wilkerson. Ps i I, |..- J The SeafiEurefs Hany Lundeberg School of Seamanship has revised its ' I self^study (X)iTespondence c<!mrses. Currently available are lessons in I ' English and mathematics. The acadenu^ department will add other ' I subjects as they become available. J « Seafarers can take advantage of this opportunity to increase their " I ioiowledge by writing to the Lundebei^ School. The materials are { I prepared in a straight-forward, easy-to-understand manner.Simply check i J the boxes for the lessons whicbinterest you, then clip and send the coupon | i totheaddmss below.^^^^^^^^^^ i I Pleasesei^thetri^ertal$chec^^^^ Able Bodied Seamen—Graduating with their AB endorsement are (from left, front row) Ken Frankiewicz, Roy Windham, John Hutchinson, Eddie Ponteres, Alex Relojo, Yahya Ghaleb, (second row) Juan Rosario, Bmce Collins, Mark Rivers, Jeffrey Chicklas, Wayne Martin, Nelson Poe, Wayne Journigan, John Thompson, (third row) Scott Sims, Al Jackson, Patrick Wynne, Ed Pace, Robert Jackson, Mike Rawlins, Robert West, Sean O'Doherty and Richard Higgins. m: \ ENGUSH Fractions Decimals Percents Algebra Geometry Trigonometry Plane ^f'. •• W: m:. Grammar Books Writing Business Letters • Spherical • hiame _ i: t Address. I. I I Telephone I Social Security #. <> |'|dpk--C > Cutout this coupeh arid Third Assistant Engineer—Completing the self-study training leading to an endorsement as third assistant engineer are (from left) Frank ("Frankie T) Tymczyszyn, Kelley Graham, Instructor Eric Malzkuhn, William F. Payne and Donald Smith. ..FF'Vv-v.• Rating. Academic Department Seafarers Harry Lundeberg School of Seamanship iv'iv-P.O. Box 75 .... ^i,-i Pio^ Polni, Maiyland^ 20a74 „ jr ' r �- - Lv--''- .' /. . -•' 25 Sea-Land Independence Moves to Far East Run X It is smooth sailing aboard the Sea-Land Independence as the container ship becomes part of the inter-Asian shuttle, according to Bosun Francis Adams. "We have a great crew," the bosun noted in the ship's minutes of December 24. "Everything is running smoothly." The vessel, which had been run­ ning on the European/Middle Eastem routes, now will make ports of call in Hong Kong, Taiwan, Sing­ apore and Japan. Included in the minutes sent by Chief Steward Nancy Heyden were photographs of crewmembers working on deck as well as enjoying holiday meals aboard the container vessel. P" 'J .f" Posing on the deck of the Sea-Land Independence are (left to right, kneeling) AB Jim Triassi, AB Donovan Christie, (standing) AB Mike Warren, Bosun Francis Adams and AB Horace Cooper. Getting into the spirit of Halloween are (left to right) AB Mike Warren, Chief Steward Nancy Heyden, Bosun Francis Adams and SA Samuel Concepcion. 'K.: t . Chief Cook Ernest Dumont is ready to senre anotfier hungry crewmember. : Painting and chipping is a non-stop chore Ready to enjoy a hearty Thanksgiving meal are Electrician Irwin Rousseau, QMED Mike Novak, AB John Finnigan and Bosun FrarK:is Adams. alKiard the Sea-Land Independence. Know Your Rights ' FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The con­ stitution requires a detailed audit by Certified Public Accountants every year, which is to be submitted to the membership by the SecretaryTreasurer. A yearly finance commit­ tee of rank-and-file members, elected by the membership, exams each year of the finances of the Union and reports fully their findings and recom­ mendations. Members of this commit­ tee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and In­ land Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trus­ tees in charge of these funds shall equally consist of Union and manage­ ment representatives and their alter­ nates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the head­ quarters of the various trust funds. SHIPPING RIGHTS; A member's shipping rights and seniority are protected exclusively by contracts between the Union and the employers. Members should get to know their shipping rights. Copies of these contracts are posted and avail­ able in all Union halls. If members believe there have been violations of their shipping or seniority rights as contained in the contracts between the Union and the employers, they should notify the Seafarers App^s Board by certified mail, return receipt re­ quested. The proper address for this is; Angus 'Tied" Campbell, Chairman Seafarers Appeals Board 5201 Auth Way Camp Springs, Md. 20746 Full copiesof contracts as lefeaned to are available to members at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which an SIU member works and lives aboard a ship or boat. Members should know their , contract rights, as well as their obligations, such as filing for overtime (OT) on the proper sheets and in the proper manner. If, at any tiine, a member believes that an SIU patrolman or other Union official fails to protect their contractual rights properly, they should contact the nearest SIU port agent. EDITORIAL POLICY—THE SEAFARERS LOG. The Seafarers LOG traditionally has refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It also has refrained from publishing articles deemed harmful to the Union or its collective membership. This estab­ lished policy has been reaffirmed by membership action at the September 1960 meetings in all constitutional ports. The responsibility for Seafarers LOG policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this resfionsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money fOr any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should im­ mediately be reported to Union head­ quarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should ob­ tain copies of this constitution so as to familiarize themselves with its con­ tents. Any time a member feels any other member or officer is attempting to deprive him of any constitution^ right or obligation by any methods, such as dealing with charges, trials, etc., as well as all other details, the member so affected should immedi­ ately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights inemploy­ ment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discriminated against because of race, creed, color, sex, na­ tional or geographic origin. If any member feels that he is denied the' equal rights to which he is entitled, he should notify Union headquarters. v'. -."i J SEAFARERS POLITICAL AC­ TIVITY DONATION—SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its ob­ jects and purposes including, but not limited to, furthering the political, so­ cial and economic interests of maritime workers, the preservation and furthering of the American Mer­ chant Marine with improved employ­ ment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and con­ tributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conducL or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, the member should notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate ac­ tion and refund, if involuntary. A member should supp(>rt SPAD to protect and further his economic, political and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should immediately notify SIU President Michael Sacco at head­ quarters by certified mail, return receipt requested. Hie address is 5201 Auth Way, Camp Springs, MD 20746. ( -«•. > • >!,'! " >,a •••f. • •MmyZ 1 it-Vr �"• '" A;:1^V^:'l ., ^.' v.> ^'' i'; /''j.'' ''^ " 26 SEAFARBIS Um t ' ::": ' , •.. •.,r-i-'-j»:- •'•• ,'i,'' 1 • I - " ^ J i :r^ ^^ -.•; VJv i^:^-.-'y'y •• "Vyy •'• -y'-.'' 'yyy ij- •• •, IZV': h:":X:..h''X:: .;j yi'y':-' -'y y h'"' ^ . embers and Dependents Should Apply IMow When the date "April 15" is mentioned, the first thing that comes to mind is INCOME TAXES ARE DUE. But for the jast 40 years, April 15 also has )een a deadline of a different sort—one in which money and op­ portunity are returned instead of owed. For April 15 is the last day in which applications are being ac­ cepted for the Seafarers Scholar­ ship Program. All Seafarers and their spouses and children who plan to attend college are encouraged to apply for one of seven scholarships being given out in 1992. Three will go to SIU members; the other four will go to the spouses or dependent children of eligible Seafarers or SIU pensioners One of the scholarships reserved for SIU members is a $15,000 four-year college Scholar­ ship; the other two are $6,000 twoyear awards to study at a vocational school or community college. Four scholarships in the amount of $15,000 each are awarded annually to the spouses . and dependent children of Seafarers and SIU pensioners. Ap­ plicants should indicate whether they are applying for a two-year or a four-year grant. The $15,000 college , scholar­ ships will be paid at the rate of $3,750 per year over a four-year period. The $6,000 awards are paid at the rate of $3,000 per year. For most scholarship winners, receiving the cash grant can greatly ease the financial burden as­ sociated with attending college. Many former scholarship winners say they never would have had the opportunity to pursue their educa­ tion without the SIU's help. April 151s Submission Deadiine Application Ciieciciisl The scholarship application form must be complet^ by ALL applicants. It is easy to fill out. \^at may take some time, how­ ever, is collecting the other paper­ work which must be submitted along with the application. This includes: • Autobiographical State­ ment. Space for this is provided on the back of each application form. • Photograph of Ap­ plicant. This should be a black and white passport-type picture and should be attached to the autobiographical statement. • Certified Copy of Birth Certificate if it is not already on file with the Seafarers' Welfare Plan. (Only applicants for a De­ pendent's Scholarship are re­ quired to furnish this item.) • High School Transcript AND Certification of Gradua­ tion. Request both of these items from your high school and ask that they be sent directly to the Scholarship Committee. • Official Copy of High School Equivalency Scores. If you earned a high school diploma as a civilian by taking the High School Equivalency examination (GED), have the State Department of Education in the state where you took the test send an official copy of your scores directly to the Scholarship Committee. If the GED test was taken while in the military, contact the appropriate agency and ask that an official copy of your scores be sent directly to the Scholarship Committee. • College Transcript. If you are already attending col­ lege, or if you have previously attended college, ask the Office of the Registrar to send an offi­ cial transcript directly to the Scholarship Committee. %/ Letters of Reference. Three letters are required for all applications. For dependents, one of these letters must be from your high school principal or One of your high* school teachers. If you have attended, or are now attending college, a fourth letter of reference is required, and must be written by the Dean of Students or by your major ad­ visor. The letters should attest to your character and qualities of leadership, and should describe the nature and extent of the extra­ curricular activities in which you participate. • SAT or ACT Results. The ACT or SAT test must be taken nolater than February of the year in which the awards are granted. This is necessary to en­ sure that the test results reach the Scholarship Committee in time for its deliberations. The testing service should send the results directly to the Scholarship Committee. (Be sure to request an additional score report form at the time you apply for the test.) On the registration form for either test, space is allotted to write in a code number that will ensure the score report is sent directly to the Seafarers' Welfare Plan. For the ACT test, this code number is 2875; for the SAT test, this code number is 0110. The application form and the first three items listed here should be mailed by the ap­ plicant. All other items should be mailed by the person or agency from whom they are requested. All items should be sent to: Scholarship Program Seafarers' Welfare Plan 5201 Auth Way Camp Springs, MD 20746 Send lor Your Application Fmm Today ' 'T^he-scholarship program instruction booklet comes with the necess^ I A forms. It is available at any SIU hall or by filling out and mailing this I form. Send it to: I Scholarship Program I Seafarers Welfare Plan ' 5201 Auth Way I Camp Springs, MD 20746 [ Please send me the 1992 SIU Scholarship Program booklet which I contains eligibility information, procedures for applying and the applica' tion form. Name Book Number. • Address. I City, State, Zip Code. Telephone Number ' This application Is for: ' (self) • (dependent) 2/92 �,-."-.1"/ FEBRUARY 1992 * '5. ^ 1 • • :''r%m '992 imatABING CmiRSE SCHEBW »lipi TOe foHowing is the dunent course schedule for Marc^^ 1992 at the iSeafarers HanyXundeberg School of Seamanship. All programs are geared to unprovejob skills of SIU members and to promote the American maritime industry. The couree schedule may change to reflect the needs of the membership, the maname industry and—m times of conflict—-the narinnV cwni-itv ; !. v' ' Maich2 March 13 May 4 MaylS June 29 July 10 Radar Observer Unlimited March 16 March 20 May 18 May 22 July 13 July 17 ,*f' -. /, >V:-rSlEa8#'K; Cdestial April 6 11.' : Mayl lliirdMate May 4 Augusfl4t Upon completion, the Seal^ Operations course must be taken. Tankerman March 16 July 16 April 10 July 31 Check-In Coinide^n Date Date March 2 March 6 April 13 April 17 AprU27 jMLay 1 , >'-* ; ' June 22 June 26 July 6 July 10 Upon completion, the Sealift Operations course must Ire taken, March2 March 16 March 30 April 13 April 27 May 11 May 25 June 8 June 22 July 6 July 20 June 16 .. fiiasic/Advanced Fire Fighting - • . (Last) . '- (Stale) Deep Sea MemberG si .Telephone _L. (Zip Code) Lakes Member• _L (Area Code) Inland Waters Member G March 16 May 11 July 6 Seniority U.S. Citizen: DVes • No ^ SIGNATURE. •' • •' Av';'-'" VT..;.' ;f I \g. , .• • •-••v - I- ' _DATE Department I am interested in the foUowing cobrse(s) checked below or indi­ cated here if not listed Home Port. • Yes Are you a graduate of the SHLSS trainee program? If yes, which program: from GNO to. Last grade of school completed Have you attended any SHLSS upgrading courses? • Yes If yes, course(s) taken Have you taken any SHLSS Sealift Operations courses? • Yes GNO • No if yes, how many weeks have you completed?. Do you hold the U.S. Coast Guard Life Boatman Endorsement? • Yes • No Firefighting: • Yes • No CPR: • Yes Primary language spoken • . is'-"'.- _ >•- i-.;"- 11 Endorsement(s) or License(s) now held Date available for training _____ Z'iSik-'i Pacific G Book # . • • '• May 8 July3 August 28 If the following information is not filled out completely, your application will not be processed. Social Security # •;Vy. '. With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) requested. You also must submit a COPY of each of the following: the first page of your union book indicating your department and seniority, yourclinic card and the front and back of your Lundeberg School identification card listing the course(s) you have taken and completed. The Admissions Office WILL NOT schedule you until aU of the above are received. RATING DATE DATEOF VESSEL HELD SHIPPED DISCHARGE Month/Day/Year (Street) .1^ 1992Mult eaiwalkm Schedule FULL 8-week sessions Date of Birth (Middle) (Hist) j class at the end of their regidar course. Ihe following courses are available through the Seafarers Harry Luhdeberg School of Seamanship in Piney Point, Md. Please contact the admissions office for enrollment information. • Check-In Completion Course Date Date !: . I"'" : <1 High Schcml Equlv^ency (GED) All open-ended (contact ; ;( Adult Basic Education (ABE) admissions office for starting , s f ] English as a Second Language (ESL) dates) ^ March 13 March27 April 10 i April 24 h^y 8 May 22 June 12 June 19 July 2 July 17 July 31 June 26 mfGRADINGAmH^mM Name • c- >• .// J Course Oil Spill Prevention & Containment (1 week) J/ . ruMiuCourm9 J ^ Vj'tS " Sai^Speclatt^^ Lifeboatman '•"X'-V.'"'-:' Check-Ih Completion Itete Date v-'Mayll'"''3/-': July 31 April 10 M^ r-\: May 11 June 19 : July 6 August 14 . Wtl students rnusttdl^meOil Spill Pr^eruioadnd Containment class. p J ihunproom Maintebai^ June 19 Marine Electrical Maintenance April 27 June 19 . Refr^eration Maint & Operations May 11 June 19 Rclrigerated Containers— March 2 April 10 Advan(%d Maintelianice June 22 July 31 isSifillii; . . x'L.?.',.. . Marine Electronics—-Technician! 'May 11 June 19 Marine Electronics—Technican H •;i'.3Jfune22"\ July 31 Basic Electronics •••:A^i^:i3' :: May 8 iiS-Siiiili , "iy Hydraulics March 16 April 10 June 22 July 17 ' > ' '' Diesel Engine Technology July 6 July 31 Ship Handling i$i:t Check-In Completion Course imte Date . As^fstaht Coofcr Cook and B^ker, All opieii-csided (contact admissions ChidT Cook, Chief Steward office for starting dates) Upon completion, all sturhras will ttdce a Sealift Familiarization class. ^Course .. QMI^-Any Ria^^ llremanAV^ '"-,;v''j.;' (Qty) Completion Date \ May 4 July 6 StmUanimprauj^fiiHirsi .'.'v Check-In Compleiion Course Date Date • V?'-Sssff • wiiSSSsf 'f -' AhleSeahiiaik March 16 i>^bruary28 May25 July3 * i", '' July20 August28 4 ffiwf /afe the Spiti Prevention and Containment class prior to the Sealift Operations and Maintenance course. Address Cji«ik-]hi Date MarchJO June 1 Course Bffisua Recertiilcatioii Steward Recertification • No — ' ALL DEPARTMENTS D Welding D Lifeboatman (must be taken with another course) • O D O • • •; • " ,L-- ADULT EDUCATION DEPARTMENT Adult Basic Education (ABE) High School Equivalency Program (GED) Developmental Studies (DVS) English as a Second Language (ESL) ABE/ESL Lifeboat Preparation STEWARD O Assistant Cook Utility • Cook and Baker • FOWT • ChiefCook COLLEGE PROGRAM D QMED—Any Rating D ChiefSteward D Associates in Arts Degree D Variable Speed DC Drive • Towboat Inland Cook Systems (MarineElectronics) • CertifrcaUfPrograms Transportaliaa be pMdin In •wwroamw M!eordaiice wim wHb the KhcdiilfaigBCMCT letter only if JUB yon proem pn ( orvgHW • • wupvi Mwwu win wm UK wc•^ncwumg vmj u original rcccqi receipts and nictasfti ENGINE — — DECK AB/Sealift 1st QassPilot Third Mate Radar Observer Unlimited Master InspectedTowing Vessel O Towboat Operator Inland • Olestial Navigation • Simulator Course • D D O D • Marine Electrical Maintenance n Pumproom Maintenance & Operation ID Refrigeration Systems Maintenance &Operation Q Diesel Engine Technology • Assistant Engineer/CTiief Engineer Motor Vessel • Original 3rd Engineer Steam (H'Motor ID Refrigerated Containers Advanced Maintenance ID Electro-Hydraulic Systems D Automation • Hydraulics D Marine Electronics Technician —^— piete the eonrw. ITjou hare any questions,contact your port agentbefore deputing for Flnejr FUinL RETURN COMPLETED APPLICATION TO: Seafaiiets Huiy Lundeberg UpgiwlingCenter, P.O. Box 75, Piney Point, MD 20674. 2/92 ...ty T ji ^ 1:^ V.V .a /t 'y.. A:';::;' i. ; - ' I,_-h,,•)) ti S, It,*. t.j'j.g i I..,,, ^y-., ,s .5:1 A ^ .-i; . A,,';) ;t-I,T,-, -'y'v it ^ . - "l �^,rir'V*4ft*r<iC^»rt'---~5«i'Jv-.'-t/* • • ' • ;. 7«V'' ' ". ''' - .. •• r. ;", -. V- '"•••- 1 v'-'y ''•••, •• ;€Ji >•• '" , •• ' • .;• " • w-V4\Jv^V'!'cj'-V:'" •='••-•:- -•y V^"'^,-v •" SEAEUCEMCS Summary Annual Report Seafarers Welfare Fund Page 23 Volume 54, Number 2 1992 SlU-Crewed Tugs Save Six on Violent Lake Erie The SlU-crewed tugboat Wisconsin com­ pleted a daring rescue of six boatmen drifting on a tugboat and barge on choppy Lake Erie minutes before nightfall. Around 2:30 p.m. on December 14, the dis­ patcher at the Great Lakes Towing office in 10 to 12-foot seas, 35-niile-per-hour winds gusting as high as 60 and temperatures dropping to 30 degrees. "Then I heard people needed to be rescued and I changed my mind immediately," Fike recalled. S-.^: • II"';'• .i-5 - SlU members (left to right) Raymond C. Smith, Edward Fike and Timothy McKenna display the plaques they received from Great Lakes Towing for their Involvement In the rescue of six boatmen adrift In Lake Erie. Cleveland received a distress call from a non­ union tugboat, the Paddy Miles, towing the barge loaded with a crane. A second tug, the Hanun Thomas, also pulling the barge from Rocky River—less than 10 miles west of Cleveland— sank shortly after entering Lake Erie. Its twoman crew safely scrambled aboard the barge. Deckhand/Engineer Ed Fike was at home when he received a call to report to the 90-foot Wisconsin. "I asked myself what I was going out for," the 31-year SIU member told a reporter for the Seafarers LOG. Weather conditions included Help Locate This Missing Child Not much information is available to go on, but the National Center for Missing and Exploited Children has asked the membership of the SIU to help locate KmberlyBenham. Missing since May 4, 1991, the 15-year-old is Kimberly Benham considered an endangered runaway and may be with an adult male com­ panion. She is from Leominster, Mass. Kimberly Benham has blue eyes and strawberry blonde hair. At the time of her disappearance, she was 5 ft. 7 in. and weighed 140 lbs. Anyone having information should contact The National Center for Missing and Ex­ ploited Children at (800) 843-5678 or the Leominster (Mass.) Police Department's Missing Persons Unit at (508) 534-4383. The 48-foot Miles had lost all power and its tow line when it called for help. Both the tug and barge were drifting to the east. News reports noted the only available Coast Guard rescue vessel, a 41-footer, was not rated for seas higher than eight feet. When the Wisconsin caught up with the barge, it was 1.5 miles east of the mouth of the Cuyahoga River in downtown Cleveland. "We made a pass for the rig and got a line on it," Fike said. Because of the high seas and icy conditions, the cable slipped off the cleat. "We re-rigged a line and went after it again. Considering the heavy seas, everything went really well," the deckhand added. One of the four men on the deck of the Miles caught the line and secured it for towing. The Wisconsin pulled the barge within the Cleveland breakwall where the Idaho, another SlU-crewed Great Lakes Towing vessel, was waiting. The Wisconsin returned to the lake to save the Miles. "It was getting close to dark," Fike remem­ bered. "We didn't have much time left." The Miles had drifted within 1,000 feet of the breakwall and was headed for it. The Wisconsin pulled alongside the smaller tug and secured a tow line on the first try. The whole rescue took approximately two hours. Fike said he talked briefly with those who were rescued, but "it was so cold and we were so wet, all we wanted to do was get warm and dry." However, one of those saved by the Great Lakes Towing tugs remembered them with a Christmas card. It read: 'To the Heroes: Thank you for coming to the rescue in a life-threatening situation. Your determination and profes­ sionalism will not be forgotten, [signed] Russ Maher, Willowick, Ohio." Other SIU crewmembers involved in the res­ cue included Deckhands Ray Smith oii the Wis­ consin and Tim McKenna aboard the Idaho. All three received plaques and letters of cbnunendation from Great Lakes Towing. The company also recommended the trio, as well as the cap­ tains and engineers on the Wisconsin and Idaho, for Coast Guard recognition. Finally, the television show "Rescue 911" has contacted the company about doing a story on the rescue. ITie following remarks were made by Congresswoman Mary Rose Oakar (DOhio). These remarks, as well as the full story of the rescue which appear on this page of the Seafarers LOG, were recorded in The Congressional Record on Tuesday, January 28,1992. MR. SPEAKER: In these times of daily % accounts of personal failings, it is with great p pride that I rise today to sMre with youthk | personal heroics of several Greater | Clevelanders, all seamen and all members of the Seafarers International Union. They risked personal injury and possible deathto save the lives of their fellow seamen late last year on the storm-tossed waters of Lake Eri^ Unfortunately, the American worker has been the object of scorn and ridicule ut recent weeks. I am proud to say that the selfless efforts of the men profiled here typify the work ethic which has helped to make the Greater Cleveland area the proud com­ munity it is today. f _ Part of the Great Lakes Towing fleet In Cleveland called out for the December 14 rescue. V'"" .4' I - .>,? '.'s,• ' : -, , ' � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1990-1999 Description An account of the resource Volumes LII-LXI Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1992 Description An account of the resource HEADLINES APL LINES, SEA-LAND TEAM UP TO BOLSTER U.S.-FLAG SHIPPING ‘WORK TAX’ STATUS UNCLEAR IN BUSH REG REVIEW CG RULE REDUCES BENZENE EXPOSURE MEBA MEMBERS DISSOLVE MERGER; BECOME D1-PCD ROVER RESCUES 22 FROM SINKING KOREAN SHIP SHIPMATES RECALL SIU MEMBER KILLED ABOARD TRANSGLOBE IN ‘NAM U.S. GAMBLING BILL AWAITS PRE SIGNATURE LABOR PANEL PROTESTS GATT TREATY CHANGES AFL-CIO ATTACKS BUSH AGENDA SENATE TO TAKE UP ANIT- SCAB BILL EX-SOVIET SHIPPING COMPANIES TAKEN OVER BY REPUBLICS IN US/USSR SHIP PACT, SUBSTANCE MAY STAY, PARTIES MAY CHANGE ADMINISTRATION’S BUDGET CALLS FOR $1.2 BILLION FOR SEALIFT ASST. VP G. RIPOLL RETIRES MILITARY’S PACIFIC FLEET TO MOVE REPAIR CENTER PHILADELPHIA EXHIBIT HONORS WWII MERCHANT MARINERS 1992 ELECTIONS: A CHANCE TO VOTE FOR U.S. SHIPS PROCEDURES FOR REGISTERING TO VOTE AND VOTING ABSENTEE BARTLETT SEAFARERS WEAR MANY HATS SEAFARERS TIE KNOT AT COUNTRY HOEDOWN ALPENA CREW GETS RARE VISIT FROM BALD EAGLE CUTOFF FOR WWII SEAMEN BLOCKED BY VET PANEL FORMER OFFICIAL NEIRA DIES AT 74 KIRKLAND RESPONDS TO ‘LAXY U.S. WORKER’ CHARGE HANNAH TUGS NEVER LET UP MCALLISTER TUGBOAT MEN FIND WORK ‘REWARDING’ LUNDEBERG STUDENTS NOW CAN TAKE COURSES AT NIGHT SEA-LAND INDEPENDENCE MOVES TO FAR EAST RUN SIU-CREWED TUGS SAVE SIX ON VIOLENT LAKE ERIE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 02/01/1992 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 54, No. 2 1992 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/97ab47414715ce44151bcdf2aaebfe06.PDF 130a1cc4d09017198380a0eb097cf9e1 PDF Text Text / f . Tallying Panel Announces Union Election Results ::p. • N.J. Fishermen's Group Signs Up with the SlU • . •••. isJTi. . • Pages Pages OFFICIAL ORGAN OF THE SEAFARERS imERNATIONAL UNION • ATLANTIC GULF, UKES AND INUND WATERS DISTRIQ • AFL-CIO Volume 55, Numbers February 199S Braer Tanker Spill Revives Runaway Issue • .'I The January 5 grounding of the Liberian-flag tanker Braer, pictured in the photo above, and the corresponding 26 million gallon oil spill have focused public attention to the vagaries of runaway-flag registries. The public is becoming increasingly aware that runaway registries are used by shipowners to evade taxes, safety regulations, obligations to crewmembers and often are a tool for get-rich-quick schemes unconcerned with the shipping industry itself. Crew Reports Smooth Sailine 3- • . • I •I? First Trip a Succesp For New Cable Ship '• %' • •-iX- Pagb3 • ..'••HM#; •• The SlU-crewed GlobalMariherenters Honolulu harbor on its maiden voyage. : "-r'--' . // - • •• ' -i , .T-' ' 4>-- :"-i / V �2 FEBRUARY 1993 SEk^MERSlOG President's Report House Maritime Panei Reorganizedi Senate ConRrms New OUT Secretary Missed Opportunities Congress convened its 103rd sight and Investigations Subcom­ the Senate. Lloyd Bentsen CDLate last year the giant cruise ship company. Carnival Cruise session on January 3 in order to mittee, while splitting the old Texas) was selected by President Lines, announced it had entered into an agreement with an Italian hold its own organizational meet­ Fisheries and Wildlife Conserva­ Clinton to serve as secretary of shipyard for the building of three immense pas­ ing as well as confirmation hear­ tion and the Environment Sub­ the treasury. Bentsen's seat on the senger vessels. That action has put the spotlight ings for Clinton administration committee into two separate subcommittee is vacant and will on what other nations' governments are willing groups. The changes in the make­ be filled this month. appointees. to do to encourage ship construction in their At the same tim^, the House of up of the subcommittees were countries' yards and what arrangements they seek Pena Approved Representatives approved the part of the House leadership's re­ to promote their national flag fleets. Maritime was a concern for The Shipbuilding Council of America, repre­ chairmen of its various commit­ quest for more efficient working senting U.S. yards, has asked the Federal tees, including Gerry Studds (D- arrangements among all of the the senators who questioned Maritime Commission to investigate the Italian Mass.) to head a revamped branch's committees. Studds will Federico Pena, the former mayor subsidies. The SCA points out that unsubsidized Merchant Marine and Fisheries serve as chairman of the new En­ of Denver, during his confirma­ Michael Sacco American yards cannot have fair access to vironment and Natural Resources tion hearings to be secretary of ' Committee. markets in which competitors enjoy significant During its initial meeting on Subcommittee. Representative transportation. Pena, who was ap­ assistance from their governments. January 7, the Merchant Marine Thomas Manton (D-N.Y.) will proved by the senate, told the The AFL-CIO Maritime Trades Department and the Metal Trades and Fisheries Committee ap­ head the Fisheries Management elected officials on the Senate's Department have supported the shipbuilders' request. The Maritime Commerce Committee that he al­ proved William Lipinski (D-Ill.) Subcommittee. Trades Department's submission to the FMC notes the U.S. govern­ The Oceanography, Gulf of ready had spoken with several as head of the Merchant Marine ment must determine what steps are necessary to ensure American shipyards can enter the world shipbuilding market. The Metal Trades Subcommittee. He succeeds the Mexico and the Outer Continen­ people involved in maritime. Department warned the FMC that if action is not taken, scores of Without being specific, Pena late Walter Jones (D-N.C.), who tal Shelf Subcommittee will be yards will close by 1998 with a loss of 180,000 shipyard and shipyard had served as both chairman of led by Solomon Ortiz (D-Texas). said he would work with all con­ supplier jobs. Despite the naming of the sub­ cerned on U.S.-flag maritime the subcommittee and full com­ Like it or not, we in the United^ates must face the fact that while committees and their chairmen, legislation. He added the bills of­ the Italian government has been out there hustling for its maritime sec­ mittee. Representative W.J. "Billy" Tauzin (D-La.) retained several seats remain vacant on the fered in the last session were an tor, the U.S. remains asleep at thp^witch. Look at what happened in his chairmanship of the Coast full Merchant Marine and important first step, but more the past decade. In the Unitod-States, the Reagan administration Guard and Navigation Subcom­ Fisheries Committee. A spokes­ needs to be done. unilaterally ended a shipyafu support mechanism known as the Con­ The new secretary noted that man for the conunittee said all the mittee. struction Differential Subsidy and did not develop any replacement programs. Meanwhile, nations around the world were busy increasing seats should be filled sometime he grew up in Brownsville, Texas direct and indirect government subsidies to their shipyards. New Subcommittees Formed and knew how important the ship­ this month. In the case of the three Carnival ships, the Italian government is One of the new committee's The same is true for the Mer­ ping industry was to the economy picking up more than half the shipbu^ing tab. Of the total $800 mil­ first acts was to dissolve the Over­ chant Marine Subcommittee in of the area. lion price tag for the construction of the three ships, it is estimated Carnival will not have to pay some $464 million. • The Italian government also encourages shipowners to register ves­ sels under the Italian flag. By building in Italian yards and operating tivities to celebrate the swearing the ship under the Italian flag, a vessel owner enjoys a 30 percent sub­ sidy equivalent to the depreciation during the first five years of a in of the new president. ship's life. The Seafarers, wearing the By contrast to what Italy will do to support its ship building sector, union's traditional white caps, the small assistance the U.S. government can extend to assist in ship­ were located near the stage area building projects through rnortgage loan guarantees seems paltry in­ where members were able to see deed. President and Mrs. Clinton and The Italian example shows the government of any nation has an im­ Vice President and Mrs. Gore ar­ portant role to play in the destiny of any industry and in the job oppor­ rive in Washington. They also tunities offered to its citizenry. This is not to say that the government were able to see and hear a diverse has to find all the answers, but its involvement is critical. We are hopeful the new administration in this country understands group of entertainers including the role of government in encouraging investment in American in­ Aretha Franklin, Kenny Rogers, dustries and the American economy. The Clinton administration, we Bob Dylan, Oprah Winfrey, Jack hope, also will take up the challenge of true fair trade. As is the case Nicholson, Ray Charles and in shipbuilding, ma,ny American industries are forced to go at it alone Receiving instructions for helping spectators from fellow trade unionist Michael Jackson. while their international competitors-enjoy very favorable direct sub­ Chris Marston (left) are Seafarers Brett Hopson and Raul Hernandez. "To be so far from home and sidies or government regulatory schemes. see all these sights, I'm just proud Getting the Ball Rolling The inauguration of President "This is a new experience." to be a Seafarer," noted Robert Certainly U.S.-flag ship operators are confronted with unfair trad­ Bill Clinton took on a special "I'm proud to be representing Sweatt, an engine department ing practices. American-flag ships compete with national flag ship­ meaning for more than 40 my union at this event," added member from Compton, Calif. ping lines which are heavily subsidized and, in some cases, owned Seafarers who participated in engine department member "We' re in a great spot," added and managed by foreign governments. Additionally, U.S. ships must events around the Lincoln Thomas Stead. Peter Rice from the port of Jack­ compete with vessels operating in the bargain basement of shipping— Memorial in Washington, D.C. Brintley, Stead and the others sonville, Fla. "It doesn't get any the more than 20 runaway flag registries offering breaks from taxes, on January 17. were part of a delegation of trade better than this." crew wages, inspection procedures and other safety-related standards. "I never thought this would unionists assisting inaugural or­ At the tail end of the Bush administration there was a sudden inter­ Looking at the stage, steward happen," galley gang member ganizers at the nationally department member Justin est in getting something going, due largely to the interest and deter­ mination of Andrew Card who was then secretary of transportation. Cameron Brintley told a televised "Reiinion on the Mall," Stewart smiled and nodded, "This It is now up to the Clinton administration to meet the challenge. reporter for the Seafarers LOG. the first event in a week of ac­ is great, and I voted for them." The new DOT secretary, Frederico Pena, recognizes there is a prob­ lem. At a recent meeting of the National Governors Conference, Pena said, "There is a strong feeling that unless we do something very quickly in this nation we are going to lose the maritime industry to the rest of the world." It's time for the administration to play a strong role, and working with Congress and the industry come up with programs that will pro­ vide opportunities for investment in the American merchant marine. The time is now to come up with creative, cost effective programs that address all components of the industry—liners, tankers, bulkers, passenger ships and vessels in the domestic trades. Seafarers 'Proud' of Inaugural Rolo •t Volume 55, Number 2 February 1993 The Seafarers LOG (ISSN 0160-2047) is published monthly by the Seafarers Intemational Union; Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO; 5201 ^ Auth Way; Camp Springs, Md. 20746. Telephone (301) 899-0675. Second-class postage paid at MSC Prince Georges, Md. 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the Seafarers LOG, 5201 Auth Way, Camp Springs, Md. 20746. Communications Department Director and Editor, Jes­ sica Smith; Managing Editor, Daniel Duncan; Associate Editors, Jordan Biscardo and Corrina Christensen; As­ sociate Editor/Production, Deborah A. Hirtes; Art, Bill Brower. Seafarers march into position around the Lincoln Memorial to participate in pre-inaugural festivities " /I I y- • • ':lri i'lr. ' �:.V FL3HUARY1993 SOFARBtSLOG *• , • 3 '•f® Election Tally Panel Announces Results of Vote 4-i ""3 president; Coast assistant vice president; • Mike Paladino, Philadelphia lenged ballots. The report issued Uit^ael Sacco •mentJackviceCaffey, Atlantic Coast • David Heindel, Gulf Coast as­ port agent; by the committee will be sub­ vice president; sistant vice president; mitted for a vote by the member­ • David Carter Sr., Mobile port Re-Elected Pns. • Dean Corgey, Gulf Coast vice •' Don Anderson, West Coast as- agent; ship at union meetings in March. -. / The SIU's Tallying Commit­ tee, composed of two members elected from each of the Seafarers' 10 constitutional halls, have released their tabulation of the ballots cast by union members in the voting for national officers of the Atlantic, Gulf, Lakes and Inland Waters District which took place November 1 through December 31, 1992. The rank-and-file committee, chaired by Bosun John Cain from the port of Houston and cochaired by Recertified Bosun The Union Tallying Committee reviewed and counted all ballots cast In the recent SlU election. Seated Henry Bentz of San Francisco, from left are Bill Davis, Jim BernachI, Henry Bentz, John Cain, Ray Smith and Alfred Varona. Standing certified the re-election of Michael from left are Mike Slaght, John Wozunk, Robert Scott, Wllmer McCants, Calvin James, Peter Lolk, Gary Sacco as president of theSlU, elec­ Coates Frank Lyie, Jamie Miller, Felix Santiago, John Hosklns, Gary Lackey and John Thomas. SlU tion of John Fay as the union's attorney Leslie Tarantola, SlU Secretary-Treasurer John Fay and Joanne Herrlein, assistant to the secretary-treasurer and re-election secretary-treasurer, helped the committee by answering technical questions during the vote count. of Joseph Sacco as executive vice president; sistant vice president; • Jose "Joe" Perez, New Or­ president. All three were elected to • George McCartney, West Co • Anthony Sacco, Great Lakes leans port agent; four-year terms which will begin ast vice president; and inland waters assistant vice • James McGee, Houston port immediately after approval of the president; agent; tallying committee's report by the • Byron Kelley, Great Lakes • Robert Hall; government ser­ • Nick Celona, San Francisco membership at union meetings and inland waters vice president; vices and fishing industries assis­ port agent; next month. Roy "Buck" Mercer, govern­ tant vice president; • Steve Ruiz, St. Louis port The committee also reported ment services and fishing in­ • Leo Bonser, headquarters rep­ agent; the election of the following of­ dustries vice president; resentative; • Joe Sigler, Detroit-Algonac ficers, who also will serve four- • Kermett Mangram, contracts • Carl Peth, headquarters repre­ port agent. year terms: and contract enforcement assis­ sentative; The committee met during the • Augustin "Augie" Tellez, tant vice president; • Edward "Edd" Morris, Piney week of January 4 at the union's Robert Pomerlane, Atlantic Point port agent; contracts and contract enforce­ headquarters in Camp Springs, Md. • Robert Selzer, New York port to receive the ballots from the bank agent; where they were held, count the • Thomas Fay, Philadelphia votes in die contested races and port agent; determine the status of void or chal­ In concluding the report which was approved unanimously, the committee congratulated the newly elected officers and ex­ tended "best wishes for the next four years. We hope that you will carry on the tradition of our union and advance the strength of the maritime industry." Also serving on the committee from the Atlantic Coast were QMED John Hosklns and Recer­ tified Bosun Jamie Miller from Piney Point, Recertified Bosun Calvin James and AB Felix San­ tiago from New York, Oiler John Wozunk from Philadelphia, and Chief Steward Gary Lackey and Recertified Bosun Peter Lolk from Baltimore. Representing constitutional ports on the Gulf Coast were AB Frank LyIe from Houston, QMED Wllmer McCants and Recertified Steward Robert Scott from Mobile, and AB Gary Coates and Recertified Bosun Bill Davis from New Orleans. Elected to the committee from Algonac were Captain Michael Slaght and Deck/Engineer Raymond Smith. Attending from St. Louis were Recertified Bosun James Bemachl and AB John Thomas. AB Alfred Verona served after being elected from the port of San Francisco. • V •-I •,•-.iy, -. •; :, •i • ' Crew Reports Smooth First Voyage On New AT&T Ship Global Mariner Seafarers report all is well oceanic fleet, after completing bers hustled down the gangway to aboard the Global Mariner, the the initial leg of the vessel's first use the pier's lone telephone Bill Davis (left) and James BernachI Inspect a sealed ballot. booth tocall home. Others headed newest cable ship in the Trans- voyage. into the city to take advantage of Bosun N.C. Keydel told Honolulu Patrolman Kevin BalContinued on page 6 dado that the trip went smoothly with no mechanical problems. The bosun added the crewmembers were getting used to the new surroundings. Among those getting ac­ quainted with the ship is Chief Cook Olav Pederson who said he "loved working in the new gal­ ley." Pederson had sailed as an executive chef on both of the SlU-crewed passenger ships, the SS Independence and SS Constitu­ tion, during the last five years. In that role, he oversaw the activity of Belford (N.J.) commercial fishermen sign on as members of the Seafarers International Union. From the the entire galley crew that served left are fishermen Bern Yahara and Roy Dlehl; SlU President Michael Sacco; fishermen Dave Thompson up to 8(X) passengers daily. and Joe Branin; SlU Secretary-Treasurer John Fay; and fishermen Louis Egnatovlch and Tom Schnoor Jr. "This is quite a change," Pederson said to Baldado. "1 have A group of New Jersey com­ we act individually. There are manage and conserve the national been looking forward to it." mercial fishermen is the newest many issues confronting fisher­ resource of fisheries in an equi­ As soon as the 479-foot vessel Rlgglng the ship's gangway net Is member of the Seafarers Interna­ men, and we have to work table manner. Since their estab­ cleared U.S. Customs, crewmem- Splicer/Joiner Mike Mitchell. tional Union of North America. together to protect our interests. lishment, the councils have.been Among those issues is the paying more attention to the SlU President Michael Sacco over-regulation of the fishing in­ recreational side of the industry presented a Seafarers' member­ dustry. Fishermen point out that by limiting wh^t could be har­ ship charter to a delegation of they have to bear the brunt of vested and in what amounf ac­ Belford, N.J. fishermen during a costs when new regulations are cording to Branin. meeting at the union's head­ issued concerning their industry. quarters in Camp Springs, Md. on "Congress meant well in pass­ January 15. The fishermen sail One example concerns the many ing the Magnuson Act," he noted. out of the Belford Seafood Co- changes announced^by both the "However, today it's a regulatory U.S. Coast Guard and the Nation­ nightmare for fishermen. No one (^perative Association. al Marine Fisheries Service over wants to manage and conserve Following the presentation of the size and type of nets commer­ our fisheries more than fisher­ the charter, Sacco told the group, cial fishermen can use. men. It's our livelihood." "We are proud to welcome you "They tell us we must use this into the SIU family. We will work net or that device, but make no Branin sees working with hard with you and for you to rep­ provision for how much it costs Congress to revamp the Mag­ resent your needs and interests in us," Branin noted. "They make nuson Act as a top priority for New Jersey and in Washington." these decisions and expect us to 1993. "As fishermen, we look "The SlU is the way to go," comply with them immediately." forward to working with the SlU said Belford fisherman Joe The Magriuson Act of 1976 in Washington to make the Mag­ Branin about the group signing on established a system of regional nuson Act work for commercial Members of the GlobalMariner's deck gang head for shore. From the with the Seafarers. "The union councils under the National fishermen and conservationists at left, they are AB John Halpin, Bosun N.C. Keydel and ABS Thbr Young, Jack Madden and Paul Latere. gives us a stronger voice than if Marine Fisheries Service to the same time," he said. NJ Fishermen Sign On with the Sill iJfh • r - i-- '' . - % y-'-. M • "•' y. y- '• yr 4 yy ;• J .yIf • f „l • , .v'yy 'M ?- �'iMnij 4 FERRUARY1993 SEJ^ARERSLOG Harbor Tugs Answer Call for Help From FlrO'Slrlcken Tug Osprey Crewmembers aboard the tug Osprey discovered firsthand what the "Brotherhood of the Sea" means when their vessel caught fire last month in the Savannah, Ga. harbor. Four tugs, including two SIUcrewed boats from Crescent Towing, responded immediately to control the fire, move the loaded barge the Osprey was pushing and rescue the crewmembers, none of whom was injured. leaking fuel line sprayed a fine en vessel, two other tugs secured mist which ignited when it hit a the barge and pulled it away hot engine part, according to from the Osprey. Spoerle and Petty Officer Andy Legge who is his crew had boarded the Vir­ investigating the fire for the Coast ginia to continue the fight Guard. Chief Engineer Ray Bax­ against the flames. Land-based fire crews extinguish the fire on the Osprey (left) while a ter spotted the fire and closed the Shortly after a Coast Guard Coast Guard rescue boat and the Virginia stand by. fuel valves. He then called the rescue vessel arrived, the port wheelhouse to sound the alarm. authority cleared the Crescent In a matter of seconds, vessels to push the Osprey to the Spoerle, who had been on the dock where land-based barge to direct docking opera­ firefighters were standing by with tions, returned to the wheelhouse foam to extinguish the flames. to take charge of the firefighting The fire was out within 20 details. He notified the port minutes of arriving at the dock. Port Captain Jeff Parker of Al­ authority and Coast Guard of the lied Towing (which operates the Osprey's situation, then grabbed a hose with AB Don Autery and Osprey) also had high praise for began shooting water down the everyone involved in the inci­ blower stack. "It was the only dent. "They did a very good job way we had access to the fire," the in a difficult situation," he noted. "We were very fortunate." captain said. Crewmembers of the Osprey gather on the dock after inspecting the In a few minutes, smoke Little Metal Fatigue tug. From the left are AB Tom Norton, Cook Maxwell Carawan, Mate chased the pair away. They An initial inspection of the tug G.W. Urban and AB Don Autery. moved to the fiddley hatch on the revealed minimal metal damage first deck and started sending water through it. Again smoke to the vessel. "The damage in the and heat prevented them from engineroom was confined mainly staying there, and they retreated to the overhead," Parker stated. to the b^arge where the other mem­ Smoke and fire damage was bers of the crew were manning found in the galley and crew Utilityman Frank Ingellis shows hoses spraying water on the su­ living quarters. The Osprey was physical wear-and-tear after as­ perstructure to keep the rest of the towed to a Louisiana shipyard sisting in fighting the fire. vessel from catching fire. Crew­ where it is being repaired. Maggioni said he never had members had rigged a hose from "I want to thank everybody the washdown pumps on the experienced a rescue before in his with Crescent Towing and all the barge to continue spraying water 16 years of sailing. "You never know what you're going to do others who helped," Osprey Cap- after losing power on die tug. tain Phil Spoerle told the until it happens. All of my crew, Seafarers LOG. "Everyone did an Harbor Tugs Respond the Osprey crew, the Fall River excellent job." In the meantime. Crescent har­ crew and everyone else involved - Captain Joe Maggioni from bor tugs monitored the call for should get recognition for a job the Crescent tug Virginia added help and headed to the scene. "We well done." thafeveryone involved in the res­ could see smoke but no flame," Spoerle added his crew cue "worked well together. We Maggioni reported. "Our main responded immediately when the did what we had to do. I'm glad concern when we got there was to alarm was sounded. "We do a fire nobody was hurt." drill every trip (21 days)," he keep everything cool." Engineroom Fire While the Virginia and pointed out. "TTiis top notch crew The.fire is out and (left to right) Mate G.W. Urban, Chief Engineer Ray The January 6 fire began in the another Crescent ing-^Fall knew what to do without being Baxter and Captain Phil Spoerle prepare to examine the damage. Osprey's engineroom when a River—shot water onto the strick­ told. We're all proud of them." Seafarers Stand by ILA in Sugar Beef Seafarers join with Longshoremen and other trade unionists urging consumers to boycott Domino sugar. With Atlantic Coast Vice President Jack Caffey (in front of gate) are SlU members Hugh Woods, Francisco Bosch, Louis Charlean, Sean Grace, Damon Lobel, Chester Trundy and Warren Mundy. II Seafarers are marching with their fellow trade unionists to urge shoppers to stop buying Domino sugar until a strike is settled be­ tween theLongshpremen's Union (ILA) and Domino's parent com­ pany, Tate and Lyle, Pic. Approximately 25 SIU mem­ bers hit the bricks in midtown Manhattan on January 6 in sup­ port of more than 300 members of ILA Local 1814 who have been on strike since October 3, 1992. Seafarers and other trade unionists participated in a rally and an informational picket liiie. They also distributed leaflets in front of Tate and Lyle's head­ quarters. "The (ILA) local has been a longtime friend of ours," noted Jack Caffey, SIU Atlantic Coast vice president. "Seafarers wanted to lend a hand to our brother longshorenien in this beef." While the ILA members have been out of work, the strike has affected the SlU-crewed New York Cross Harbor Railroad whose barges deliver sugar to the Domino refinery in Brook­ lyn. The union is honoring the picket line and no barges have delivered sugar since the strike began. Caffey stated Cross Har­ bor SIU members have stayed busy with other towing jobs. The ILA claims Tate and Lyle is trying to bust the local by not negotiating in good faith. Is­ sues include the company's proposal to use temporary workers paid at lower wages with no fringe benefits and its push to eliminate employee as­ signment restrictions, minimum manning requirements and guaranteed overtime at the Brooklyn Domino plant. During the shutdown of the waterfront refinery. Domino has been transporting sugar from facilities in Baltimore and New Orleans not affected by the strike to fill the company's noitheastem United States orders. Posing on the Virginia are Its crewmembers who helped the Osprey. From the left are Deckhands Ron Gering and Keith Glass, Chief Engineer Richard Johnson and Captain Joe Maggioni. ii u. : The crew of the FallRivera\so assisted in the action. From the left are Deckhand Kelley Stanford, Chief Engineer George Morales and Cap­ tain Anthony Gober. Engineer Charlie Hart provided the Seafarers LOG with the photographs for this story. �; / •' • .'• ' FEBRUARY 1993 f^r K • '• '.I SEAFARERS LOG Braer Tanker Spill Highlights Dangers Posed by Runaways The Braer's oil spill has revived the fee to an agency of a non-maritime nation issue of runaway-flag shipping and sug­ seeking to raise revenue and thereby es­ gests this is an area for the public and cape from a maritime nation's safety coastal communities throughout the world regulations, procedures and inspections, to reexamine. ^ tax laws and higher wages. En route from Norway to Canada the Adding to the furor over the dangers morning of January 5, the Braer, a posed by runaway-flag tankers was a Liberian-flag tanker, lost power in the 22- January 21 collision in the Malacca Strait mile channel between Scotland's Orkney of two ships^—one Danish-owned, the Islands to the south and its Shetland Is­ other Japanese-owned and both operating lands to the north. under the Singapore flag, another flag-ofFloundering and unable to be towed in the convenience register. (See accompanying AP/WideWorid Photos Waves driven by gale force winds crash against the house of the runaway-flag tanker severe weather, the 17-year-old, 797-foot article on page 8.) Braerafter it ran aground last month on the southern coast of the Shetland Islands. The disabled ship grounded near the 75-foot Hundreds of Ships vessel split apart, spilling 26 million gallons of oil along the shore and into the North Sea. cliffs on the southern Shetland coast and six Fall Safety Tests days later snapped apart in towering 30-foot It has been pointed out that hundreds of swells and 95-mile-an-hour winds. flag-of-convenience ships are unable to tional Federation of Transport Workers Shell representatives said in their ex­ For more than a week, the public pass routine safety inspections instituted (ITF), seamen aboard the Braer had their perience at least 20 percent of the world around the world saw images of the by marine insurance companies because of share of complaints. The Braer's manage­ fleet is substandard. stranded but twisting and turning tanker a spate of costly marine accidents. Despite ment, it appears, did its best to chisel and A Shell statement noted the business first spewing and then leaking her 26 mil­ disgruntlement about the independent sur­ chip away at the pay of its seamen. consequences of a market riddled with in­ lion gallons of oil. (By comparison, the veys from shipowners and classification For example, last January, the Braer ferior ships: "The ability of such substan­ March 1989 Exxon Valdez spill in Alaska societies, the marine insurers intend to crew contacted the ITF in an attempt to dard ships to evade the authorities and was 11 million gallons.) keep up the practice because of the rectify unpaid standby wages, insufficient continue trading for less well-informed or The public witnessed the helplessness astonishingly high number of ships which food allowances, unpaid excess overtime less scrupulohs charterers, instead of being of officials and spill experts unable to fail the inspection. for officers, inadequate manning and in­ forced into the scrapyard, is delaying the adequate pay for Sunday and holiday recovery of freight rates, one of the neces­ reach the tanker because of hurricane-like A marine insurers group in London sary precursors to shipowners being able storms. News reports carried accounts of a reports of its most recent 133 inspections, work. deep stench throughout the island, a sheen only 21 ships passed the first time around. Responsible Companies to invest to improve safety standards." Among Shell's recommendations for of oil coating fields, roads and fish farms; That means an 84 percent failure rate, or Fed Up with Sham Registers safer and cleaner seas is the strengthening inhabitants ddnning respiratory masks; five out of every six. The majority of the A number of responsible shipping com­ and wildlife coated in crude. of links between ship ownership and ships which flunked the inspection survey panies and charterers have called for a Public comment and news coverage were bulk carriers and tankers operating crackdown oh substandard vessels, urging country of registry; improved account­ during this time began to focus pn factors throughout the world. that old and dangerous tonnage be forced ability of ship registers; tightened training, which may have contributed to the Braer The group further reports that 40 ships off the high seas. Among those calling for manning and certification regulations; in­ disaster. Cited quite often is the issue of of the 133 eventually did pass the survey a revamping of world shipping is the creased resources for government agen­ flag-of-convenience registers, dubbed after owners made the recommended marine arm of the giant oil company cies responsible for ship safety; and more rigorous inspections. runaway registers by American maritime repairs and equipment modifications. Shell. unions in the 1940s because of their use as Alarming, however, is the fact that 72 of Speaking as a charterer of 114 tankers. Continued on page 8 a device for shipowners to pay a nominal the vessels that failed the first inspection have outstanding obligations. casualty data indicate ships Who Is Responsible? thatWorldwide are totally lost in marine accidents are Because runaway-fla^ ships layer each seg­ twice as likely to be runaway-flag ships ment of the responsibilities for vessel opera­ tion between scores of companies and instead of those vessels belonging to a agencies of different nationalities, it is not national fleet. .vk", i..-• 7,,y Hinders Safe Shipping ^ always easy to pin down where respon­ sibility lies. Here is a breakdown of the country of origin for the following aspects of the Braer: Owners U.S./U.K.-based Norwegian Register Liberia (Headquarters is in Reston, Virginia in the U.S.) Japan Shipbuilder U.S. Shares Listed Canada Charterer Great Britain Accident Site U.S. Manager Nonivay Classification Society Greece, Philippines, Crewmembers Poland Protection & Nonivay Indemnity Club Netherlands Salvage Company . /•¥» ' • '• Seafarers Bear Brunt Of Inferior Standards Runaway-Flag Operators Promote Fast Bucks Scheme The Braer disaster has put a spotlight on an often unseen side of runaway ship­ Some 1,200 seamen died last year in ping—its use as a get-rich-quick scheme ship accidents, the majority of them in­ for those who want to dart in and but of the volving runaway shipping. Thousands of industry to make a quick killing without other seamen bore the brunt of a system any regard to longterm profitability and which seeks to expend the least amount of the development of stable, established and funds. integrated shipping companies. These exploited seamen, often hailing This type of business scheme does little from some of the most economically dis­ to encourage responsible shipping because advantaged areas of the world, had to purit depends on inexpensive, older vessels chase their shipboard jobs from and the low standards and costs afforded unscrupulous manning agents; signed con­ by runaway registries. tracts stating one rate of pay, only to be While it is recognized universally that paid something much lower; and worked making a profit is a positive thing and part in unsafe conditions, fearful of reporting and parcel of any business operation, the such to any outside authority. quick; windfall approach of speculative According to records of the world or­ business ventures makes a dangerous in­ ganization of transport unions, the Interna­ dustry even more perilous and works against the interests of responsible and legitimate shipping companies. In the Braer case, the vessel is immedi­ ately owned by the Braer Corp., and the stock of that company is in the hands of other companies to which the ultimate ownership is traced to Arvid Bergvall and Michael S. Hudner. The ship is managed by another Bergvall and Hudner company, B&H Ship Management based in Stam­ ford, Connecticut. Cheap Old Tankers Part of Business Plan The Braer's owners are known in ship finance circles for their elaborate network of public and private companies with in­ terest in more than 30 runaway-flag ships—all of them bulkers and tankers. The Bergvall/Hudner formula for quick financial success appears to be as follows: Set up a self-liquidating company with a AP/WideWortd Photos short life span; raise capital from specula­ Recent accidents involving runaway-flag vessels have focused the world's attention on tive investors; buy cheap old ships; how these vessels operate outside of international norms for safety and crews. Above, employ them in the world tramp market/ waves batter the stack and bridge of Liberian-flag Braer days after vessel ran aground. operate them in the most lax, unrestricted and tax-free environment afforded by runaway Registers; then watch the fluctuat­ ing used-ship market and sell the vessels off at the right time to other operators or to scrapyards. Runaway Operator Points To Real Estate Model Hudner, in a 1988 interview with an American shipping magazine reporter, talked about the B&H strategy. Hudner told the American Shipper that the ship­ ping industry could learn something from the real estate industry, a business in which he had some experience. He said the"ship­ ping business is 20 years behind the real estate business in terms of the depth of capital markets and lack of sophisticated financing techniques." He noted one could "apply real estate financing techniques to shipping. A ship is like an office building—you rent out space." It is ironic that in the case of the Braer, Bergvall and Hudner had to neither sell nor scrapie vessel to make money. The Braer, while estimated to be worth close to $5 million in resale value, was insured at the time of the accident for $19 million. According to news reports, the Braer and another ship, the Celtic, were pur­ chased at the same time for $31.6 million. The $19 million the company will collect will pay off all but $2.8 million on the two ships' mortgage, significantly-reducing their mortgage costs. Interestingly, Bergvall and Hudner had another ship go down from which their operation experienced financial gain. In August' 1990, B&H's runaway-flag product tanker, the Livi, sank in a typhoon off the coast of Taiwan. Insurance pay­ ments collected totaled $15.3 million, of which $7.7 million immediately was con­ verted into shareholder dividends. , t/', / ././ - • -7 ' 7-- ^•^1: I • -r - �6 FERRUARY1903 SEAFARERS LOG Safety Masks Require Clean Shaven Face On Tanker Seamen for Peak Effectiveness The masks approved by the Seafarers who wear beards fuel, kerosene, crude oil, gasoline and sail aboard tankers and tank and other products. It can be ab­ Coast Guard and the Occupation­ vessels as designated by the U.S. sorbed into the blood stream by al Safety and Health Administra­ tion are ones that have a snug fit. Coast Guard benzene regulations breathing and/or skin contact. must remove any facial hairs that It has been found by these agen­ cies that the masks cannot fit impede the snug fit of any breath­ properly if impeded by facial hair. ing apparatus required when TTius, for the safety of a crewworking around the petroleummember, the Coast Guard is requir­ based chemical. ing any seaman who may be in a The SIU contracts department position to wear such a mask must is notifying members aboard not have a beard or other facial hair these vessels that the Coast Guard which prohibits a snug fit. is enforcing the portion of the The Seafarers Appeals Board benzene regulations regarding approved in November 1992 a safety masks. change in the shipping rules that "The new Coast Guard benzene provides for any member being regulations state the breathing ap­ shipped to a contracted tanker, paratus must fit securely and tank vessel or barge to have a properly," noted Augie Tellez, SIU Seafarers Welfare Plan benzene vice president for contracts and contract enforcement. "This is the Facial hair must not impede the clearance on his or her clinic card latest condition associated with the snug fit of breathing apparatus re­ and a current Seafarers Welfare benzene regulations that our quired when working with benzene. Plan benzene certificate. Members have to take two members have to work with on a daily basis, and the regulations The regulations require tanker tests to receive the clearance. A are quite clear on this matter of a and tank vessel operators to carry blood test, known as a Complete tight-fitting mask." on board the ships the necessary Blood Count (CBC) is taken an­ Tests have determined that protective equipment—including nually and reveals the make-up of benzene can cause immediate and masks^—to minimize the amount an individual's bipod. This test is long-term health care problems. of chemical exposure when the given because benzene can affect the blood's chemisitry. The chemical can be found in jet gear is worn. The other test is called a Pul­ monary Function Test (PPT) which measures a member's breathing capacity. Taken once every three years, the PPT deter­ mines the type of breathing ap­ paratus a member needs to wear while working around benzene. Members showing little or no pulmonary restriction after a PPT test can be fitted to wear a nega­ tive pressure respirator. The per­ son wearing such a mask does all the work to breathe air through carbon-filtered cartridges. For those members displaying breathing impairments, positive pressure respirators are to be made available. These units supp­ ly fresh air or oxygen into the mask from an outside source. Seafarers who sail only on containershif>s, dry bulkers or certain other tyi^ of vessels are not re­ quired to take the benzene clearance tests, nor are they required to be clean shaven. However, the tests are available to all members. SIU Fishemen Score Victory with Dropping Of Rack Tax AoUon New Cable Ship Begins Maiden Voyage Continued from page 3 the few hours of shore time they would have in Honolulu. The Global Mariner is ex­ pected to dock at its home-port of Baltimore later this month after leaving Honolulu. Seafarers flew to Singapore in December when Transoceanic, a wholly owned subsidiary of AT&T, assumed control of the vessel. The crewmembers worked for several weeks on the vessel to make it ready for the trans-Pacific voyage that began in mid-January. Once its shakedown voyage is completed, the Global Mariner will join the Global Sentinel, Global Link, Long Lines and Charles L. Brown in the Tran­ soceanic fleet of cable-laying and repair vessels. The SIU has crewed Transoceanic vessels for Senator Edward Kennedy (D-Mass.) and SIU fishermen met last summer to review legislative action to prevent a punitive IRS ruling from coming into full force. From the left, Steward Assistants Hayward Pettway, Lee Ellis, Dennis Fitzgerald and Darryl Jackson are ready to see Honolulu. nearly 30 years. Like the Global Link and Global Sentinel, the Global Mariner features storage facilities that provide space for up to 4,100 miles of cable. The ship is capable of a cruising speed of 15 knots per hour. That drops to around 4 knots when towing a sea-plow and laying cable. Looking over a list of stores delivered to the cable ship is Chief Steward Brian W. Gross. i bieUCook Olav Pederson and ^ ook/Baker Barbara^Clucas are AB Thomas Spangler watches ac­ happy to be back in the U.S. tivity on the gangway. • I- i/Vhile OMU Richard Tankersley catches up on news from home, Bringing stores aboard ship is AB Kamin Raji. Wiper Celina Butler and OMU Kelly McDonal wait patiently. Officials with the Justice delay the trial, set to start in late Department and the Internal January. The break came when Revenue Service (IRS) have Kennedy talked with the head of agreed to stop pursuing a trial to the Justice Departhient's tax collect back taxes from New Bed­ division and explained the situa­ ford fishing boat owners as well tion only days before the trial was as defer any collection action in to get under way. order to give Congress a chance Legislation calling on the IRS to resolve the dispute. to use an annual average to deter­ The SIU, working with the mine crew size was filed in both Massachusetts x^ongressidnal branches of Congress on the first delegation, has been seeking a day of the session. Senator John remedy to a tax law that, if pur­ Kerry (D-Mass.) joined Kennedy sued by the IRS, would have as a sponsor of the Senate's bill. levied New Bedford fishing boat JRe|)resentatives Richard E. Neal owners with $11 million in back (D-Mass.) and Barney Prank (Dtaxes, penalties and interest. Mass.), whose district includes The dispute stems fi-om the IRS New Bedford, have offered a act of 1986 which stated that fisher­ similar ^1in the House. The bills men on boats with crews of fewer do not aHect how much taxes the than 10 are self-employed and fishermen pay, but address the would have to file their own state question of whether the fisher­ and federal withholding taxes. men are treated as self-employed. In 1988, the IRS issued a "The whole fleet faced being ruling stating that the agency taken over by the IRS," said Henri would calculate crew size on a Francois, port agent in New Bed­ quarterly rather than annual ford. "The boat owners love what average. The ruling was made has been worked out. We have retroactive to 1985. been afraid that the trial would Most New Bedford fishing occur before the change in the boats hold crews of fewer than 10. White House. Now we have faith However, there were times when that a bill will pass." more were needed. Under the In 1990, U.S. Representative" 1988 ruling, boat owners who had Geny Studds (D-Mass.), whose more than 10 fishermen on their district at the time included New vessels during a majority of any Bedford, offered legislation to quarterly period between 1085 and return the crew determination to 1988 became liable for filing the an annual average. Thjit bill taxes for those crewmembers. The passed the House but did not clear federal agency went after the .boat the full Senate. owners for the back taxes, going so Similar legislation to correct far as to file a suit in federS court. the problem passed both the The IRS interpretation of the Senate and House of Repre­ ruling has been a source of legis­ sentatives twice last year. How­ lative; action in Washington for ever, both times the legislation four years. The most recent effort became part of larger tax bills that to amend the act began shortly were vetoed by President Bush after the November elections because of other considerations when U.S. Senator Edward Ken­ not associated with New Bedford, nedy (D-Mass.) started contact­ the nation's largest per catch fish­ ing officials at Justice and IRS to ing port. •U'ii! / �, * ' "• :.• ':• •' •• X FEBRUARY 1993 SEAFARERS LOG 7 Somalia Is 'Bleak,' B^MUIS Smanan Evans Taking a tour of Mogadishu, Somalia via military convoy has provided Seafarer Cliff Evans and fellow crewmembers of the USNS Pollux the opportunity to see the people they are helping through the shipment of food and materiel to the East African na­ tion. In a letter to the Seafarers LOG, Evans wrote, "The people here in the city are, I am told by the Marines, hungry but not starv­ ing as they are in the interior [of Somalia]. The children wave and smile as we pass, but most of the older people give us sullen looks. Let us hope for better times in Mogadishu." The Pollux is one of 17 SIUcrewed vessels involved in the U.S.-led, United Nations (U.N.) effort toend the civil war and feed the people of Somalia. The ships—including other fast sealift vessels like the Pollux, military prepositioning vessels from Diego Garcia and roll on/roll off ships chartered by the Military Sealift Command—are assisting approximately 24,000 U.S. troops as well as almost 12,000 soldiers from 20 U.N.member nations. U.S. vessels have been docking at the Indian Ocean ports of Mogadishu (Somalia's capital city) and Kismaayo since forces started going ashore December 9. Evans, who is sailing as a utility junior engineer, stated that he and several other crewmem­ bers from the engine department caught a ride with a Marine patrol around the city when they were given shore time. "The city—what 1 could see of it from the ship—looks pretty bleak," he wrote. "As night fell and no lights could be seen, not even from automobiles, one could almost feel the destitution and suffering of the city of Mogadishu. "The port, airport and U.S. Embassy are guarded by U.S. troops, but if one goes eWn a small distance past the gates, gangs of kids and teenagers will swarm upon you and take any­ thing they can, as two of my ship­ mates discovered the hard way." ' Evans continued that the route used by the Marine patrol carried him "through areas where the most heavy fighting occurred as • 'VrtiI'r- V" ' ': 44^: - Crewmembers from the USNS Pollux pose with a Marine patrol in front of closed shops in the business district of Mogadishu. The mariners include Chief Engineer Glen Richard Loeber, Third Asst. Engineer Cosby L. Anderson and Chief Electrician Dwayne Jones. well as by the airport and U.S. and French embassies. Large portions of the city are deserted and what must have been a pretty city now is for the most part in ruins." Original plans had called for American forces to begin withdrawing in mid-January in order to turn over command to the U.N. by February 1. However, the U.N. sought and received an ex­ tension for the U.S. forces to remain for an unspecified tiifie. U.S. and U.N. troops are lo­ cated throughout the country providing armed support for food convoys and attempting to return order to a country that has been in tl?e midst of a civil war since 1991. Washington Befriends 7th Grade Class Suburban Pittsburgh is not a Children run out of battle-scarred building to view U.S. Marines driving regular stop for the Overseas through Mogadishu. Utility Junior Engineer Cliff Evans provided the Washington, but crewmembers of the SlU-contracted tanker never­ Seafarers LOG with the photos for this story. theless have befriended a class of seventh-graders at a parochial school located outside the city. For the second straight year, the O/S Washington is participat­ ing in the "Adopt a Ship Pro­ gram" run by the Propeller Club of Washington, D.C. The pro­ gram educates Americatis about the merchant marine. Last year, the ship corresponded with a fifth-grade class from Irwin, Pa.'s Immaculate Conception School, Vessels continually offload food and materiel in the port of Mogadishu. which has since merged with another to form Queen of Angels in nearby Huntingdon, Pa. This year, both the unlicensed and licensed crew are keeping in touch with a seventh-grade science class at the new school. The merchant mariners answer students' questions and also send Aboard the Overseas Washington, (from left) Chief Cook Thurman items such as charts, photos and Johnson, GSU Mike Bubakerand Steward Baker EricT. Manley enjoy videotapes taken aboard ship. the correspondence program. Christmas cards from the seventhRecently, DEU AH Saleh wrote a grade class are in the background. letter in Arabic to a student who from basic to fairly complex to • How did you get to vote in speaks the language. (Saleh's let­ humorous (whether by intent or the presidential election? ter was copied in the school not). A sampling: • If you are on watch, what do newsletter.) • What kind of rhusic does you do if you have to use the Armed support helps provide security in Mogadishu for food convoys. In return, the children send let­ bathroom? ters and cards. They also say a most of the crew like? special prayer every day for crew• Do you ever get to swim off The O/S Washington can hold Lundeberg School Honors Great Chefs nieipbers and are working on the ship? more than 600,000 barrels of their own videotape. • Are there any wonien on cargo oil and often sails on an "The crew enjoys correspond­ Alaskan run. ing with the students," Steward- board? Baker Eric Manley said in a letter to the Seafarers LOG. "It helps keep up the morale and gives us something to look for­ ward to." Audrey Quinlan, the teacher The 1993 sailing season for during the winter. who four years ago got Immacu­ SlU m^bers on the Great Lakes The American Republic will late Conception School involved starts this month when the carry ore from Ashtabula, Ohio to in the program, said the seventh- American Republic fits out in the McLeod Steel plant in Tren-/ graders "are managing it themsel­ Toledo, Ohio. The American ton, Mich. The of the ves. They jumped right in, and we Steamship Company (ASC) ves­ ASC fleet will remainder follow the usual The culinary department of the Seafarers Harry Lundeberg School all really love that ship. The crew sel is scheduled to begin saihng fitout schedule of late March or of Seamanship, which trains SlU members in the art of food has been terrific." during the middle of the month. early April, depending on Quinlan added that the curtent preparation and presentation, draws course material from a The February fitout by the weather and job orders, stated a premier chefs' association. As a way of saying thanks, Lundeberg sixth-graders who last year cor­ company spokesperson. School Corporate Chef Romeo Lupinacci, who himself is a mem­ responded with the O/S ASC vessel is unusual, according All Great Lakes members are ber of the Golden Toque board of directors, presented a plaque Washington "dXrcady are talking to Byron Kelley, SlU vice presi­ for the Johnson and Wales University culinary school on behalf Of about getting back with the ship dent for the Great Lakes. None of reminded to stay in contact with the Great Lakes has iced over be­ the Algonac, Mich, or Duluth, the SlU. From the left are John Bander, Lupinacci, Robert Nograd, next, year." cause of mild weather conditions Minn, halls for fitout information. Stanley Nicas and James Bowden. ITie students' questions range ''.jtr.l -i.'i •. ... .H'-V'' American Republic Fits Out To Begin '93 Lakes Season /•'4 :4 ,4/ .m X: •' ijy w ' • -• 'V . r-y • ; :4-4,-\' • • • • -s 'i vA ' �8 FERRUARY1993 SEAFARERS LOG Runaway-flag Issue Brought to Fore by Braer's Massive Spill '"f " s'"' ** agency of the United Nations, is the proper vehicle to bring about effective and uniform implementation of safety regulations.. Others have argued for more control by The British transport secretary an­ the nations in which vessels call. Tffls notion nounced on January 11 that his agency's of port state control allows the authorities of Marine Accident Investigation Branch the country in which a vessel is docked to (MAIB) had begun a full investigation of check the ship's seaworthiness, equipment the incident. According to a public state­ and other indicators of safety. ment distributed by the MAIB, the agency Some governments argue for unilateral will address the cause of the accident, the action and the enactment of individual na­ action taken after the event, the seaworthi­ AP/Wide World Photos tional laws governing ship safety practices The Singapore-flagged, Danish-owned Maersk Navigator burns near the Strait of ness of the vessel, the competence of the and regulations governing their coastal Malacca after colliding with another runaway-flag tanker in late January. The Navigator crew and the safety of navigation. was on fire for five days and spilled 11 million gallons of oil, creating three major oil slicks. A wider public inquiry is being headed waters. At the heart of the discussion are the by a high official. Lord Donaldson, who was appointed by the British secretary of risks inherent in a system which promotes state. The panel headed by Lord the use of substandard shipping through Donaldson will establish whether further the proliferation of runaway-flag registers. Obviously, the Braer incident and the measures are appropriate and feasible to protect the United Kingdom coastline hundreds of marine accidents involving runaway-flag ships which preceded it from oil spills. point to the fact that closer and closer What Happens examination must take place by the A fully loaded Danish-owned tanker dolphins and whales abound. In the Future? There were no reports of serious in­ public and government groups around the and an empty Japanese-owned tanker — There is a debate among those con­ world. juries to the crewmembers on either both registered under the runaway registry cerned with the condition of international tanker. The Singaporean, Indian, British, of Singapore—collided January 21 in open With the lives and limbs of seamen and shipping as to the best mechanisms avail­ Malaysian and Burmese crewmembers seas, 60 miles off the northern tip of the able for policing ship safety standards and individuals living in coastal communities from Navigator were picked up by a Indonesian island of Sumatra. vessel conditions. Some governments and at stake, as well as the condition of the passing German ship near the entrance to The Danish Maersk Navigator, owned organizations believe the International marine environment, this matter is of the congested Strait of Malacca, a shallow, by y*P. Moller, was carrying almost 78 Maritime Organization, a London-based pressing international concern. million gallons of crude oil. The tanker busy and often dangerous channel separat­ bumdd for five days and drifted 20 miles ing Malaysia and Indonesia. while spilling much of its cargo into the Immense Insurance Bill sea. By the time firefighting tugboats ex­ Insurance claims for the 255,312-deadtinguished the blaze and after the weight-ton Navigator, operated by Maersk Navigator was fully patched, roughly 11 Singapore Pte., are expected to exceed million gallons had been spilled. $100 million. The Japanese vessel, the ill35 Mile Slick fated, 96,545-deadweight-ton Sanko As a result, three major oil slicks exist, Honour, did not suffer serious damage. (In including^one that stretches at least 35 the past 11 years, the Sanko Honour has miles long and several hundred yards wide. been grounded, stalled at sea and in a col­ Another oil shck, 10 miles long, threatens a lision.) rich reserve of marine life in India. At press Investigations by regional authorities time, that slick was less than 10 miles from are expected to last for several weeks. It southernmost tip of the island chain, where still is not clear why the tankers collided there are 179 species of coral, and where or who was at Continuedfrom page 5 Inquiry Under Way On Braer Disaster I TWO Rmiawa]^ CoUbte; Spew 11 MiHion Gallons German Union Wins Raise For Riinnino Seamen Filipino crewmembers aboard the German runaway-flag MV Atlanta show their solidarity during a three-day strike in which they gained a contract bringing their wages and working conditions to the same level as German seafarers. ir-Wtffyi, The German Seafarers Union (OTV) scored its second victory since November against German-owned, runaway-flag vessels. On January 16, the union negotiated back wages and a five-fold pay increase for Filipino Workers aboard the MV Atlanta, which is registered under the German off-shore ship registry, known as the German International Shipping Register (DISR). Second registries like the DISR are mechanisms for fraditkenal maritime countries to set up flag-of-conveniencelike conditions under their national flags. The German government established a second registiy so shipping companies could hire foreign crews and exempt them from national labor standards. The OTV is fighting this by getting contracts for the foreign nationals and raising their salaries and conditions to the standards set for Ger­ man seafarers in order to keep the com­ panies from undercutting German vessel/s with all-German crews. The contract, which brought .the Filipinos to the same status as the Germans sailing on board the Atlanta, is the latest effort by the OTV to organize foreign workers on DISR vessels. Strike Called \. .;; ,, The incident began January 14 in the port of Newark, N.J. when 13 Filipinos went on strike shortly before the fully loaded Atlanta was to set sail. Spiro Varras, v/ho worksfor the Seafarers and serves as an inspector for the International Transport Workers Union (ITF), was called to the scene. Varras notified the captain and pilot, a member of the Masters, Mates and Pilots who already was on board, that a strike was taking place and conditions were not safe for the vessel to leave the dock. He also told the members of the Longshoremen's Union who were handling the lines from the docks about the strike. They immedi­ ately tied the ship back to the dock and honored the strike. Galley Gang Helps Wyman Celebrate 21 Years at Sea SIU steward department members or­ ganized a special celebration in honor of the 21st anniversary of the USNS Wyman. SA Tom Milovich wrote to the Seafarers LOG that the galley gang put together a birthday party including a bar­ becue on the deck. Cook/Baker Lorrin Rodrigues baked a unique cake which was carved and assembled into a model of the Wyman. When Captain Edward P. Wilisch cut the first piece of cake, he thanked the galley gang led by Chief Steward David St. George for the deli­ cious food and wonderful tribute to the ocean survey ship. "All in all, the celebration was a suc­ cess," stated Milovich. He noted the event took place while the crew was cleaning, painting and buffing the ship for its quarterly inspection. The steward assistant added the crew and ship passed the inspection with an excellent rating. The Wyntan is operated by MarShip Operators Inc. It was launched in 1969 and commissioned in 1971. Sub-Par Wages The Filipinos claimed they were being paid below both the level paid to German seamen for the same work and the ITF standard for crewmembers aboard runaway-flag vessels. They also stated they were forced to work overtirtie with no compensation, suffered from a lack of stores and winter work clothes and were being discriminated against. TTie .strike was settled after nearly roundthe-clock negotiations when theowner of the German shipping company signed an OTV contract covering the Filipinos at the same level as the German seafarers. The contract raised the salaries of the Filipinos to nearly $3,(XX) ajnonth, more than three times the standard called for by the ITF. The OTV gained a, contract for a foreign crew on anotherGerman runawayflag vessel that was docked in Sweden in November. I I // I \ ;/\\ Cutting the 21st anniversary cake aboard the USNS Wyman is a team effort. From the left are Chief Steward David St. Geor||e, Cook/Baker Lorrin Rodrigues, Captain Edward P. Wilisch and scientist Mark Sands. �FEMUARYim SEAFARERS LOG 9 Parents of Victim in Runaway Ship Fire Urge Closing of Loopholes in World Safety Regs Editor's note: The following Organization is in the process of emptor. The seller should have a misfeasance, since they are a legitimately imposed by the article was written by Louis anc' adopting new standards for pas­ duty to disclose fully to the buyer powerful stimulus to enforce shipowner's country of principal Winifred Rome, whose daughter, senger ship safety, including rules all present conditions, prior sur­ safety standards. operation and/or domicile. Ruth, died in the Scandinavian for emergency alarms, smoke veys and government reports that • Nations with ship registries As to the Scandinavian Star, Star ferry disaster in 1990. It was detectors, fire doors, automatic deal with safety issues. must ensure ship safety. Where we ask: published in the December 18, sprinklers, flammability and the • Governments should these governments fail to or­ • Do foreign "flags of con­ 1992 issue of The Marine toxicity of wall and ceiling sur­ prevent ships from leaving their ganize, pay for and assure the ser­ venience" protect sufficiently the Fireman and is reprinted here faces. Standards for crew safety ports if they don't carry a certifi­ vices and protection they offer, interests of Denmark, Norway, with permission. training and management, fire cate, issued to its current owner, their flag should not fly above the the United States or other The Scandinavian Star wa5 a drills and a common language for that certifies it as seaworthy. ship. The IMO should not permit countries in today's international runaway flag vessel which prior shipping environment? to use as a passengerferry sailing • Did the Bahamas flag offer between Norway and Denmark, real protection to our daughter? had been a flag-of-convenience • Did it protect anything cruise ship operating out <? other than the shipowner's pocket Florida. and the Bahamas Treasury? The vessel, while operating We believe these are truly in­ from the U.S., had been taken to ternational problems that should task by the National Transporta­ be addressed by the entire tion Safety Board (NTSBf the maritime community. government's safety agency We believe tJjie answers to which investigates transportation these problems are found in accidents and disasters. The prevention. But we recognize that NTSB investigated a March 1988 human action often is tardy and engineroom blaze, finding a lack remedial. Not all cures come from of preventive maintenance, in­ treaties, legislation and judicial adequate crew training, lack of decision. The best regulation is by written firefighting procedures the shipping industry itself, where and an inability of crewmembers there should be a constant and to communicate in a common lan­ AP/Wide World Photos mutual commitment to safety, guage. Firemen try to put out the fire in the bridge of the Scandinavian Sfar hours after the crippled ferry was practiced with vigilance by The Scandinavian Star was towed to the port of Lysekil, Sweden. Officials suspect arson as the cause. everyone. sold to a Danish company not Our daughter lives on in us, long after the NTSB issued its communication between crew • Punitive damages should shipowners to shop for registry and this is the way we honor her report. Shortly after it began and ship command are also in the be levied more often against a and "flags" to escape the rigors of goodness, her talents and the love operating in Scandinavia as a works. shipowner fpr malfeasance or safety standards that are we had for each other. passenger ferry under the Had any one pf these safety Bahamian flag, a fire raged measures been implemented on through the vessel as it was sail­ the Scandinavian Star, some lives ing through the North Sea. would have been spared. Hac Crewmembers from the more been in place, perhaps all Philippines and Portugal were 159 people would be alive today. unable to understand the orders Perfecting ship construction of the Scandinavian officers. The and safety equipment, and the ship's master testified that safety jresence of well-trained crews, . equipment had not been checked improves ship safety. Treaty A fatal accident aboard a nor had there been time to train protocols that require uniform Bahamian-flag ship off the coast crewmembers in safety opera­ standards worldwide are also im­ of New York serves as yet tions—including fire and evacua­ portant. Together, they are another example of the tion drills. As the fire burned, the jowerful catalysts for better ship dangerously loose regulations vessel's officers abandoned the safety. But the implementation of under which flag-of-convenience ship in a lifeboat while the pas­ treaties and regulations depend in vessels operate, said an inspector sengers waited to be rescued. The arge part on the good faith and for the International Transport death toll as a result of the fire good will of people in the ship­ Workers Federation (ITF). was 159 passsengers and crew­ ping industry. It is they who must On December 11, an Indian give their personal commitment officer aboard the Castillo de members. Ricote apparently was swept - Last week in Copenhagen, the to safety at sea. We suggest that everyone in overboard during a severe storm Sea and Trade Court of Denmark the international maritime in­ roughly 200 miles from the port The Castillo de Ricote unloads at Bayway, N.J., four days after the closed a chapter in the tragedy of dustry consider these important of New York. Bahamian officials, ship's officer was declared missing at sea. the Scandinavian Star passenger changes in ship safety rules, even at first reluctant to investigate the ferry fire of April 7, 1990. The if it is politically and financially man's unexplained disap­ court, after trying the shipowner, difficult to do so: pearance, did not board the ship SlU's ITF Inspector Spiro Varras, Also, Mody had gotten married his rhanaging director and the • Establish an international until December 16—four days who interviewed Castillo de four months earlier. ship captain on criminal viola­ Bahamian investigators have Ricote officers and crewmembers tions of ship safety laws, found ombudsman for ship safety after it had docked. By then, th^ day the ship doc)ted in New not made public their official list-1 the defendants guilty and sen­ within the IMO or as an inde­ many of the Spanish, Indian and Jef^ey!i "Because of fhe mix of ing of the cause of the officer's tenced them to brief prison terms. pendent entity fqnded by the en­ Filipino crew had left the vessel, nationmities aboard the ships, death. However, one possibility We lost our only child, our 27- tire industry. This office would which in November had switched they (ipn't consider it their would seem to be that Mody— year-old daughter, in that disaster. receive ha:^ard reporfs from from a Spanish to a Bahamian responsibility. either following orders or on his ( Ruth Rome, a singer and enter­ seamen, officers or the public and flagown—was securing the deck as "In this case, the Bahamian tainer, joined the ship just/eight report them to shipowners, the - "The flags-oficonvenience, consi^Iatejin New York thought the storm hit and thWeby was* classification society andithe and even some national flags, days earlier, as had all the Ctew. U.S. authorities should inves­ washed overboard. • That Ruth and 158 other ship's insurer so that corrective don't investigate properly," said tigate, even though the ship was Varras said the mcident il­ peol)le ,lost their lives arid their action would occur and sub­ lustrates how easily ^atal acci­ beyond U.S. territorial waters dreams because of the reprehen­ sequent reviews be made. | dents aboard flag-of-cdnvenience when the crew realized the sible disregard for hum^n safety^ „ • Classification sociefies vessels can avoid legal scrutiny. second mate was missing." (The by shipowners and an afso^ist is 'shoiild have only one unc6m"There should have been a Coasti Gujard had no jurisdiction promised master and one source an unspeakable tragedy. professional inv^st^gatipn," he to investigate the incident.) That courts in the United of funding—either the nation of said. He also noted that rej^reThe officer, Pinakin Mody, States and Denmark have had so ship registry or perhaps the in­ was relieved of his watch at about sentatives from the Protection surance industry, but certainly much trouble attributing criminal 4 a.m. by the chief mate, just as and Indemnity Club, which repre­ and civil accountability to the not the shipowner. the ship was entering a stonu. sents the ship's underwriters, • The inspection and survey shipowners borders on the Mody never was seen again. boarded the vessel as soon as it Jl'l of passenger ships should be in­ bizarre. When Mody did not report for his arrived in New York anchorage itiated by the inspecting agency at nexf assignment about eight and proceeded to conduct an unf\ That countries allow the ship­ times of its choicey not Just when hours later, he was discovered supervised investigation to ping industry to evade its share of the ship's master or owner ex­ missing. A futile search of the protect the shipowners' interests. responsibility for maintaining tends an invitation. Moreover, when Varras, at the vessel ensued. safe passagf;, and that some na­ • A risk-rating "seaworthi­ According to written state­ request of an Indian seamen's \tions earn ijevenue by perpetuat­ ness" system with comparative ments from various crewmem­ union, went to the vessel, the of­ ing loopholes in ship-safety ratings for each vessel, should be ITF Inspector Spiro Varras (left) bers, Mody's recent behavior and ficers and crew were reluctant to regulation, are causes for an-^ a matter of public record. guish. • Ship sales should not be meets with Rupam Mody, brother the condition of his cabin indicate answer questions. Instead, they that suicide is extremely unlikely. offered written statements. \ The International Maritime governed by the rule of caveat of the missing officer. •m • •' • '• '• 1' Bahamian Government Authorities Fail To Gonduct Proper Investigation In Officer's Disappearance, Charges IFF W \ • /i v' ; /; .. S i • ... ' • 'v - �10 FERRUARY1993 SEAFARERS LOG Trainins Expands on Riverboats Lundeberg School Enhances On-Site j^' i ., 5.^ '.' In 1990, when the Seafarers •Harry Lundeberg School of Seamanship first brought its com­ prehensive safety training pro­ gram to the SlU-crewed . overnight passenger boats Delta Queen and Mississippi Queen, in­ structors John Smith and Byran Cummings spent most of their time meticulously covering the basics of CPR and first aid, firefighting and damage control. In 1992, more than 300 Seafarers who have crewed the Delta Queen and Mississippi Queen received not only refresher courses, but also additional ad­ vanced training. And for this year, Cummings and Smith plan to continue furthering the training aboard America's two most famous riverboats. Last year. Smith conducted his usual trio of week-long classes aboard the Delta Queen while Cummings did the same aboard the Mississippi Queen. The in­ structors will go again this year, beginning this month with Smith aboard the Delta Queen. Seafarers will receive a total of anywhere from 15 to 120 hours of instruction, including hands-on training. (The emergency squads, comprised of the master, two ^ots, chief mate, third mate and deck crew, receive about 40 hours of training per week. The rest of the hotel staff receives about five per week.) "Both of these vessels are family-oriented, and sometimes they might be five or six hours from the nearest doctor," said Part of firefighting training includes a day ashore so crewmembers have a chance to work with various hose lines. "We have to expand each year so we're not redundant," ex­ plained Cummings who, like Smith, has years of experience as a firefighter and paramedic; "There's not that much turnover in the deck and engine depart­ ments on these boats, so we're stressing continuing education, building on programs." Cummings. "So the crew has to be able to handle any situation." 'Man Overboard' Course cover ruptures in various parts of the boats' hulls. During those ex­ ercises, Seafarers had to calculate how many gallons of water would be taken aboard, based on the size and location of the rupture or rup­ tures. The first aid and CPR segment included certification or "recertification of crewmembers. ' As usual. Smith and Cum­ mings provided training throughout the day and evening, interspersed between regular crew duties and various shifts. "You catch crewmembers around the clock," Cummings said. "We're taking time out of their schedules, so we have to be avail­ Seafarers get plenty of hands-on training in CPR, first aid, damage control and firefighting, as this porter on the hotel staff demonstrates. able whenever they are." Even Better in '93 Cummings and Smith each year have been received warmly by the crewmembers aboard the Delta Queen and Mississippi Queen. "We're like family now," Cummings said. "They are ap­ preciative, efficient and eager to learn more. They know that this training makes thern better and better at their jobs." David Kish, vice president for the Delta Queen Steamboat Com­ pany, reiterated Cummings' remarks. "The instructors have built a personal relationship with the crewmembers. [Cummings and Smith] also know more about the vessels each time they teach Lundeberg School Instructor Byran Cummings (left) explains proper use of breathing apparatus to Carl Koen (center), Robert Pou (right) here," he noted. and Greg Hawkins (with back to camera). "We have been very pleased with the classes taught. Tliey get programs on both vessels, Kish tough," noted Cummings, who better every year because the added. pointed out that many untrained school provides quality training This year, members will leam people may hesitate to perform and education that is up to date. CPR not only for adults, but also CPR on an infant simply be­ Thanks to this program, we have for infants and children. "The cause they are afraid of causing been able to start new safety psychology of infant CPR can be injury. The training last year included a surprise "man overboard" drill (a dummy was used) on the Mis­ sissippi Queen. With the approval of the company and the boat's master, Cummings checked river traffic and then tossed the dummy into the water. He was pleased that the crew reacted very quickly from the time they were alerted to recover what they eventually realized was a stuffed uniform. Other training on both boats included drills with a non-toxic smoke generator which simulates conditions of a shipboard fire. Also during firefighting training. Seafarers spent time ashore workr ing with various hose lines and other equipment. During the damage control week, SIU members drew a com­ plete "pre-plan" of their respec­ tive vessels. The pre-plan marks the exact locations of all cabins, fire-main systems, radios and es­ cape hatches and routes. Aboard the Delta Queen, Joseph Serpas, Mike Williams, Johnny Crewmember emerges from The members also practiced Speed, Gerald Henderson, Michael Ward and Willie Allen construct smoke-filled hold with breathing Rescue of the dummy in the manmaking patches which would a patch for the hpll. apparatus in place. overboard drill took little time. From left, SIU members William Freitas, Man/in Joy and Rob McLemore practice adult, infant and child CPR- A dummy was used for the surprise man-overboard drill. 4 ••J. ^ •• • -V •;/ -i • ' ^ •• ... ' : , ••• ' . v •' , �• •\;,v -rM. SEAFARERS LOG FEBRUAltY1993 11 .•i •/ • \:.''y'.--. l' .<, V St. Clair, others Complete Busy Year on the Lakes J'. ... .. .'> ..* . ., ... .„. '•:' t.v: '•'..• s....,..,. / QMED Edward Elder makes sure all opera­ tions are running smoothly in the engineroom. n' Watching loading operations , on the deck is 23-year SIU mernber AB/Wheelsman John B. Church. ' m ..' When the SIU members aboard the St. Clair signed off for the last time in December, they had com­ pleted another busy sailing season on the Great Lakes. The crew, led by Bosun John Sellers, carried nearly 2.2 million tons of cargo with most of it coming in the form of coal. The ship hauled almost 1.9 million tons of coal to Detroit Edison power plants along the eastern shore of Michigan. Sellers, who has been sailing since 1960, stated the crew did another excellent job this year on the American Steamship Company selfunloader. One of the highlights of 1992 came when the 770-foot vessel successfully entered the dock at Calcite, Mich, to load stone. The St. Clair became one of the largest ves­ sels to enter and load at that location. Overall, the sailing season on the Lakes came lU to an JUaKeS cailic an end in the middle of January. Preliminary totals, as ac­ cumulated by the Lakes Gamers Association, showed ah increase in total cargo carried by U.S.-flag ves­ sels on the Lakes of 1.7 percent above the 1991 totals. A total of 105.7 million tons of cargo were car­ ried during 1992. The breakdown includes 56.6 million tons of iron ore (an increase of 3.1 percent above 1991), 18.8 nullion tons of coal (almost even with the 1991 figure), 3.3 million tons of cement (up 7.1 percent) and 1.1 mil­ lion tons of grain (up 5.7 percent). Among the cargo totals that decreased in 1992 were limestone, gypsum, sand and liquid bulk. Fitout for the 1993 sailing season is expected to begin in late March and continue into April. MM . -v' ' V4 v> S' • iis^- I-.' Operating the lift on the ship's bow is Bosun John Sellers. RIGHT AB/Watchman Con * Gleason drives the hatch cover on the deck of the St. Clair. ,jy." * •M' • fc •.'I- ^ i'bte .J .^1 �12 SEAFARERS LOG FERRUARY1993 MxxrmeLnsk.—^2: THE DIARY OF WILLIAM D. HENDERSON 1 was in the shower when the seen leaving the docks down at Murmansk as they always do alarm was sounded aboard ship. when the alarm sounds, and head Washed off soap and was strug­ gling into my pants when the out into the stream. 1 had carried my plate from the )ombs began to whistle. 1 threw supper table aft to the poop deck myself down onto my bunk so when the guns ashore and on the that, should the ship be struck, the Russian destroyer ahead of us concussion and rebound would opened up. Then our machine not be so apt to throw me about. ' The Nazi's and Russians guns began to fire. The Germans came in across the hills above fought a long dogfight very high town, swooped a couple of above us for half an hour. Air raid at 6:20 p.m. Just one hundred yards aft of us from the starboard side, and dropped load plane came over at a very high after load of bombs on the Empire altitude—probably to take pic­ Starlight lying about four ships' tures. Heavy shrapnel barrage. 1 had grabbed a few bites of supper lengths upstream from us. I can't remember what the Ger­ from the deserted table and was man planes were (though some of back finishing washing my socks the boys say there were eight or 10 when it came this time. Seafarer William Henderson met Wymond in Rotterdam, Holland on in number and of both one- and [Diary interrupted for two December 20,1947, the day this photo was snapped. They were married two-motored types), but 1 remem­ weeks while ashore—without four months later in Rotterdam. Two of their sons are now seafarers. ber the little seed-like black leave—in Murmansk.] June 8. Got aboard Russian tug of a boiler and went out through between the anchor paw and the bombs as they left the planes and to return to ship at 7:00 a.m. in grew with awful rapidity, like a the bottom of the ship, apparently anchor windlass. company of White, Walker, Waldrop of water falling toward your Three Russian tugs came along without exploding, leaving a hole the starboard side. One made fast face as they hurtled earthward. lis, the chief engineer, the third somewhat larger. There was no one below at the there; one took a bow tow-line, First they lay in a neat little line mate, Tully. These last two had like peas when you pop open a been instructed by Naval attach^ time. The water came in rapidly. and one went back. We were moved up the Kola pod. When they hit the water, they to round up those of lis ashore and When the watertender went below, he found water up to the Inlet to a shallow spot several seemed very large and threw up a tell us to go back aboard. We got aboard at 10:00 a.m. floor plates. He closed the water­ miles above town where several geyser of water. This time the toads of bombs each contained The chief mate told the bosun we tight door into the shaft alley and wrecks already were beached. A salvage tug tied up on the some small ones with one or two could turn to if we wanted to, but came Up. The orders were called aft to port side after the sloop had cast much larger. They fell all around that he would tog us for the entire the Empire Starlight, aft, forward day anyhow. We didn't turn to. make the lifeboats ready for off. June 9. Turned to for first time This was about 3:00 a.m., and and on each side. lowering. since Wednesday, May 27, when All hands threw a few items in the merged sunrise and sunset that How Can They Miss? Parti about 8:00 in the evening. Walker, had glowed crimson and lovely their suitcases and streamed up to 1 just can't understand how, May 12. Ten minutes after the the boat deck. over the snow all night was still when the planes swooped so tow, White, Kostigan, Bill (the wiper). mate had ordered the men below The smooth water of the nar­ tinted with color though the they could miss. It may be that Sparks and I got aboard a Russian into the lower hold, the thread-like row inlet, carrying her proud but daylight was getting stronger. workboat and went ashore. On some of them may have struck her, white trails of planes flying at high somewhat ineffectual flotilla of No orders were being given, for 1 remember that when we were May 28 1 went to the Maritime altitudes were observed approach­ warships and armored merchant and things seemed at a standstill, Commission representative here hit a week or more ago, we did not in Murmansk, Mr. (or Capt.) Pear­ ing. Our gun crew rushed to their men, and the narrow, snow- so 1 turned in. know it 'til the water started to rise stations. The planes circled, dived molded hills, all looked good May 17. Air raids at 6:00 and in the engineroom. It is strange sons, and complained that the and attacked the Yaka, a tanker on when one's ship was sinking. 10:00 a.m. No alarm on the last that none were dropped at us, but crew of the Yam was not being one side, and a freighter on the giveii reasonable consideration by 1 threw off the turns on the one. Was awakened by diving other. No ships were struck, but forward fall of #4 boat and waited, planes and the whistle of bombs. now that they are singling out cer­ the Master when, after remaining three huge bombs fell so close to under the third mate's command, Bombs fell between us and the tain ships, our turn will undoubthe Yaka that water drenched the to lower away. shore in two groups, but apparent­ decks and the ship jumped and The captain called to the ly were not aimed at us. There shook 'til men were thrown off nearest British sloop to order a tug followed the sounds of shooting their feet. Minor damage was done for us. She replied on her address and zooming in the clouds above, to the ship by the concussion, in­ system that she would do so. where a dogfight was in progress. cluding several broken lines in the The captain then ordered us A Russian Hurricane plane came engineroom, and the galley stove forward to break out two manila spinning down directly over us. It was damaged. A huge screen from hawser lines for towing, it being seemed that it would hit the poop the engineroom ventilator was apparent that we would not go deck, and many of us ran forward hurled to the hatch below. into the after well deck. The huge four-motored bom­ down immediately. The deck engineer was already As it struck the water aft of us bers (there were several of them) then fled. Our machine guns working on the pin in the anchor in a slow, flat spin, the pilot ceased firing. The Russian fighter chain shackle, trying to loosen it seemed to be standing up in his planes filled the air. All hands, in for easting off (as there was, of cockpit. Later, when his body was no steam for raising the brought up, it was found that he life preservers, stood about watch­ course, anchor). had been shot between the eyes. ing the planes. May 18. Air raid at 11:20 a.m. Saving the Ship May 15. Yaka struck in en­ Shrapnel barrage put up around gineroom by bomb today. The air Soon the British sloop Husser town. Many planes in air. Dog­ raid alarm commenced about 5:15 (J82) came along the port side, put fights over town. No bombs p.m. A wave of about five four- lines aboard fore and aft, took a motored Nazi bombers came over couple of manila lines aft, and dropped. Could see nothing about 6:00 p.m. and dropped very made ready to give a side tow. At decisive, but one Russian fighter large bombs that fell close off the the same time, she inserted a hose went in low, smoking. Air raids at starboard side; also near a British into the hold above the waterline 12:30, 1:05, 2:50 and 4:10 p.m. freighter lying after and starboard and commenced pumping water Bombs dropped from consider­ Although Ben Henderson was on|y four months old and George only two of us, and a British sloop to port. out of the engineroom, which by able height without diving. They years old when their father, the author of the diary appearing on this page, No hits. Tremendous concus­ then had filled to the level of the struck the edge of town, the other died, both have followed in his footsteps by choosing a career in the SIU. sion. They came back about 7:10 second grating down from the side of a long line of low hills that tedly come. Air raid at 6:25 p.m. aboard for one month while the rise from the edge of the inlet here. p.m. dropping sticks of about nine level of the after well deck. May 27. Air raid at 1:30 p.m. No ship lay at anchor in the harbor of Air raids at 7:20,10:10 and 11:45 small bombs. Most of them fell to An officer and a number of German planes observed, but Murmansk, he still refused to starboard again, but one apparent­ men came aboard and directed the p.m. shooting heard in distance. Raid grant shore leave. 1 also requested May 19. 10:00 a.m. air raid. ly entered our port side a little cutting of the anchor chain which lasted 'til 2:45 p.m. Clear weather that gas masks be provided the crew, Shrapnel barrage put up. Enemy above the water line amidships, was finally sawed with hacksaws all morning, but high clouds cover if possible, as most other ships were planes sighted. Plane shot down leaving a jagged hole about 18 until nearly off, then broken with . the sky now. so provided and as all Russian inches across. It tore off a corner a wedge and hammer. It was cut about 10:35 a.m., crashing into Air raid at 5:05 p.m. Bombers civilians were carrying them. hill. 12:30 p.m. air raid. Enemy He replied that as to shore bombers came in high, leaving dove in about three minutes after white trails and dropped bombs the siren alarm was heard going up leave, tugs were veiy hard to get, somewhere over hills" in Finnish town. There were one- and two- so that it would be difficult to ar­ motored (perhaps some four- range for transportation to and direction. 11:00 p.m. air raid. May 25. Overcast 'til noon. motored, too) jobs. Probably from the boat while ship was at Clear and warm all afternoon. Air about seven or eight of them came anchor (this, despite the fact that Russian workmen were commut­ raid 5:30 p.m. Dropped bombs at down from a high altitude. They dropped tremendously ing to and from the ship every day 8:00 p.m. in inlet about a quarter mile upstream from us. Apparent­ large bombs. One group nearly working on the boilers), but that ly, two Germans let bombs go struck a tug that happened to be he would endeavor to arrange for when attacked by Russians. passing. Another group fell on the shore leave when the ship went starboard sidepretty well forward. into drydock, where he expected Heavy shrapnel barrage sent up. May 26. Clear and warm with Two groups of^bombs fell aft of us her to go shortly. As to gas masks, he said it was low cumulus clouds occasionally between us and the Empire Star­ light. The ship jumped and shook, impossible to obtain them here. 1 closing in qverhead. but not as violently as during the told him that 1 had understood from Air raids at 2:10 and 9:20 a.m. raid when we were struck at the Russians with whom 1 had talked Siren did not go up town 'til after other anchorage. that they could be obtained. He said Shooting had' commenced up the Shrapnel barrage was put up all that if 1 found a supply, to let him inlet ahead of us. around us. Guns shooting like know. 1 asked him if he would have Just four months after this family picture was taken, Brother Henderson Shrapnel barrage. Air raids at mad. Our machine guns among the ship pay for any that 1 might buy died in an automobile accident in Portland, Ore. From the left are William; 1:00 and 5:15 p.m. Siren went up them. nwself. He said he thought that his his wife, Wymond; Ben, 3 days old; George, 2; and John, 3V2. town. The little towboats could be How can they miss so often? office would pay. With all the current recognitiori being given by the Russian republic to U.S. merchant mariners who sailed in the Mur­ mansk Run during World War II, the Seafarers LOG is pleased to have received a copy of the diary of a Seafarer who was part of this vUal supply run. Seafarer William D. Henderson chronicled his thoughts and experiences during the Murmansk Run. Although he died in 1959, Henderson 's sailing tradition lives on. Of his three sons, John, 38, the eldest, works in the field of computers; the other two, Beni 33, and George, 35, are members of the SIU. Ben Henderson sails aboard the USNS Harkness as chief steward. George, who provided the LOG with this material, joined the SIU in 1989. He sails in the engine department and currently is attending the QMED upgrading course at Piney Point. He was only two years old when his father died. William Henderson's wife, Wymond, resides in Oregon. What follows is Part I of Henderson's narrative of the SS Yaka's voyage to Murmansk, Rus­ sia in 1942. The remaining part of Brother Henderson's diary will appear in future issues of the �\,• . ': <:' .• :'"•- - -; •' FEBRUARY 1993 SeAFARERSLOG 13 STATE: TAXES NOT WITHHELD F •r OR SEAMEN, the tax filing process can become extremely complicated. The nature of Seafaring work raises many issues at tax time that most shoreside workers do not have to consider.. Among the concerns raised by seamen interviewed by the Seafarers LOG were questions of claiming a residence for purposes of filing state tax returns and the issue of what is considered a work-related tax deductible expense. In preparing this guide of t?ix tips for seamen, the staff of the LOG, working with a certified public accountant familiar with the maritime industry, has attempted to gather information that addresses the concerns of Seafarers. FOR MORE INFORMATION General Information: 1-800-829-1040 can be called for general information. IRS staff answer questions from 8:00 a.m. to 4:15 p.m. Monday through Friday. Publications: 1-800-829-3676 operators will take or­ ders for publications. "#553 Highlights of 1992 Tax Changes" and "#552 Record Keeping for Individuals" are two publications that many people find especially useful. Walk-In Help: IRS representatives are available in many IRS offices around the country to help with tax questions that cannot be answered easily by telephone. To find the location of an IRS office, look in the phone book under "United States Government, Internal Revenue Service." Telephone Help: IRS representatives are available to help with tax questions. If needed, call the IRS using the toll-free number listed in the telephone directory. Send IRS Written Questions: Written questions regarding the tax returns can be sent directly to an IRS District Director. Include a social security number with the letter. INFORMATION BY PHONE The IRS is prepared to answer questions by phone. Through the agency's tax-payer information service, publications covering all aspects of tax-filing can be ordered. The "Tele-Tax" Service has recorded tax information covering more than 140 topics. 1-800-829-4477 is the IRS's 24-hour automated "Tele-Tax" system. When call­ ing from a touch tone phone, the "#" sign will repeat the topic and the will stop the message. To listen to a directory of topics after the introductory message finishes, dial 323. This telephone service is available from 7:00 a.m. until 11:30 a.m. when calling from a touch tone phone. Rotary dial phone users can call the service between 8:00 a.m. and 4:15 p.m. ' fv '• " I'''"- • a».1M mm MJQB xjipo 3Rjm M.MD M.4M |0.4aD 30MR 9Q.4M MMR VJW JCJfO 3433 • 9047 S.991 9 67S o.m 5.701 snr 4731 1745 i.m xmo m.'m 303m 3tno 3o.m woo ilSSSS jidat 3I QM 31 IflD 31 tpo !«.nQ i«2V} ISJOO It.MQ •.MO l«.4» U«00 VMM t«.4» te.MO iaaoo IOJM ja.W k.iio ^.800 Mt.M0 M.MO <ft.Ddo it.roo t«7M» itjtoo i*.«M I4.SOO te.MO >7.000 i17,00a 31.000 91.100 M.tM sijn 31 XB 37.730 31 m 3I.30B 31300 31300 )i.pO 31.400 • 31400 3>;AM 31,490 37,900 3X300 3f.«M IIJOO 4.787 4B0i 5914 4*» 4449 5-M7 9«7> >885^ -..my 43t1 ioil 4Mi 48S4 im 3307 4.011 6074 • OM . 6053 31.000 3I M0 • 007 • 0«l 3t.«0 3>.T80 31.700 91.790 • OK Sl.rtO 31400 4 too 31.000 3*300 B.t«' 31490 31300 31.000 ii.om 3i.0»0 U3O0 32.000 V The law prohibits employers from withholding state and local taxes from the wages of seamen working aboard U.S.-flag ships. Specifically, the law [46 USCA 11108(11)] provides •that "no part of the wages due or accruing to a master, officer or any other seaman who is a member of the crew on a vessel engaged in the foreign, coastwise, intercoastal, interstate or noncontiguous trade shall be withheld pursuant to the provisions of the tax laws of any state, territory, possession or commonwealth, or a subdivision' of any of them, but nothing in this section shall prohibit any such withholding of the wages of any seaman who is employed in the coastwise trade between ports in the same state if such withholding is pursuant to a voluntary agreement between such seaman and his employer." The law, however, does not exempt seamen from paying state and local taxes. A seaman, just like any other citizen of any given state, must meet his or her obligations to the government of the area in which he or she lives. Each state has a set of criteria to determine whether an individual is a resident of that state. A seaman should check with a state tax office if he or she is unsure as to his residency status. For example, in California during the early 1970s, a case before the California State Board of Equalization stated that a merchant seaman—despite the fact that he was on a ship for 210 days of the year—was a resident of the state for tax purposes. The board took into considera­ tion the fact that the seaman owned a home in California and maintained a bank account in a California-based bank. Additionally, each state has established conditions under which non-residents of that state must pay a portion of state tax if such an individual earned income from a source based in that state. Many states allow a credit in the amount an individual must pay the state if that person has already paid taxes in another state. In this supplement are two charts for seamen to use if questions arise on residency and state tax issues. The first is a list of phone numbers of state tax boards and offices to call for more information . The second provides infor­ mation on what each state consideres to be tajtable in­ come for residents and non-residents. The chart indicates that seven states do not require state taxes to be paid of its residents and three states limit state taxes to profits earned form investments but do not consider wages sub­ ject to taxation. : '> •' - 7^ t : , VV-:« U.<XB M4M A'' 'f— • • * ' >* rvi: i PREPARING A RETURN Step 1. Get all records together. • Income Records. These include any Forms W-2, W-2G and 1099. • Itemized deductions and Tax Credits. • Medical and dental payment records. Real estate and personal property tax receipts. • Interest payments records for items such as a home mortgage or home equity loan. • Records of payments for child care so an individual could work. Step 2. Get any forms, schedules or publications neces­ sary to assist in filing the return. IRS Publication 17 entitled "Your Federal Income Tax for Use in Preparing 1992 Returns" is the most comprehensive guide the agen­ cy has issued this year. Most IRS offices and many local banks, post offices and libraries have publications designed to provide individuals with information on cor­ rectly filing tax returns. Step 3. Fill in the return. Step 4. Check the return to make sure it is correct. Step 5. Sign and date the return. Form 1040 is not con­ sidered a valid return unless signed. A spouse must also sign if it is a joint return. Step 6. Attach all required forms and schedules. Attach the first copy of Copy B of Forms W-2, W-2Gand 1099R to the front of the Form 1040. Attach all other schedules and forms behind Form 1040 ip order of the attachment sequence number. If tax is owed, attach the payment to the front of Form 1040. OVERSEAS? Should a seaman find himself or herself overseas and seeking IRS forms or IRS assistance, U.S. embassies and consulates are equipped to provide some taxpayer-re­ lated services. At a minimum, IRS forms are available at all U.S. embassies and consulates. The U.S. embassies and consulates located in the following cities can provide IRS assistance: Bonn, Germany; Caracas, Venezuela; London, England; Mexico City, Mexico; Nassau, Bahamas; Ottawa, Canada; Paris, France; Riyadh, Saudi Arabia; Rome, Italy; Sao Paulo, Brazil; Sydney, Australia; and Tokyo, Japan. -x". STANDARD DEDUCTION This is the standard deduction chart for most people. It should not be used if taxpayer is 65 or older or blind or if a dependent. Filing Status Standard Deduction Sifigle $3,600 Married filing joint return or Qualifying widow(er) with dependent children . . $6,000 Married filing separate return $3,000 Head of household . . . . . . $5{250 J.'- .'• ; .; . -•Sl. �\ J-?. v-VJ • . ''r ' . ••. -C • i ?.--V i'-' '.-, •'f'r- "l : "v.:,' '' ' FEBRUARY 1993 SEEAFAREifS LOG DEDUCTIONS, W-2'S AND OTHER INFORMATION '.'v..-'' • *:.v •. l' Employer W'2's: Employers are required to mail W-2 forms to employees by January 31. If an individual believes he or she is missing W-2's, contact the employer. For seamen who have ever used a union hall as a return address, check with the SIU port agent to determine if a W-2 has been sent to that address. Seafarers Vacation Plan W-2's: If a Seafarer has received monies from the SIU Vacation Plan, he or she should receive a W-2 from that fund. Seafarers who have received SYP monies but who have not received a W-2 from the plan should contact their union hall or call Andy Marmo at the SYP office in Camp Springs, Md.: (301) 899-0675. Increased Peductions: The deduction for each ex­ emption—for the individual, his or her spouse and de­ pendents has increased to $2,300 per person. Standard Deducation Has Increased: The standard deduction has increased for most people. Because of this increase, it may be to an individual's benefit to take the standard deduction this year even if that person has itemized deductions in the past. Personal Interest Deducations: For 1992, personal interest cannot be deducted. Personal interest includes interest on car loans, credit cards and personal loans. Interest on Secured I^ans Deductible: Interest paid on mortgages or secured loans is 100 percent deductible. Union Dues Deduction: Union dues are only deduct­ ible if they exceed 2 percent of gross income. If they do, only the portion over the 2 percent is deductible. SPAD contributions have never been deductible. Deducting Work-Related Expenses: Expenses as­ sociated with a seaman's work, may be considered tax deductible. However, no expense can be deducted for which a seaman has been reimbursed by the employer. Travel to the union hall to register or travel to the union's designated medical facility to take the required physical and drug tests are examples of expenses which are workrelated but not reimbursed by the company. Members of the galley crew may deduct the costs of knives and other equipment they personally own but use when on a ship performing their work duties. The purchase of work-re­ lated clothing and other gear, as long as it is truly for work and not paid for by the employer, are likely to be'considered tax-deductible. Deducting Work-Related Car Expenses: Use of a personally-owned automobile in work-related travel can result in deductible expenses. Two methods can be used to compute automobile expenses—either listing a stand­ ard mileage rate or determining actual cost. On the tax return due April 15 of this yesr, the IRS is accepting a standard mileage rate of 28 cents per mile. Parking fees and tolls can be added when using the standard mileage rate. If using actual expenses, information must be avail­ able on all operating-related costs for the vehicle, includ­ ing interest, insurance, taxes, licenses, maintenance, repairs, depreciation, gas, oil, tolls and parking. In either the standard mileage rate or the actual cost method of determining car expenses, accurate records should be kept. The IRS recommends keeping a log book or diary listing all expenses related to travel. Only work-related expenses not reimbursed by an employer can be claimed. Deducting Work-Related Meals When Traveling: Workers in transportation are allowed a special rate on the meal allowance of $30 per day. Otherwise the IRS standard meal allowance is generally $26. In some loca­ tions it is $34, and in Hawaii and Alaska it is computed differently. Travel expenses, including meals, can only be deducted if directly related to one's work and if they have not been reimbursed from any other source. Umit on Itemized Deductions: Beginning in 1992, itemized deductions may be limited for an individual earning more than $105,250 of federal adjusted gross income (or $52,625 if married and filing separately). Keeping Records: Keep records of income, deduc­ tions and credits shown on the tax return, as well as any worksheets used to figure them, until the statute of limita­ tions runs out for that return, usually 3 years from the date the return was due or filed, or 2 years from the date the tax was paid, whichever is later. However, it is recommended that all records be kept for about 6 years. Fast Refund: If a tax refund is expected for 1992, instead of mailing the return to the Internal Revenue Service, it can be filed electronically. When filed electronically, a refund will be received in about 3 weeks, or in 2 weeks if it is deposited directly into a savings or checking account. For a charge, many professional tax return preparers offer electronic filing in addition to their return preparation services. If an individual prepared his or her own return, a preparer or transmitter in their area can file the return electronically. For a list of who can file a tax return electronically in any given area, call the IRS toll-free number, 1 (800) 829-1040, and ask for the Electronic Filing Office. Dependent's Social Security Number: If an in- dividual claims an exemption for a dependent who is at least 1 year old by December 31, 1992, he must list the dependent's social security number on Form 1040 or Form 1040A. A social security number requirement ap­ plies to all dependents (not just children) claimed on the tax return who are at least 1 year old. • Gift to Reduce the Public Debt: An individual may make a gift to reduce the public debt. To do so, enclose a separate check with the income tax return. Make it payable to "Bureau of the Public Debt." Do not add it to any tax owed. Change of Address: If an individual has changed his or her address fro the one listed on that person's last tax return, IRS Forrti 8822 should be filled out and filed with the agency. • Education Savings Bond Program:All or part of the interest for certain U.S. savings bonds can be excluded from income if one pays qualified higher education expenses during the year he redeems the bonds. Death of a Taxpayer: If a taxpayer died before filing a required return for 1992, the taxpayer's personal rep­ resentative (and spouse,in the case of a joint return) must file and sign the return for that person. A personal repre­ sentative can be an executor, administrator or anyone who is in charge of the taxpayer's property. Rounding Off to Whole Dollars: Cents may be rounded off to the nearest whole dollar on the tax return and schedules. To do so, raise amounts from 50 to 99 cents to the next dollar. For example, $1.39 becomes $1 and $2.50 becomes $3. Unemployment Compensation: Unemployment compensation (insurance) is fully taxable. By January 31,1993, an individual who has received unemployment compensation should receive a Form 1099-G showing the total unemployment compensation paid during 1992, Use line 20 on the tax return to report unemployment compensation. Earned Income Credit: To qualify for the earned income credit, families must have an income of less than $22,370 and have at least one child living with them. The maximum credit for families with one child is $1,324. Families with 2 or more children may receive up to $1,384. With a child bom in 1992, the family may qualify for an additional $376 credit and if the family paid for part of the premiums for a health insurance policy cover­ ing a child, an additional credit of $451 may be due. To apply for the eamed income credit, a family must file using Form 1040 or 1040A, but not 1040EZ, and attach IRS Schedule EIC. SOFMEItSLOG FEBRUARY 1993 STATE MAILING ADDRESS (address written Inquiries to'Taxpayer Information") LOCAL NUMBER TOLL FREE NUMBER NON-REPORTED INCOME FILING AN EXTENSION In addition to wages, salaries, tips, unemployment compensation, capital gains, dividend payments and other income listed on the federal tax retum, the following kinds of income must be reported. • Jones Act settlements for lost wages. • Amounts received in place of wages from accident and health plans (including sick pay and disability pensions) if employer paid for the policy. • Life insurance proceeds from a policy cashed in if the proceeds are more than the premium paid. • Profits from corporations, partnerships, estates and trusts. • Endowments. • Original Issue Discount. • Distributions from SEPs and DECs. • Bartering income (fair-market value of goods or services received in retum for services). • Tier 2 and supplemental annuities under the Railroad Retirement Act. • Lump-sum distributions. • • Gains from the sale or exchange (including barter) of real estate, securities, coins, gold, silver, gems or other property (capital gains). • Accumulation distributions from trusts. • Prizes and awards (contests, raffles, lottery and gam­ bling winnings). • Eamed income from sources outside the United States. • Director's fees. • Fees received as an executor or administrator of an estate. • Embezzled or other illegal income. The following kinds of income do not need to be reported on the federal tax retum: • Benefits from govemment welfare programs. • Jones Act settlements for injuries, pain, suffering, medical costs. • Maintenance and Cure. • Workers' compensation benefits, insurance damages, etc^r injury or sickness. • Disabilky-r^irement payments (and other benefits) paid by the Yeterans'Administration. • Child support. • Gifts, money or other property inherited or willed. • Dividends on veterans'life insurance. • Life insurance proceeds received because of a person's death. • Amounts received from insurance because of loss of the use of a home due to fire or other casualty to the extent the amounts were more than the cost of normal expenses while living in the home. • Certain amounts received as a scholarship. IRS Form 4868 can be used to ask for a fourtnonth extension to file IRS Form 1040A or Form 1040. An individual requesting an extension is under no obligation to explain why the additional time is needed. Filing of the form gives an individual until August 16,1993 to file his or her 1992 federal tax return. The IRS will contact the individual directly only if the request for an extension is denied. To be able to extend the period of time in which one can file his or her tax retum, that individual must correctly fill out Form 4868 and pay all of the tax monies due (as noted on line 6 of the form). If the filing of Form 4868 and the subsequent four-month extension to file does not provide the individual with enough time, he or she can then file Form 2688, known as "Application for Additional Extension of Time to File U.S. Individual Income Tax Retum." Another option open to the person seeking more time in which to file is to write a letter to the IRS stating the reason the extension is neces­ sary and mailing it to the correct IRS location (see "Where to File" in this supplement). An individual seeking an extension is advised by the IRS to file Form 4868 before filing Form 2688. To obtain a copy of Form 4868, an individual can call the agency's toll free number which is dedicated to tax form requests. That number is 1 (800) 8293676. Also, Form 4868 is available from all main IRS branch offices. If a Seafarer finds himself or herself overseas, he or she can obtain the form from any U.S. embassy or consulate. It is important to bear in mind that the filing of Form 4868 requesting an extension does not get one off the hook fromhaving to pay any taxes due. Form 4868, when sent in, must be accompanied by all tax monies due the U.S. govemment from the individual filing the extension. The deadline for filing the form and the taxes due is April 15. Deadline for ALABAMA Taxpayer's Assistance, P.O. Box 327410, Montgomery, AL 36132-7410 ALASKA Department of Revenue, Juneau, AK 99811-0400 ARIZONA Department of Revenue, P.O. Box 29086, Phoenix, AZ 85038-9086 .. i •• • • • K• (205) 242-1000 (907) 465-2320 (602) 255-3381 (800)352-4090 Phoenix (602)628-8421 "Tucson Tax Administrator, P.O. Box 3628, Little Rock, AR 72203-3628 (501)682-1100 (800)882-9275 Taxpayer Information, P.O. Box 942840, Sacramento, CA 94240-0040 (916)854-6500 (800)852-5711 Taxpayer's Assistance, 1375 Sherman St., Denver, CO 80261 (303)534-1209 Taxpayer's Assistance, 92 Farmington Ave., Hartford, CT 06105 (203)566-7033 (800)382^9463 Taxpayer's Assistance, Ninth and French Streets, Wilmington, DE 19801 (302)577-3746 (800)292-7826 Taxpayer's Assistance, 300 Indiana Avenue, NW, Washington, DC 20001 (202)727-6103 Department of Revenue, Carlton Bldg., Tallahassee, FL 32.399-0135 (904)488-6800 (800)226-3411 Revenue Information, P.O. Box 38007, Atlanta, OA 30334 (404)656-6286 (800)338-2389 Department of Taxation, P.O. Box .35.59, Honolulu, HI 96811-.3559 (808)587-6515 (8(K))222 .3229 Tax Commission, P.O. Box 56, Boise, ID 83756-0201 (208)334-3660 Tax Infomiation, P.O. Box 19044, Springfield, IL 62794-9044 (217)782-3336 (8fXl)732-8866 Taxpayer Information, 100 N. Senate Ave., Rm. 209, Indianapolis, IN 46204-2253 (317)232-2240 (800)382-4646 Taxpayer Services, Hoover State Office Bldg., Des Moines, lA 50319-0120 (515)281-3114 (800)367-3388 DepartmentofRevenue, P.O. Box 12001, Topeka,KS 66612-2001 (913)296-0222 Revenue Cabinet, Capitol Annex Bldg., Frankfort, KY 40620 (502)564-4580 Taxpayer Information, P.O. Box 3440, Baton Rouge, LA 7082.3-0001 (504)925-4611 Bureau of Taxation, State Office Bldg, August, ME 04.332-1067 (207)626-8475 (800)452-1983 Comptroller of the Treasury, Income Tax Division, Annapolis, MD 21411-0001 (301)974-3981 (800)638-2937 Massachusetts Dept. of Revenue, P.O. Box 7071, Boston, MA 02204 (617)727-4545 (800)392-6089 Taxpayer Information, Treasury Bldg., 430 Allegan St., Lansing, MI 48922 (517)373-2873 (800)4&7-7000 Deptartment of Revenue, Taxpayer Information, St. Paul, MN 55146-4450 (612)296-3781 (80())652-9094 Use this address: ...IRS Atlanta, GA 39901 " New Jersey, New York (New York City ...... ......... IRS ; Holtsville, NY 00501 and counties of Nassau, Rockland, Suffolk and Westchester) ....: IRS ' New York (all other counties) Andover, MA 05501 . Connecticut, Maine, Massachusetts, New Hampshire, Rhode Island. Vermont IRS Illinois, Iowa, Minnesota, Missouri.........; Kansas City, MO 64999 Wisconsin Delaware, District of Columbia,............; .........IRS Philadelphia, PA 19255 Maryland, Pennsylvania, Virginia IRS Indiana, Kentucky, Michigan, Ohio,........ ^ Cincinnati, OH 45999 West Virginia Kansas, New Mexico, Oklahoma, Texas...... A........ IRS Austin, TX 73301 IRS Alaska, Arizona, California (counties......... Ogden, UT 84201 of Alpine, Amador, Butte, Calaveras, Colusa, (Tontra Costa, Del Norte, A*!'A-; - V ''•> A/;- . , - • • El Dorado. Glenn, Humboldt, Lake, Lassen, Marin, Mendocino, Modoc, Napa, Nevada, Placer, Plumas, Sacramento, San Joaquin, Shasta, Sierra, Siskiyou, ; • ' •• •, ' A; • •• Tehama, Trinity, Yolo and Yuba), ' A.­ "Aj ' •.* •' .. v'-" • A A'A Colorado, Idaho, Montana, Nebraska. •/••A-.'-:'•'^ • - -"A -/'.-l'A "• Nevada, North Dakota, Oregon, South Dakota. Oregon, South Dakota, Utah, •'' ' A' • -A" , Washington, Wyoming > IRS ;. California (all other counties), .............. Fresno, <2A 93888 A Hawaii IRS Alabama. Arkansas, Louisiana ..........: Memphis. TN 37501 Mississippi. North Carolina. Tennessee ., ........IRS American Samoa Philadelphia. PA 19255 Commissioner of Guam Revenue and Taxation 855 West Marine Dr. Agana,GU 96910 ; Puerto Rico (or if excluding incbme.......;.. .........IRS Philadelphia, PA 19255 under section 933), Virgin Islands: Nonpermanent residents ......... V.I. Bureau of Internal Virgin Islands Revenue Charlotte Amalie Lockharts Garden No. 1A St. Thomas, VI 00^2 IRS All A.P.O, or F.P*0. addresses .... • • > -.... v. Philadelphia, PA 19255 in the following states Florida, Georgia, South Carolina 'Taxpayer Information") LOCAL NUMBER TOLL FREE NUMBER (800)332-6103 (800)323-4400 (800)225-5829 (8(X)) 222-9965 (800)224-3450 (800)282-1780 (800)522-8165 (800)356-4222 (800)76.3-1295 (800)342-100.3 (800)252-5555 (800)662-4335 (800)642-9016 , • "H • • ;•, V. -A;;.•• ' . . V V'' • ,•' • '• -a"-' • ;N",. i, - ' •v.'"";'"- ' For Individuals iiving . .•% I*.. :• \ r' Tax returns should be mailed to the Internal RevenueService Center designated for the area in which the taxpayer lives. These addresses are listed below. No street address is needed for the IRS. (601)359-1141 Tax Commission, P.O. Box 23050, Jackson, MS 39225-.3050 (314)751-7191 Department of Revenue, P.O. Box 2200, Jefferson City, MO 65105-2200 (406)444-2837 Department of Revenue, P.O. Box 5805, Helena, MT 59604 (402) 471-5729 Taxpayer's Assistance, 301 Centennial Mall South, Lincoln, NE 68509-4818 (702)687-4820 Department of Taxation, Capital Complex, Carson City, NY 89710-0003 (603)271-2191 Taxpayer Assistance, 61 South Spring St., P.O. Box 637, Concord, NH 03302-0637 (609)292-6400 Taxpayer Information, 50 Barrack St., CN 269, Trenton, NJ 08646-0269 (505)827-0700 Department of Taxation & Revenue, P.O. Box 630, Santa Fe, NM 87509-0630 (518)438-8581 Taxpayer's Assistance, W.A- Harriman Campus, Albany, NY 12227 (919)7.33-4147 Department of Revenue, Two South Salisbury St.. Raleigh, NC 27602 (701)224-3450 Taxpayer Infonnation, State Capitol, Bismarck, ND 58505-0599 (614)846-6712 State Information, P.O. Box 2476, Columbus, OH 43266-0076 (405)521-3146 Taxpayer Information, 2501 Lincoln Blvd., Oklahoma City, OK 73194-0009 (503)378-4988 Revenue Bldg., 955 Center St., NE, First Floor, Room 135, Salem, OR 97310 (717)787-8094 Taxpayer's Assistance, Department 280504, Harrisburg, PA 17128-0504 (401)277-2905 Taxpayer's Assistance, One Capitol Hill, Providence, RI 02908-5801 (803)737-5000 Research and Review, P.O. Box 125, Columbia, SC 29214 (60.5)773-3311 Department of Revenue, "700 Govemors Drive, Pierre, SD 57501-2291 Department of Revenue, 807 Andrew Jackson State Office Bldg., Nashville, TN 37242-0482 (615) 741-3665 (800)252-5555 Taxpayer Assistance, Capital Station, Austin, TX 78774 (801) 530-4848 Taxpayer Assistance, 160 East Third South, Salt Lake City, UT 84134-0200 (802)828-2865 Department of Taxes, 109 State St., Montpelier, VT 05609-1401 (804)367-8031 Taxpayer Information, P.O. Box 1115, Richmond, VA 23208-1115 (206)753-5525 Taxpayer Information & Education, P.O. Box 47476, Olympia, WA 98504 (304)348-3333 Taxpayer Services, P.O. Box 3784, Charleston, WV 25337-3784 (608) 266-2486 Department of Revenue, 4638 University Ave., Madison, WI 53705 (.307)777-7962 Department of Revenue, 122 West 25th Street, Cheyenne, WY 82002 MISSISSIPPI MISSOURI MONTANA NEBRASKA NEVADA NEW HAMPSHIRE NEW JERSEY NEW MEXICO NEW YORK NORTH CAROLINA NORTH DAKOTA OHIO OKLAHOMA OREGON PENNSYLVANIA RHODE ISLAND SOUTH CAROLINA SOUTH DAKOTA TENNESSEE TEXAS UTAH VERMONT VIRGINIA WASHINGTON WEST VIRGINIA WISCONSIN WYOMING - 1^::..; •-r. WHERE TO FILE STATE MAILING ADDRESS (address written inquiries IS REPORTED INCOME OIRECTORY FOR ADDITIORAL STATE TAX INFORMATION ARKANSAS CALIFORNIA COLORADO CONNECTICUT DELAWARE WASHINGTON, DC FLORIDA GEORGIA HAWAII N IDAHO ILLINOIS INDIANA IOWA KANSAS KENTUCKY LOUISIANA MAINE MARYLAND MASSACHUSETTS MICHIGAN MINNESOTA M-"-' • . .• •;-. > a 14 -\V'v \ • • .• J ii �.r-" • ••.n-r;-'.'--';?'';-*'-;' '-••••,• 16 FERRUARY1993 SEAFARERS LOG .1 i. - • , STATE RESIDENT NON-RESIDENT Alabama Subject to state income tax on entire net income. Taxable on income from property owned or business transacted in Alabama. Alaska , No state tax. No state tax. Arizona Subject to tax on entire net in­ come. A credit is only allowed for taxes paid to the other state on income derived from sour­ ces within that state which are taxable under that state's laws without regard to theVesidence or domicile of the recipient. No credit is allowed if the other state allows residents of Arizona a credit against taxes imposed by that state for taxes paid to Arizona. Subject to tax on net income derived from sources within Arizona. I 'l" • Arkansas California Subject to state income tax on entire taxable income. Subject to state income tax on all net income from sources within the state such as all property owned, and from every business, trade or oc­ cupation carried on in Arkan' sas. Subject to state income tax on all taxable income derived from sources within the state. Subject to state income tax on federal adjusted gross in­ come attributable to sources within Colorado. Colorado Subject to state income taxa­ tion on federal adjusted gross income with certain modifica­ tions. Connecticut Subject to tax on certain dividends, interest and capital gains income. Delaware Subject to state income taxa­ tion on federal adjusted gross income with certain modifica­ tions. Subject to state income tax on federal ."djusted gross in­ come attributable to sources within Delaware. District of Columbia Subject to D.C. income tax on entire net income. Not subject to the income tax. Florida No state tax. No state tax. Georgia Subject to tax on federal ad­ justed gross income less cer­ tain items. Subject to tax on net taxable income derived from certain ^ecified activities within Georgia. Hawaii Subject to tax on entire income and a credit is allowed for taxes paid to another state which is paid on income derived from sources outside the state. Subject to tax on income derived from sources within Hawaii, with the possibility of a credit for taxes paid to other governments outside the state. Subject to tax on federal tax­ able income with a credit for income taxes paid to another state or territory. Subject to tax on federal tax­ able income attributable to certain sources within Idaho. Illinois Subject to tax on federal ad­ justed gross income with cer­ tain modifications. Subject to tax on all income attributable to certain ac­ tivities within Illinois. Indiana Subject to tax on federal ad­ justed gross income with cer­ tain modifications and with the possibility of a credit for state taxes paid in another state. Subject to tax on federal ad­ just^ gross income derived from sources within Indiana with the possibility of a credit for state taxes paid in another state. Subject to tax on federal ad­ justed gross income with modifications and with the possibility of a credit against Iowa tax for taxes paid to another state on income sub­ ject to tax in Iowa. Subject to tax on federal ad­ justed gross income derived from sources within Iowa, with the possibility of a credit against Iowa tax for taxes paid to another state or foreign countiy on income subject to tax in Iowa. Idalio Iowa • Subject to state income tax on entire net income. Kansas Subject to tax on federal ad­ justed gross income with cer­ tain modifications. Subject to tax on that portion of federal adjusted gross in­ come derived from sources within Kansas. Kentucky Subject to tax on federal ad­ justed gross income with cer­ tain modifications. Subject to tax on federal ad­ justs gross income derived from sources within Ken­ tucky. Louisiai;a Subject to tax on all net income which is defined generally as gross income of whatever kind minus the deductions allowed. Subject to tax on net income derived from sourcps within Louisiana. Maine Subject to tax on taxable in­ come with the possibility of a reduction of taxes for taxes paid to another jurisdiction. Subject to tax on the portion of federal adjusted gross in; come derived from sources within Maine with the pos­ sibility of a reduction in taxes for taxes paid to another jurisdiction. ' NON-RESIDENT STATE RESIDENT Michigan Subject to tax on federal ad­ justed gross income allocable to sources within Michigan. Subject to tax on taxable in­ come allocable to sources within Michigan. Minnesota Subject to tax on federal ad­ justed gross income with cer­ tain modifications. Subject to tax on federal ad­ justed gross income al­ locable to sources within Minnesota. Missouri Subject to tax on Missouri tax­ able income. Subject to tax on income derived from sources within Missouri. Mississippi Subject to tax on entire n^J^come. Subject to tax on entire net income from sources within Mississippi. Montana Subject to tax on federal ad­ justed gross income with cer­ tain modifications. Credit for taxes paid to other states is al­ lowed Subject to tax on net income derived from sources within Montana. Nebraska Subject to tax on federal ad­ justed gross income with cer­ tain modifications. Subject to tax.on federal ad­ justed gross income derived from sources within Nebras­ ka. Nevada No state tax. No state tax. New Hampshire Subject to tax on interest and dividends over $1,200. New Jersey Subject to tax on entire New Jersey gross income and credit is allowed for tax paid to another state on income sub­ ject to New Jersey income tax. Subject to tax on certain specified categories of New Jersey gross income from New Jersey sources. New Mexico Subject to tax on federal tax­ able income with certain modification and with the pos­ sibility of a credit for taxes paid to another state. Subject to tax on net income derived from within New Mexico. New York Subject to tax on federal ad­ justed gross income with cer­ tain mmifications. Subject to tax on federal ad­ justed gross income derived from sources within New York. North Carolina Subject to tax on net income with the possibility of a tax credit for taxes paid to another state. Subject to tax on net income derived from sources within North Carolina. North Dakota Subject to tax on federal tax­ able income with certain modifications. Subject to tax on net income from sources within North Dakota. Ohio Subject to tax on federal ad­ justed gross income with cer­ tain mc^ifications. Subject to tax on adjusted gross income derived from sources within Ohio. Oklahoma Subject to tax on the federal adjusted gross income with certain modifications. Subject to tax on federal ad­ justed gross income derived from sources within Ok­ lahoma. Oregon Subject to tax on federal tax­ able income with certain modifications and credit against Oregon income taxes for taxes imposed by another state. Subject to tax on federal tax­ able income derived from sources within Oregon. Pennsylvania Subject to tax on entire income with a credit for taxes paid to another state on income also subject to tax in Pennsylvania. Subject to tax on income from sources within Pen­ nsylvania. Rhode Island Subject to tax on federal ad­ justed gross income with cer­ tain modifications. Subject to tax on taxable in­ come derived from sources within Rhode Island. Tennessee Subject to tax on dividends from stock and interest on bonds. South Carolina Subject to tax on their entire net income. Subject to tax on taxable in­ come derived from sources within South Carolina. South Dakota No state tax. No state tax. Texas No state tax. No state tax. Utah Subject to tax on federal tax­ able income with certain modifications. Subject to tax on taxable in­ come derived from sources-^ within Utah. Vermont Subject to tax on federal adJusted gross income with a credit for income taxes paid to another state or territory upon income derived from sources within that state or territory. Subject to tax on federal ad­ justed gross income derived from sources within Ver­ mont. Virginia Subject to tax on federal ad­ justed gross income with cer­ tain mi^ifications. - Subject to tax on taxable in­ come derived from sources within the state. Washington No state tax. No state tax. TAXABLE INCOME BY STATE ft- Maryland Subject to tax on federal adju.sted gross income with cer­ tain modifications. Subject to tax on the portion of federal adjusted gross in­ come derived from sources within Maryland. West Virginia Subject to taxable income as defined in terms of federal ad­ justed gross income with modifications. Subject to tax on taxable in­ come derived from sources within West Virginia. Massachusetts Subject to a tax on federal ad­ justed gross income. A credit for taxes paid to qther states is allowed. Subject to tax on the portion of federal adjusted gross in­ come derived from sources' within Massachusetts. Wisconsin Subject to tax on federal ad­ justed gross income with cer­ tain modifications. Subject to tax on taxable in­ come derived from sources within Wisconsin. 1^1 , Wyoming No state tax. No state tax. / /. SOURCE; Department of Defense, Office of the Secretary of Defense, Federal Voting Assistance Program; Voting Assistance Guide 1992-1993; Appendix G. Slate Income Tax Liability; pp. 265-285. 1. •M �FEBRUARY 1993 SEAFARERS LOG Dispatchers' Report for Deep Sea JANUARY 16 — FEBRUARY 15,1993 •TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs ••REGISTERED ON BEACH All Groups Class A Class B Class C March & April 1993 Membership Meehrtgs Deep Sea, Lakes, inland Waters New York Philadelphia 30 34 16 24 21 9 13 62 43 27 3 9 3 2 11 2 4 2 9 5 5 Baltimore 5 0 9 12 0 0 9 3 6 Norfolk 11 18 16 10 18 4 8 25 28 18 Mobile 13 12 5 10 10 2 2 19 30 5 New Orleans 16 24 10 14 17 8 5 38 36 17 Jacksonville 25 25 8 16 24 3 • 5 52 37 25 San Francisco 28 22 6 20 18 2 . 5 52 45 11 Wilmington 22 16 8 8 6 25 33 12 Seattle 28 26 7 15 21 1 9 46 35 14 Puerto Rico 12 5 3 5 3 : 1 2 20 9 3 Honolulu 7 15 7 5 8 9 8 9 24 10 Houston 37 '•4"f •v#;f';.47 24 19 26 • 1 -v 49 18 St. Louis 1 0 0 0 1 0 oJ-i 3 0 Piney Point 6 0 4 0 :• 1 -> 0 2 6 Algonac 2 1 0 0 • 1 0 0 • 1 1 0 Totals 255 228 99 164 202 45 71 411 394 169 Port ENGINE DEPARTMENT New York 3 29 16.-/^ 14 7 0 7 42 47 9 Philadelphia 34' 4 0 .1 • , 4 7 Baltimore 6 7 12 2 1 12 -3 ' Norfolk 7 6 3 2 T:": 8 4 0 10 13 5 Mobile 12 10 2 8 3 2 4 20 24 3 New Orleans 11 14 7 13 3 4 1 27 23 15 Jacksonville 20 14 8 14 «10^' 7 24 : 35 16 San Francisco 14 17 4 11 8 • 1 37 42 12 Wilmington 10 11 3 4 7 1' 3 23 8 Seattle 15 10 2 12 11 0 7 25 25 10 Puerto Rico 5 0 2 6 2 0 1 8 2 0 Honolulu 6 13 11 4 11 10 10 5 17 9 Houston 22 16 5 . 8 14 4 5 32 21 7 • St. Louis 0 0 0 0 0 0 0 0 0 0 Piney Point 0 20 0 1 4 0 1 23 2 0 Algonac 0 0 0 0 1 0 0 0 3 0 Totals 160 160 58 97 101 29 49 265 312 104 Port STEWARD DEPARTMENT New York 25 11 3 • 13 8 0 33 19 6 W6\ Philadelphia 3 l':'^ 3 0 • 3 2 4 3 3 Baltimore 3 0 3 4 2 '• o-:;-^:::uv 0 , : -3 4 0 Norfolk 6 ' 9 4 3 5 1 3 9 10 6 Mobile 12 7 1 3 2 0 • 1 17 13 2 New Orleans 10 7 0 6 10 0 0 18 12 2 Jacksonville 8 10 3 10 3 2 2 20 21 4 San Francisco 49 8 14 . 25 • 11 0 84 28 5 Wilmington 12 , 6 • • -ir' ' 6 2 / 0 4 17 9 3 Seattle 6 15 4 12 4 1 7 26 11 4 Puerto Rico 6 0 0 1 1 4 0 9 3 3 Honolulu 13 15 12 8 9 10 37 20 30 19 Houston 8 0 8 6 0 13 3 18 3 5 St. Louis 0 0 0^ 0 1 0 0 0 0 0 Piney Point 3 3 8 0 • v 5 13 0 2 23 6 0 0 0 Algonac 0 0 0 0 0 0 0 36 109 71 75 Totals 177 114 14 280 191 66 ENTRY DEPARTMENT Port New York 39 22 5 31 3 0 27 9 76 71 3 2 1 2 0 9 Philadelphia 6 1 8 1 0 15 0 0 0 Baltimore 2 9 1 2 10 16 Norfolk 3 16 3 1 2 0 6 27 15 3 5 0 Mobile 4 14 2 3 3 30 9 ' 15 7 3 0 . New Orleans 6 20 • 4 15 35 25 11 1 12 3 0 5 Jacksonville 3 15 30 21 20 2 0 30 14 •• 13 46 64 49 San Francisco 26 6 4 8 Wilmington 17 7 5 • 11 9 0 20 13 5 2 2 0 16 Seattle 8 11 14 24 1 5 3 0 0 13 17 8 Puerto Rico 6 6 6 32 38 79 100 0 61 137 Honolulu 8 12 10 8 2 7 44 11 Houston 3 27 0 - -1 ^ •> . 1, ' 0 2 0 ' 0 0 5 4 0 2 St. Louis 0 24 26 0 0 0 0. 7 0 25 4 Piney Point 0 0 0 1 1 0 3 0 Algonac 0 4 127 49 197 0 159 481 390 175 88 281 Totals Totals All 574 ^37 195 806 434 426 1,048 1,428 848 Departments 653 * 'Total Registered" means the number of men who actually registered for shipping at the port last mpnth. ** "Registered on the Beach" means the total number of men registered at the port at the end of last month. A total of 1,432 jobs were shipped on SlU-contracted deep sea vesselsX>f the 1,432 jobs shipped, 426 jobs or about 30 percent were taken by "A" seniority members. The rest were filled by "B" and "C seniority people. From December 16,1992 to January 15,1993, a total of 195 trip relief Jobs were shipped. Since the trip relief program began on April 1,1982, a total of 18,059 Jobs have been shipped. 1^ • 17 • • Piney Point Monday: March 8, April 5 New York Tuesday: March 9, April 6 Philadelphia Wednesday: March 10, April 7 Baltimore Thursday: March 11, April 8 Norfolk Thursday: March 11, April 8 Jacksonville Thursday: March 11, April 8 Algonac Friday: March 12, April 9 Houston Monday: March 15, April 12 New Orleans Tuesday: March 16, April 13 Mobile Wednesday, March 17, April 14 San Francisco Thursday: March 18, April 15 Wilmington Monday: March 22, April 19 Seattle Friday: March 26, April 23 San Juan Thursday: March 11, April 8 St. Louis Friday: March 19, April 16 Honolulu Friday: March 19, ^nl 16 Duluth Wednesday, M^ch 17, April 14 ^pierseyCity lesday: March 24, April 21 Wednesday: New Bedford Tuesday: March 23, April 20 ' . Each ports meeUng startsat 10:30 a jn. Personals WALTER H. SIBLEY Please contact Roger Warren at 4 West 12th Avenue, Baltimore, MD 21225; telephone (410) 636-4377. LEONARD DOWER Richard Blomquist is looking for Leonard Dower who was deck maintenance aboard the Steel Navigator in 1956 on a round-the-world trip. His inquiry is in regard to photos taken on that voyage. Please contact Richard Blomquist, 4002 77th Ave., Brooklyn, NY 11232; (718) 854-4529. PAT FOX Please get in touch with Jimmie Tucker at P.O. Box 374, Kenansville, NC 28349 or phone (collect) at (919) 293-7955. Anyone Who Knew SHELBROUN W. HUDGINS Shelbroun W. Hudgins sailed aboard Murmansk Run vessels Alomar and Massmar. Anyone who knew him, please contact Mrs. Maxine Hudgins Seinfeld at 11800 NE 11th Avenue, Biscayne Park, FL 33161. JOSE ANTONIO LOPEZ Please contact the LOG office for a message: (301)899-0675. ' ' ' • ' Correction The December 1992 edition of theSeafarers LOG (page 13) incorrectly stated the length of time Chris­ topher R. Chubb has been a member of the SIU. He sailed from December 1978 until January 1981, spent 10 years in other ventures and then returned in December 1990. He will be putting his book into retirement soon, however, due to medical problems. •/ : : j• •• V .si. ' .m: �18 FE8RUARY1993 SEAFARERSLOG Dispatchers' Report for Great Lakes Seafarers International Union Directory Michael Sacco ' President John Fay Secretaiy-Treasurer Joseph Sacco Executive Vice President Augustin Tellez Vice President Collective Bargaining George McCartnCT Vice President West C?oast Roy A. "Buck" Mercer Vice President Government Services Jack Caffey Vice President Atlantic Coast Byron Kelley Vice President Lakes and Inland Waters Dean Coreey Vice President Gulf Coast • :rv HEADQUARTERS 5201 Auth Way Camp Springs, MD 20746 (301)8^99-0675 ALGONAC 520 St. Clair River Dr. Algonac, MI 48001 1313)794-4988 BALTIMORE 1216 E. Baltimore St. Baltimore, MD 21202 (410) 327-4900 DULUTH 705 Medical Arts Building Duluth, MN 55802 (218)722-4110 • HONOLULU 606 Kalihi St. Honolulu, HI 96819 (808) 845-5222 HOUSTON 1221 Pierce St. Houston, TX 77002 (713)659-5152 JACKSONVILLE 3315 Liberty St. Jacksonville, FL 32206 (904)353-0987 JERSEY CITY 99 Montgomery St. Jersey City, NJ 07302 (201) 435-9424 MOBILE 1640 Dauphin Island Pkwy. Mobile, AL 36605 (205)478-0916 NEW BEDFORD 48 Union St. New Bedford, MA 02740 (508) 997-5404 NEW ORLEANS 630 Jackson Ave. New Orleans, LA 70130 (504) 529-7546 NEW YORK 675 Fourth Ave. Brooklyn, NY 11232 (718)499-6600 NORFOLK 115 Third St. Norfolk, VA 23510 (804) 622-1892 PmLADELPHIA DECEMBER 16,1992— JANUARY 15,1993 CL—;Company/Lakes L—^Lakes NP—Non Priority •TOTAL REGISTERED All Groups Class CL Class L Class NP •y -.V-; ••REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT Port 0 Algonac 27 0 Port 0 5 0 0 32 1 0 12 4 0 7 1 0 22 ENGINE DEPARTMENT 0, Algonac . 12 ; y 1 0 4 2 STEWARD DEPARTMENT Port 0 Algonac 6 1 0 4 1 ENTRY DEPARTMENT Port 0 Algonac 16 4 0 0 0 7 • Totals All Departments 0 61 6 0 13 3 0 73 .* "Total Registered" means the number of men who.actually registered for shipping at the port last month. 13 Dispatchers' Report for Inland Waters DECEMBER 16,1992 — JANUARY 15,1993 •TOTAL REGISTERED All Groups Class A Class B Class C Region Atlantic Coast 5 0 • Gulf Coast 4 8 Lakes 8c Inland Waters 26 . i.:0. West Coast 3 0 Totals 38 8 Region Atlantic Coast ,. -' A 2 0 Gulf Coast 0 1 Lakes & Inland Waters {i: 20 0 West Coast 0 0 Totals 22 1 Region Atlantic Coast ^|,, Gulf Coast 0 1 Lakes & Inland Waters 48,-:^§;' West Coast 1 0 Totals 11 0 0 9 0 5 14 0 2 0 0 2 10 0 10 TOTAL SHIPPED All Groups Class A Class B ClassC ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 3 0 0 55 4 0 1 2 12 11 , 0 0 0 46 0 J 46 0 23 4 0 50 6 136 15 ENGINE DEPARTMENT 0 0 .00 0 0 0 0 •' '•ycytm 0 30 ••"••• 0 0 0 0 0 0 0 0 0 40 1 STEWARD DEPARTMENT 0 0 .0.,:r 10 0 • 6 1 0 0 ; 0 12 . a-v; I'rvO'. 0 0 0 .2 1 0 0 2 25 1 0 20 16 ; 36 0 6 .; mom • o' Totals All Departments 71 9 26 50 0 8 201 17 * 'Total Registered" means the number of men who actually registered for shipping at the port last month. ** "Registered on the Beach" means the total number of men registered at the port at the end of last month. 0 6 8 8 50 I «• '..v, ft 4 St Philadelphia,'PA 19148 (21$) 336-3818 PINEY POINT P.O. Box 75 Piney Point, MD 20674 (301) 994-0010 PORT EVERGLADES 2 West Dixie Highway Dania, FL 33004 (305)921-5661 SAN FRANCISCO 350 Fremont St. San Francisco, CA 94105 (415)543-5855 Government Services Division (415)861-3400 SANTURCE 1057 Fernandez Juncos Ave. Stop 161^ Santurce, PR 00907 (809)721-4033 SEATTLE 2505 First Ave. Seattle, WA 98121 (206)441-1960 ST. LpUIS 4581 Gravois Ave. St. Louis, MO 63116 (314) 752-6500 WILMINGTON 510 N. Broad Ave. Wilmington, CA 90744 (310)549-4000 TOTAL SHIPPED All Groups Class CL Class L Class NP ^ SOUTH STREET SEAPORT MUSEUM SEEKS VOLUNTEERS ^ The South StreekSeaport Museum in New York is seeking^en and women : who are able to volunteer four hours per week of their time to help the complex. The volunteers would work with visitors who are viewing the museum's ships and galleries. Free special training clas­ ses for all interested volunteers will begin Sunday, March 7 at the museum. ; For more information, call Patricia Sands or Catrin Perth at (212) 669-9400 weekdays between 9 a.m. and 5 p.m. Eastern time. The South Street Seaport Museum is located at 207 Front Street in Manhattan. Is ATTENTION: GREAT LAKES MEMBERS Several vessels are having an early fitout this year because of the mild winter in the Great Lakes region. Please mm stay in touch with the Algonac, Mich. (313-794-4988) 6r Duluth, Minn. (218722-4110) hiring halls to get the latest information on when vessels will return to the Lakes. 9 CJ QMED GLASSES AVAILTia;^ FOR UPGRADING-^ The Seafarers Harry Lundeberg School of Seamanship at the Paul HaU Center for Maritime Training,.alfd Education in Piney Point, Mdi-Jfas en­ gine department upgrading classes Available throughout the year. The ship­ ping rules state that QMEDs must upgrade their classifications each year until they reach QMED 1. To find out more about classes like Marine Electrical Maintenance, Diesel Engine Technology, Welding, Hydraulics and others, talk with a union representative at any hall, a boarding patrolman at payoff—or contact the Seafarers Harry Lundeberg Upgrading Center at P.O. Box 75, Piney Point, MD 20674. 9 ATTENTION: PORT ARTHUR,TEXAS INLAND MEMBERS A meeting for all inland members in the Port Arthur area will be/held on Wednesday, April 7, 1993 atjZ:00 p.m. It will take place at the Ramada Inn on Highway 87 in Port Arthur. ' PENSIONER SEEKS INFORMATION ON POEM Maxwell Wadlington, an SIU pen­ sioner, writes: "Long ago, shipping out of New Orleans on the passenger ships Del Sud and Del Norte, some crewmembers were a bit literartly inclined. We sat in the crew's lounge and recited poetry. One such poem concerned a seaman of long ago. "I have tried librarians and have run ads offering a reward to anyone who can furnish the title and author of the poem that contains the following verse, all that. I can remember: I I ; Tell me sailor and tell me true Is my little boy, my Elihu Asailing with your jhip? The sailors eyes grew dim with. dew What little boy, what ship? Why it was just the other day The white swan sailedaway..." Anyone who can help Pensioner Wadlington find the title and author of the above poem may write him at 15404 Chisholm Trail, Eustis, Fla. 32726. �FEBRUARY 1993 SEAFARERS LOG 19 Personal Touch on SlU-Crewed Constitution ' The call of duty for SIU mem­ bers working in the Hibiscus Dining Room aboard the 55 Con­ stitution includes several items outside of the usual taking orders and serving meals. The members' singing skills are called upon al­ most every evening. "Many of the passengers travelling with us are celebrating a special occasion, like an an­ niversary or birthday," noted Head Waiter Alex Borgogno. "We try to make dinner on that evening a special event for them." Keeping up with who is celebrating what is no small task. With two seatings nightly for din­ ner, Borgogno works with Maitre d' Hotel Bob McCioskey and AsBetween-meal preparations are handled by Waiter Jeff Gerow. sistant Head Waiter Shawn what they were assigned^McCanon to match who is celebrat­ Gloskey said. ing what with their table and seat­ Before the Hibiscus doors ing priorities. open to passengers for the eve­ ning med, McCioskey, Borgog­ Passengers Seek Changes no and Canon meet with the McCioskey works on the seat­ waiters and assistant waiters to ing assignments each day because advise them if anything is people make friends on the seven- planned for their sections. But, day trip and want to visit with sometimes it works in reverse. them during dinner. In other "There have been times when cases, when the American Hawaii we've been told while serving Cruises vessel still is in port, pas­ dinner that someone is celebrat­ sengers may wish to stay ashore ing a birthday," Waiter Tom to enjoy dinner and nightlife oh Bean recalled. "The people at the one of the islands before return­ table didn't know to tell the com­ ing to the ship. pany or someone on ship in ad­ "It's a challenge, but we try to vance, and they want to know work out something for those pas­ Continued on page 24 sengers seeking a change from ;0i". SIt&im I \ "( t u Ready to take a drink order is Deck/ Lounge Stev/ard Christina Alo. . #>• Assistant Waiter Steve Kuklis Singing "Happy Anniversary" to a couple are (left to right) Waiter brings freshly cut lemons to the Marek Narzekalski, Head Waiter Alex Borgogno, Wine Steward Evaristo Russo, Waiter Craig Naugle and Waiter Tom Bean. Removing trays from a poolside tea stand, Waiter Tara Bartolome verifies lunch is Deck/Lounge Steward meals with her order sheet. Gino D. Freedum. •> • k.\.- .'•liOffering a slice of pie during a pool- Congratulating Waiter Pale Samuelu (center) on the birth of twin sons are Heading to his station with dinners Waiter Noel Nazareno has everyside lunch is Waiter DebraMcRight. fellow Waiters Kitty Vandaal and Tom Bean. is Waiter Ed Cateil. thing under control 4 �Y .1• 20 FERRUARY1993 SEAFARERS LOG Roundtrip to India Takes 83 Days Frances Hammer Crew Heads for Heme After CompleUon of Long Journey The port of Mobile, Ala. was a welcome site to the crew of the tug/barge Frances Hammer as they returned home from an 83day voyage to India that included very little shore time. "This is a good, hard-working crew," Bosun Rick Wilson, who sails from the port of Jackson­ ville, Fla., told a reporter for the Seafarers LOG shortly after the vessel cleared U.S. Customs. "But we are ready for some time off." The Ocean Shipholdingoperated vessel was shutting down for a brief layup for minor repairs once its tanks were cleaned. The crew had their gear packed and airplane tickets for home in hand, but still had memories of India to share. Chief Cook Toyo Gonzales took advantage of his few hours off the ship in the port of Paradip, India (on the west coast) to sightsee. "I took a horse-andbuggy ride into town arid^had delicious garlic shrimp at the hotel," said the 12-year SIU member who sails from Seattle. "I also got to look at wood carvings before heading back to the ship." ••-N, The voyage allowed AB Kevin Hare of Houston to recall being in India 20 years earlier. "The people and sites appeared the same as I remembered," he stated. The vessel departed Jackson­ ville loaded with merchant grade phosphoric acid. It delivered half of the cargo to Paradip. The remainder was offloaded at the east coast town of Madras. The Frances Hammer, like its sister tug-barge, the Julius Hamliquid fenilizer feedstock, The galley gang of Chief Cook Toyo Gonzales and Stewafd«aker Janet Pace discuss travel plans. Mobile Patrolman Ed Kelly (right) answers a question for Engine Utility John Kasbarian. Heading for his New York home is Ready to go ashore is AB Kevin Bosun Rick Wilson inspects deck AB Joseph Humphrey. . Hare, an eight-year member. lines before signing off the ship. SEAFARERS SCHOLARSHIPS Members and Dependents Should Apply NOW Checking out the galley a final AB George Roth catches up with time is OS William Powell. the news in the Seafarers LOG. All Seafarers and their spouses and children who plan to attend college are encouraged to apply for one of seven scholarships being given out in 1993. Three will go to SIU members; the other four will go to the spouses or dependent children of eligible Seafarers or SIU pensioners, AprillS, 1993 is the last day in which applications are being accepted for the Seafarer&Scholarship Program. (The application package includes not only the application form; it also includes an autobiographical statement, photograph, copy of birth certificate, high school or collie transcripts, letters of reference and SAT or ACT results.) For most scholarship winners, receiving the cash grant can greatly ease the financial burden associated with attending college. Don't let the April 15 deadline pass you hy. Apply NOW! ' Scholarship Program booklet which contains eligibilit^ ] -tTOformation, procedures for applying and the application form. j • Name I Book Number I j Address [ City, State, Zip Code Telephone Number This application is for: Self Dependent Mail this completed form to Scholarship Program, Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, MD 20746. Pumpman William Dooling keeps an eye on the ballast tank gauges. ' I 2/93 �, ,,-'r • V FEBRUARY 1993 SEAFARERSLOG Digest of Ships Meetings The Seafarers LOG attempts to print as many digests of union shipboard minutes as possible. On occasion, because of space limitatipns, some wiil be omitted^ Ships minutes first are reviewed by the union's conh^t department. Those issues requiring attention or resolution are admssed by the union upon receipt of the ships minutes. The minutes are then forwarded to the Seafarers LOG. ULTRAMAX(Sea\ift Inc.), Sept. 13 — Chairman Glen James, Secretary Tamara Hanson, Educational Direc­ tor R. Gebbi, Deck Delegate 'Micbaeljohnson, Engine Delegate Harry Rocb, Steward Delegate Fred Lindsey. Chairman reported ship had problems with boiler and evaporator. Secretary said repair list items still need to be addressed. Educational director asked contracts department for clarification on pumpman's duties. He urged members to upgrade at Lundeberg School. Deck delegate reported disputed OT. No beefs or disputed OT reported by engine or steward delegates. Crew gave vote of thanks to steward department. ILE DE FRANCE (Sea-Land Ser­ vice), Oct. 25 — Chairman J.R. Wil­ son, Secretary E. DofToh, Educational Director W. Dooling, Deck Delegate D. Christie, Engine Delegate C. Zubowicz, Steward. Delegate A. Algazalli. Chairman dis­ cussed importance of voting and pro­ cedures for filing absentee ballots. Educational director encouraged members to upgrade at Lundebergi School. Engipe delegate reported dis­ puted OT. No beefs or disputed OT reported by deck or steward delegates. Crew discussed need for caution when locking work spaces. Crew expressed genuine thanks to galley gang for otitstanding job. Next port: Boston. SEA-LAND INDEPENDENCE (Sea-Land Service), Oct. 23 — Chairman'Francis Adams, Secretary Nancy Heyden, Educational Director Mike Devonish, Deck Delegate Peter Bean, Engine Delegate S. All, Steward Delegate C. Gubisch. Chair­ man thanked ^1 departments for job well done. He noted importance of donating to SPAD and MDL. Educa­ tional director urged members to upgrade at Lundeberg School and read Seafarers LOG. Deck delegate asked contracts department for clarification on sanitary. Engine delegate reported beef. No beefs or disputed OT reported by steward delegate. Crew reported beef about draws. Crew still needs new VCR. Crew thanked steward department for job well done. t/LrF?4/ll4X(Sealiftlnc.),Oct. IS — Chairman Glen James, Secretary Tamara Hanson, Educational Direc­ tor R. Herian, Deck Delegate Michael Johnson, Engine Delegate James White, Steward Delegate Fred Lindsey. Chairman announc^ payoff. Secretary suggested pumpkin-carving contest between departments. Educa­ tional director discussed shipping rules and permanent jobs. He advised mem­ bers to upgrade at Lundeberg School and thereby keep up with industry's rising standards and requirements. Deck and steward delegates reported beefs. Engine delegate reported dis­ puted OT. Next port Houston. CHARLES L. SHOWW (Trans­ oceanic Cable), Nov. 28 — Chairman J. Harrington, Secretary Dennis Prescott, Deck Delegate Richard Morris, Engine Delegate J. Canada, Steward Delegate William E. Smith. Two of ship's three ice machines are out of order. Chairman announced payoff and upcoming cable operation. No beefs or ^sputed OT reported. En­ gine delegate asked contracts depart­ ment for clarification on working dues. Scenes for TV series "Raven " were shot aboard the Charles L Brown, with episode to air sometime in January. Next port Honolulu. NEDLLOYD HOLLAND (Sea Land Service), Nov. 15 — Chairman F. Goethe, Secretary V. Harper, Educa­ tional Director D. Bush, Deck Delegate S. Luna, Engine Delegate B. Hutching, Steward Delegate R. Tarantino. Chairman reminded mem hers to vote in SlU election. Engine delegate reported disputed OT. No beefs or disputed OT reported by deck or steward delegates. Next port: Boston. ILE DE FRANCE (Sea-Land Ser­ vice), Nov. 29 — Chairman J, Wil-^ son. Secretary E. DofToh, Educational Director W. Dooling, Deck Delegate D. Christie, Engine Delegate B. Davis, Steward Delegate A. Algazalli. Chairman thanked crew for fine work. Educational director ad vised members to upgrade at Lun­ deberg School. No beefs or disputed OT reported. Crew thanked QMED C. Zubowicz for generosity in pur­ chasing new movies for crew. LNG ARIES (ETC), Nov. 15 — Chairman Robert Schwartz, Secretary Dana Paradise, Education­ al Director Curtis Jackson, Deck Delegate R. Mohamed, Engine ^ Delegate D. Panko, Steward Delegate A. Fretta. Chairman reminded crew to use proper techni­ que when lifting objects or pulling lines. He congratulated AB Rami! Mohamed, who is going to LNG Gemini as bosun. Educational direc­ tor noted upgrading schedule is posted. No beefs or disputed OT reported. Crew asked contracts department to have magazine sub­ scriptions included in next contract. Crew thanked galley gang for good eats and menus. LNG LEO (ETC), Nov. 22 — Chair­ man Albert Pickford, Secretary Henry Jones Jr., Educational Direc­ tor John Wong, Deck Delegate Stephen Hill, Engine Delegate Hose Quinones, Steward Delegate Rick Juzang. Chairman spoke about U.S. seamen being unofficial ambassadors of their country. He noted deadline for SIU scholarships. He discussed importance of upgrading at Lun­ deberg School. Educational director noted new books and movies are available. Crew asked contracts department to seek increases in dental and optical benefits. Crew gave vote of thanks to steward department for good food and pool parties. MV PATRIOT(Vulcan Carriers), Nov. 25 — Chairman Ralph Gibbs, Sepretary Joseph Williams, Educa­ tional Director M. Pryor, Deck Delegate R. Desmarteau, Engine Delegate Thad Hyatt, Steward Delegate L. Jenkins. Chairman reported ship will lay up for repairs. Educational director urged members to apply for SIU scholarship. Deck delegate reported disputed OT. Steward delegate reported minor beef. No beefs or disputed OT reported by engine delegate. Crew ob­ served one minute of silence in memory of departed members. OMI MISSOURI(Wulcan Carriers), Nov. 30 — Chairman Marvin Zimhro, Secretary Clyde Kreiss, Deck Delegate C. Merida, Engine Delegate R. Bunch, Steward Delegate Jorge Bemardez. Chair­ man announced payoff. He asked those who are signing off to strip bunks and turn in dirty linen. No beefs or disputed OT reported. Crew will see patrolman about company refusing to send money home. Crew thanked galley gang for job well done. OMI WILLAMETTE (OMI CorpO, Nov. 22 — Chairman M. McDuifie, Secretary Robert Scott, Educational Director J. Badgett, Deck Delegate 1. Desaville, Engine Delegate Robert Pricherd, Steward Delegate A. Groode.jChairman encouraged all members to attend union meetings. Crew asked contracts department to return to rotary shipping. Next port: Long Beach, Calif. OVERSEAS MARILYN(Mantime Overseas), Nov. 29 — Chairman M. Galliano, Secretary O. Castagnino, Deck Delegate Arthur Sjaastad, En­ gine Delegate A. Jones, Steward Delegate Lucas Martinez. No beefs or disputed OT reported. Crew asked contracts department to seek reduc­ tion from 120 days to 60 for mem­ bers to be eligible for vacation check. SEA-LAND A TLANTIC (Sea-Land Service), Nov. 22 — Chairman W. Byrd, Secretary F. Costango, Educa­ tional Director Miguel Rivera, Deck Delegate Ernesto Guarin, Engine Delegate D. Walker, Steward Delegate Eugene Perez. Chairman announced payoff. Educational direc­ tor urged members to upgrade at Lun­ deberg School. Deck and steward delegates reported disputed OT. No beefs or disputed OT reported by en­ gine delegate. New chairs are needed for crew lounge. Next port: Boston. SEA-LAND CHALLENGER (SeaLand Service), Nov. 15 — Chairman Roy Williams, Secretary H. Scypes, Educational Director Dann Manthei, Engine Delegate S. Padilla, Steward Delegate Rivera Genaro. Chairman reminded members to vote in SIU elec­ tion. Educational director advised members to upgrade at Lundeberg School. No b^fs or disputed OT reported. Crew thanked steward depart­ ment for cookout and other good meals. Crew observed one minute of silence in memory of departed brothers. Next port Elizabeth, N.J. for use in tank cleaning. Crew en­ countered four days of rough weather en route to Tacoma, Wash. On third night, heavy seas pushed in a dining room window. Main deck was awash but entire unlicensed crew was in­ strumental in securing gangway, mop ping sea water and providing damage control at open window. SEA-LAND PRODUCER (SeaLand Service), Nov. 29 — Chairman L. Cope, Secretary L. Hoffman, Deck Delegate Raymond Vicari, En­ gine Delegate Teddie Carter, Steward Delegate Y, Isril. Chairman announced annual Coast Guard in­ spection scheduled for Dec. 3 in Long Beach, Calif. He reported ship's gym is complete thanks to recent additions of rowing machine, stair-climber and universal weight set. All equipment was paid for by in­ dividual crewmember donations. No beefs or disputed OT reported. Crew asked contracts department to review possible amendment to shipping rules to again limit A-books to 180 days, B books to 120 d^ys and C-books to 60 days. Crew also suggested reducing vacation pay requirement from 120 days to 90 days of sailing time. Next port: Oakland, Calif. SEA-LAND QUALITY(Sea-Land Service), Nov. 29 — Chairman Car­ mine Bova, Secretary T. Smith, Educational Director Harold Mes- Celebrating Christmas at Sea The entire crew abbard the LNG Taurus thanks the steward depart­ ment for a delicious holiday feast on Christmas Day. Steward department members are, from left, Steward Assistants Ronald Adriani and Vicky Echeverio, Chief Cook Mark Kalmus, Chief Steward David Pappas and Steward Assistant Ralph McKee. SEA-LAND DEVELOPER (SeaLand Service), Nov. 29 — Chairman Pat Gallagher, Secretary L. Finn, Educational Director Robert Dehlbom, Deck Delegate Tillman Churchman, Steward Delegate Michael Baker. Chairman an­ nounced payoff and good work by deck crew. Secretary thanked crew for keeping ship clean. Educational director reminded members to upgrade at Lundeberg School and urged members to donate to SPAD. No beefs or disputed OT reported. Crew asked contracts department to seek addition of refrigeration main­ tenance man to crew. Crew thanked steward department for job well done. Next port: Tacoma, Wash. SEA-LAND DISCOVERY (SeaLand Service), Nov. 29 — Chairman N. Sala, Secretary J. Salazar, Educa­ tional Director J.Shuler, Deck Delegate Ramon Castro, Steward Delegate Osvaldo Rios. No beefs or . disputed OT reported. Crew recom­ mended reduction in minimum re­ quirement for annual seatime for full books. Next port: San Juan, F.R. SEA-LAND EXPEDITION(Sea;^and Service), Nov. 22 — Chairman Paulino Flores, Secretary E. Vaz­ quez, Educational Director D. Beeman. Chairman reported every­ thing mnning smoothly. Educational director conveyed thanks to galley gang. No beefs or disputed OT reported. SEA-LAND PACIFIC(Sea-Land Service), Nov. 26 — Chairman Wil­ liam Lough, Secretary John Hanrahan. Deck Delegate Greg Johnson, Engine Delegate Mike Viegle, Steward Delegate John Ben­ nett. Chairman reminded members that SIU elections are in progress. He wished everyone a happy Thanksgiv­ ing. Engine delegate reported disjjuted OT. No beefs pr disputed OT reported by deck or steward delegates. Crew reported need for oxygen tester and other equipment sick. Deck Delegate Jose Soto, En­ gine Delegate Ali Monsin, Steward Delegate Tliomas McNeills. Chair­ man noted hospitable seamen's club in La Porte, Texas. Educational direc­ tor advised members to upgrade at Lundeberg School. No b^fs or dis­ puted OT reported. Crew requested fans for each room. Crew gave vote of thanks to steward department. Next port: Boston. SEA-LAND RELIANCE (Sea-Land Service), Nov. 19 — Chairman R. McGonagle, Secretary G. Sivley, Educational Director A. Jaramillo, Deck Delegate Thomas Schroeder, Engine Delegate C. Aragou, Steward Delegate J.McCree. Chairman thanked crew for smooth trip. He reminded crew to help keep laundry room and rec room clean. No beefs or disputed OT reported. New thermo­ stats have been ordered for all crewmembers' rooms. Crew thanked galley gang for job well done. SEA-LAND TRADER (Sea-Land Service), Nov. -29 — Chairman L. Watson, Secretary J. Johnson, Educational Director M. Phillips. Educational director urged members to upgrade at Lundeberg School. No beefs or disputed OT reported. Crew thanked steward department for good job and particularly for fine Thanksgiving dinner. SUGAR ISLANDER (Pacific Gulf Marine), Nov. 30 — Chairman Pete Loik. Chairman thanked all depart­ ments for cooperation. Deck and steward delegates reported disputed . OT. No beefs or disputed OT reported by engine delegate. PFC DEWAYNE t. WILLIAMS (Amsea), Nov. 8 — Chairman Alvin McCants, Secretary Kenneth Whit­ field, Deck Delegate Frank Hedge, Engine Delegate Steve Johnson, Steward Delegate Dehorah Koen. Chairman discussed U.S. elections. He thanked all crewmembers for ex­ cellent job keeping ship clean. He dis­ • "^r 21 cussed alcohol and drug testing. Educational director encouraged members to upgrade at Lundeberg School. No beefs or disputed OT reported. Steward delegate gave spe­ cial thanks to Chief Steward Whit­ field. Crew asked contracts department to forward new copy of contract. Repair list has been posted. Galley gang thanked other crewmem­ bers for helping keep ship clean. SGT. MATEJ KOCAK(Waterman Steamship), Dec. 13 — Chairman B. Hutcherson, Secretary Anthony Piazza, Educational Director S. Wilkinson, Deck Delegate E. Gerena, Steward Delegate Albert Hendricks. Chairman thanked steward department for good food and good service. Secretary thanked deck and engine crews for coopera­ tion. No beefs or disputed OT reported. Crew would like to see posted in messhall at all times a union contract for military vessels. LNG AQUARIUS (ETC), Dec. 20 — Chairman J. Gamer, Secretary F. Robertson, Deck Delegate P. Jagger. Chairman discussed need for all SIU brothers and sisters to look out for each other not only while aboard a vessel but also when ashore. Secretary advised members to start new year right by upgrading at Lun­ deberg School. No beefs or disputed OT reported. LNG ARIES (ETC), Dec. 13 — Chairman Robert Schwartz, Secretary Dana Paradise, Education­ al Director Curtis Jackson, Deck . Delegate R. Vargas, Engine Delegate D, Panko, Steward Delegate Al Fretta. Chairman reported all going well. He.reminded eligible members to upgrade at Lun­ deberg School. Educational director discussed importance of working safe-, ly. No beefs or disputed OT. Chief Steward Paradise praised Chief Cook Fretta and SAs Chad Rodriguez, Kenneth Epps and Andre Graham for job well done. Crew suggested contracts department consider having pensions based on a percentage of base pay, thereby encouraging all ac­ tive members to upgrade frequently. Crew gave vote of thanks to galley gang for pool parties and being a good feeder. LNG CAPRICORN (ETC), Dec. 13 Chairman C. Kahl, Secretary N. Duhe, Educational Director Brude^ Smith, Steward Delegate Benedict ( Opaon. Chairman thanked crew for smooth work. Educational director noted information about SIU scholar­ ships has been posted. No beefs or disputed OT reported. Crew extended vote of thanks to galley gang for very good food. LNG LIBRA (ETC), Dec. 2 — Chairman Bill Darley, Secretary R. Frazier, Educational Director Otis Sessions, Deck Delegate George Kehris, Engine Delegate David Terry Jr., Steward Delegate Henry Janiels. Chairman reminded crew to be considerate of fellow crewmem­ bers by reducing noise. Educational director reminded members to upgrade at Lundeberg School and apply for SIU scholarship. He urged members to keep lounge clean. Steward delegate reported one hour of disputed OT. No beefs or disputed OT reported by deck or engine delegates. Washing machine has been ordered. Basketball court will be painted as soon as weather permits. Crew thanked steward department for Thanksgiving dinner. Crew observed one minute of silence in memory of departed brothers. i VIV GROTON (Sheridan Transporta­ tion), Dec. 3 — Chairman Keith Matthey, Secretary Marvin Jeloatch, Educational Director / indreas Alexakis, Deck Delegate trian Fountain, Engine Delegate ames Perez, Steward Delegate Hichael Hammock. Chairman an­ nounced payoff. He encouraged mem­ bers to donate to SPAD. Secretary thanked crew for keeping mess room clean. Educational director stressed importance of upgrading at Lun­ deberg School. No beefs or disputed OT reported. Crew thanked Chief Steward Deloatch and Chief Cook Hanunock for good meals, including Jammock's firesh-baked pastries. Next port: Stapleton, N.Y. Continued on page 25 •;j;*v' :• • • • :' }f, '' �22 T FERRUARY1993 SEAFARERS LOG he Seafeirers Pension Plan this month announces the retirements of 18 members. Eleven of those signing off sailed in the deep sea division, while five sailed in the inland division and one each sailed in the Great Lakes and Railroad Marine divisions. Recertified Bosun James Mann is one of 11 new pen­ sioners who served in the U.S. armed forces. Brother Mann served in the Army from 1954 to 1955, and he received the Nation­ al Defense Service Medal and the Army Occupation Medal. Brief biographical sketches of Brother Mann and the other new pensioners follow. RAILROAD MARINE To Our New Pensioners ... Thanks for a Job Well Done Each month inthe Seafarers LOG, the names of SIU members who recently have become pensioners appear with a brief biographical sketch. These men and women have served the maritime industry well, and the SIU and all their union brothers and sisters wish them happiness and health in the days ahead. port of Port Arthur, Texas. Bom in East Broussard, La., he sailed in the deck department. Boatman Duhon spent nearly 20 years of his maritime career working as a JAMES captain for Higman Towing and MANN, 65, for Westem Towing. He also joined the served in the U.S. Navy from Seafarers in 1945 to 1950 and in the Army 1947 in his DEEP SEA from 1950 to 1953. Boatman native Savan­ Duhon lives in Kaplan, La. nah, Ga. He PAUL inteiTupted EVANS JR., his maritime VICTOR 65,joined career to serve in the Army from SCHERER, the SIU in 62, joined 1954 to 1955, then retumed to 1971 in the the union in department. sailing in the deck port of Bal­ 1970 in his Brother Mann completed the timore. A na­ bosun recertification course at native Bal­ tive of the Lundeberg School in 1982. timore. He Halifax He has retired to Houston. sailed in the County, N.C., he sailed in the engine deck department. Brother Evans department. Boatman Scherer PETER served in the U.S. Navy from served in the U.S. Navy from MAZZI1943 to 1946. He sailed in the 1949 to 1952. He has retired to TELLI,65, union's inland division before Glen Bumie, Md. joined the converting his book to the deep union in sea division in 1979. Brother 1951 in his Evans has retired to Roanoke native New Rapids, N.C. York. He Editor's note: SIU pen­ sailed in the JUAN GARCIA, 61, joined the sioner Anthony Skillman, 72, steward department. Brother Seafarers in 1970 in the port of Mazzitelli has retired to Jackson­ was an active Seafarer for 34 San Francisco. Bom in Puerto ville, Fla. years (1944-78). Last month his Rico, he sailed in the engine niece, Yvette Paris, a freelance department. Brother Garcia's RUPERTO writer, wrote and submitted the first SIU ship was Sea-Land RIVERA, Service's SS Ponce. Brother Gar­ following feature story about 59, joined cia resides in Stockton, Calif. Brother Skillman, who most the SIU in recently sailed as a bosun. 1977 in the EDWIN HARRIS, 65, joined Even before he became a port of New the union in 1956 in the port of merchant mariner, Anthony York. Bom New York. He was bom in Geor­ in Puerto Skillman—affectionately gia and sailed in the engine Rico, he known as Uncle Tony or Sea department. Brother Harris sailed in the steward department. upgraded frequently at the LunDog to me and the rest of his Brother Rivera resides in deberg School. He lives in family—somehow seemed Carolina, P.R. Washington, Ga. drawn to water. But it wasn't always JOHN SAMUELS, 62, joined . WILBURT pleasant. At age 14, dressed in the Seafarers in 1957 in the port RYDER, 65, a new blue suit that his parents of Baltimore. The native of joined the really couldn't afford, Tony Mobile, Ala. completed the SIU in 1971 headed forms confirmation at a steward recertification course at in the port of the Lundeberg School in 1982. local Catholic church in Brook­ San Francis­ Brother Samuels served in the lyn, N Y. Halfway to the co. The na­ U.S. Army from 1951 to 1953. tive of church, he heard screams for He still c£dls Mobile home. Missouri help coming from the East sailed in the engine department. River. Brother Hyder upgraded frequent­ SALA young boy was drowning. VATORE ly at the Lundeberg School. He Tony, new suit and all, SBRIGLIO, served in the U.S. Army from jumped into the water and 63, joined 1946 to 1947 and from 1951 to saved the boy. He then con­ the SIU in 1954. Brother Hyder has retired tinued on to the church, after 1959 in the to Reno, Nev. port of Hous­ wiping off as much of the river ton. He was mud as he could. LEWIS bom in Mas­ LAMTen years later, in 1944, PHERE, 58, sachusetts and in 1976 completed Tony joined the SIU in the port the bosun recertification course joined the of Baltimore. He soon took part at the Lundeberg School. Brother Seafarers in in another rescue, this one Sbriglio has retired to Hender­ 1964 in his aboard the Bull Steamship son, Nev. native New Beatrice. York. He INLAND On unstable seas, the chief completed mate went to check the anchor the steward recertification course CHARLES at the Lundeberg School in 1982. cha:ins when a huge wave CHISHOLM, Brother Lamphere also served in 64, joined washed over the side of the the U.S. Navy from 1953 to the union in ship. Tony was looking out of a 1961. He resides in Seattle. 1963 in the porthole when the chief mate port of Port washed past him. HORACE Arthur, Tony ran out on the slippery LEDWELL, Texas. He deck and carried the uncon­ 64, joined was bom in scious man to safety. the SIU in the British West Indies and 1955 in the sailed in the deck department. port of New Boatman Chisholm served in the Orleans. A U.S. Army from 1948 to 1954. native of He lives in Port Arthur. Johnson City, Tenn., he sailed in the en­ CLEMENT DUHON, 65, gine department. Brother Ledjoined the union in 1964 in the well upgraded frequently at the Lundeberg School. He lives in Bristol, Tenn. EDWIN CARTER, 64, joined the union in 1961 in the port of Norfolk, Va. The North Carolina native sailed in the deck depart­ ment. Boatman Carter served in the U.S. Army from 1952 to 1954. He has retired to Portsmouth, Va. ALAN WRIGHT, 66, joined the union in 1978 in the port of Wil­ mington, Calif. A na­ tive of Washington, he sailed in the deck department. Boatman Wright upgraded at the Lun­ deberg School in 1981. He served in the U.S. Army from 1945 to 1976. Boatman Wright lives in San Diego. Pensioner Skittman's Career WILLIAM CALLIS, 62, joined the union in 1959 in the port of Norfolk, Va. The Virginia native sailed in the deck department. Brother Callis has retired to Hudgins, Va. GREAT LAKES JAMES BURNS, 60, joined the Seafarers in 1961 in his native New York. He sailed in the deck depart­ ment. Brother Bums served in the U.S. Army from 1949 to 1952. He has retired to Lorain, Ohio. Correction The December 1992 issue of the Seafarers LOG con­ tained incorrect information about new pensioner William Hawkins. Brother Hawkins joined the Marine Cooks and Stewards in 1944, not 1963. In '63 he sailed with Weyerhauser Lines for the first time. Brother Hawkins, 69, lives in San Francisco. by Rescues Amazingly, Tony's involve­ ment in rescues continued on its "schedule" of one every 10 years or so, although the next one took place on land. In 1955, while back on the beach in Brooklyn, Tony was passing a tenerpent when he noticed black smoke billowing from a window of one of the first-floor apartments. With fire trucks en route, Tony shifted through the flames and helped a mother and her three children to safety. Not until they were back on the street did Tony understand the mother's hysterical plea to save her newborn, who was still in his crib inside the building. The firemen would arrive at any moment, but Tony refused to wait. He re-entered the apart­ ment and grabbed the baby, but by then the thick smoke virtual­ ly had eliminated all visibility. Still holding the infant, Tony finally got back outside. He was rushed to the hospital and received treatment for smoke inhalation and minor bums. He also received recog­ nition for his heroic acts when the New York Daily News put him on the front page. Five years ago, Tony met one of the children he helped save from that fire. Now grown and with a family of his own, the erstwhile fire victim ex­ pressed his most sincere thanks. A Natural Seafarer One might say that Tony had sailing in his blood. His father sailed in the Austrian navy and, after immigrating to the United States, worked as a chief mate. SIU Pensioner Anthony Skillman recounts exciting stories atx)ut his career at sea. With him is the family pet, Red Bear. ./ . After his initial stint as a merchant mariner, Tony served in the U.S. Army. He advanced to sergeant and served during World War II, but decided to return to the sea. (He also sailed during the war.) Tony has been all over the world, seemingly visiting each port several times. He sailed to Egypt, down the Amazon River and through the Bermuda Tri­ angle as often as a landlubber might stroll down Main Street. Uncle Tony now is covered by faded blue tatoos, but he still is in "shipshape." And when he occasionally recounts the excit­ ing and funny stories about his long career, there is no doubt that his heart still belongs to the SIU and to the sea. �I FEBRUARY 1993 /- SEAFMERSLOG Summary Annual Report Great Lakes Tug and Dredge Pension Plan This is a summary of the annual report of the Great Lakes Tug and Dredge Pension Fund EIN13-1953878 for the year ended December 31, 1991. The annual report has ben filed with the btemal RevenueService, as required under the Employee Retirement Income Security Act of 197^ (ERISA). Baste Financial Statement Benefits under the plan are provided by the Trust. Plan exiwnses were $836,142. These expenses included $155,221 in administrative expenses and $680,921 in benefits paid to participants and beneficiaries. A total of 546 persons were participants in or beneficiaries of the plan at the end of the plan year, although not all of these persons had yet eamed the right to receive benefits. The value of plan assets, after subtracting liabilities of the plan, was $17,097,845 as of December 31, 1991 compared to $14,571,440 as of January 1,1991. During the plan year, the plan experienced an increase in its net assets of $2,526,405. This increase included unrealized appreciation (deprecia­ tion) in the value of plan assets; that is, the difference between the current value of assets at the beginning of the year plus the cost of any assets acquired during the year less the current value of assets at the end of the year. The plan had total income of $3,362,547 including employer contributions of $212,284, employee contributions of $90,120, gain of $536,112 from the sale of assets, and earnings from investments of $2,524,031. Minimum Funding Standards An actuary's statement shows that enough money was contributed to the plan to keep it funded in accordance with the minimum funding standards of ERISA. Your Rights to Additional information You have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report:. 1. An accountant's report. 2. Assets held for investment. 3. Actuarial information regarding the funding of the plan. 4. Service provider and trustee information. To obtain a copy of the full annual report, or any part thereof, write or call the office of Mr. Nick Marrone, who is the plan administrator, 5201 Auth Way, Camp Springs, MD 20746; (301) 899-0675. The charge to cover copying costs will be $2.10 for the full annual report, or $.10 per page for any part thereof. You also have the right to receive from the plan administrator, on request arid at no charge, a statement of the assets and liabilities of the plan and accompanying notes, or a statement of income and expenses of the plan and accompanying notes, or both. If you request a copy of the full annual report form the plan administrator, these two statements and accompanying notes will be included as part of that report. The charge to cover copying costs given above does not include a charge for the copying of these portions of the report because these portions are furnished without charge. You alsohave the legally protected right to examine the annual report at the main office of the plan at 5201 Auth Way, Camp Springs, MD 20746 and at the U.S. Department of Labor in Washin^on, DC, or to obtain a copy from the U.S. Department of Labor upon payment of copying costs. Requests to the Department should be addressed to: Public Disclosure, Room N4677, Pension and Welfare Benefit Programs, Department of Labor, 200 Constitution Avenue, N.W., Washington, DC 20216. Supplementary Information In accordance with Department of Labor Regulations, the net real­ ized gain of $536,112, as shown above, is computed on the "market-tomarket basis'—^the difference between the sale price and market value of an asset as of January 1, 1991, or if the asset was both acquired and disposed of within the plan year,it is the difference between the purchase and sale price. Included in the net appreciation (depreciation) in fair value of invest­ ments of $2,030,822, as shown on the financial statements, is $739,951 of net realized gain which is the difference between the sales price and the original cost of the assets. 23 Know Your Rights FINANCIAL REPORTS. an SIU member works and lives EQUAL RIGHTS. All mem­ The constitution of the SIU Atlan­ aboard a ship or boat. Members bers are guaranteed equal rights in tic, Gulf, Lakes and Inland Waters should know their contract rights, employment and as members of District makes specific provision as well as their obligations, such as the SIU. These rights are clearly set for safeguarding the membership's filing for overtime (OT) on the forth in the SIU constitution and in money and union finances. The proper sheets and in the proper the contracts which the union has constitution requires a detailed manner. If, at-uny tithe, a member negotiated with the employers. audit by certified public account­ believes that an SIU patrolman or Consequently, no member may be ants every year, which is to be sub­ other union official fails to protect discriminated against because of mitted to the membership by the their contractual rights properly race, creed, color, sex, national or secretary-treasurer. A yearly finance he or she should contact the nearest geogra^ic origin. If any member committee of rank-and-file mem­ SIU port agent. feels that he or she is denied the bers, elected by the membership, equal rights to which he or she is EDITORIAL POLICY — each year examines the finances of THE SEAFARERS LOG. The entitled, the member should notify the union and reports fully their find­ Seafarers LOG traditionally has union headquarters. ings and recommendations. Mem­ refrained from publishing any ar­ SEAFARERS POLITICAL bers of this committee may make ticle serving the political purposes ACTIVITY DONATION — dissenting reports, specific recom­ of any individual in the union, of­ SPAD. SPAD is a separate mendations and separate findings. ficer or member. It also has segregated fund. Its process are TRUST FUNDS. All trust refrained from publishing articles used to further its objects and pur­ funds of the SIU Atlantic, Gulf, deemed harmful to the union or its poses including, but not limited to, Lakes and Inland Waters District collective membership. This estab­ furthering the political, social and are administered in accordance lished policy has been reaffirmec economic interests of maritime with the provisions of various trust by membership action at the Sep­ workers, the preservation and fur­ fund agreements. All these agree­ tember 1960 meetings in all con­ thering of the American merchant ments specify that the trustees in stitutional ports. The marine with improved employ­ charge of these funds shall equally responsibility for Seafarers LOG ment opportunities for seamen and consist of union and management policy is vested in an editorial boatmen and the advancement of representatives and their alter­ board which consists of the ex­ trade union concepts. In connec­ nates. All expenditures and disbur­ ecutive board of the union. The tion with such objects, SPAD sup­ sements of trust funds are made executive board may delegate, ports and contributes to political only upon approval by a majority from among its ranks, one in­ candidates for elective office. All of fte trustees. All trust fund finan­ dividual to carry out this respon­ contributions are voluntary. No cial records are available at the sibility. contribution may be solicited or headquarters of the various trust PAYMENT OF MONIES. No received because of force, job dis­ funds. monies are to be paid to anyone in crimination, financial reprisal, or SHIPPING RIGHTS. A any official capacity in the SIU un­ threat of such conduct, or as a con­ member's shipping rights and less an official union receipt is given dition of membership in the union seniority are protected exclusively for same. Under no circumstances or of employment. If a contribution by contracts between the union and should any member pay any money is made by reason of the above the employers. Members should for any reason unless he is given such improper conduct, the member get to know their shipping rights. receipt. In the event anyone attempts should notify the Seafarers Inter­ Copies of these contracts are to require any such payment be m^e national Union or SPAD by cer­ posted and available in all union without supplying a receipt, or if a tified mail within 30 days of the halls. If members believe there member is requii^ to maJce a pay­ contribution for investigation and have been violations of their ship­ ment and is given an official receipt, appropriate action and refund, if ping or seniority rights as con­ but feels that he or she should not involuntary. A member should tained in the contracts between the iave been required to make such support SPAD to protect and fur­ union and the employers, they payment, this should immediately be ther his or her economic, political and social interests, and should notify the Seafarers Ap­ reported to union headquarters. peals Board by certified mail, CONSTITUTIONAL American trade union concepts. If at any time a member feels return receipt requested. The RIGHTS AND OBLIGA­ proper address for this isi^— TIONS. Copies of the SIU con­ 1 hat any of the above rights have Augustin Tellez, Chairman stitution are available in all union been violated, or that he or she Seafarers Appeals Board haUs. All members should obtain tas been denied the constitution­ 5201 Auth Way copies of this constitution so as to al right of access to union Camp Springs, MD 20746 familiarize themselves with its con­ records or information, the Full copies of contracts as tents. Any time a member feels any member should immediately referred to are available to-members other member or officer is attempt­ notify SIU President Michael at all times, either by writing directly ing to deprive him or hCT of any Sacco at headquarters by cer­ to the union or to the Seafarers Ap­ constitutional right or obligation by tified mail, return receipt re­ peals Board. any methods, such as dealing with quested. The address is: Michael Sacco, President CONTRACTS. Copies of all charges, trials, etc., as well as all SIU contracts are available in all SIU other details, the member so affected Seafarers International Union 5201 Auth Way halls. These contracts specify the should immediately notify head­ Camp Springs, MD 20746. wages and conditions under which quarters. Letters to the Editor Thirty-five Years And No Regrets Once again the John W. Brown appears from the past as a reminder of the type of living conditions in which she sailed in serving our country during WWII. Being built in the early '40s by American men and women with American steel and know-how, she served well in carrying men and supplies to wherever needed, put­ ting countless sea miles astern of her. It seems she. was destined for fame from the moment she was launched, hitting the water with a big splash, no doubt. She served well in wartime, otherwise she wouldn't be a sight to see in the present day of seamanship as a museum piece for the seamen and seawomen of today and the fu­ ture. Today's seafarers should com­ pare the living conditions of her with the vessels of today. Un­ believable is the only word to describe the difference. These conditions didn't come easy aboard the ships of today and will improve even more for future seafarers. The union fought very, veiy hard to get my conditions when I started sailing in 1951, which were just great. Two men to a room, a sink, a locker per man and, at times, a desk, and shower in pas­ sageway. As my years of sailing continued, I had a room to myself, 2 big lockers, bunk bed with drawers under it, sink, shower, writing desk and even piped-in music. There weren't any port­ holes, instead there were windows, even a swimming pool (since it was a former passenger ship be­ sides carrying a regular load of cargo). It was paradise, and gettiri^ a good salary to go with it—along with the food. > As I've said, my conditions and yours didn't come easy, so whatever is asked of you by the union, do it, 'cause the leadershp has your interest in mind. Whenever the John W. Brown appears in the LOG, I look very closely at the forward gun tub, thinking I can see the spot that I was assigned to, not as a gunnner of the Navy but as a high school student of Metropolitan Vocation­ al High School in 1948. The spot I look for was my first assigned job aboard a real ship and it was a CSR (chipping, scraping, redleading) job which I was proud to do. I honestly feel to this date that I did the best CSR of the entire class, which encouraged me to a sailing career that ended in 1986./ , Thirty-five big years with the SIU without regretting one year of it, even when asked by MSTS per­ sonnel to sail with them. Walter Karlak 35-20 62nd Street Woodside Queens, NY 11377 Editor's Note: Brother Karlak collects stamps and has many duplicates from around the world. Any stamp collectors who are in­ terested in his free duplicates should write him at the above ad­ dress. 4. 4. 4. Steward Assistant on Charger A Credit to the SIU In today's world of finger pointing and blame spreading, I ask for your attention in a different perspective. I bring to you not a letter of malice, accusation or defense; but a letter of respect and pvation. I seek-to deserv^ly turn your attention to a member of your union, Donald Meder. Having the pleasure of sailing with Don for the last four months, I can attest to his ability, conviction and enthusiasm. Don is a man who knows his job and goes beyond the call of duty. He is always there, always polite and always busy. He is overwhelmingly the best steward assistant I have ever sailed with. Don always has a first-dayon-the-job enthusiasm. I was surprised to learn he has been going to sea for more thian 42 years. A credit to his ship, his union and the American merchant marine: Donald Meder deserves noteworthy acclaim. Second Mate Robert Lee OMI Charger ' . '• • •" '-v, = �24 iwmuutrisos SEAFARERS LOG Dining Room Members Do More than Serve parade. Immediately after the dinner plates have been cleared, the house lights go out. Then all the waiters and assistant waiters march in single file from the gal­ ley carrying trays of flaming baked Alaska while the ship's or­ chestra plays "When the Saints Go Marching In." They parade throughout the dining room before the house lights go back on and the dessert is served. Maitre d'Hdtel Bob McCloskey (left) leads the Constitution dining room staff in singing "Aloha." Finally, the sound of a conchf shell horn sounds throughout the room. That call rallies the waiters and assistant waiters to the stairs in the front of the dining room Final Evening Parade where, led by McCloskey, they On the last evening of the sing "Aloha" to bid farewell to cruise, the dining room staff the passengers departing the ship presents its famous baked Alaska in the morning. Continued from page 19 then if we can do anything spe­ cial." The something special— whether known in advance or at the spur of the moment—usually means a visit from the maitre d', a head waiter and as many of the waiters and assistant waiters as are available to sing around the table. Leis are presented and des­ sert is served. "We try to make it something they'll remember," added Waiter Kitty Vandaal. ' With his tray loaded with dirty Dessert is always a treat aboard glasses and silverware is Assis- the Constitution, as Waiter Rasa tant Waiter Roger Jackson. Clark well knows. m / • I The job is not over until the plates are clean, as Assistant Waiter Ally Baldomero conveys. m Discussing the next day's tours with a passenger is Assistant Waiter Tony Eyans. 00 to i 'I if 1 Bartender David Lee stands ready to answer a passenger's call. Serving a passenger in the dining room is Deck/Lounge Steward Cheryl Heflin. Assistant Waiter Alex Garrett Jr. serves butter to guests at the captain's table. / •'Hanging loose" aboard the Con­ stitution is Waiter Glenn Dennehy. Waiter John Mark helps a passenger make his dinner selection. j. •;1: Stewards. Upgrade Your Skills Deck/Lounge Steward Mike Pownall heads back to the bar with a drink request. % \ Make the most of your union benefits by increasing your learning as well as your earning potential! A number of courses have been scheduled this year at the Lundeberg School for training assistant cooks, cooks and bakers, chief cooks and chief stewards. See page 27 of this month's Seafarers LOG for an application form to apply for one of these upgrading programs. Waiter Kevin Gushing presents dinner to a passenger. �N^,: FEBRUARY 1993 SEAFARERS LOG 25 ir r Final Departures DEEP SEA DAVID CRAWFORD David Craw­ ford, 38, passed away November 18. A native of South Carolina, he graduated from the Lundfeberg School in 1972. Brother Crawford sailed in the steward department. JAMES CURRAN Pensioner James Curran, 69, died December 9. Bom in Oxnard, Calif., he joined the SIU in 1969 in the port of Seattle. Brother Curran sailed in the deck department. He served in the U.S. Navy from 1941 until 1961. Brother Curran began receiving his SIU pension in January 1988. JOHN DEHRING Pensioner John Dehring, 68, passed away December 16. The native of New Orleans Joined the Seafarers in 1955 in the port of New York. Brother Dehring sailed in the deck department. He served in the U.S. Navy from 1943 to 1945. Brother Dehring retired in July 1985. ALFRED DEREPENTIGNY Pensioner Alfred Derepentigny, 90, died October 26. He was bom in Manchester, N.H. and in 1954 joined the Marine Cooks anc} Steward in the port of San Francisco, before that union merged with the AGLIWD. Brother Derepentigny began receiv­ ing his pension in Febmary 1980. ROBERT DILLON Robert Dillon, 66, passed away Oc­ tober 30. Bom in Danville, Va., he joined the SIU in 1945 in the port of Galveston, Texas. Brother Dillon completed the bosun recertification course at the Lundeberg School in 1981. He served in the U.S. Navy from 1940 to 1944. Brother Dillon was an active member at the time of his death. PETER GEBBIA Pensioner Peter Gebbia, 63, died November 20. He joined the Ships Digest Continued from page 21 . ».,. MV RANGER (Vulcan Carriers), Dec. 27 — Chairman H. Johnson, Deck Delegate Casey Downing, En­ gine Delegate Michael Johnson, Steward Delegate Karriem Allah. Crew asked contracts department for clarification on conversion to stand­ ard tanker agreement. Educational director informed members about SIU scholarships. Deck and engine delegates reported disputed OT. No beefs or disputed OT reported by steward delegate. Crew thanked gal­ ley gang for good job and great . holiday meals. Next port: Providence, R.I. NEWARK BA Y (Sea Land Ser vice), Dec. 14 — Chairman Pedro Sanchez, Educational Director Richard Johnson, Deck Delegate Fred Collins, Engine Delegate P. Pardovich. Chairman announced payoff and thanked deck crew for job well done. No beefs or disputed OT reported. New TV and VCR for lounge are on order. Crew thanked steward department for job well done. Next port: Elizabeth, N.J. NUEVO SAN JUAN (Puerto Rico Marine), Dec. 1 — Chairman W. Card, Secretary G. Prescott, Educa­ tional Director C. Gallagher, Steward Delegate Brian McEleney. Chairman stressed importance of safety. No beefs or disputed OT reported. Crew was reminded to separate plastics from trash. NUEVO SAN JUAN (Puerto Rico Marine), Dec. 22— Chairman W. Card, Secretary G. Prescott, Educa­ tional Director C. Gallagher, Deck Delegate R. Davis, Engine Delegate John Leiter, Steward Delegate Seafarers in 1958 in his native New Orleans. Brother Gebbia completed the steward recertification course at the Lundeberg School in 1981. He retired in October 1986. ERIC HAYES Pensioner Eric Hayes, 88, passed away Decem­ ber 14. A na­ tive of British Guiana, he joined the union in 1944 in the port of New York. Brother Hayes sailed in the engine department. He began receiving his pension in January 1971. ALVIN JOHNSON Alvin Johnson, 53, died Novem­ ber 15. Bom in St. Louis, he joined the SIU in 1962 in the port of San Francis­ co. Brother Johnson com­ pleted the steward recertification course at the Lundeberg School in 1991. He served in the U.S. Army from 1951 to 1953. Brother Johnson was an active member at the time of his death. FRANK KING Pensioner Frank King, 76, passed away Decem­ ber 11. He was bom in Georgia and in 1965 joined the Seafarers in the port of New York. brother King sailed in the engine department. He served in the U.S. Navy from 1942 to 1945. Brother King retired in December 1983. WILLIAM MEEHAN Pensioner William Meehan, 75, died October 31. He joined the SIU in 1958 in his native New Orleans. Brian McEleney. Educational direc­ tor urged members to upgrade at Lun­ deberg School. No beefs or disputed OT reported. Brother Meehan sailed in the steward department. He served in the U.S. Arniy from 1941 to 1945. Brother Meehan began receiving his pension in September 1982. JOSEPH MICHAEL Pensioner Joseph Michael, 73, passed away November 8. He joined the Seafarers in 1951 in his na­ tive Bal­ timore. Brother Michael completed'the bosun recer­ tification course at the Lundeberg School in 1974. He retired in August 1985. WILLIAM MILLET Pensioner Wil­ liam Millet, 70, died of a heart attack December 3. A native of Lovell, Wyo., he joined the union in 1968 in the port of New York. Brother Millet sailed in die deck de­ partment He retired in februaiy 1987. KENNETH SANFORD Pensioner Kenneth Sanford, 67, passed away December 9. Bom in Texas, he joined the SIU in 1955 in the port of Lake Charles, La. Brother Sanford sailed in the engine depart­ ment. He served in the U.S. Navy from 1943 to 1946. Brother Sanford retired in December 1990. WILLIAM SMITH department. He began receiving his pension in March 1982. DENNIS SMITH Pensioner Dennis Smith, 91, passed away December 9. The native of Florida joined the SIU in 1949 in the port of Tampa, Fla. Brother Smith sailed in the engine department. He retired in October 1968. GERVACIO VINLUAN Pensioner Gervacio Vinluan, 85, died December 9. He was bom in Binalonan, Philippines, and in 1947 joined the Seafarers in the port of New York. Brother Vinluan sailed in the steward department. He served in the U.S. Navy from 1942 to 1945. Brother Vinluan spent most of his SIU career sailing with American President Lines. He retired in August 1972. INLAND EMMETT BERTRAND Pensioner Emmett Bertrand, 55, passed away October 20. A native of Oberline, La., he joined the union in 1961 in the port of Port Arthur, Texas. Boatman Bertrand sailed in the deck department. He began receiving his pension in June 1989. GEORGE DAVIS Pensioner Wil­ liam Smith, 75, died November 14. He joined the Seafarers in 1955 in his na­ tive New York. Brother Smith sailed in the engine announced payoff. He noted request has been submitted for new washing machine and dryer. Secretary urged members to upgrade at Lundeberg School and support SFAD. Engine delegate reported disputed OT. No beefs br disputed OT reported by deck or steward delegates. Crew re­ quested antenna for lounge. Crew thanked steward department for Thanksgiving dinner and job well done. PFC EUGENE OBREGON(Water­ man Steamship), Dec. 13 — Chair­ man Henry Bouganim, Secretary Patrick Helton, Deck Delegate Reeves Hornby, Engine Delegate John McCabe, Steward Delegate Mariano Martinez. Chairman an­ nounced payoff. Educational director OVERSEAS ALICE(Maritime urged members to upgrade at Lun­ deberg School to help ensure themsel­ Overseas), Dec. 30 — Chairman Cesar Gutierrez, Secretary Paul ves of future employment. No beefs Stubblefield, Educational Director or disputed OT reported. Crew Dennis Riley, Deck Delegate T. thanked galley gang for great trip, Thomas, Engine Delegate F. Bolton, especially Thanksgiving. Steward Delegate S. Deanda. OMI DYNACHEM(OMl Corp.), Steward delegate reported beef. No Dec. 13 — Chairman Lawrence beefs or disputed OT reported by Kunc, Secretary Steven Wagner, deck or engine delegates. Crew rec' Educational Director Randy Snay, room needs new sofa and chairs. TV Deck Delegate M. De La Cerda, En­ and radio antennas also need repair or gine Delegate Michael Harmanson, replacement. Crew gave vote of Steward Delegate Beverly Harris. thanks to galley gang. Chairman reported beef about reliefs. OVERSEAS PHILADELPHIA Educational director urged members (Maritime Overseas), Dec. 27 — to upgrade at Lundeberg School. No Chairman E. Slwaeard, Secretary beefs or disputed OT reported by Jose Rivera, Educational Director department delegates. Crew gave vote of thanks to steward department. Ross Hardy, Deck Delegate Robert Pacheco, Engine Delegate D. Next port: Lake Charles, La. Vasquez, Steward Delegate Billy OMI HUDSON (OMI Corp.), Dec. Mitchell. Chairman reported smooth 30 — Chairman David Smolen, trip. Secretary wished a Merry Secretary F. King, Educational Direc­ Christmas and Happy New Ye^ to tor James Raible. Steward delegate all SIU brothers. He thanked deck reported beef. No beefs br disputed and engine departments for keeping OT reported by deck or engine ship clean. No beefs or disputed OT delegates. Crew reported no launch ser­ reported. Crew thanked steward vice in Mexico. Next port: Houston. departmeht for good food and job well done, especially Christmas din­ OMI STAR (OMI Corp.), Dec. 12 — ner. Next port: Providence, R.I. Chairman Eugene Granthan, Secretary K. Jones, Educational OMI WABASH (OMI Corp.), Dec. Director J. Anderson, Deck 2 — Chairman H. Jones, Secretary Delegate John Wolfe, Engine R. Jones, Educational Director J. Delegate Terrance Reed, Steward Trent, Engine Delegate William Delegate Coy Hendricks. Chairman Beatty, Steward Delegate Anderson Pensioner George Davis, 68, died December 4. Bom in Paulsboro, N.j., he joined the union in 1973 in the port of Philadelphia. Jordan Jr. No beefs or disputed OT reported, but steward delegate will speak with patrolmen about voucher for OT not paid due to mistake on OT sheet. Chairman reminded crew about alcohol testing. RALEIGH DAYfSea-Land Ser­ vice), Dec. 20 ^ Chairman Howard Knox, Secretary J. Speller, Educa­ tional Director David Dukehart Educational director reminded mem­ bers to upgrade at Lundeberg School. No beefs or disputed OT reported.. Crew thanked steward department for job well done. SEA-LAND CHALLENGER (SeaLand Service), Dec. 13 — Chairman R. Williams, Secretary H. Scypes, Educational Director Ronald Smith, Deck Delegate Juan Ayala, Steward Delegate Genaro Rivera. No beefs or disputed OT reported. Crew thanked galley gang. Crew observed one minute of silence in memory of departed brothers. Next port: Elizabeth, N.J. SEA-LAND CONSUMER (SeaLand Service), Dec. 12 — Chairman William Mortier^ Secretary G. Boop, Educational Director die Webber, Deck Delegate R. Funk. No beefs or disputed OT reported. SEA-LAND ENDURANCE(SeaLand Service), Dec. 6 — Chairman E. Sierra, Secretary M. Kohs, Educa­ tional Director G. Evosevich. Educa­ tional director discussed importance of upgrading at Lundeberg School. He noted scholarships available to SIU members and their dependents. No beefs or disputed OT reported. Crew gave special thanks to steward department for Thanksgiving feast. Crew extended sincere best wishes to Chief Cook Roland Francisco, who is retiring after 47 years with SIU. Boatman Davis sailed in the steward department. He served in the U.S. Air Force from 1943 to 1949. He retired in December 1987. ROLAND WRIGHT Pensioner Roland Wright, 67, passed away November 24. He joined the Seafarers Intemational Union in 1950 in his native Galveston, Texas. Boatman Wright sailed in the engine department. He began receiv­ ing his pension in October 1985. GREAT LAKES VIRGIL APPLETON Pensioner Vir­ gil Appleton, 79, died November 20. The Michigan nati ve joined the Seafarers Intemational Union in 1953 in the port of Frank- fort. Mich! Brother Appleton sailed in the deck department. He retired in August 1975. GAYLORD DRAGOO Pensioner Gaylord Dragoo, 84, passed away December 12. Bom in Michigan, he joined the Seafarers In­ temational Union in 1956 in the port of Elberta, Vlich. Brother Dragoo sailed in the deck depart­ ment. He began receiving his pension in November 1973. They will be sorry to see him hang up his apron for good! Next port: Long Beach, Calif. SEA-LAND EXPLORER (Sea-Land Service), Dec. 27 — Chairman Jack Kingsley, Secretary W. Burdette, Educational Director Guy PollardLowsleyi Deck Delegate D. Rothman, Engine Eielegate B. Tapia, Steward Delegate George Lee. No beefs or disputed OT reported. SEA-LAND HAWAII (Sea-Und Service), Dec. 20 — Chairman J. Carter, Secretary J. Jones, Educa­ tional Director D. Gordius, Steward Delegate J. Laureta. Secretary reported malfunction of freezer boxes which resulted in lost stores. No beefs or disputed OT reported. SEA-LAND INTEGRITY (SeaLand Service), Dec. 27 —;Chairman Stephen Argay, Secretary Pedro Laboy, Steward Delegate William Muniz. Chairman reminded mem­ bers who wish to sail on tankers that mandatory benzene testing is nW under way. He discussed importance of working safely. No beefs or dis­ puted OT reported. Crew gave vote of thanks to galley gang. SEA-LAND NAVIGATOR (SeaLand Service), Dec. 13 — Chairman Werner Becher, Secretary R. Spingat, Educational Director W. Stevens, Deck Delegate BUI Rackley, Engine Delegate R. Zurfluh, Steward Delegate Raymond Garcia. Chairman reported good trip. Educa­ tional director discussed upgrading opportunities available at Lundeberg School. No beefs or disputed OT reported. Crew thanked steward department for excellent Thanksgiv­ ing dinner and in general the fine food served on board. Crew lounge needs new coffee machine. Next port: Tacoma, Wash. • I '• . i-r ';-i • '••''v.- V. .1- .r ••V • • �26 FEBRUARY 1993 SEAFAREKSLOG Lundeberg School Graduating Classes Trainee Lifeboat Class 506—Graduating from trainee lifeboat class 506 are (from left, kneeling) Raul Hernandez III, Adele George, Steven Roquemore, Kevin Bowden, Casey Sutton, Adam Talucci, Lloyd Bates, Ben Cusic (instructor), (second row) Sean Adkins, Darren Watson, Carol MacDonald, Cindy Winter, James Cedeno, Cameron Brintley, Donas Armstrong, Ryan Reedy, (third row) Brett Hopsori, Brian Sargen, Steve Stepanski, Justin Collins, Herbert Anderson Jr., (fourth row) Scott Brietzke, Keith White, Troy Arrowoood, Robert Sweat III and Matthew Booth. Able Bodied Seaman—Completing the AB course on December 7,1992 are (from left, kneeling) Casey Taylor (instructor), Kamin Raji, P. Paul Staib Jr., Carl Nelson Jr., James Keevan, James Speer, Marius Louw, Enrique Crespo, (second row) Joseph J. Arnold, Martin Knezevich, Paul J. Fehling, David Elston, Joe Mieluchowski, Wayne Powers, Dwyen Ringbauer, Andrew Eastman, (third row) Benjamin Shupp, John Wills, Russell Williams, Greyson Brantley, Timothy Johnston, Thomas Zemiamek and Carlos Bonilla. -J Lifeboat--Members of the December isr f992 graduating class receiving their lifeboat endorse­ ments are (from left, front row) Gabrial Williams, Tom Priscu, John Brooks, Nick Reyes Jr., (second row) Uirry Rose, Justin Golub, Walt Filleman Jr., George Demetropoulos and J^e Karaczynski (instructor). Third Mate Graduating from the third mate course on December 3, 1992 are (from left, front row) Ron Raykowski (instructor), Tracy Reed, Anna Buyvid, John Baker, (second row) Henry Scott III, Kevin Combs, Jim Burt, George Davig, (third row) Patrick R. Hanning, Mark Holman and Ray Snow. Not pictured is William Payne. Hydraulics—Completing the hydraulics class on December 15,1992 are (from left) Bill Foley (instructor), Eric Bain, Jon Beard, Bruce Zenon, Richard Natoli, Troy Robin, Darren Henderson, Daniel Johnson, Monroe Monseur. Silas Bent 7 Have Unplanned ^Reunion' at Piney Point Seafarer Darryl Smith signed off the USNS Silas Bent in Oc­ tober, but when he recently ar­ rived at the Lundeberg School to upgrade to AB, for a moment he must have thought he was back aboard the oceanographic survey ship. Six of Smith's shipmates from the Silas Bent already were upgrading at the school when he arrived in Piney Point, Md. "It felt like a family reunion when I saw all of them," he said. "Maybe it's just a coincidence we're all here, but I think more and more people are getting the message that upgrading is the only way to go." Like Smith, Clay Swidas is upgrading to AB. Faustino Pereira is taking the QMED course, while galley gang mem­ bers Daniel Idos, Gary Mooney and Jeanette Ball each are taking cook and baker. Additionally, Mobney is taking lifeboat train­ ing and the GEO course, while Ball is taking firefighting and sealift. Dick Higgins was enrolled in celestial navigation, but in late January he rejoined the crew of the Mar Ship Operators vessel. Higgins and Ball in fate 1991 were part of another unplanned Silas Bent 'reunion' at the school. They and three other shipmates upgraded at the same time. In fact, one of those five is Danyl Smith's father, Donald, who sails in the engine department and From left. Clay Swidas, Daniel Idos, Gary Mooney, Faustino Pereira, Darryl Smith and Jeanette Ball recently sailed together and now are upgrading at the Lundeberg School. Not pictured is Dick Higgins. joined the SlU four years ago, one contact with instructors. after a 20-year career in the Navy. In the cook and baker course, he is enjoying learning "how to Encouraged to Upgrade prepare breakfast on the grill and For Idos, attending shipboard how to make biscuits." Idos added that upgrading is union meetings, helped him real­ ize the benefits of upgrading. "In more important than ever, largely every meeting, we always were because of competition for jobs. encouraged to upgrade," said the Ball, who joined the SlU two 30-year-old Seafarer, who joined years ago in Wilmington, Calif., the union in August 1991. "That said she has a simple reason for definitely helped our awareness." upgrading frequently. "I'll be Idos, who often writes to crew- very honest. 1 need to make more members still on board the Silas money, and the way to do that is Bent, said he is impressed by the to increase your skills and quality and breadth of the school knowledge—get better at your at the Paul Hall Center for job." Maritime Training and Education, The native of Georgia said the but he also appreciates the one-on- best part about the Lundeberg School "is the instructors. They are informative and friendly." Ball, 48, signed off the Silas Bent in November, following voyages to Japan and Hong Kong. "1 love the travel that goes with my job, and 1 don't mind the shopping in places like Hong Kong, either,'' she said with a laugh. , Similarly, Mooney chuckles "when1go home and see ads on TV offering trips to Hawaii for $400 or whatever amount. I've sailed there and gotten paid for it." Like most of his fellow upgraders from the Silas Bent, Mooney, 27, is fairly new to the SlU. He joined in San Francisco in June 1991. But again like the others, he headed for the Lundeberg School as soon as he had enough sea time to be eligible to upgrade. "1 like the variety of classes that are available," he said. "Upgrading will help me in my career and help me get a better-paying job." Moreover, Mooney and the others all praised the captain of the Silas Bent, Ernest Queck, for his professionalism and leader­ ship. "He was like a father fig­ ure," Mooney said. "Really, he and all the other officers are ter­ rific to work with." bitious. Opportunities abound at Piney Point, they said, but it is up to each individual to maximize his or her chances to learn, im­ prove and hone skills. "This school is fabulous, and it definitely makes people more effi­ cient at their jobs when they return to the ships," said Pereira, 66. "This is an opportune time , for me to upgrade, and I'm enjoying it." Swidas, a 25-year member of the union, said he likes the downto-earth nature of the Lundeberg School instructors. "They're like your shipmates," said the native of Cleveland. Swidas added that he was pleasantly surprised when he met his old Silas Bent shipmates at the school. "It's nice to know a few people right off the bat." For Smith, the school has been everything his seafaring father said it is. "He always kept telling me, 'Go to that school. The facilities are great.' Well, he was 100 percent right," said the deck department member. "Not many organizations have something like this school—not only the facilities but the staff." Smith has been with the SlU since August 1991. He already has a long-range goal: to continue upgrading in order to become a third mate. School Rewards Effort "The opportunities certainly The six Seafarers interviewed are here," he said. "1 plan to con­ for this story agree that the Lun­ tinue advancing, and 1 hope that deberg School rewards the am­ makes my father proud." - m... �FEBRUARY 1^ SEAFARERS IM 27 .<-r: LUHDEBBRG SCHOOL 1993 UPGRADING COURSE SCHEDULE RecertmcaUon Pmgnuns The following is the current course schedule for classes beginning between March and July 1993 at the Seafarers Harry Lundeberg School of Seamanship located at the Paul Hall Center for Maritime Training and Education in Piney Point, Md. All programs are geared to improve job skills of Seafarers and to promote the American maritime industry. The course schedule may change to reflect the needs of the membership, the maritime industry and—^in times of conflict—the nation's security. Check-In Completion Date Date March 29 May 7 May 24 July 2 July 19 August 27 All students must take the Oil Spill Prevention and Containment class. AprU2i5 June 21 May 7 July 2 ^dar Observer - Unliniited j March 1 April 19 May 17 July 12 March 15 May 24 July 19 May 3 March 5 April23 May 21 July 16 April 9 June 18 August 13 August 13 Safety Specialty Courses Check-In Date March 15 May 24 March 1 March 29 April 26 May 24 June 21 July 19 April 26 March 16 May 11 July 13 March 22 May 10 July 5 Course Oil Spill Prevention and Containment Lifeboatman Tankerman Basic/Advanced Fire Fighting Sealift Operations & Maintenance Completion Date March 19 May 29 March 12 April 9 May 7 June 4 July 2 July 30 May 21 March 26 May 21 July 23 April 16 June 4 July 30 UPGRADING APPUCATWH Date of Birth Name (Last) Month/Day/Year (Middle) (Fiist) Address. (Street) Telephone _L (Oty) (State) Deep Sea Member D (Zip Code) (Area Code) Lakes Member IZJ Inland Waters Member Q . Department if.S. Citizen: • Yes • No • Yes • Yes If yes, course(s) taken Have you taken any SHLSS Sealift Operations courses? a » ^ High School Equivalency (GED) Adult Basic Education (ABE) English as a Second Language (ESL) • Yes FULL 8-week sessions April 17 ^ ' • •- June 4 With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourself for*the course(sj requested You also must submit a COPY of each of the following: the first page of your union book indicating your department and seniority, your clinic card and the front and back of your Lundeberg School identification card listing the course(s) you have taken and completed The Admissions Office WILL NOT schedule you until all of the above are received. RATING DATE DATE OF VESSEL HELD SHIPFED DISCHARGE SIGNATURE. GNO CPR:GYes. GNO ;• All open-ended (contact admissions office for starting dates) College Program Schedule for 1993 DECK AB/Sealift Jst Class Pilot Third Mate Radar Observer Unlimited Master InspectedTowing Vessel Towboat Operator Inland Celestial Navigation Simulator Course ENGINE Firefighting: G Yes ONO • The following courses are available through the Seafarers Harry Lundeberg School. Please contact the admissions office for enrollment information. Check-In Completion Course Date Date • • • Do you hold the U.S. Coast Guard Lifeboatman Endorsement? • 11 1992'93 Adult Education Schedule • No If yes, how many weeks have you^pompleted?_ Primary language spoken A a • • • • • Last grade of school completed Date available for training Completion Check-In Date Date Aprill2 July 2 July 19 October 8 Fireman/Watertender and Oiler April 12 May 21 June 7 July 16 All students must take the Oil Spill Prevention and Containment class. Pumproom Maint. & Operations June 21 July 30 Refrigeration Maint. & Operations March 29 May 7 July 6 August 13 Marine Electronics—^Technican H March 15 AprU23 Hydraulics June 7 July 2 Welding March 29 Apra23 Diesel Engine Technology March 1 March 26 Refrigerated Container May 10 June 18 GNO to Have you attended any SHLSS upgrading courses? All open-ended (contact admissions office for starting dates) Oigfne UpgrarHag Courses .DATE. • Marine Electrical • • If yes, which program: from Check-In Completion Date Date All open-ended (icontact admissions office for starting dates) Chief Cook, Chief Steward ' Are you a graduate of the SHLSS trainee program? • Yes GNO August 2 I am interested in the following courts) checked below or indicated here if not listed Home Port. Endorsement(s) or License(s) now held June 28 Pacific IZI If the following information is hot filled out completely, your application will not be processed. Book# Social Security #. Seniority Steward Recertification Course QMED-Any Rating Shiphandling Third Mate Completion Date May 3 Course Assistant Cook» Cook and Baker Course Able Seaman Celestial Navigation Check-In Date March 29 StewanI Up^iHng Courses Deck Upgrading Courses • .- Course Bosun Recertification • ;• • FOWT n QMED—Any Rating ' D Variable Speed DC Drive Systems (Marine Electronics) • • • • • • • • • • • • • Maintenance Pumproom Maintenance & Operation Refrigeration Systems Maintenance & Operation Diesel Engine Technology Assistant Engineer/Chief Engineer Motor Vessel Original 3rd Engineer Steam or Motor Refrigeriated Containers Advanced Maintenance Electro-Hydraulic Systems Automation Hydraulics Marine Electronics Technician STEWARD Assistant Cook Utility Cook and Baker CThief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS • Welding • Lifeboatman (must be taken with another course) • Oil Spill Prevention & Containment • Basic/Advanced Fire Fighting • • • • • ADULT EDUCATION DEPARTMENT Adult Basic Education (ABE) High School Equivalency Program (GED) Developmental Studies (DVS) English as a Second Language (ESL) ABE/ESL Lifeboat Preparation .<'{.U' v;' COLLEGE PROGRAM • Associate in Arts Degree Transportation will be paid in accordance with the scheduling letter oidy if you present original receipts and successfully piele the course. If you have any questions, contact your port agent before departing for Piney Point RETURN COMPLETED APPLICATION TO: Uindeberg Upgrading Center, P.O. Bo* 75, Piney Point MD 20674. , .11. 2/93 ... .'^0':' • •• •• �SEAEUaXS SUMMARY ANNUAL REPORT Great Lakes Tug and Dredge Pension Plan Page 23 February 1993 Volume 55, Number 2 New OS Learns Meaning of Trust from LNG Crew For any crewmember boarding a vessel for the first time, the mean­ ing of one word is learned very quickly in order to have any chance of success. That word is "trust." with them," OS Debbie Textor told the Seafarers LOG shortly after she signe'd off the LNG Capricorn. "You cannot lie to your shipmates because they are depending on you as much as you depend on them. What else do you have to build trust with your fellow crewmembers?" Textor boarded the 946-foot vessel in August 1992 after suc­ cessfully completing the trainee and LNG programs at the Lun­ deberg School. "At first I was scared and shy. Then, when you are working with and seeing the same people, you get chummy and friendly." "Indonesia is an Islamic na­ tion. Women there can be com­ pletely covered except for their eyes and hands, even when the temperature reaches 110 degrees. The guys on the ship showed us the ropes so we knew what we could do." :.'L Crew 'Very Helpful' The member of Lundeberg class 499 had nothing but praise for the crew headed by Bosun Charlie Kahl. "They are fantas­ tic. Being new, I had a lot of ques­ tions. Everyone took the time to show me or teach me the right Barbecues are special occasions on the LNG vessel. Crewmembers way to do what was needed on enjoy the food and fellowship while storm clouds gather behind them. ship." Textor was one of two females aboard the Capricorn. Although the years of experience among the crew varied from decades to new­ comers, the only place where Textor encountered any supersti­ tions about women on board a ship took place on land in Japan. "In Japan, they believe any woman on a ship is bad luck," she noted. "And if there is a woman on the ship, it's automatic that they are in the galley washing dishes or making beds. When Japanese men and women] heard The "bow gang" waits for the tug in Himeji, Japan. They are, from left: worked on the deck, it was un­ OS John Gillespie, 3rd Mate Jim Seliskar, Bosun Charlie Kahl, AB Ken Steiner and AB Zain Basir. real to them." Airlift Preparations She witnessed firsthand how trust worked when a crewmember went into an epileptic seizure. "Everyone pulled together. No questions were asked. Each mem­ OS Debbie Textor learns about ber accepted his Or her assign­ trust on her first time at sea. ment to make sure the member could be airlifted safely. We To a graduate of the Seafarers knew it had to be done." The Capricorn was a day out Harry Lundeberg School of of Japan when the attack started Seamanship working on her first after dark. The captain radioed vessel since leaving Piney Point, the U.S. military base at Okinawa the meaning of that word was for help. The air ambulance could driven home from the first day. not arrive until dawn, so crew"When you spend every day with the same people working members took turns watching and relaxing, you learn you have over their friend between their Boats Chased by Devil to depend on them and be honest own shifts as the liquified natural gas vessel changed course until Another superstition that Tex­ tor heard about and had to react to the helicopter arrived. When crewmembers went was the one held by Japanese ashore, trust once again played an fishermen that the devil chases important role. Textor stated each their boats at sea. new member was advised as to "When we would enter a which places were safe and wel­ Japanese port, extra watches were comed Americans, especially iti posted to make sure none of the Indonesia where the LNG vessels fishing boats were cutting too operated by ETC have two ports close across our bow. These boats of call. are like our pleasure boats—14 to 30 feet in length. They try to cut across our bow as close as pos­ sible in the belief that if any large ship gets between them and the devil, they can sail on to their fishing grounds arid have good luck fishing because the devil will not find them. "At any one time, there could be five or six boats trying to cut across our bow. We repeatedly had to change course to keep from hitting them." Textor plans to upgrade in the engine department as soon as she has the time. She praised the Lun­ deberg School especially for the LNG course which she said "helped me to know what I would be doing when I arrived." She enjoyed seeing Iridonesia, Japan and the Philippines while work­ ing on the LNG vessel and looks forward to visiting more df the OS Kevin Young chips a monitor on the vessel's bow. world in her travels. Help Find This Missing Child OS Terrence "T-Bone" Boney The galley gang of (from left) SA Henry Freeman, SA Larry Anderson and Chief Steward Norman Duhe watch over the grill. heads for his quarters. Standing in front of the LNG Capncom tied up at a pier in Bontang, Indonesia is SA Henry Freeman. OS Textor provided the Seafarers LOG with the photos on this page. The National Center for Police Department's Missing Missing arid Exploited Children Persons Unitat (604) 841-6490. has asked the Seafarers Interna­ tional Union to assist them in locating Leigh Marine Occhi, a 13-year-old from Tupelo, Miss. Missing since August 27, 1992, the child was last seen at her home. Foul play is suspected. At the time of her disap­ pearance, the blonde-haired, hazel-eyed girl was 5 ft. 2 in. tall and weighed 95 pounds. She wears glasses. Anyone having information on the disappearance of Leigh Marine Occhi should contact the National Center for Missing and Exploited Children at (800) Leigh Marine Occhi 843-5678 or the Tupelo (Miss.) • ••• --''I'-' .:v r • � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1990-1999 Description An account of the resource Volumes LII-LXI Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1993 Description An account of the resource HEADLINES HOUSE MARITIME PANEL REORGANIZED; SENATE CONFIRMS NEW DOT SECRETARY ELECTION TALLY PANEL ANNOUNCES RESULTS OF VOTE MICHAEL SACCO RE-ELECTED PRES. CREW REPORTS SMOOTH FIRST VOYAGEON NEW AT&T SHIP GLOBAL MARINER NJ FISHERMAN SIGN ON WITH THE SIU HARBOR TUGS ANSWER CALL FOR HELP FROM FIRE-STRICKEN TUG OSPREY SEAFARES STAND BY ILA IN SUGAR BEEF BRAER TANKER SPILL HIGHLIGHTS DANGERS POSED BY RUNAWAYS RUNAWAY-FLAG OPERATORS PROMOTE FAST BUCKS SCHEME SAFETY MASKS REQUIRE CLEAN SHAVEN FACE ON TANKER SEAMEN FOR PEAK EFFECTIVENESS NEW CABLE SHIP BEGINS MAIDEN VOYAGE SOMALIA IS ‘BLEAK’ REPORTS SEAMAN EVANS WASHINGTON BEEFRIENDS 7TH GRADE CLASS AMERICAN REPUBLIC FITS OUT TO BEGIN ’93 LAKES SEASON TWO RUNAWAYS COLLIDE; SPEW 11 MILLION GALLONS GERMAN UNION WINS RAISE FOR FILLIPPINO SEAMEN PARENTS OF VICTIM IN RUNAWAY SHIP FIRE URGE CLOSING OF LOOPHOLES IN WORLD SAFETY REGS BAHAMIAN GOVERNMENT AUTHORITIES FAIL TO CONDUCT PROPER INVESTIGATION IN OFFICER’S DISSAPPEARANCE, CHARGES ITF LUNDEBERG SCHOOL ENHANCES ON-SIT SAFETY COURSE ST. CLAIR, OTHERS COMPLETE BUSY YEAR ON THE LAKES MURMANSK- THE DIARY OF WILLIAM D. HENDERSON SHIPBOARD DINING ROOM MEMBERS PROVIDE PERSONAL TOUCH ON SIU-CREWED CONSTITUTION FRANCES HAMMER CREW HEADS FOR HOME AFTER COMPLETION OF LONG JOURNEY SILAS BENT 7 HAVE UNPLANNED ‘REUNION’ AT PINEY POINT NEW OS LEARNS MEANING OF TRUST FROM LNG CREW Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 02/01/1993 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 55, No. 2 1993 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/2e856a5820c10f311682e92c29de50e8.PDF aec13c1cd00955fdfe22d6ab84fd4d46 PDF Text Text • • •>•' OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATUNTIC GULF, LAKES AND INLAND WATERS DiSTRia • AFL-CIO .V •'" -V' "'i'VCfiv -;: s*- •v«SM .^• zM-\ PI:i'-'v^::.:.Pln., ,V-'- t'T % / J. ;j;.':. j-'f -Vr-:::.'- -i'-r '1/' •/••••\ • • V'';# ;U' /,:• • .T- w--r/-4 , r* �,i-«'-..f 2 FEBmUUtri994 SEAFAREKS LOG President's Report Safety on All Waterways There is a double standard in America's maritime safety policy and it is threatening thousands of men and women who earn their living working on tugs, tows and barges, as well as endangering hundreds of coastal communities. The disparity stems from a law which requires all seamen work ing on U.S.-flag ships to have U.S. Coast Guard documents. But the law is silent on the same requirement when it comes to the vast majority of boatmen employed on the nation's tugs and tows. The irony is that navigating and operating any marine equipment takes skilled, proficient mariners. Anyone who thinks that tugboat work is somehow unskilled, ought to think again. The combined tonnage of some boats and their barges often exceeds the tonnage of a Michael Sacco deep sea ship. Yet the tug's crew will be onefourth, perhaps one-fifth, of that of the ocean-going ship. The en­ gine horsepower on tugboats can be in the tens of thousands. The navigation can be tricky, calling for a steady hand, constant vigilance, quick thinking and vast knowledge of river currents, among other things. The tug's safe operation is all the more impor­ tant because it is usually on a river or coastal waterway relatively close to population centers or environmentally sensitive areas. Despite the serious and complex nature of the work men and women perform on tugs and tows, the agency of the U.S. govern­ ment charged with ensuring safe and navigable waterways, the Coast Guard, in most cases, does not have any way of certifying and documenting the men and women who operate these vessels. On the other hand, deep sea mariners are required to hold U.S. Coast Guard-issued merchant marine documents. It is interesting to note that, according to Coast Guard data, in the segments of llie marine transport industry in which mariners are documented by the U.S. Coast Guard, human error accounts for far fewer accidents than in the segment in which mariners hold no Coast Guard papers. Specifically, only one-third of marine acci­ dents involving deep sea and Great Lakes ships are caused by human factors, whereas more than half of the accidents involving tugs and tows were attributable to human error. The need for higher safety standards in the inland field has long been felt by the SIU and its contracted operators. Consequently, we have held ourselves to a higher standard than what is required by law. This is evident in our collective bargaining agreements which institute many safety practices. Seafarers who are trained at the union's Paul Hall Center for Maritime Training and Education to work aboard tugs and tows hold U.S. Coast Guard documents. The training for inland Seafarers at the union's Paul Hall Center is comprehensive, including safety skills such as firefighting, lifesaving, abandon ship procedures, first aid and responding to spills of hazardous materials. The center's classes cover the how-tos of transporting by water all kinds of cargo, including oil, petroleum products, dry bulk commodities and hazardous chemicals. Addi­ tionally, the union and its contracted inland companies have estab­ lished an advisory committee to the Paul Hall Center. This group continually reviews the needs of the industry to ensure that Seafarers working on tugs, tows and barges have the most up-todate training in the field. But while Seafarers and SlU-contracted inland companies are doing their best to maintain a safe work environment on the nation's waterways, there are scores of inland operators that sail with a minimum of safety practices. The spate of disasters involv­ ing non-union tugs and barges raises questions about what can be done to ensure a safer industry. Certainly a first step is the documenting of boatmen by the U.S. Coast Guard. Not only would this be a good national policy, but also it would be a protection of life and limb, a protection to the workers who spend a good part of their lives as boatmen. A bill that would make this requirement a law is now before the House of Representatives. The legislation has the backing of the Seafarers, as we believe such a standard will protect the people who work on the rivers and waterways of the nation. The bill is a vital first step. But more must be done. That is why we in the SIU were gratified to hear Secretaiy of Transportation Federico Pena's comments on the pressing need to find ways to make the nation's 25,777 miles of navigable waterways much safer for all con­ cerned. In such an effort, in behalf of the people who dedicate themselves to safe, efficient river and harbor transport, the SIU will be a strong partner and ally. Volume 56. Number 2 February 1994 The Seafarers LOG (ISSN 0160-2047) is published monthly by the Seafarers International Union; Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO; 5201 Auth Way; Camp Springs, Md. 20746. Telephone (301) 899-0675. Second-class postage paid at MSG Prince Georges, Md. 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the Seafarers LOG, 5201 Auth Way, Camp Springs, Md. 20746. Managing Editor, Daniel Duncan; Associate Editors, Jor­ dan Biscardo and Corrina Christensen; Associate Editor/Production, Deborah A Hirtes; Art, BUI Brower. iMig Laws Crew Cmnawaded no-^iperb Cable Repair Jirii Seafarers aboard the CS Long Lines recently executed a tricky week-long repair job in the north Pacific. Foul weather could not stop weather was very rough: windy, ship, Michael Hester, Richard the crew of the Long Lines from rain. Cable operations usually Campbell, Ali Al-Salaam, Peter completing a complicated cable take time anyway, but the Leo, Jovencio Cahah, Jr., repair job in the northern Pacific weather made this one more of a Roberto Qneliza, Jr., John Taliafer and Kevin Gatling. challenge." last November. Sailing as splicer/joiners Because of their fine work, the The cable apparently was Seafarers, American Maritime damaged by one or more fishing during the voyage were Allard, Officers and AT&T personnel vessels. After the repair, it was Kathy Chester, Raymond earned accolades from the com­ reburied via a remotely operated Jenkins and Timothy Fogg. The OSs for this trip were pany which operates the vessel. submarine system known as John Qnartey, Charles James, F.M. Hamilton, managing Scarab I. director of the Transoceanic Alexander Schneider, Zaid 'Like Hitting a Wall' Alderwish, Rolfe Welch, Cable Ship Co., which oversees Splicer/Joiner Lisa Allard Andrzej Sienicki, Jayson AT&T's five cable vessels, con­ gratulated and thanked the crew- noted that the work proceeded Agana and Antonio Gonzalez. Seafarers sailing in the engine members for their "superb" work smoothly, despite the foreboding in a letter dated December 2. conditions. 'The high winds were department included Chief "This has been an especially un­ like hitting a wall. We even saw Electricians Michael Las Dnlce comfortable job for all of you, some snow, which is pretty rare at and Randall Firestine, Engine Storekeeper Mark Francois, En­ given the adverse weather and sea." Allard explained that the gine Utilities Anthony Powers, rough seas you experienced," he wrote. "Despite this, every one of repair job first involves cutting Paul Bnrckhard, Jr. and Victor you remained eager to complete the cable and sealing it. Once the Rewerts, Oiler/Utilities Omer the job and you did so in fine work is done, the cable is spliced Sharif, Jeffrey Murray and Laird Mills and Wipers Guy fashion. Your splendid profes­ back into place. "It was hard work and long Leary and Reginald Hunter. sional performance demonstrated The galley gang was com­ that Long Lines does a world class hours, but we got the job done,", she added. prised of Chief Steward David job on every occasion." Seafarers aboard the Long Collison, Chief Cook Eric ManBosun Perfecto Amper, who Lines during these recent events ley, Cook/Baker Ahmed has sailed on cable ships for near­ were Amper, Bosun's Mates Muthana, Third CookAJtilities ly 20 years, said the repair of the cable known as TPC-4 took place Hilary Dombrowski and Walter Richard Garcea and Joseph roughly midway between the Harris, Deck Storekeeper Ar­ Lnhach, Steward Storekeeper West Coast and Japan. "We left thur Lawson, Cable ABs Paul Calimer and SAs John Grier, Ralph Flannigan, Steve Soofi, Michael Seattle on November 13, stopped Stephen Saunders, Jr., Thomas Mac- Russo, German Solar-Nunez, for stores in Port Angeles, Wash, Gregor, Clifford Lattish, Jose Maglalang, Joel Crow, and then went to the repair site. It Rodger Lihdstrom, Leo Bog- Ahdulla Saeed, Sandra Martin, took a whole week-^ay and noson, Donald Hudson, William Plas, Terry Hutson, night—^to do the entire repair and Thomas Beathard, Dean Paul Grier, Florencio Nieves reburying operations," stated the Raymond, Warren Blankenand Ali Saeed. 30-year member of the SIU. "The Northeast Thaw Assists Shipping Va., where several SlU-crewed tugboats operated by McAllister Brothers got stuck in ice. "But overall, the weather didn't stop the shipping end of things," S£ud Mike Paladino, SIU port agent in Norfolk. "Even the tugs getting stuck was nothing major." However, two employees of a launch service died in the Linhaven, Va, Anchorage after one fell into the water and the other attempted to rescue him. Bridge Freezes In addition, an eight-lane drawbridge linking Norfolk with Portsmouth, Va. froze in an upright position for several hours, causing massive traffic backups (but allowing ships to pass fteely). In Philattelphia, SIU tugs and barges operated by Maritrans had Tugs Stuck in Ice difficulty reaching power plants. Similar activity has taken They hardly were alone in having place in Philadelphia, Baltimore that problem, which is one of the and even as far south as Norfolk, reasons why the local power comShipping patterns slowly are getting back to normal in the northeastern United States, fol­ lowing last month's severe ice storms and record cold spells which caused energy shortages in some regions and affected the work schedules of just about everyone exposed to the arctic­ like conditions. In New York, Coast Guard cutters and privately owned tug­ boats have adopted a daily ritual of breaking the foot-thick sheets of ice which blanket the Hudson River. Early February brought a relative warming trend, but nighttime temperatures along the Hudson still were cold enough that the river's 150-foot-wide channel continuaUy refroze. (See page 8 for related story on SIUcrewed ferries.) panies temporarily reduced electricity in homes and businesses. Power companies in Pennsyl­ vania, Maryland, Virginia and Washington, D.C. also reduced their output, and in some cases instituted "rolling blackouts," which are planned outages designed to help the generators maintain operations. Costs Soar Overall, the foul weather practically doubled waterborne transportation costs in the af­ fected areas and caused a dramatic increase in fuel prices. But late last month the sub­ zero temperatures finally began giving way to more tolerable con­ ditions. "It's loosening up now," said Jim Malone, SIU patrolman from the port of Philadelphia. "The ice was 12 inches thick on the Delaware River, but we're getting back to a normal schedule." �::\ •-: FEBRUARY 1994 SEAFARERSL06 3 Non-Union Barge Spill in San Juan Seafarers Turn To In Swift Oil Recovery '. •"* HTW. w. >''i -''V'.-. 'i: V^yv-r (Within hours after an emergency call went out that an ment at the scene. This marked the first time that the boat oil barge had run aground and was leaking, Seafarers had been called into operation. With the assistance of were stringing containment booms and crewing tugboats Coast Guard helicopters spotting trouble areas, the and skimmers to sweep the petroleum before it reached Caribbean Responder contained and took in oil before it thip beaches of San Juan, Puerto Rico. could be swept by waves to non-contaminated areas. Around 4 a.m. on January 7, the barge Morris J. Later in the week. Seafarers working for Crowley Berman broke loose from its line to the tugboat Emily S. positioned a barge near the damaged Berman to transfer oil Clean-up operations begin as Seafarer Benito Calderon and drifted onto a coral reef approximately 300 yards from it. SIU tankermen were caU^ into action to make sure assists others in offloading a containment boom that will from the beaches that serve some of San Juan's best- no more oil spilled during the lightering operation. known hotels. The barge was loaded with 1.54 million After the transfer of petroleum was completed, the be deployed in the Condado Lagoon. gallons of heavy number 6 bunker oil. Several of the barge's holds ripped open, sending its contents toward Continued on page 9 the shore. Among the &st people called out to handle the crisis were Seafarers working for Crowley Maritime. SIU members sprang into action by deploying containment booms around environmentally sensitive areas. "Our people were among the first to arriye," noted Steve Ruiz, SIU Santurce port agent. "The first assign­ ment our members were given was to lay a boom to keep A Coast Guard investigation into the cause of an oil the oil from getting into nearby Candado Lagoon. spill along the San Juan coastline continues one month The work performed by more than 200 Seafarers was after the barge Morris J. Berman lost more than 650,000 vital in keeping San Juan Harbor open, according to U.S. gallons of heavy number 6 bunker oil after rurming Coast Guard spokesman Christopher Haley. The lagoon aground. connects the beach area with the harbor. Had the oil slick A Coast Guard spokesman in San Juan said the federal entered the lagoon it would have gone into the harbor and agency would not have a report ready for several more stopped all maritime traffic. months. He noted Captain Larry Doyle of the agency's However, the fast work by the SIU members Marine Safety Office has not completed his investigatioii prevented any oil from entering the lagoon. into the January 7 incident. While some Seafarers were working with the booms, The Morris J. Berman, loaded with more than 1.5 others were called out to crew the tugs and skimmers million gallons of bunker oil, was being towed by the needed to capture the oil from the water. All available non-union tugboat Emily S. from San Juan Harbor to Crowley tugs were utilized, Ruiz noted. Antigua. The tug/barge left the dock in San Juan around "The company called out all of the captains, mates and 10 p.m. January 6. operators to sail the skimmers because they held marine Both the Morris J. Berman and the Emily S. have been Vacuum pumps used to suck oil from the water arrive at licenses," the port agent said. Tugboats were used to tied in newspaper accounts to a family that has been banned a San Juan beach. SlU members Alfonso Arias (left) and shuttle personnel from the docks to the skimmers aiid from doing maritime business in New York because of F. Prieto assist in setting up the equipment. help where needed. Besides their use to collect oil, the environmental accidents. skimmers also stretched booms to contain petroleum that Crewmembers testified during a Coast Guard public had escaped from the barge. hearing held the week aftes the acc^ident that the one-and^ Responder Called In a-half-inch cable connecting the tug and barge snapped By January 9, the Coast Guard had requested the around 1 a.m. on January 7. The line was repaired at sea SlU-crewed Caribbean Responder, an oil spill response Continued on page 9 vessel operated by Dyn Marine, to augment the equip­ USCG investigates Berman Accident DOT Head Calls ttw Tmigh Inland SaMy Regulatldns . -- y, . One of the many Crowley skimmers operated by Seafarers heads into the oil-fouled Atlantic Ocean. The boats were used to position booms and gather oil. -• Answering the call by removing a containment boom from the back of a flatbed truck is Seafarer Angel Charriez. T h Secretary of Transportation has called for tougher safety requirements on the nation's waterways as legislators continue to study two bills Federico Pena in the House ——— dealing with inland documentation and naviga­ tion. Transportation Secretary Federico Pena voiced his concerns about the inland waterways in an interview published January 14 in The Journal of Commerce. His remarks came days after a barge loaded with heating oil ran aground on a reef within sight of the beaches of San Juan, Puerto Rico and spilled approximately 750,000 gallons. Pena told the newspaper his agency is looking for action to make the waterways safer without having to wait for Congress. "We're the experts; why don't we do it firstT' he was quoted. The secretary added that he was shocked to hear that towboats—such !•: W. v -'V". ' • - iV. .. -Ag; •Atfi: :| I •' ."-fV as the one pushing a string of barges designed to close loopholes that that struck a bridge in Mobile, Ala. allow boatmen to sail without Coast and caused the derailment of a pas­ Guard documents before the Amtrak senger train, leading to the deaths of accident took place. 47 people—were not required to The Inland Documentation Bill have basic navigational tools. ^.R. 1915) calls for all boatmen sail­ In December, Pena outlined ing inland waterway vessels of more several steps to be undertaken by the than five gross tons to hold Coast Coast Guard and the Federal Railroad Guard-issued merchant mariner docu­ Administration to minimize the risk of ments (z-cards). another accident similar to the one that While all deep sea and Great occurred involving the Sunset Limited. Lakes mariners are required to hold The proposal includes more strin­ documents, the same does not apply gent licensing requirements for for the men and women plying the operators of uninspected towing ves­ 25,777 miles of navigable inland sels. This would call for towboat waterways. Two of the four crewoperators to pass simulator tests and members aboard the towboat that written exams each time they want struck the railroad bridge in Big to upgrade their licenses. Bayou Canot near Mobile did not The plan would upgrade the re­ have z-cards, although all of the quirements for radar and navigation­ crew had navigation responsibilities. al equipment on towboats. It would Background Checks look into improving the way In order to obtain a merchant mishaps and accidents are reported. mariner document, Guard Pena's proposal also would seek requires proof oftheaCoast drug-free new means for checking the struc­ urinalysis, a review of the National tural integrity of bridges and strengthening emergency prepared­ Driver Register for drunk driving or substance violations, an ness while enhancing the prospects controlled FBI criminal record background in­ for victims' survival should a crash vestigation, proof of U.S. citizenship occur. or evidence of lawful entry and per­ Document Boatmen manent residency from the ImmigraThe House of Representatives alContinued on page 9 r^dy had started debate on one bill ' 'J' • �V' 4 SEAFARERSLOG Congress to Take Up Ship Program FERRUARY1994 Houston Reps Discuss Campaign MTD Mobilizes Grassroots Drive To Urge Backing of Maritime Biiis Discussions continue on American jobs at risk if the what specific plans were bein Capitol Hill to find ways of federal government fails to take discussed. ^ financing a maritime revitaliza- immediate action to revitalize the States Commitment tion bill passed by the House of industry." ' The secretary restated his Representatives last year, while a Program Before Senate commitment to maintaining grassroots campaign to show sup­ Although the Maritime port for the U.S.-flag merchant Security and Competitiveness strong U.S. merchant marine "Maritime reform is still part o; marine was launched. Act (H.R. 2151) was overwhelm­ the administration's package, The Maritime Trades Depart­ ingly approved by the House of Pena told Traffic World in an in­ Texas gubematorial candidate Jim Mattox (center) meets with ment (MTD) of the AFL-CIO has Representatives by a 347-65 mar­ terview published January 24. SlU Gulf Coast Vice President Dean Corgey (left) and Houston started a national petition drive gin in November, the legislation Pena's statements support calling on the "Congress and the still awaits action in the Senate. speech given by Representative Port Agent Jim McGee after Mattox recently announced his intention to run for the position. administration to undertake im­ Gerry Studds (D-Mass.), chair­ The bill proposes a 10-year mediate action to develop man of the House Merchan programs that will maintain a prograih to provide $1.2 billion Marine Committee, to the healthy, viable U.S.-flag fleet and for a Military Security Heet. Be­ Washington, D.C. Propeller Club a broad domestic shipyard and tween 50 and 70 U.S.-flag vessels in December. During that ad­ would be included in such a pro­ marine industrial base." dress, Studds talked about being The petitions are the latest gram. H.R. 2151 also would create a involved in meetings with Presi­ phase in a grassroots program that dent Bill Clinton, administration began during the MTO's biennial Series Transportation Program to aides and Senator John Breaux convention in October. During help U.S. shipyards build vessels (D-La.), Senate Merchant Marine Gordon Ward Resigns as P1-MEBA President The head of District No. 1-MEBA announced he is retiring the convention, delegates repre­ that are price-competitive on the Subcommittee chairman. senting the department's 42 world market. effective April 30. However, in passing the bill, member trade unions and 28 port Gordon Ward was first elected president of D1-MEBA in 1990 Studds told the audience that the House did not include funding the president had committed him­ and reelected in 1992. The union's executive committee appointed councils heard speeches from members of Congress as well as for it. Talks have been held self to supporting the U.S.-flag Secretary-Treasurer Joel Bem to fill the remainder of Ward's term the president of a U.S.-flag ship- among members of the Clinton fleet. "We had his support be­ which expires in 1995. Executive Vice President Bill Langley, who jping company on the need for the administration. House members cause this president and this ad­ was next in line to succeed the president per the union's bylaws, had and senators to provide a funding ministration believe that if notified the board he preferred to keep his present position. The merchant fleet. In initiating the petition driye, mechanism. America can neither build nor committee then selected Director of Public Affairs Mark Zalenski to Secretary of Transportation operate the ships we require to replace Bem as secretary-treasurer. MTD President Michael Sacco noted, "This 'Keep America's Federico Pena has stated in carry our trade to world markets In announcing his retirement. Ward stated he was proud of the Flag Hying!' effort is essential to several recent newspaper reports or support our troops in time of union's accomplishments under his term of office. Among those demonstrating that there are that a funding mechanism may be war, we will no longer be a super­ isted were the dissolution of the uniqn's merger with the National hundreds of thousands of near. However, he did not disclose power." Maritime Union, which was voted upon by the members in 1992. Ward also announced he plans to step down as the president of the National Marine Engineers' Beneficial Association and chairman of the board for MEBA Plans. After graduating from the Maine Maritime Academy, Ward oined Dl-MEBA in 1968. He has sailed in every licensed shipboard engineering capacity. He also has served as an instructor at the dEBA Engineering School and as a licensed division chairman and The holidays often are a lonely were fascinated," Simmons >ranch agent in New York. time for Seafarers when oceans noted. In addition. Chief Cook separate families and friends. However, for crewmembers Robert Wright, SA Mlgdalia aboard \he, American Cormorant, Ortiz and Storekeeper Evelyn a special Christmas was enjoyed Nordbrok assisted Chief L.A. Quake Does Not Disrupt Shipping by all in Rota, Spain. Steward Goggins in preparing a While docked at the Rota special holiday feast. They served The earthquake which devastated theLos Angeles area on January Naval Base awaiting deployment crewmembers prime rib, turkey 7 apparently did not noticeably affect shipping on the West Coast. orders, crewmembers were shrimp and various other dishes One port area reportedly sustained very minor damage and a few visited by a group of American and deserts. vessels were nominally delayed as the earthquake—which measured school children from the base. "1 love being bosun aboard the 6.6 on the Richter scale — struck the San Fernando Valley area, "They told us that because we Cormorant. This is a great crew, northwest of downtown Los Angeles. were all away from home on and this holiday season only went The American Red Cross reported that56 deaths and almost 8,000 Christmas, it was their idea to to prove that even more to me. We injuries resulted from the quake. In addition, some 50,000 family visit us with some Christmas are truly one big family. dwellings were damaged, including one owned by a Seafarer. cheer. They brought us cookies Christmas was very precious to us George Tricker, SlU port agent in Wilmington, Calif., reported and we sang carols together. all. The visits from (he kids really lat a member's home was destroyed in the disaster. The house was Bosun Charles Simmons told a helped ease most of our sadness Chief Steward D.K. Goggins (left) ocated just 7 miles from the earthquake's epicenter. reporter for the Seafarers LOG. over not being home for the and SA Migdalia "Kat" Ortiz ready 'But he wasn't injured. He has [homeowner's] insurance, and "Everyone participated and it holiday," said Simmons, who the Christmas dinner feast. when we offered to help, he said he was okay," Tricker noted. was probably the best Christmas also provided the photos accom­ Members of the SlU's industrial division, the United Industrial What makes the vessel unique this SlU crew has had away from panying this article. Workers, also were affected by the earthquake. At least several is that a 394-by-135-foot portion Simmons noted that sailing home in a long time. At least it members' homes were damaged, and a UIW shop in San Fernando was for me," the bosun added. aboard the Cormorant is an excit­ of the ship's lifting deck can be operated by 7-Up has shut down for repairs. submerged under water by bal­ Crewmembers gave the school ing job because of the uniqueness However, the more than 100 members employed at the shop children a tour of the ship and of the vessel. Operated by Osprey lasting the ship to a depth of about continue to work at other nearby plants owned by 7-Up. 65 feet. This allows the center of served them various desserts and Ship Management for the the 19,700 horsepower ship to soft drinks prepared by the Military Sealift Command steward department, headed by (MSC), the semi-submersible rest under 26 feet of water. *1* J* The ship, which can sail at a Chief Steward D.K. Goggins. heavy lift ship is one of only 14 "It was the first ship that any such vessels in the world. It is the top speed in excess of 14 knots, of them had ever been on and they only U.S.-flag vessel of its kind. was originally used to transport (ramek Nominated to Head Coast Guard giant semi-submersible and jackThe Clinton administration recently nominated Rear Admiral up drilling rigs, as well as other lobert E. Kramek tosucceed Admiral William Kime as commandant off-shore equipment. The vessel of the U.S. Coast Guard. is currently used primarily for Kime's four-year term expires June 1. Kramek, currently the transportation of military cargo. !oast Guard's chief of staff as well as commanding officer of the The specialized vessel dis­ agency's headquarters, must be confirmed by the Senate before charged cargo in the Persian Gulf, taking office as commandant. providing logistical support to the Kramek, 54, has more than 30 years' experience with the Coast military's Gyration Desert Shield. Guard, in various capacities. He has commanded two of the agency's The 738-foot vessel was originally districts: the 13th district in the Pacific Northwest and the 7th district a 135,000 dwt tanker prior to its in the Southeast U.S. and Caribbean. conversion to its present-day status He also has commanded the Coast Guard's largest base, located in 1982. The Cormorant has been stationed with a contingent of at Governors Island, N.Y., as well as the Haitian Migration task force. maritime prqxrsitioning ships soil­ In the latter job, he led the interdiction and rescue of37,000 Haitians. ing MSC and is currmdy throating A native of New York who currently lives in California, Kramek American children boarded the American Cormorant to deliver graduated from the Coast Guard Academy in 1961. out of Diego Garcia. Christmas cookies and sing carols with crewmembers Local Students Provide Memorable Holiday for American Cormorant • •d ' �•^K«SSaiiK5ffisfe;SF'/¥i5^^ FEBmmY1994 SEAIWWRSUe Great Lakes Vessels Lay Up for the Winter Extended Season Deemed Success •H- "•'*. Seafarers who sail on the Great Lakes signed off for the winter last month, ending an ex­ ceptionally good 1993 shipping season with a year-end flurry of cargo demand. "Cargo demand was.strong all year but showed an extra surge in the remaining months of the year," Glenn Nekvasil of the Great Lakes Carrier Association, which monitors the action of U.S.-flag shipping on the Lakes, told a reporter for the Seafarers LOG. "In November we were even with 1992's figures but that final rush for cargo carried us over the top. Even a small in­ crease is not bad in these times." According to Nekvasil, during the 1993 navigational season (March 10, 1993 to January 25, 1994), 107.9 million net tons of cargo were transported on the Great Lakes. He noted that is a 2 percent increase from the 1992 season. Nekvasil said there was a rise in the demand for iron ore, coal and stone—the "big three" transported along the Lakes. "The weather was good to us most of the year but in December and January we saw all the Lakes freeze and many vessels had to call for Coast Guard assistance several times," he recalled. Sub-Zero Temperatures The H. Lee White, an SIUcrewed vessel, was one of those ships that encountered problems caused by the sub-zero tempera­ tures and icy waterways. SIU Port Representative Ken Homer, who supplied the photos accompanying this article, reported that the vessel became stuck in the ice off Marine City, Mich, on its last voyage. Besides the White, other SIUcrewed American Steamship Co. vessels that braved the freezing temperatures to support the season-end surge in cargo demand, included the American The SlU-crewed H. Lee White became stuck in ice in Michigan on its way back into port before the January 15 ciosure of the Soo Locks. Mariner, Charles E. Wilson and Indiana Harbor. Most SlU-contracted vessels are in the shipyard for their seasonal layup and will not see action during the winter. But, ac­ cording to Byron Kelley, SIU vice president for the Great Lakes, several SlU-contracted cement carriers and tugboats, such as the Hannah tugs, operate most of the winter months on the lower lakes. He stated that one tug will serve as an icebreaker for another that is pushing cargo. NoWordonFitout Kelly noted that with vessels just laying up, no decision has been made when fitout will begin. In sailing seasons past, crewmembers begin reporting to their vessels in March and April, depending on the weather, vessel's location and cargo. New SIU Clinic Opens In Marylaml Seafarers who live in the southern Maryland area as well as upgraders at the Harry Lundeberg School of Seamanship in Piney Point, Md. now have access to a nearby medical facility which will provide members with their annual physical examinations and routine treatment. The Seafarers Welfare Plan has entered into contract with Calvert Internal Medical group. The clinic is located at 120 Hospi­ tal Road in Prince Frederick, Md., approximately 40 miles from Piney Point. "The members have always had to travel to the Johns Hopkins Center in Baltimore from Piney Point for routine fit-for-duty ex­ aminations," said Dr. Kenneth Miller, Seafarers Welfare Plans medicd director. "Now that we have a contract with the Calvert Internal Medical Group, any trainee, upgrader or member who lives in the southern Maryland area can have medical work done much closer to the school." The clinic is staffed with a group of internal medicine specialists who are capable of handling the special medical requireip^nts of SIU members. "These are high-quality doctors with a broad range of specialties among them," said Miller. Among the services they pro­ vide are job matched pre-employ­ ment physicals, physicals required for licensure, annual ex­ aminations, diagnostic studies (including X-rays), Magnetic Resonance Imaging and CT Scans, hearing tests, vision and glaucoma screenings, blood tests, drug screens, pulmonary function tests, cardiovascular studies (in­ cluding stress testing and EKG), drug tests, motor coordinations •vV:! - tests, and health risk assessments. The Welfare Plan determined the Calvert clinic was able to pro­ vide all of the medical services required by Seafarers. Addition­ ally, the Welfare Plan found the center to be well respected within the medical community. "We picked this clinic because it provides additional services for members in Maryland and greatly enhances medic^ services for the Lundeberg School. This clinic has a history of providing occupa­ tional medicine services to others in the region," Miller noted. The Calvert Intemal Medical Group hours are 8 a.m. to 6:30 p.m. on Monday, Tuesday and Thursday; 8 a.m. to 5 p.m. on Wednesday and Friday; and 9 a.m. to 12 noon ori Satur^y. Seafarers wishing to utilize the services of the clinic should con­ tact Piney Point. • :-w. •It' •Si '-M. • SlU-Contracted Clinics (as of Januaiy 1994) A U.S. Coast Guard ice cutter is called into duty on the St. Clair River to clear a path for vessels trying to reach their last port before layup. Oiler's Response Keeps Gueyame en Sch^ule I -"• •• •• tfr' Quick action last month by a Seafarer and an officer aboard the Guayama saved the ship from ex­ tensive damage after an electrical fire started in the engineroom. Oiler Jose Ramos helped con­ tain and extinguish the fire, which involved a generator. A spokesman for Puerto Rico Marine, which operates the Guayama, said that because the fire was stopped so quickly. damage was minimal and repairs were done in just a day in port at Elizabeth, N.J. The vessel then resumed its scheduled course. He added that human error was not the cause of the fire. Brother Ramos shrugged off the incident, dismissing his effi­ cient response as simply part of the job, according to SIU Patrol­ man Jack Sheehan, who serviced the ship shortly after this incident. Straub Occupational Services Business & Industry Health Group IMC Mobile Family Physicians 839 S. Beretania Street 1924—K Dauphin Island 1700 S. Third Street Honolulu, Hawaii 96813 Parkway St. Louis, Mo. 63104 (808) 522-4441 Mobile, Ala. 36605 (314)436-5100 (205) 476-6370 St. Alexis Medical Services Dr. Douglass Cole Hilliard Building Industrial Medicine Group 224 Park Avenue 1415 W. 9th Street 3901 University Blvd. South, Frankfort, Mich. 49634 Cleveland, Ohio 44193 Suite 201 (616) 352-7103 (216) 241-3990 Jacksonville, Fla. 32216 Detroit Industrial Clinic (904)636-0150 St. Mary's Comprehensive Medi­ 2429 Oakwood Boulevard cal Center Industrial Medicine Group Melvindale, Mich. 48122 546 Howard Street 1205 Monument Rd. Suite 203 (313)928-4700 San Francisco, Calif. 94105 Jacksonville, Fla. 32225 Dr. Dennis Dettloff (415)882-7811 (904) 727-5120 115 N. First Avenue Superior Clinic, Ltd. Johns Hopkins Center for Alpena, Mich. 49707 3600 Tower Avenue Occupational & Environ­ (517) 356-2124 Superior, Wis. 54880 mental Health Family Urgent Medical Center (715)392-6111 ' 301 Bayview Boulevard 2700 Point Tremble Baltimore, Md. 21224 Tulane Clinic Algonac, Mich 48001 (410)550-2322 630 Jackson Avenue (313)794-9324 New Ortear>s, La. 70130 Maritime Medical Center Healthmark (504) 595-3050 2 West Dixie Highway 2301 S. Broad Street Dania, Fla. 33004 Virginia Mason Occupational Philadelphia, Pa 19148 (305) 929-0916 Medicine Group (215)952-9904 32231st Ave., So., Suite 0 Dr. Luis Marquez Dr. Richard Hoffman Seattle, Wash. 98134 Ashford Medical Center ItSOZ 142 West York St. Suite 21B (206)624-3651 Santurce, PR 00907 Norfolk, Va. 23510 (809) 724-8128 Dr. Susan Vogel (804)627-7283 Med. Place 1, Suite 1605 Methodist Hospital New York Immediate Medical Care Center 1315 Cattraun 794 Union Street 29409 S. Western Ave. Suite 3 Houston, Tttcas 77002 Brooklyn. N.Y. 11215 San Pedro, Calif. 90732 (713)756-8800 (718)783-6578 (310) 547-4274 •1• V .. �6 FERRUARY1994 SEAFARERS LOG Dyn Marine Crews Ratify New 2-Year Geniracl Seafarers whocrew 16 oil spil also expressed satisfaction wit tion (MSRC), a not-for-profit response ships for Dyn Marine the pact. "They were toug group created by major oil com­ Services recently approved a two- negotiations but. Lord willing panies following the passage of year contract that provides wage it's the start of something benefi the Oil Pollution Act of 1990 increases, improved medica cial for us and for the whole com (CPA '90). coverage and other benefits. pany for years to come," he said, Each vessel is 208 feet long Voting took place last month Tellez commended the efforts and has a nine-person operating aboard the ships, which are lo­ of Fitzsimmons and DeFonce anc crew. In the event of an oil spill, cated along the Atlantic, Pacific described the contract as each ship has quarters for as many and Gulf coasts, as well as in strong foundation that will be as 38 people. Hawaii and the U.S. Virgin Is­ built upon in the future. This Vessels located along the At­ lands. More than 100 SIU mem­ provides gains, as well as a vehicle lantic coast include the Maine bers work aboard the vessels. to address any problems." Responder at Portland, Maine; Dyn Marine crewmembers the New Jersey Responder, Perth Contract Highlights voted late last year to join the Amboy, N.J.; Delaware Re­ In addition to pay increases Seafarers, so this is the first time sponder, Philadelphia; Virginia they are covered by an SIU- the contract calls for an immedi­ Responder, Virginia Beach, Va.; negotiated collective bargaining ate bonus for all crewmembers Georgia Responder, Savannah, Negotiating committee members John Fitzsimmons, Chris DeFonce, agreement. The negotiating com­ who have sailed for at leUst six Ga.; and Florida Responder, SIU Executive VP Joseph Sacco and SIU Assistant VP Anthony mittee consisted of Chief Mate months with Dyn Marine as of Miami. Sacco sign off on the collective bargaining agreement. John Fitzsimmons, Assistant January 1,""1994. Assigned to the Gulf coast are Other highlights include: Engineer Chris DeFonce, SIU • An increase in the amount the Louisiana Responder in Executive Vice President Joseph Venice, La.; Gulf Coast Sacco, SIU Vice President/Con­ paid by Dyn Marine toward Responder, Lake Charles, La.; medical tracts Augie Tellez and SIU As­ crewmembers' Texas Responder, Galveston, benefits—including dependent sistant Vice President Anthony Texas; and Lone Star Responder, coverage and dental insurance— Sacco. Corpus Christi, Texas. "I definitely think we did a lot which in effect will increase each Serving the Pacific coast are better with the union than we member's net pay. • A procedure for settling the Washington Responder, would have on our own," said Everett, Wash.; Oregon DeFonce, who sails aboard the grievances was adopted. Responder, Astoria, Ore.; Pacific • Crewmembers now are New Jersey Responder. "It's a Responder, Richmond, Calif.; long and arduous process, but we eligible for participation in a401k and California Responder, Port retirement plan, as well as an did very well. Hueneme, Calif. "In fact, I didn't fully under­ employee stock option plan. The Caribbean Responder, Located Around Nation stand the negotiating process liased in St. Croix, U.S. Virgin before. Now that I've witnessed Dyn Marine is a subsidiary of slands, and the Hawaii it, I realize how well we did." DynCorp. It operates the oil spill Responder, located in Honolulu, Fitzsimnions, who sails response ships on behalf of the serve the respective regions for aboard the Gulf Coast Responder, Vlarine Spill Response Corpora- which they are named. Docked along the Atlantic Coast is the Marine Responder. --r • Crewmembers from the Pacific Responder tell SIU Port Agent Nick Celona they approve the new contract. From left are Mate James Major, Cook Rodney Willis, AB Brian Hackenbruch, Oiler Eric Collins, Mate John Fitzsimmons, Mate Michael Celona, Asst. Engineer Frank Traylor and Chief Mate Joseph Cobb. Rubrecht and Assistant Engineer Bernard Taheny are ready for work on the Gulf Coast Responder. Labw Anwanees Drive ta 6ahi HMIOI Care Reform J The AFL-CIO opened the new year by announcing the national federation of trade unions will do whatever is necessary to pass comprehensive health care legis­ lation during 1994. AFL-CIO President Lane Kirkland told reporters during a January 11 press conference £at "it would be a shame to allow reform efforts to degenerate into inadequate, partial, ineffective, diversionary and fragmented ap­ proaches." ; Kirkland's comments come in thp wake of a study that noted approximately 400 contracts negotiated in the last two years involving union workers have made changes in order to control health care costs. The ehang^ range from increases in deduct­ Kirkland said. ibles for fee-for-service plans to The AFL-CIO president also adopting managed care stated that trade unionists were programs. not alone in the struggle against rising health care costs. He Concern for Workers added that businesses that pro­ During his talk with reporters, vide insurance coverage for Kirkland noted that three out of their workers suffer an eveiy four work stoppages during economic disadvantage when the last 10 years could be at­ forced to compete against those tributed to health care coverage. who do not. He pointed out that many unionized workers have given up Outlines Principles wage increases in order to main­ While not endorsing any tain their current level of health specific health care reform legis­ benefits. lative package before Congress, ' "I assure you no one has had Kirkland said the AFL-CIO sup­ deeper and more bitter experience ports such principles as quality of with the deficiencies of the care, universal access to care, a American medical care system comprehensive package of than have our trade unionists," benefits, cost controls and fair financing that are found in the Health Security Act offered by the Clinton administration and the single-payer proposal presented by Senator Paul Wellstone (D-Minn.) and Repre­ sentative Jim McDermott (DWash.). Meanwhile, recently negoti­ ated contracts continue to show how health care remains a major concern for union members. Clerical and technical employees at New York University agreed to increases in deductibles in the last two years of a three-year pact in order to maintain their health care benefits. Workers in Paris, Texas covered by a United Food and Conunercial Workers' contract with Campbell Soup also ap­ proved an increase in yearly de­ ductibles so they could keep their benefits. Machinists working for Lock­ heed in Fort Worth, Texas will see an increase in coverage costs no matter if they are covered by fee-for-services (where members pay up front and get reimbursed) insurance or the company-spon­ sored health maintenance or­ ganization. Reports have detailed how Americans are paying nearly three times as much for health care than they did 10 years ago. Almost 39 million Americans are without any type of health in­ surance and millions more are underinsured. 'V •' '-'.r �, FeBRUARY 1994 SOFAREiaUIB 7 •M Seabms OK Delta Queen Pact SIU members who sail aboard the passenger riverboats Delta Queen and Mississippi Queen overwhelmingly approved a new long-term con­ tract that calls for wage increases and improved health care benefits. Voting took place early last month aboard the boats, which operate in the Mississippi River and its tributaries. "I'm very satisfied," said Mississippi Queen Deckhand Rob McLemore, who served on the negotiating committee. "We really got the medical benefits we were looking for—that's the big thing the other crewmembers wanted. I feel good about it, and the length of the contract is a good sign for job security." SIU Executive Vice President Joseph Sacco pointed out that the collective bargaining agree­ ment will apply to crewmembers on the Delta Queen Steamboat Company's newest vessel, the American Queen, when it ^gins operating. (The American Queen is under construction and is scheduled to launch sometime next year.) David Kish, vice president of the company, also expressed satisfaction with the pact and described it as "fair for all concerned." Delta Queen Steamboat Company is based in New Orleans. It also owns Great Hawaiian Cruise Line, Inc. (formerly American Hawaii Cruises), which operates the only U.S.-flag cruise ships, the SlU-manned SS Constitution and SS Indepenidence. Shortly after Delta Queen took over American Hawaii Cruises, the crewmembers from the Inde­ pendence and Constitution approved a long-term contract. Taking a break ^fter a contract meeting on the Mississippi Queen are (from left) Utility Delegate David Briggs, Committee Chairman Rob McLemore, Galley Delegate Donnie Humphries, Deck Delegate Greg Hawkins, Bar Delegate Chris Alo, Seatarer Scott Glen and New Orleans Patrolman Bobby Milan. tyi • •; •. •;7r;s;r ,r;. •• . At Work Aboard The Delta Queen and Mississippi Queen SIU Patrolman Bobby Milan provided the photographs on this page, which show Seafarers at work aboard the riverboats Delta Queen and Mississippi Queen. The SIU members perform a variety of tasks on the passenger vessels, from the cleaning of decks to keeping the engines running smoothly, and from preparing delicious meals to tidying the guests'quarters. Operated by the Delta Queen Steamboat Co., which is based in New Orleans, the boats travel along the Mississippi River and its tributaries. Sometime next year, the Delta Queen fleet is scheduled to expand when construction on the American Queen is complete. The American Queen will be the company's most elaborate riverboat to date—and it will be crewed by Seafarers. Checking the boilers on the Mis­ sissippi Queen is Douglas Kellup, Cabin Attendant Mira Gnoinska always has a smile for pas­ sengers aboard the Delta Queen. First Cook Sylvia Moses has her hands full aboard the Delta Queen. ../.i ? / •; h' 'v: J I '.M 7 ^rwc -.;. - • pr . .''''.SiW-. -fig.-'. I Ir,' Working to get a cabin ready for passengers aboard the Mississip­ pi Queen is Amy Metrailer. • „ ... , stopping for a bite to eat aboard Showing their union pride are (from left) Benlin Johnson, P,atrolman Mississippi Queen are (from Bobby Milan and Marian Childs aboard the MississippiQueen. ^gg^j porter Robbie Rodriguez and gift shop Pursers Ann Hardesty and Beth Stewart. ^1 /-J:;'-; ••• •;r. Aboard the Mississippi Queen, Porter Henry Brown shows his satisfaction with the pact. iMlSft ii 4,' V Oiler Allen Bigner reviews the con­ tract on the Mississ^i Queen. Putting away stores on the Delta Porter Herb Carter checks a list Queen is Rrst Cook Randall Pace, aboard the Mississippi Queen. f Ready to start his shift on the Oiler John Sares is hard at work s^/Oiieenis PorterKainCasimer. atx^ard the DeAa Queen. Galley gang memtrers Adam GelMembers of the Afes/sappr Queen housekeeping team are happy to bard (left) and Donnie Humphries Waiter Lorenzo Alston works TrdyingupontheMesiSS/jDpfQueen receive their unioti books.Ft^ left are Nadene COT retriwe ^ores from the COO^ aboard the Mississif^i Queen. is Cabin Attendant Susan Creech. Berilyn Johnson, Julta HtU, Katre McKemon and Altce Naccarato. the Mississtppt Queen. v:yfy.yJ'y-rr / v'' jf •• .. '" ,'ky •'• I' . m'- �8 FEBRUARY 1994 SEAFARERSUa Hew Ywk Fwry Crews Beat Hudsim's Icy Maze Local mariners, U.S. Coasi Guard personnel and citizens have described the bitter weather in the New York/New Jersey region as the worst they have seen : The way Seafarer Mark Sum­ in 20 years, according to mers sees it, the Blizzard of '93 newspaper reports. After the initial onset of severe didn't stop SlU-crewed ferries weather in mid-January, tugboats from maintaining their routes on had to clear paths along the Hud­ the Hudson River between New son. But even though much of the York and New Jersey, so neither sprawling ice cover was broken, should the Arctic Blast of '94. it did not melt. "We've got some pretty The ice floes and smaller diehard customers who have chunks that remained in the river stuck with us through everything. made for some loud and bumpy We saw them through the ferry rides, but the captains and nor'easter last year, when every­ deckhands used extra caution and thing else was shut down. Be­ passengers seemed unfazed. cause we got them to work then, "You have to pick your course when this ice started, I think they through the ice very carefully. knew we'd be here," said Sum­ You've also got to be real careful mers, who captains one of 12 with your speed, because you SlU-crewed ferries which shuttle don't want to rip open the hull," almost 20,000 passengers daily between Manhattan and the New said Summers, who has worked the ARCORP-operaled fer­ Jersey towns of Weehawken and on ries, each of which has a capacity Hoboken. of about 400 passengers, since Despite sub-zero temperatures they began operating in 1988. SlU-crewed ferries, including the one pictured above, have maintained their schedules and ridership and giant sheets of 10-inch-thick "(llie ice) makes a racket, but I'd despite the harsh weather in the New York/New Jersey region. ice on the Hudson, Seafarers per­ say we kept three-fourths of our severed throughout January and ridership" during the bad The Seafarers who work on against the city lights. That's cause they spend their whole lives early this month to maintain feny weather. the ferries also recently approved indoors." something you really have to service. Although the icy condi­ Members Stress Safety a new three-year contract. watch." tions doubled the average time of The pact includes wage in­ Rebelo, who has worked on Handled Earlier Crisis Both Rebelo and Summers a one-way trip (to about 15 or 20 creases and maintaining of health the boats for two years, noted, commended the company, owned This is not the first time the minutes, depending on the route), care benefits. brings the We just go slow and easy. We the 100-foot ferries have stayed regularly have the senior deck­ by ArthurImperatore, for its com­ boats have been pressed into spe­ members into Itthealso SIU Pension mitment to keep the ferries run­ cial service. Last February, fol­ open for business and have not hand go down and check for Plan, retroactive to each ning despite the unusually harsh lowing the explosion which b^n stuck or had an accident. damage, because we'll take hits conditions. individual's starting date of rocked the World Trade Center, "We're doing quite well, all (from the ice) that shove the boats They also expressed surprise the ferries quickly increased the employment. things considered," said Captain sideways. Remember, they're that several of the passengers opt number of runs and pick-up loca­ The collective bargaining Manny Rebelo. "The ice is made of aluminum. for a topside trip on the ferries. tions. They worked on an emer­ agreement "does justice for chewing up a lot of (propellers), "But it's not really scary," he Even with a full load, we can fit gency schedule to relieve the management and ourselves," said but that's to be expected. added. "The one thing about the all of them below (in an enclosed overcrowding for the city's Summers. "We have to realize "We've had veiy good press ferry that is constant in every area)," said Summers. "But we thousands of stranded commuters, that if management can't operate and very good feedback from the captain's mind is, you can lose still get 20 to 30 people per trip because other public transportation at a profit, then we don't have jobs." people." even a large, oceangoing vessel who want to ride outdoors, be­ was severely disrupted. Seafarers Brave Sub-Zero Temps New SWATH Vessel, USNS Abie, Braaia Out This Monili Seafarers aboard the USNS Able, a new Small Waterplane Area Twin Hull (SWATH) design T-AGOS vessel, are scheduled to sail on the ship's premier voyage this month. The Able is one of four "TAGOS 19" vessels—the newest class of T-AGOS ships. Seafarers aboard the first of the four SWATH ships, the USNS Vic­ torious, sailed out of the port of Honolulu on August 19. The remaining two—the Effective and Loyal—have not begun sailing operations. The Able, owned by the Military Sealift Command (MSC) and operated by U.S. Marine Management, is used for USNS Tenacious Goes Global ocean surveillance purposes. The SWATH ship's home port is Nor­ folk, Va. It is designated to per­ form highly classiried missions for the U.S. Navy. "It is a very new-wave ship. I'd like to talk to some of our guys after they sail just to see what it was like," said Bobby Clinton, patrolman from the port of Nor­ folk. The unique vessel is 234 feet long, 93 feet wide, has a 24-foot draft and a top speed of 9.6 knots. It is designed to comfortably sus­ tain rough seas so that the tech­ nicians aboard can safely carry out their assignments. The mission of the ship is to collect, process and transmit acoustic data in support of Sur­ veillance Towed Array Sensor System (SURTASS) mission re­ quirements. SURTASS is a mobile, passive acoustic under­ water surveillance sensing sys­ tem. The objective of SURTASS is to gather, analyze, record, process and disseminate under­ water acoustic information. According to U.S. Marine Management, the new SWATH vessels are specially designed to operate in high sea states such as sea-state 7 but can survive above sea-state 8. The Beaufort Scales (a manual used to define various sea states ranging from a low of 0 to a hur­ ricane level of 12) define seastate 7 as wind speeds of 32 to 38 niiles per hour (which is near gale force). The SWATH design provides superior motion characteristics in higher sea states required for year-round deployment of SUR­ TASS in all the world's oceans. The Able, much like the Vic­ torious, has almost everything a person needs while at sea for a long period of time. Each room has a video player and television. There is also an exercise room, ship's store, a self-service laundry and a medical treatment facility. Crewmembers aboard the USNS Tenacious established a new milestone on December 6 by becoming the first T-AGOS ship to complete a circumnavigation. While T-AGOS ships have become a familiar sight on the oceans of the world, none had traveled a con­ tinuous circle around the globe until the Tenacious crossed the meridian of her home port, Pearl Hartxjr, Hawjaii. Pictured above are the captain and crewmembers who were aboard when the vessel completed the circumnavigation. The Tenacious, operated by U.S. Marine Management for the Military Sealift Command and contracted by the SIU, departed Pearl Harbor The Able is the second of four new SWATH vessels which can comfortably operate in high sea states. on Decembers, 1992. �i ;• 1; ;-:^v •.f»..r--cs. —'-••» -•• --•• FEBRUARY1994 -•s ifS'sfv;'- 200Seafarers Aid in Etfmt Te Recever Oii Continued from page 3 SlU-crewed tugboat Mariner towed the Berman to a site 20 miles offshore where the barge was scuttled. ••-• ,.'i::,i' SEAFARERS LOG Skimmers Capture Oil According to the CoasfGuard, 882,000 gallons of oil were col­ lected during the transfer. Of the 662,000 gallons that leaked, from the Berman, skimming and con­ tainment crews captured 336,000 gallons. Coast Guard Commander Boh Ross, who was in charge of the overall clean-up effort, praised the fast response by the crews. "Thanks to clean-up operations, we were able to reduce a potential 1.5 million gallon spill to a 300,000 gallon spill," Ross told reporters. "This kind of effective­ ness under difficult, dangerous and demanding circumstances is remarkable." Efforts Praised His sentiment was echoed by others involved in the clean-up. "We were extremely pleased to have been able to demonstrate our effectiveness and professionalism • '"Vr?;-;'" 9 An oil spill response crew launches an outboard boat that will tow a containment boom. and commitment to Puerto Rico," added Raul Iglesias, Crowley's manager for environmental operations. "This is our homeland and to defend these precious natural resources and historic places is truly an honor." "Our guys gave everything they had," Ruiz stated of the 200 Seafarers who participated in clean-up efforts during the-first two weeks of the operations, the busiest time of the activity. SIU members still are involved in the effort, which is expected to con­ tinue through the month. .. Coast Guard Investigates Spill Of Non-Union Barge's Cargo Continued from page 3 and the tug and barge set sail again. Crewmembers told Doyle at the hearing that the repair was made improperly and a deckhand suggested to the captain that they should return to port. (Testimony given at the hear­ ing revealed that the line was sup­ posed to have been replaced before the tug set sail. But the marine supply store was closed for a holiday and the captain decided to make one more journey with the line which had broken pre­ viously in August 1993.) No Lookout About six hours after the tug and barge originally set sail, the pilot of the tug noticed that the cable had snapped again. As the captain had given all other crewmembers permission to catch some sleep following the repair, no one was standing lookout. By the time crewmembers were awakened and the barge was spotted, the Berman had drifted into shallow waters and could not be retrieved. The pilot on the Emily S. notified die Coast Guard of a pos­ sible hazardous situation and the emergency response plan was placed into effect. The Berman had lodged itself on a coral reef approximately 300 yards from beaches belonging to several of San Juan's finer hotels. Two holds ripped open and oil began to spill onto the shore. SlU-contracted Crowley Marine was among the first com­ panies to respond to the disaster. Of the more than 1,(X)0 people involved in the clean-up opera­ tions, nearly 200 were Seafarers. The Coast Guard estimated that 662,000 gallons of oil es­ caped from the barge. Of that total, 336„000 gallons were recovered by skimming or vacuuming the oil from the sea. The SlU-crewed Responder assisted in skimming some of the spilled oil. Approximately three miles of beaches were affected by the spill. A Coast Guard spokesman said, the agency is unable to predict when clean-up efforts will be completed but they are ex­ In one of the first actions taken immediately after the spill. Seafarers pected to continue through the lower a vacuum pump for use to collect oil from the ocean water. month. Pena Seeks Tougher Regs Te Cover Inland Waterways Ties to Polluters New Jersey records reveal a connection between New England Marine, the owner of the barge, and the Frank family of New York and land waterway vessels to be New Jersey. New York environ­ Continued from page 3 equipped with marine charts, mental officials in 1990 called the navigational publications, com­ companies operated by the Franks tion aiid Naturalization Service pass, radar and fafliometer. Hear­ the worst polluters in New York and proof of employment in the into the September train ings Harbor. Businesses associated with industry or evidence of military wreck uncovered that the towboat the Franks have been found guil­ service. involved did not ca^ a compass, ty of negligently spilling Before the Coast Guard will marinecharts or navigational tools, hunditds of thousands of gallons issue a z-card with an advanced of oil in dozens of incidents, of rating, the applicant must pass a nor was it required to by law. A study conducted by the illegally dumping sewage sludge Coast Guard examination in­ SIU of Coast Guard data be­ and of operating tank vessels that dicating proficiency and tween the late 1970s and midwere not licensed and maintained knowledge of the rating. Also, 1991 found that in 58 percent of properly. merchant mariner documents the accidents on the inland In December, another barge must be renewed every five waterways, the leading cause owned by New England Marine years. was human factors. These were Services had spilled 1,000 gal­ defined by the federal agency to Navigational Equipment lons of bunker oil by overloading Since 1992, the SIU has sup­ include bypass of available the BGI Trader. The spill tem­ ported such legislation, which is safety devices, inattention to porarily closed the Army Ter­ before the House Coast Guard duty, intoxication by alcohol or minal Channel, the main route and Navigation Subcommittee. drugs, calculated risk, careless­ used by cargo ships traveling The oAer piece of legislation ness, error in judgment, lack of through San Juan Harbor. dealing with inland safety also is knowledge or training, lack of before the same subcommittee. experience, operator error, Its chairman. Representative fatigue, stress, physical impair­ Billy Tauzin (D-La.), offered the ment, psychological impair­ Towing Vessel and Navigational ment, failure to comply with Safety Act (H.R. 3282) in Oc­ rules or regulations, inadequate supervision and failure to follow tober. Tauzin's bill calls for all in­ ffie rules of the road. • • ,' • The stranded Morris J. Berman straddles a coral reef as waves bring oil spilling from the barge onto the San Juan shoreline. The insert shows some of the damage caused on the first day. Tens of thousands of mariners working aboard more than 3,300 tugs and tows plying the nation's 25,777 miles of navigable vj/atenways are endangered by a loophole in maritime safety standards for rivers. �10 FERRUARY1S94 SEAFARERS LOG SEAFARERS SCHOLARSHIPS Members and Dependents Should Apply Now! When the date "April 15" is men­ tioned, the first thing that comes to mind is INCOME TAXES ARE DUE! But for Seafarers, April 15 isn't all bad; rather, it is a deadline in which money and opportunity are returned instead of owed. For April 15 is the last day in which applications are being accepted for the 1994 Seafarers Scholarship Program. All Seafarers and their spouses and children who plan to attend college are encouraged to apply for one of seven scholarships being given out in 1994. Three will go to SIU members; the other four will go to the spouses or dependent children of eligible Seafarers or SIU pensioners. Awards are granted for both two- and fouryear institutions of higher learning. One of the scholarships reserved for SIU members is a $15,000 fouryear college stipend; the other two are $6,000 two-year awards to study at a vocational school or community col­ lege. Four scholarships in the amount of $15,000 each are awarded annually to the spouses and dependent children of Seafarers and SIU pensioners. Ap­ plicants should indicate whether they are applying for a two-year or fouryear grant. The $15,000 college scholarships will be paid at the rate of $3,750 per year over a four-year period. The coupon below to the Seafarers Wel­ $6,000 awards are paid at the rate of fare Plan. For most scholarship win­ ners, receiving the cash grant can $3,000 per year. Eligibility requirements for greatly ease the financial burden as­ Seafarers and their spouses and un­ sociated with attending college. Many married dependent children are former scholarship winners say they spelled out in a booklet which con­ never would have had the opportunity tains an application form. It is avail­ to pursue their education without the able by filling out and returning the help of the Seafarers' scholarship. Submission Deadline: April 15,1994 Application Checkiist The scholarship application form must be completed by ALL ap­ plicants. It is easy to fill out. What may take some time, however, is collecting the other paperwork which must be submitted along with the application. This includes: E] Autobiographical State­ ment. Space for this is provided on the back of each application form. D Photograph of Applicant. This should be a black and white passport-type picture and should be attached to the autobiographical statement. n Certified Copy of Birth Cer­ tificate if it is not already on file with the Seafarers Welfare Plan. (Only applicants for a dependent's scholar­ ship are required to furnish this item.) CH High School Transcript AND Certification of Graduation. Request both of these items from your high school and ask that they be sent directly to the Scholarship Committee. n Official Copy of High School Equivalency Scores. If you earned a high school diploma as a civilian by taking the high school equivalency examination, known as the tests of General Educational Development (or GED), have the state Department of Education in the state where you took the test send an official copy of your scores directly to the Scholarship Committee. If the GED test was taken while in the military, contact the ap­ propriate agency and ask that an of­ ficial copy of your scores be sent directly to the Scholarship Commit­ tee. CH College Transcript If you already are attending college, or if you previously have attended col­ lege, ask the Office of the Registrar to send an official transcript directly to the Scholarship Conmiittee. CH Letters of Reference. Three letters are required for all applica­ tions. For dependents, one of these letters must be from your high school principal or one of your high school teachers. If you have at­ tended, or are now attending college, a fourth letter of reference is re­ quired which must be written by the Dean of Students or by your primary advisor. The letters should attest to your character and qualities of leadership, and should describe the nature and extent of the extracurricular ac­ tivities in which you participate. [Zl SAT or ACT Results. The ACT or SAT test must be taken no later than February of the year in which the aw^ds are granted. This is necessary to ensure that the test results reach the Scholarship Com­ mittee in time for its deliberations. The testing service should send the results directly to the Scholarship Conmiittee. (Be sure to request an additional score report form at the time you apply for the test.) On the registration form for either test, space is allotted to write in a code number that will ensure the score report is sent directly to the Seafarers Welfare Plan. For the ACT test, this code number is 2875; for the SAT test, this code number is 0110. The application form and the first three items listed here should be mailed by the applicant. All other items should be mailed by the person or agency from which they are re­ quested. All items should be sent to: Scholarship Program Seafarers Welfare Plan 5201 Auth Way Camp Springs, MD 20746 'i. Send for Your Application Form Today please send me the 1994 SIU Scholarship Program booklet which contains eligibility J information, procedures for applying and the application form. Name Book Number Address City, State, Zip Code _ Telephone Number I This application is for: • Self • Elependent Mail this completed form to Scholarship Program, Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, MP 20746. im �f&RmUtY1994 XAFARERSLOG ft •..i."V. ,;;vv'i|^:|„. Engine department delegate QMED Meivin Layner signs the ship's minutes. •- •x -: • ': •'S?as.<K '' S/L Independence Crew Rated 'Second to None' On Asian Shuttle Run At the end of the day, AB John Nagy takes time to write a letter home. F AB Jim Morgan discusses the status of maritime legislation before Congress at the union meeting aboard ship. After the union meeting, SA Abduila Baabbad (left) and Bosun J.R. Wilson sign the ship's minutes to be sent to headquarters. ROM LONG BEACH, Qallf. to the shores of Kaohsiung, Taiwan, Seafarers aboard the Sea-Land Independence work unrelentingly to keep the vessel in top form and the crewmembers in good spirits. In a recent letter to the Seafarers LOG (along with the photos accompanying this story). Recertified Bosun J.R. Wilson wrote, "The Independence crew is second to none, and we had nothing but smooth sailing from Oakland, Calif, to Hong Kong." He noted there is always good attendance at the ship's union meetings. At the most recent meeting, crewmembers commended Chief Steward Nancy Heyden, Chief Cook Carlton GrlfHn and SA Abdullah Baabbad for the excellent meals they prepare. AB Mitch Santana also said there is always a variety of fresh vegetables and fruits. The SlU-contracted vessel follows a rotation schedule sailing from Long Beach, Calif., to Oakland, Calif., to Dutch Harbor, Alaska and then on to the Far East ports of Tokyo, Kobe and Okinawa, Japan; Hong Kong; and Kaohsiung, Taiwan before returning home to Long Beach. The Independence, which at one time had been running on the European and Middle Eastern routes, became part of the interAsian shuttle in 1992. The 23,000 deadweight ton containership is one of 12 vessels in Sea-Land's D9J class. The vessels originally were built in 1980 and were designed to travel at 22 knots. In 1985, the vessels were lengthened to 846 feet to expand their capacity. The expan­ sion caused the maximum speed of the vessel to decrease to 20.7 knots. Other modifications were made to the interior of the ship as well. Crewmembers aboard theenjoy the use of modem exercise equipment as well as laundry facilities and a large mess area. The containership can carry dry, liquid or refrigerated goods. Indonesian Seaman Saved by Lee Crew Seafarers aboard the LNG Leo struggled in darkness and heavy seas to save the life of an Indonesian seaman who, along with 27 other crewmembers aboard an Indonesian-flagged freighter, abandoned ship on November 27 off the coast of China. (For more details surround­ ing the rescue, see the January issue of the Seafarers LOG.) The Dasa Tujuh was en route from Yeew, Malaysia to Kaohsiung, China with a cargo of logs when it sank. The Leo crew battled fierce seas while dodg­ ing debris from the Dasa Tujuh for more than two hours and brought First Assistant Engineer Sukarno Hati to safety aboard the LNG ship. The rescue crew was made up of Second Mate Raymond Beyler, Third Assistant En­ gineer Brian Brewer, AB Jack Pegram Jr., AB George KebUs and QMEDs Jeffrey Yarmola and Michael DlAngelo. The me Leo LA:U crewmen i;icwiiicjn were ww*.- pommended by -J; Master N.M. Smith for their bravery in the rescue. ABLesFarrel took the photos accompanyine this article and AB Pegram supplied an ® account of the crew's efforts. ^'-:l ''.••A •• Chief Electrician Cardei Dunn reads a magazine while waiting for other crewmembers to as­ semble before the union meeting. '• • V j;" '• I' "Y V ,V DEU Saeed Muflahi relaxes in his fo'c's'le after a long day of work. Eager to take part in the shipboard union meet­ ing, AB Mitch Santana arrives early. , " ' "i"" ' -l" • 'v.- .. The rescue crew and survivor (standing, left to right) I I lO W IVJ WVil VI \W»MI iVii 1^9 are ABS Jack Pegram Jr. and George Kebiis^ Third Assistant Engineer Brian Brewer, Second Mate Raymond Beyler, (kneeling, left to right) QMED Jeffrey Yarmola, survivor Sukarno Hati and QMED Michael DlAngelo. ^ ^ jhe survivor clung to a water ra- The life jacket worn by the jjop a life ring and a smoke seaman had no whistle, survival marker. light or reflective tape. • 4 "'Vj.vv , •" • 4 • •' 4-.' . ,V •- . 'is �12 SEAFARERS LOG FEBRUARY 1994 Bosun Little Retires with 'Island' Send-Off Recertified Bosun John Little Bosun Little told a reporter from which operates the Overseas planned a peaceful and unevent- the Seafarers LOG. Arctic. f^ul last voyage aboard the OverChief Steward Rose noted that Started on Lakes seas Arctic before signing off to together with galley gang mem­ The Kentucky native began begin his retirement after sailing bers Chief Cook Jim Willey and his career with the Seafarers in 43 years aboard SIU vessels. But SA Arnulfo Lacayo, a superb 1950 in the port of Detroit. on November 6, he found that his feast was created to honor the "I was working on an auto as­ fellow union brothers and sisters, ship's "Brother of the Year." sembly line while living in along with licensed crewmem- Chief Cook Willey prepared Detroit when one of the guys told bers, had other plans on how to everything from stuffed shrimp to me that I could sail for money and send him off. marinated brisket of beef on the work on the water. I thought that Crewmembers surprised ship's barbecue grill while all sounded like a good deal so I went Bosun Little with a Hawaiian steward department members down and signed on with the luau, "island style," that included prepared numerous special salads union," he recalled. festive food, decorations and and desserts. A special retirement He first sailed aboard an iron fresh flower leis. Chief Steward cake also was designed by the ore carrier oh the Great Lakes Frahchesca Rose provided the galley gang and presented to the until the Lakes closed down for Seafarers LOG with details of the bosun at the luau. ^ the winter. He then traveled to the special event and the photos ac­ Baltimore hall to see if there were 'Top-Notch' Department companying this article. any shipping positions available. "The Arctic steward depart­ "They had told me that we began sailing deep sea, Once he were going to haVe a ship's bar­ ment is tmly top notch, and they he never returned to the Great becue which is not unusual for always work hard to have great Lakes. In 1975, Little successful­ On the deck of the Arctic, Bosun Little, wearing a fresh flower lei, this particular ship, so I never meals. The food at the luau was ly completed the bosun recer- smiles for the camera while holding a gift from the crew. suspected a thing with all the superb, but that is not unusual for tification program at the cooking and chaos going on that this group," recalled the bosun. Lundeberg School. ship. It was a challenging job but operated by Maritime Overseas day. I was cleaning the stem Crewmembers presented Lit­ that was what I enjoyed most. We Corp., has transferred cargo from "I sailed for 43 years and have before the party began. When I tle with a colorful flower lei and no regrets over the way I spent my consistently had the best crews the Overseas Ohio, Overseas got on deck they all yelled gifts from Seafarers, the officers life. Going to sea is a wonderful made up of the best searhen and New York, Overseas Chicago and surprise and boy was I surprised!" and Maritime Overseas Corp., experience if a guy applies him­ our record was excellent," he Overseas Washington, among self and really believes in the recalled. others. union," Little noted. Between 1986 and 1991, over "We were responsible for He recalled that his favorite 80 million net barrels of taking oil off of other ships so part of his sailing career was with petroleum products were trans­ their draft could reach the point the Arctic when it was involved in ferred from one ship to another- where they could get into port to lightering operations off the U.S. a process known as lightering. discharge," noted Little. The crew of the Overseas Arctic Now, the bosun plans to spend coast. 'It was the best job I ever had. had a ICQ percent agcident-free his retirement hunting, fishing, It was very physically demanding and spill-free record. traveling with his wife and and required excellent seamanThe tanker, built in 1971 and "generally taking life easy." Deck Gang Keeps MV Pacific Primed 'ir v''-' 'iii; -.. -'.-.•:'...i;'..:o>-'--iIi' "'. Seafarers gather with Bosun Little on his last trip before he signed off. Galley gang members spent days Chief Steward Franchesca Rose preparing the menu for the party, holds the specially baked cake. Chief Cook Jim Willey and SA Arnulfo Lacayo begin to barbecue the meats for the island style luau held in honor of Bosun Little. For deck department mem­ Gaffigan are recent graduates of for the Military Sealift Com­ bers aboard the Sealift Pacific, the trainee program while AB mand, was built in the mid there is never an end to the hard William "Smitty" Dize, Jr. 1970s. It is 563 feet long, 84 feet work or efforts put forth by recently attended upgrading clas­ wide and travels at approximate­ crewmembers to keep the vessel ses. Other deck department mem­ ly 15.5 knots. clean and in top form. The vessel transports oil bers include ABs Ramos, Frank The deck department, headed Atkins and David Zurek. products such as jet fuel and gas by Bosun Fred Gongora, is al­ "I am thankful for and ap­ oil for the U.S. military between ways busy docking and undock- preciate all the knowledge, ex­ Italy, Greece, Norway, Spain, ing, loading, discharging, perience, dedication, hard work England and Turkey. Prior to butterworthing and tank cleaning. and most of all the team effort this Europe-Mediterranean run, In a recent letter to the put forth by us all, especially the ship had a U.S. Gulf Coast Seafarers LOG, AB Ricardo Bosun Fred," the AB concluded. run. During Desert Storm, the Ramos wrote, "In between our The Sealift Pacific, operated Pacific was stationed in the In­ routine work schedules, we per­ by International Marine Carriers dian Ocean. form other deck maintenance such as preparing various sur­ faces for painting. Within the last six months, we have painted all four pumproom levels, forepeak and main deck—just to name a few." Ramos provided the LOG with the photos accompanying this article of the deck gang's most recent accomplishment: the painting and cleaning of the paint locker. The AB not^ that Bosun Gongora has plans for the mid­ ship house to te painted next. Ramos stated that there have In the finished paint locker are (from left) OS Selby Washington, AB been recent additions to the Frank Atkins, Bosun Fred Gongora and AB Ricardo Ramos. department from Piney Point. OSs Selby Washington, Richard Gendaszek and Brian OS Brian Gaffigan and AB Frank Atkins were part of the locker- Cleaning out the carpenter's shop are (from left) AB Ricardo Ramos painting "spray team." and OS Richard Gendaszek. �I '.-.'lfii* lv'5, ..'^&l-> '*•, '* KBItaMri994 SEAFARBRS LOG r^^^ffuulCO Volume 56, Number 2 TAX TIPS FOR SEAMEN Special Supplement 13 A guide for Seafarers to refer to when preparing 1993 tax returns due to the Internal Revenue Service and state governments on April 15. February 1994 Step 6. Attach all required forms and schedules. At­ tach the first copy of Copy B of Forms W-2, W-2G and 1099R to the front of the Form 1040. Attach all other schedules and forms behind Form 1040 in order of the attachment sequence number. If tax is owed, attach the payment to the front of Form 1040 along with Form 1()40-V (original only). STATE: TAXES NOT WITHHELD The law prohibits employers from withholding state and local taxes from the wages of seamen working aboard 'R SEAMEN, the tax filing process can become U.S.-flagships. OR M/CTTC/^A mno/nM A extremely complicated. The nature of seafaring Specifically the law [46 USCA 11108(11)] provides itemized deducfiopa4n Personal IntefestBeducations: For 1993, personal u/nrir rajcflc z. that oo pait of the wages due or accruing to a master, work raises many issues at tax time iU-* that most interest cannot be deducted. Personal interest includes officer or any other seaman who is a member of the crew shoreside workers do not have to consider. interest on car loans, credit cards and personal loans. on a vessel engaged in the foreign, coastwise, intercoasAmong the concerns raised by seamen interviewed by Interest on Secured Loans Deductible: Interest paid tal, interstate or noncontiguous trade shall be withheld the Seafarers LOG were questions of claiming a on mortgages or secured loans is 100 percent deductible. residence for purposes of filiiig state tax returns andlhe .Pur?"ant to the provisions of the tax laws of any state, Union Dues Deduction: Union dues are only deduct­ issue of what is considered a work-related tax deductible temtory possession or common^wealth, or a suMivision gross expense. ™ them, but nothing in this section shall prohibit ible if they exceed 2 percent of adjusted _ _ . income. If In preparine this guide of tax tins for seamen the staff ®"y ®"ch withholding of the wages of any seaman who is Jhey do, only the portion over the 2 percent is deductible; i_- ^ with a^ certified .?• , public , accountant ' . . emnloved employed in the coastwise trade between nnrts ports in the SPAD contributions haVe never been deductible. of the LOG, working Deducting Work-Related Expenses: Expenses as­ same state if such withholding is pursuant to a voluntary familiar with the maritime industry, has attempted to sociated with a seaman's work may be considered tax agreement between such seaman and his employer." gather information that addresses the concerns of The law, however, does not exempt seamen from deductible. However, no expense can be deducted for Seafarers. paying state and local taxes. A seaman, just like any other which a seaman has been reimbursed by the employer. citizen of any given state, must meet his or her obligations Travel to the union hall to register or travel to the union's FOR MORE INFORMATION to the government of the area in which he or she lives. designated medical facility to take the required physical General Information: 1-800-829-1040 can be called Each state has a set of criteria to determine whether an and drug tests are examples of expenses which are workfor general information. IRS staff answer questions from individual is a resident of that state. A seaman should related but not reimbursed by the company. Members of 8:00 a.m. to 4:15 p.m. local time Monday through Friday. check with a state tax office if he or she is unsure as to the galley crew may deduct Ae costs of knives and other equipment they personally own but use when on a ship Publications: 1-800-829-3676 operators will take or­ his residency status. For example, in California during the early 1970s, a performing their work duties. The purchase of work-rer ders for publications. "#553 Highlights of 1993 Tax Changes" and "#552 Record Keeping for Individuals" are case before the California State Board of Equalization lated clothing and other gear, as long as it is truly for work "ot pai^ for by the employer, are likely to be contwo publications that many people find especially useful. stated that a merchant seaman—despite the fact that he Walk-In Help: IRS representatives are available in was on a ship for 210 days of the year—was a resident of sidered tax-deductible. Deducting Work-Related Car Expenses: Use of a many IRS offices around the country to help with tax Restate for tax purposes. The board took into consideraquestions that cannot be answered easily by telephone. tion the fact that the seaman owned a home in Califomia personaUy-owned automobile m work-related travel can To find the location of an IRS office, look in the phone and maintained a bank account in a Califomia-based result in deductible expenses. Two methods can be used to compute automobile expenses—either listing a standbook under "United States Government, Internal bank. ard mileage rate or determining actual cost. On the tax Additionally, each state has established conditions Revenue Service." return due April 15 of this year, the IRS is accepting a Telephone Help: IRS representatives are available to under which non-residents of that state must pay a portion standard mileage rate of 28 cents per mile. Parking fees help with tax questions. If needed, call the IRS using the of state tax if such an individual earned income from a and tolls can be added when using the standard mileage source based in that state. toll-free number listed in a local telephone directory. If using actual expenses, information must be avail­ rate. Many states allow a credit in the amount an individual Send IRS Written Questions: Written questions able on all operating-related costs for the vehicle, includ­ regarding the tax returns can be sent directly to an IRS must pay the state if that person has already paid taxes in ing interest, insurance, taxes, licenses, maintenance. District Director. Include a social security number with another state. In this supplement are two charts for seamen to use if repairs, depreciation, gas, oil, tolls and parking. In either the letter. questions arise on residency and state tax issues. The first standard mileage rate or the actual cost method of is a list of phone numbers of state tax boards and offices determining car expenses, accurate records should be INFORMATION BY PHONE to call for more information (page 16). The second kept. The IRS recommends keeping a log book or diary The IRS is prepared to answer questions by phone. provides information on what each state considers to be listing all expenses related to travel. Only work-related Throujgh the agency's taxpayer information service, pub­ taxable income for residents and non-residents (page 18). expenses not reimbursed by an employer can be claimed. Deducting Work-Related Meals When Traveling: lications covering kw aspects of tax-filing can be ordered. The chart indicates that seven states do not require state The 'Tele-Tax" Service has recorded tax information taxes to be paid of its residents and two states limit state Workers in transportation are allowed a special rate on covering more than 140 topics. 1-800-829-4477 is the taxes to profits earned form investments but do not con­ the meal allowance of $30 per day. Otherwise the IRS standard meal allowance is generally $26. In some loca­ IRS's 24-hour automated 'Tele-Tax" system. When call­ sider wages subject to taxation. tions it is $34, and in Hawaii and Alaska it is computed ing from a touch tone phone, the "#" sign will repeat the differently. Travel expenses, including meals, can only topic and the will stop the message. To listen to a OVERSEAS? directory of topics after the introductory message Should a seaman find himself or herself overseas and be deducted if directly related to one's work and if they finishes, dial 323. seeking IRS forms or IRS assistance, U.S. embassies and have not been reimbursed from any other source. Limit on Itemized Deductions: Beginning in 1993, This telephone service is available for refund informa- consulates are equipped to provide some taxpayer-reitemized deductions may be limited for an individual tion from 7:00 a.m. until 11:30 p.m. (local time) when lated services. At a minimum, IRS forms are available at earning more than $108,450 of federal adjusted gross calling from a touch tone phone. Rotary dial phone users all U.S. embassies and consulates. The U.S. embassies income (or $54,225 if married and filing separately). can call the service between 8:00 a.m. and 4:15 p.m. and consulates located in the following cities can provide Keeping Records: Keep records of income, deduc­ (local time). IRS assistance: Bonn, Germany; Caracas, Venezuela; tions and credits shown on the tax return, as well as any London, England; Mexico City, Mexico; Nassau, worksheets used to figure them, until the statute of limita­ Bahamas; Ottawa, Canada; Paris, France; Riyadh, Saudi PREPARING A RETURN tions runs out for that return, usually 3 years from the date Arabia; Rome, Italy; Sao Paulo, Brazil; Sydney, Step I. Get all records together. the return was due or file^ or 2 years from the date the Australia; and Tokyo, Japan. Income Records. These include any Forms W-2, tax was paid, whichever is later. However, it is recom­ mended that all records be kept for about 6 years. W-2G and 1099. DEDUCTIONS, W-2'S AND Fast Refund: If a tax refund is expected for 1993, Itemized deductions and tax credits. OTHER INFORMATION . , instead of mailing the retum to the Internal Revenue Medical and dental payment records. Emptoyer W-2's: Employers are required to mail W-2 Service, it can be filed electronically. When filed Real estate and personal property tax receipts forms to employees by January 31. If an individual electronically, a refund will be received in about 3 weeks, Interest payments records for items such as a home believes he or she is missing W-2's, contact the employer. or in 2 weeks if it is deposited directly into a savings or For seamen who have ever used a union hall as a retum checking account. For a charge, many professional tax mortgage or home equity loan. address, check with the SIU port agent to determine if a retum preparers offer electronic filing in addition to their Records of payments for child care so an individual W-2 has been sent to that address. retum preparation services. If an individual prepared his could work. Seafarers Vacation Plan W-2's: If a Seafarer has or her own retum, a preparer or transmitter in their area Step 2. Get any forms, schedules or publications neces­ sary to assist in filing the retum. IRS Publication 17 en- received monies from the SIU Vacation Plan (SVP), he can file the retum electronically. For a list of who can file itled "Your Federal Income Tax for Use in Preparing or she should receive a W-2 from that fund. Seafarers who a tax retum electronically in any given area, call the IRS have received SVP monies but who have not received a toll-free number, 1 (800) 829-1040, and ask for the 1993 Returns" is the most comprehensive guide the W-2 from the plan should contact their union hall or call Electronic Filine Office agency has issued this year. Most IRS offices and Andy Marmo at the SVP office in Camp Springs, Md.: Dependent's Social Security Number: If an in­ many local banks, post offices and libraries have publi­ (301)899-0675. dividual claims an exemption for a dependent who is at cations designed to provide individuals with informaIncreased Deductions: The deduction for each ex­ least 1 year old by December 31, 1993, he must list the ic(n on correctly filirig tax returns. emption—for the individual, his or her spouse and de­ dependent's social security number on Form 1040 or 5^/* 3. Fill in the retum. pendents has increased to.$3,700 per person. Form 1040A. A social security number requirement ap­ Step 4. Check the retum to make sure it is correct. Standard Deduction Has Increased: The standard plies to all dependents (not just children) claimed on the Step 5. Sign and date the return. Form 1040 is not con­ deduction has increased for most people. Because of this increase, it may be to an individual's benefit to take the Continued on page 16 sidered a valid retum unless signed. A spouse must standard deduction this year even if that person has also sign if it is a joint return. F ri/'"'4 '••:••• I; ,• '- !.: :<^"r K't y .^-: •''' ~.,-'y' f _ ... ... . • -i^ '•:"> • ••Zy I•1: .^ • �•S ...,^ dAk^i pr] • .'; ••..V;>- .. •• • .. r;, '• [.•»V''S"r.,'; ;•• • . f''-" •".• .••;.' „x .V. : • •••V!r ; •• • i-vr'^'CiS- "i. , ••^. ;i';'v/ ,,; • • ' t..- :' 14 -i :^ - •'• -.- p-w - .•• • 'li- '. -». -i..-.,- ' "w 'V'- r — >•' — ^ •••,*(.'w^•-.•! •-'f' "••-•W>r''«-"5^.'V FEBRUARY 1994 SEAFARERS LOG FEBRUARY 1994 SEAFARERS LOG f ?4-«rwV-— with one child is $1,434. Families with 2 or more children may receive up tp $1,511. With a child bom in 1993, the family may qualify for an additional $388 credit and if the family paid for part of the premiums for a health insurance policy covering a child, an additional credit of $465 may be due. To apply for the earned income credit, a family must file using Form 1040 or I040A, but not I040EZ, and attach IRS Schedule EIC. Continuedfrom page 15 • •?.' • tax return who are at least 1 year old. Gift to Reduce the Public Debt: An individual may make a gift to reduce the public debt. To do so, enclose a separate check with the income tax return. Make it payable to "Bureau of the Public Debt." Do not add it to any tax owed. Change of Address: If an individual has changed his or her address from the one 1isted on that person's last tax return, IRS Form 8822 should be filled out REPORTED INCOME and filed with the agency. In addition to wages, salaries, tips, unemploy­ Education Savings Bond Program: All or part ment compensation, capital gains, dividend pay­ of the interest for certain U.S. savings bonds can be ments and other income listed on the federal tax excluded from income if one pays qualified higher return, the following kinds of income must be education expenses during the year he redeems the reported. bonds. Death of a Taxpayer: If a taxpayer died before • Jones Act settlements for lost wages. filing a required return for 1993, the taxpayer's • Amounts received in place of wages from acci­ dent and health plans (including sick pay and personal representative (and spouse, in the case of a disability pensions) if employer paid for the joint return) must file and sign the return for that policy. fierson. A personal representative can be an ex­ ecutor, administrator or anyone who is in charge of • Life insurance proceeds from a policy cashed in the taxpayer's property. if the proceeds are more than the premium paid. Rounding Off to Whole Dollars: Cents may be • Profits from corporations, partnerships, estates rounded off to the nearest whole dollar on the tax and trusts. return and schedules. To do so, raise amounts from 50 to 99 cents to the next dollar. For example, $1.39 • Endowments. • Original Issue Discount. becomes $I and $2.50 becomes $3. Unemployment Compensation: Unemployment • Distributions from SEPs and DECs. compensation (insurance) is fully taxable. By • Bartering income (fair-market value of goods January 31, 1994, an individual who has received or services received in return for services). unemployment compensation should receive a • Tier 2 and supplemental annuities under the Form I099-G showing the total unemployment Railroad Retirement Act. compensation paid during 1993. Use line 20 on the tax return to report unemployment compensation. • Lump-sum distributions. Earned Income Credit: To qualify for the • Gains from the sale or exchange (including barter) of real estate, securities, coins, gold, earned income credit, families must have an income silver, gems or other property (capital gains). of less than $23,050 and have at least one child living with them. The maximum credit for families » Accumulation distributions from trusts. :yi It '• • • li -^..' , • • • • Prizes and awards (contests, raffles, lottery and gambling winnings). Earned income from sources outside the United States. Director's fees. Fees received as an executor or administrator of an estate. ' Embezzled or other illegal income. • • Child support. Gifts, money or other property inherited or willed. Dividends on veterans' life insurance. Life insurance proceeds received because of a person's death. Arnounts received from insurance because of loss of the use of a home due to fire or other casualty to the extent the amounts were more than the cost of nonnal expenses while living in the home. Certain amounts received as a scholarship. • • • NON-REPORTED INCOME The following kinds of income do not need to be reported on the federal tax return:. • Benefits from government welfare programs. • Jones Act settlements for injuries, pain, suffer^ ing, medical costs. • Maintenance and Cure. • Workers' compensation benefits, insurance damages', etc. for injury or sickness. • Disability retirement payments (and other benefits) paid by the Veterans' Administration. • MAILING ADDRESS (address written inquiries to Taxpayer Information") ALABAMA ALASKA ARIZONA ARKANSAS CALIFORNIA COLORADO CONNECTICUT DELAWARE WASHINGTON, DC FLORIDA GEORGIA HAWAII IDAHO ILLINOIS INDIANA IOWA KANSAS KENTUCKY LOUISIANA MAINE MARYLAND MASSACHUSETTS MICHIGAN MINNESOTA MISSISSIPPI MISSOURI MONTANA NEBRASKA NEVADA NEW HAMPSHIRE NEW JERSEY NEW MEXICO NEW YORK NORTH CAROLINA NORTH DAKOTA OHIO OKLAHOMA OREGON PENNSYLVANIA RHODE ISLAND SOUTH CAROLINA SOUTH DAKOTA TENNESSEE TEXAS UTAH VERMONT VIRGINIA WASHINGTON 'VIRGINIA V^^ WISCONSIN wi WYOMING r: :rv. I -.o I • •( /•• Department of Revenue, Income Tax Division, P.O. Box 327490, Montgomery, AL 36132-7490 Department of Revenue, Juneau, AK 99811-0400 Department of Revenue, P.O. Box 29086, Phoenix, AZ 85038-9086 Tax Administrator, P.O. Box 3628, Little Rock, AR 72203-3628 • Taxpayer Information, P.O. Box 942840, Sacramento, CA 94240-0040 Taxpayer's Assistance, 1375 Sherman St., Denver, CO 80261 Taxpayer's Assistance, 92 Farmington Ave., Hartford, CT 06105 Division of Revenue, State Office BIdg., Ninth & French Streets, Wilmington, DE 19801 Department of Finance and Revenue, One Judiciary Sq., 441 4th St. NW, Washington, DC 20001 Department of Revenue, 5050 W. Tennessee St., Tallahassee, FL 32399-0135 Department of Revenue, 322 Plaza Level, Floyd Bldg., West Tower, Atlanta, OA 30334 Department of Taxation, P.O. Box 3559, Honolulu, HI 96811-3559 Tax Commission, P.O. Box 56, Boise, ID 83756-0201 Taxpayer Information Division, 101 West Jefferson, P.O. Box 19044, Springfield, IL 62794-9044 Taxpayer Information, 100 N. Senate Ave., Rm. 209, Indianapolis, IN 46204-2253 Taxpayer Services, Hoover State Office Bldg., Des Moines, lA 50319-0120 Department of Revenue, P.O. Box 12001, Topeka, KS 66612-2001 Revenue Cabinet, Capitol Annex Bldg., Frankfort, KY 40620 Taxpayer Information, P.O. Box 3440, Baton Rouge, LA 70823-0001 Bureau of Taxation, State Office Bldg, August, ME 04332-1067 Comptroller of the Treasury, Income Tax Division, Annapolis, MD 21411-0001 Massachusetts Dept. of Revenue, P.O. Box 7071, Boston, MA 02204 Taxpayer Information, Treasury Bldg., 430 Allegan St., Lansing, MI 48922 Deptartment of Revenue, Taxpayer Information, St. Paul, MN 55146-4450 Tax Commission, P.O. Box 23050, Jackson, MS 39225-3050 Department of Revenue, Truman State Office Bldg, Room 330, Jefferson City, MO 65105 Department of Revenue, P.O. Box 5805, Helena, MT 59604 Taxpayer's Assistance, 301 Centeimial Mall South, Lincoln, NE 68509-4818 Department ofTaxation, Capital Complex, Carson City, NV 89710-0003 Taxpayers Assistance Office, 61 South Spring SL, P.O. Box 637, Concord, NH 03302-0637 Taxpayer Information, 50 Barrack St., CN 269, Trenton, NJ 08646-0269 Department ofTaxation & Revenue, P.O. Box 630, Santa Fe, NM 87509-0630 Taxpayer's Assistance, W.A. Harriman Campus, Albany, NY 12227 Department of Revenue, Revenue Bldg., 501 N. Wilmington St, Raleigh, NC 27640 Taxpayer Information, State Capitol, Bismarck, ND 58505-0599 Department ofTaxation, 1880 E. Dublin-Granville Rd., Columbus, OH 43229 Taxpayer Information, 2501 Lincoln Blvd., Oklahoma City, OK 73194-0009 Revenue Bldg., 955 Center St, NE, First Floor, Room 135, Salem, OR 97310 Taxpayer's Assistance, Department 280504, Harrisburg, PA 17128-0504 Taxpayer's Assistance, One Capitol Hill, Providence, RI 02908-5801 Research and Review, P.O. Box 125, Columbia, SC 29214 Department of Revenue, 700 Governors Drive, Pierre, SD 57501-2291 Department of Revenue, 807 Andrew Jackson State Office Bldg., Nashville, TN 37242-0482 Taxpayer Assistance, Capital Station, Austin, TX 78774 Taxpayer Assistance, 160 East Third South, Salt Lake City, UT 84134-0200 Department of Taxes, 109 State SL, Montpelier, VT 05609-1401 Taxpayer Information, P.O. Box 1115, Richmond, VA 23208-1115 Taxpayer Information & Education, P.O. Box 47476, Olympia, WA 98504 Taxpayer Services, P.O. Box 3784, Charleston, WV 25337-3784 Department of Revenue, 4638 University Ave., Madison, WI 53705 Department of Revenue, 122 West 25th Street, Cheyenne, WY 82002 directly only if the request for an extension is denied. To be able to extend the period of time in which one can file his or her tax return, that individual must correctly fill out Form 4868 and pay all of the tax monies due (as noted on line 6 of the form). If the filing of Form 4868 and the subsequent four-month extension to file does not provide the individual with enough time, he or she can then file Form 2688, known as "Application for Additional Extension of Time to File U.S. Individual Income Tax Return." Another option open to the person seeking more time in which to file is to write a letter to the IRS stating the reason the extension is neces­ sary and mailing it to the correct IRS location (see section below: "Where to File"). An individual seeking an extension is advised by the IRS to file Form 4868 before filing Form 2688. (The form below is a duplication of the correct form and may be used by the reader to file an extension.) To obtain another copy of Form 4868, an in­ dividual may call the agency's toll free number which is dedicated to tax form requests. That num­ FILING AN EXTENSION IRS Form 4868 can be used to ask for a fourmonth extension to file IRS Form I040A or Form 1040. An individual requesting an extension is under no obligation to explain why the additional time is needed. Filing of the form gives an individual until August 15,1994 to file his or her 1993 federal tax return. The IRS will contact the individual ber is I (800) 829-3676. Also, Form 4868 is avail­ able from all main IRS branch officbs. If a Seafarer finds himself or herself overseas, he or she can obtain the form from any U.S. embassy or consulate. It is important to bear in mind that the filing of Form 4868 requesting an extension does not get one off the hook from having to pay any taxes due. Form 4868, when sent in, must be accompanied by all tax monies due the U.S. government from the individual filing the extension. The deadline for filing form 4868 and the taxes due is April 15. DEADLINE for filing taxes: April 15 STANDARD DEDUCTION This is the standard deduction chart for most people. It should not be used if taxpayer is 65 or older or blind or if a dependent. Filing Status Standard Deduction Single ...... . ... . . $3,700 Married filing joint return or Qualifying widow(er) with dependent children . . . $6,200 Married filing separate return ...... . Head of household . . . . . $5,450 $3,100 Seafarers are welcome to use the below form in case they need to file for an extension for their income taxes. The form is an exact duplication and will be honored by the Internal Revenue Sen/ice. Form 4868 Application for Automatic Extension of Time To File U.S. Individual Income Tax Return Department of the Treasury Intemal Revenue Service Please Type or Print LOCAL NUMBER (205) 242-2677 (907) 465-2320 (602) 255-3381 Phoenix (602)628-8421 Tucson (501)682-1100 (916)854-6500 (303)534-1209 (203)566-8520 (302)557-3310 (202)727-6104 (904)488-6800 (404)656-4071 (808)587-6515 (208)334-3660 (217)782-3336 (317)232-2240 (515)281-3114 (913)2964)222 (502)564-4580 (504)925-4611 (207)626-8475 (410)974-3981 (617)727-4545 (517)373-2873 (612)296-3781 (601)359-1141 (314)751-7191 (406)444-2837 (402)471-5729 (702)687-4820 (603)271-2191 (609)588-2200 (505)827-0700 (518)438-8581 (919)733-4147 (701)224-3450 (614)895-6260 (405)521-3146 (503)378-4988 (717)787-8094 (401)277-2905 (803)737-5000 (605)773-3311 (615)741-3665 (800)252-5555 (801)530-4848 (802)828-2865 (804)367-8031 (206)753-5525 (304)558-3333 (608)266-2486 (307)777-7%2 TOLL FREE NUMBER (800)352-4090 (800)882-9275 (800)852-5711 (800)382-9463 (800)292-7826 (800)226-3411 (800)338-2389 (800)222-3229 (800)972-7660 (800)732-8866 (800)382-4646 (800)367-3388 (800)638-2937 (800)392-6089 (800)487-7000 (800)652-9094 (800)332-6103 (800)323-4400 Tax returns should be mailed to the Internal Revenue Service Center desig­ nated for the area in which the taxpayer lives. These addresses are listed below. No street address is needed for the IRS. IRS * Austin, TX 73301 Alaska, Arizona, California (counties of Alpine, . . . Amador, Butte, Calave:as, Colusa, Contra C<Kta, Del Norte, El Dorado, Glenn, Humboldt, Lake Lassen, Marin, Mendocino, Modoc, Napa, Nevada, Placer, Plumas, Sacramento, San Joaquin, Shasta, Sierra, Sisldyou, Tehama, Trinity, Yolo and Yuba), Colorado, Idaho, Montana, Nebraska, Neva^ North Dakota, Oregon, South Dakota, Utah, Washington, Wyoming IRS Ogden,UT 84201 California (all other counties) ............. Hawaii Alabama, Arkansas, Louisiana, Mississippi, ..... North Carolina, Tennessee American Samoa IRS Fresno, CA 93888 (800)763-1295 Last name Spouse's social security number All A.P.O. or F.P.O. addresses . • • . IRS Memphis, TN 37501 IRS Phildelphia, PA 19255 Commissioner of Revenue and Taxation 855 West Marine Dr. Agana,GU 96910 IRS Philadelphia, PA 19255 • • ., *•' • • . • ' - j' ' ' • i ••4 •' , 1 * Total tax liability for 1993. This Is the amount you expect to enter on Form 1040EZ, line 8; Form 1040A, line 27; or Form 1040, line 53. If you expect this amount to be zero, enter -0-. . Caution: You MUST enter an amount on line 1 or your extension will be denied. You can estimate this amount, but tie as exact as you can with the information you have. If we later find that your estimate was not reasonable, the extension will tie null and void. i;3f' Gift or Generation-Skipping Transfer (GST) Tax—Complete this part If you expect to owe either tax. If you or your spouse plan to file a gift tax return (Form 709 or 709-A) for 1993, generally due by April 15, 1994, see the instructions and check here ... • • Your signature Date • Yourself • • Spouse • • . Spouse's signature. If filing jointly Date Date Preparer's signature (other than taxpayer) If you want correspondence regarding this extension to be sent to you at an address other than that shown above or to an agent acting for you, please enter the name of the agent and/or the address where it should t)e sent. Name Please Type or Print Number and street (Include suite, room, or apt. no.) or P.O. t)ox number If mail Is not delivered to street address City, town or post office, state, and ZIP code For Paperwork Reduction Act Notice, see separate instructions. Cat. No. 13141W v". i• ,3- Under penalties of perjury, 1 declare that I have examined this form, Including accompanying schedules and statements, and to the best of my knowledge and belief. It Is true, correct, and complete; and. If prepared by someone other than the taxpayer, that I am authorized to prepare this form. IRS Philadelphia, PA 19255 ' <li, -• 'yjt •A Signature and Verification .">v . -. • b Enter the amount of gift or GST tax your spouse is paying with this form y "* ' • Home address (number, street, and apt. no. or rural route). If you have a P.O. box, see the instructions. 5a Enter the amount of gift or GST tax you are paying with this form . . V.I. Bureau of Intemal Revenue Charlotte Amalie Lockharts Garden No. lA SL Thomas, VI 00802 Virgin Islands .... ... ........ \ •- y•• :• yy Individual Income Tax—You must complete this part. 4 •• " "••]• • ' •ft.-' -.''.—Truv.«.-c?.;u,.i. If a joint retum, spouse's first name and Initial Caution: Do not include Income tax on lines 5a and 5b. See the instructions. I . .a Your social security number BALANCE DUE. Subtract line 2 from line 1. If line 2 is more than line 1, enter -0-. For details on how to pay, including what to write on your payment, see the instructions • Puerto Rico (or if excluding income under section 933), Virgin Islands, nonpermanent residents of Guam (800)982-8297 Last name IRS Delaware, District of Columbia, Maryland, . Philadelphia, PA 19255 Pennsylvania, Virginia Indiana, Kentucky, Michigan, Ohio, West Virginia . ... ; IRS Cincinnati, OH 45999 Guam (permanent residents) ... . (800)342-1003 (800)252-5555 (800)662-4335 Your first name and Initial Total payments for 1993. This is the amount you expect to enter on Form 1040EZ, line 7; Form 1040A, line 28d: or Form 1040, line 60 . . . ..... (800)225-5829 (800)222-9965 (800)224-3450 (800)282-1780 (800)522-8165 (800)356-4222 )93 >• This is not an extension of time to pay your tax. >• See separate instructions. .IRS Kansas City, MO 64999 Kansas, New Mexico, Oklahoma, Texas ...... . . .. -. •••• 1 request an automatic 4-month extension of time to August 15,1994, to file Form 1 d40EZ, Form 1040A, or Form 1040 for the calendar year 1993 or to ,19 , for the fiscal tax year ending , 19 . For individuals living Use this address: in the following states Florida, Georgia, South Carolina . . , , ... . .,. . ... . IRS Atlanta, GA 39901 IRS New Jersey, New York, (New York City and counties . . ' HoltsviUe, NY 00501 of Nassau, Rockland, Suffolk and Westchester) New York (all other counties), Connecticut, Maine, ... ' IRS Massachussetts, New Hampshire, Rhode Island, Vermont ' Andover,MA 05501 Illinois, Iowa, Minnesota, Missouri, Wisconsin . . . . . . 0MB No. 1545-0188 City, town or post office, state, and ZIP code WHERE TO FILE DIRECTORY FOR ADDITIONAL STATE TAX INFORMATION STATE •• Form 4868 (1993) �.1^ 7^ FEBRUARY im SaiFililEilSIOi; TAXABLE INCOME BY STATE STATE RESIDENT NON-RESIDENT STATE RESIDENT NON-RESIDENT Alabama Subject to state income tax on entire net income. Taxable ore income from property owned or business transacted in Alabama. Michigan Subject to tax on federal ad­ justed gross income allocable to sources within Michigan. Subject to tax on taxable in­ come allocable to sources within Michigan. Alaska No state tax. No state tax. Minnesota Arizona Subject to tax on entire net in­ come. A credit is only allowed for taxes paid to the other state on income derived from sour­ ces within that state which are taxable under that state's laws without regard to the residence egardtc :ile of the recipient. or domicile No credit is allowed if the other state allows residents of Arizona a credit against taxes imposed by that state for taxes paid to Anzona. Subject to tax on net income derived from sources within Arizona. Subject to tax on federal ad­ justed gross income with cer­ tain modifications. Subject to tax on federal ad­ justed gross income al­ locable to sources within Minnesota. 1 Subject to tax on Missouri tax­ able income. Subject to tax on income derived from sources within Missouri. Mississippi Subject to tax on entire net in­ come. Subject to tax on entire net income from sources within Mississippi. Montana Subject to tax on net income derived from sources within Montana. Subject to state income tax on entire net income. Subject to state income tax on all net income from sources within the state such as all property owned, and from every business, trade or oc­ cupation earned on in Arkan­ sas. Subject to tax on federal ad­ justed gross income with cer­ tain modifications. Credit for taxes paid to other states is allowe Nebraska Subject to tax on federal ad­ justed gross income with cer­ tain modifications. Subject to tax on federal ad­ justed gross income derived from sources within Nebras­ ka. Nevada No state tax. No state tax. New Hampshire Subject to tax on interest and dividends over $1,200. Arkansas California Subject to state income tax on entire taxable income. ^i^souri Subject to state income tax on all taxable income derived from sources within the state. Colorado Subject to state income taxa­ tion on federal adjusted gross income with certain modifica­ tions. Subject to state income tax on federal adjusted gross in­ come attributable to rources within Colorado. New Jersey Subject to state tax based on federal adjusted gross income with certain modifications. Subject to state income tax on Connecticut taxable in­ come derived from or con­ nected with sources within Connecticut. Subject to tax on certain specified categories of New Jersey gross income from New/Je Jersey sources. " Connecticut Subject to tax on entire New Jersey gross income and credit is allowed illo • for - tax paid to another state on income sub­ ject to New Jersey income tax. New Mexico Subject to tax on net income denved from within New Mexico. Subject to state income taxa­ tion on federal adjusted gross income with certain modifica­ tions. Subject to state income tax on federal adjusted gross in­ come attributable to sources within Delaware. Subject to tax on federal tax­ able income with certain modification and with the pos­ sibility of a credit for taxes paid to another state. New York District of Columbia Subject to D.C. income tax on entire net income. Not subject to the income tax. Subject to tax on federal ad­ justed gross income with cer­ tain modifications. Subject to tax on federal ad­ justs gross income derived from sources within New York. Florida No state tax. No state tax. North Carolina Georgia Subject to tax on federal ad­ justed gross income less cer­ tain items. Subject to tax on net taxable income derived from certain ^ecified activities within Georgia. Subject to tax on net income with the possibility of a tax credit for taxes paid to another state. Subject to tax on net income derived from sources within North Carolina. North Dakota Subject to tax on entire income and a credit is allowed for taxes paid to another state which is paid on income derived from sources outside the state. Subject to tax on income derived from sources within Hawaii, with the possibility of a credit for taxes paid to other governments, outside the state. Subject to tax on federal tax­ able income with certain modifications. Subject to tax on net income from sources within North Dakota. Ohio Subject to tax on federal ad­ just^ gross income with cer­ tain mi^fications. Subject to tax on adjusted gross income derived from sources within Ohio. Oklahoma Subject to tax on the federal adjusted gross income with certain modifications. Subject to tax on federal ad­ just^ gross income derived from sources within Ok­ lahoma. Oregon Subject to tax on federal tax­ able income with certain modifications and credit against Oregon income taxes for taxes imposed by another state. Subject to tax on federal tax­ able income derived from sources within Oregon. Pennsylvania Subject to tax on entire income with a credit for taxes paid to another state on income also subject to tax in Pennsylvania. Subject to tax on income from sources within Pen­ nsylvania. Rhode Island Subject to tax on federal ad­ justed gross income with cer­ tain mi^fications. Subject to tax on taxable in­ come derived from sources within Rhode Island. South Carolina Subject to tax on entire net in­ come. Subject to tax on taxable in­ come derived from sources within South Carolina. South Dakota No state tax. No state tax. Tennessee Subject to tax on dividends from stock and interest on bonds. Texas No state tax. No state tax. Utah Subject to tax on federal tax­ able income with certain modifications. Subject to tax on taxable in­ come derived from sources within Utah. Vermont Subject to tax on federal ad­ justed gross income with a credit for income taxes paid to another state or territory upon income derived from sources within that state or territory. Subject to tax on federal ad­ justed gross income derived from sources within Ver­ mont Virginia Subject to tax on federal ad­ justed gross income with cer­ tain modifications. Subject to tax on taxable in­ come derived from sources within the state. Washington No state tax. No state tax. West Virginia Subject to taxable income as defined in terms of federal adjusted gross income with modifications. Subject to tax on taxable in­ come derived from sources within West Virginia. Wisconsin Subject to tax on federal ad­ justed gross income with cer­ tain modifications. Subject to tax on taxable in­ come derived from sources within Wisconsin. Wyoming No state tax. No state tax. Delaware Hawaii Subject to tax on federal tax­ able income with a credit for income taxes paid to another state or territoty. Subject to tax on federal tax­ able income attributable to certain sources within Idaho. Illinois Subject to tax on federal ad­ justed gross income with cer­ tain modifications. Subject to tax on all income attributable to certain ac­ tivities within Illinois. Indiana Subject to tax on federal ad­ justed gross income with cer­ tain mi^fications and with the possibility of a credit for state taxes paid in another state. Subject to tax on federal ad­ just^ gross income derived from sources within Indiana with the possibility of a credit for state taxes paid in another state. Subject to tax on federal ad­ justed gross income with modifications and with the possibility of a credit against Iowa tax for taxes paid to another state on income sub­ ject to tax in Iowa. Subject to tax on federal ad­ justed gross income derived from sources within Iowa, with the possibility of a credit against Iowa tax for taxes paid to another state or foreign county on income subject to tax in Iowa. Kansas Subject to tax on federal ad­ justed gross income with cer­ tain mraifications. Subject to tax on that portion of federal adjusted gross in­ come derived from sources within Kansas. Kentucky Subject to tax on federal ad­ justed gross income with cer­ tain m^fications. Subject to tax on federal ad­ justed gross income derived from sources within Ken-^ tucky. Louisiana Subject to tax on all net income which is defined generally as gross income of whatever land minus the deductions allowed. Subject to tax on net income derived from sources within Louisiana. Maine Subject to tax on taxable in­ come with the possibility of a reduction of taxes for taxes paid to another jurisdiction. Subject to tax on the portion of federal adjusted gross in­ come derived from sources within Maine with the pos­ sibility of a reduction in taxes for taxes paid to another jurisdiction. Idaho Iowa. Maryland Subject to tax oh federal ad­ justed gross income with cer­ tain mi^ifications. Subject to tax on the portion of federal adjusted gross in­ come derived from sources within Maryland. Massachusetts Subject to a tax on federal ad­ justed gross income. A credit for taxes paid to other states is allowed. Subject to tax on the portidn of fee federal adjusted gross in­ come derived from sources within Massachusetts. SOURCE: Department of Defense, Office of the Secretary of Defense, Federal Voting Assistance Program; Voting Assistance Guide 1993-1994; Appendix G. State Income Tax Liability. �FEBRUARY 1994 SEAFARERS LOG 17 ''P- ; • Pt\ v->i> •: rpn-: / Sca^^snen. (^^rtcti ^IO*K 'P<xll IRuier, lo^ctAUAc^, ptcdcf, <xnd cAcCdie^ ^axeOzn eutd '7ci<^<'tut'M, mi'APP. A '^pr- ^sr:;,j&:::i 27H'S^ "TH^c^e (net ^cd cvt^ l^e^iCiUt ut (^^<t(M, /f^xaut at f 9^t. On <t recent cUdct tot^e "i^^cleidel/iAcci ^aii, l^eredct coedtd a dredd ^•uun ^er natCae countnxf.. Another peek into the Seafarers LOG family album shows us some happy moments in the lives of SlU members, in­ cluding a wedding, vacations and visits to various union halls with members of the family. As always, the LOG welcomes photographs from Seafarers and their families and will publish them on a periodic basis. "Terra, S(*cct4 eoad ^ccdt ^OAC nautiAA (xld cotten u^e (odt dau^ Aer cn tAe /fn^dt / 993 AOt^. "i^ere dAe id at ete^ ntont^ in a (^^rcdt(n.ad picture u^Ct^ ^ier fi.areHtd Sfi^neer and 'JaudA^a S(Hct^. ^ooik /in^la 1R.o6ertd<xn cd c^rate^ut to t^e STTi ^o-r hel^Unt^ lier and ^er dau<^ter, feddtca, ^nt^M ntancf o^ t^ecr <^oald. /fnt^ta >iacld out £>/ t^e fi.ort o^ Itor^^. (^4tejf ^oo/^ Aucd Sicodat, ^cd cot^e, ^amten ^ecciia, and daco^Ater, T^auCette (^ataicna, en^ocf t^ecr ^irdt trcfr to T^cdnecf "Td^orid near Orlando, 'pCa. • iw.. • v..,,.-V,V;-/••>••• . ^SixTv. w XN iki.Li i- V, /iitcdon "PtidUfrd and THic^aet ^lcO(nad coere ntarried diu^udt 3 in "San^^, /4(derta, (panada. (net aboard t^c SS Tnde^iendence ad creauttent^erd in 1992. /fiiidon iaild in tAe ^tecuard de/iart(nent; THicAael id an/4.^. Sto^/tin<^ Ccf t^e S9"l{ o^^iee in "Dania. "pia. are (^ront (e^t) 'Ke(un. tpre(^ and T^atricdi df(uare^—t^e -lond a/ rpie(^ dflaare^ UA4O Jaitd ad a Ty7}(/f(P aboard t^e Seali^t ^^ina Sea. "THi^uet IRo^led 6rin^d ttid cAildren (uitA Aim. to tAe S97d AaCC in San puan. \r ,;. : • "' ' it-'' \-" j|7 >: • i"--- •1 ••.-• • �18 FE8RUARY1994 SEAFARERS LOG Cleveland's Crew Readies for Pirate Threats boarding," he says. "We also con­ duct daylight transits of those high-risk areas when possible. We secure and limit access to the Keeping U.S. military bases deck house . . . and we keep the stocked with food and other stem and main deck area as wellnecessary supplies is the job of lighted as possible." the SlU-crewed USNS Cleveland. Unlicensed crewmembers also The Military Sealift Com­ receive thorough weapons train­ mand (MSC)-contracted vessel ing in Diego Garcia, for use when travels to U.S. Navy bases in Sing­ they are on watch aboard ship. apore, Guam and Diego Garcia - • *• -V' vif; Caudle emphasizes that he and on an average of every three I ^ weeks. But voyages to these bases the rest of the crew recognize the potential danger, "But we don't do have a drawback as the Cleveland must sail through lose any sleep over it. We have a responsibility to be prepared, and pirate-infested waters. Although morale aboard the we do everything we can to min­ Cleveland is good, the crewmem- imize risk." Preparing the tables for a meal Is Indeed, Oiler Marc Ponia- AB Shawn Orr takes the ship's helm as Capt. Ricky Caudle observes. Steward/Utility Frank Casby Jr. bers are quite serious about taking steps to combat the growing prob­ towski sums up the positive at­ lem of piracy in the Far East. titude which permeates the ves­ Despite a steady increase in at­ sel: "Being on the water is a way tacks from 1991 through 1993— of life and a livelihood that I've :::::::: particularly in the Hong enjoyed from the first minute we iifllf ill; IIMIl Kong-Luzon-Hainan areas and pulled away from the dock." He started with the SIU in 1991, the waters just outside Sing­ a/A//v apore—the Cleveland has sailed working aboard the passenger without incident, thanks in part to steamboat, the Delta Queen. its extensive safeguarding The Cleveland carries basic measures. stores such as frozen and Captain Ricky Caudle notes refrigerated cargo, spare parts for that a piracy watch is maintained machinery, fuel and "other during 12 of the voyage's 26 general cargo which could in­ days, when the vessel is in a rela­ clude anything and everything," tively high-risk area. "We in­ said a spokesperson for MSC. crease our speed to about 21 knots The MSC provided the photos OS Wescott Reiss checks some to make it more difficult for accompanying this article. of the tanks on deck. Working In the engine room Is Oiler Marc Ponlatowski. MSC Ship Handles Navy Supply Runs USRS Wilkes Crew Helps Make Pres. Adams' Mission a 'Complete Success' Holiday Meal Bosun Jerry Hill and the SIU deck crew of the USNS Wilkes were praised for the efficient and professional way they jperformed their jobs during a recent sur­ Seafarers aboard the President Adams vey conducted aboard the research vessel. spent Christmas day at sea between San Naval Oceanographic Office Chief Pedro, Calif, and Hong Kong, enjoying a Scientist Charles Robinson, a veteran of special holiday meal prepared by the gal­ 15 years of current meter operations, ley gang. stated, "In all my experience of planting In a letter detailing the festivities. As­ current meters over the years, Wilkes' sistant Cook Peter Lup wrote that the seamen are the best I have had the pleasure food was "possibly the best and fanciest to work with. I look forward to returning of any U.S.-flag containership." The master craftsmen behind the to this fine ship." cullnarary festivities aboard the Presi­ The Adams galley gang consists of Operating from its overseas home of Chief Steward Alan HoUinger, Chief dent Adams are (from left) Chief Steward Sasebo, Japan, the Wilkes sailed for the Cook Bernhard Rombach and Assis­ Alan Hollinger, Assistant Cook Peter Lup Yellow Sea on November 15 to study and Chief Cook Bernhard Rombach. tant Cook Lup. ocean currents. Chief Mate Fred Assistant Cook Lup noted that the "The actual layout and design of the Smallwood, who provided the Seafarers food took a week," Hollinger told a crew of the President Adams is like a big LOG with the photographs for this stoty, noted that because the Yellow Sea is quite OS Junior Serene assembles current reporter from the Seafarers LOG, "but family. "Everyone works exceptionally shallow, a study of its currents can provide meter elements before they are lowered the preparations—planning the menu well with one another, which gives the and ordering the stores—took place vessel a sense of camaraderie," he said. valuable oceanographic data for study and into the sea. before leaving port." analysis. All three steward department mem­ Between Korea and China, crewmem­ specifically selected intervals. A small The appetizer table consisted of bers are Seafarers and former members bers placed a total of 10 current meters in propeller measures velocity while direc­ everything from deviled eggs to stuffed of the Marine Cooks and Stewards various locations selected by the scientists. tion is referenced by an on-board magnetic New Zealand mussels with tomato (MC&S), having joined before that Current meters, which are battery compass in each meter. Some arrays con­ mousse and salami coronets. Hollinger union riierged with the Atlantic, Gulf, powered, are programmed to sample the tain as many as eight current meters at also prepared a special platter of sn^oked Lakes and Inland Waters District velocity and direction of the current at various depths. Norwegian salmon surrounded by cream (AGLIWD) of the SIU in 1978. Smallwood recalled that planting the cheese, onions and cucumbers. Lobster Lup joined the MC&S in 1968 in the current arrays was somewhat dangerous bisque and Caesar salad were served port of San Francisco and has upgraded and required excellent seamanship by the at the Lundeberg School in 1982 and crewmembers. "The current meter arrays before the main course, which consisted 1983. Hollinger joined the MC&S in of the traditional turkey, ham and beef. were long and cumbersome, arid the last 1976, also in the port of San Francisco item to enter the water on each planting run Apple, pumpkin and mincemeat pies as and completed the steward recertificawas the anchor—generally a 3,000 pound well as a krans cake (a Norwegian ring tion course at Piney Point in 1987. Recer­ section of ship anchor chain," he wrote in cake) were served as dessert. "We really put a lot of work into the tified Steward Bernhard Rombach sails his account of the recent mission. He noted out of the port of San Francisco. that due to the skill and attention to detail feast, but that is not unusual for this team. Seafarers crew the steward department of the deck department, led by Bosun Hill, We work hard on every meal that we on the American President Lines' con­ serve," recalled Hollinger. "We were the mission w^ a complete success. tainership, while members of the Sailors' The Wilkes, owned by the Military commended by everyone, and that really Union of the Pacific man the deck depart­ Sealift Command (MSC) and operated by makes a meal for us, especially when we ment. The Marine Firemen's Union Bay Ship Management, is sponsored by work this hard." provides engine department personnel. the Naval Oceanographic Office and He noted that the holiday repast The President Adams sails from the operates / throughout the Pacific Ocean, served 21 crewmembers in all, but be­ port of Oakland, Calf, to Yokohama and Data collected by the oceanographers aid cause the food was served continuously Kobe, Japan; Kaohsiung, Taiwan; and the agency in its quest for greater under­ throughout the day, there was not miich Hong Kong before returning to San Assembling the meter array are OS Rudy standing of oceans and their charac­ leftover. Pedro, Calif, and Oakland. teristics. Alcala (left) and Bosun Jerry Hill. A ^Stunner* • /• •;../ • 'J s,<aSws;- its;.'.-; �SEAFAKERS LOG FEBRUARY 1994 Dispatchers' Report for Deep Sea DECEMBER 16,1993 —JANUARY 15,1994 TOTAL SHIPPED All Groups Class A Class B Class C •TOTAL REGISTERED All Groups Class A Class B Class C Port New York Philadelphia Baltimore Norfolk Mobile New Orleans JsKksonville San Francisco 2^? Wilmington 24 Seattle Puerto Rico Honolulu Houston St Louis Piney Point Algonac Totals Port New York Philadelphia Baltimore Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Honolulu Houston St. Louis Piney Point Algonac Totals Port 20 New York 2 Philadelphia Baltimore 6 Norfolk 7 Mobile New Orleans 11 Jacksonville 13 San Francisco 42 Wilmington 11 20 Seattle 3 Puerto Rico 7 Honolulu 5 Houston 3 St. Louis 0 Piney Point 0 Algonac 154 Totals Port 11 New York Philadelphia 0 0 Baltimore 2 Norfolk 1 Mobile 7 New Orleans 3 Jacksonville 14 San Francisco 6 Wilmington 9 Seattle 3 Puerto Rico 3 Honolulu 3 Houston 0 Louis St 0 Piney Point 0 Algonac 62 Totals Totals All Departments 584 DECK DEPARTMENT 1 35 21 10 30 - 44 . 0 397 1 •4 8 12 22 23 28 ^ 27 '1 0 2 2 1 7 5 0 0 2 1 0 ym 2 ?0;!? 10 0 VJ.\ 6 6 5 0 7 8 ^ 3 5 M. 13 30 • - g 0 14 9 33 32 '- V i;27' 25 mi:: 17 0 290 1 54 10 1 5 6 9 6 12 MM 5 0 10 7 V:l-- m:: 0 0 0 0 0 0 1 6 0 :M 0 85 0 14 46 2 5 13 11 9 12 27 19 17 11 53 9 2 23 2 261 14 1 3 7 0 6 2 2 ... ,• 1 4 1 57 780 192 n 0 0 0 105 ^ 399 569 29 -•:i •'[rr ^ 18 5 2 9 10 20 11 12 21 22 24 .78 19 ,9 6 36 0 1 25 24 12 14 ^2" 11 0 0 158 279 /:• 'i>r-^- / J:'. 0 33 0 0 0 128 35 5 6 16 0 15 9 9 12 9 10 125 10 0 0 0 261 1.071 1306 433 m 28 It; 11 11 10 ® V.-"':; 'fc 0 1 0 1 2 4 2 0 3 14 1 0 73 3 9 36 23 32 23 32 30 24 12 108 26 5 22 3 461 18 1 2 10 2 17 v"\'- , 118 • 2 0 9 4 0 16 1 15 •^22:;: STEWARD DEPARTMENT 0 13 13 1 0 0 0 0 1 5 1 9 3 3 1 1 6 7 0 3 3 m: 1 5 10 8 0 8 - 29 5 0 1 13 0 5 5 14 1 0 1 5 2 0 5 3 J'S: m 5 9 0 0 1 1 0 0 v: 3 I-'1 0 0 0 62 4 62 112 ENTRY DEPARTMENT 5 28 •• 1 0 0 1 0 2 0 5 8 1 1 12 2 1 7 3 1 •? • 4 . 15 0 19 7 ;:;3v '5-,*: .5 J 2 17 5 1 6 3 7 13 1 9 :i • 0 19 0 0 '• 0 163 36 5 6 10 16 9 0 0 0 85 ill 10 7 •• "Reeistered on the Beach" means the total number of men registered at the •, .V' Jl! - V •' ,Vi' 3 March & April 1994 Membership Meetings Deep Sea, Lakes, inland Waters ••REGISTERED ON BEACH All Groups Class A Class B Class C Trip Reliefs 19 .• < Piney Point Monday, March 7, April 4 New York Tuesday: March 8, April 5 Philadelphia Wednesday: March 9, April 6 Baltimore Uiursday: March 10, April 7 Norfolk i Thursday: March 10, April 7 iiilil Jacksonville Thursday: March 10, April 7 Algonac Friday: March 11, April 8 Houston Monday: March 14, April 11 New Orleans Tuesday: March 15, April 12 — _— Mobile , , Wednesday: March 16, April 13 San Francisco Thursday: March 17, April 14 • Wilmington Monday: March 21, April 18 Seattle Friday: March 25, April 22 , San Juan ^ Thursday: March 10, April 7 St Louis Friday: March 18, April 15 | Honolulu \ " - '' Friday: March 18, April 15 , . DulUth • Wednesday: March 16, April 13 , Jersey City Wednesday: March 23, April 20 New Bedford Tuesday: March 22, April 19 V ^ •-.•C • > . '' V ill: Each port's me^ngstarte at 10:30 ajn. -r- Personals ROBERT DANIEL SMITH Please contact your daughter. Sunny Smith, at P.O. Box 95, Augres, MI 48703. DONALD EVANS Please contact Rebecca Forsythe (regarding Maxine Forsythe) at 1053 E. Spruce Street, Sault Ste. Marie, MI 49783. .'Wi Correction: The Real Bosun Kingsley " • •• •'•? A photograph taken aboard the Sea-Land Explorer which ran on page 21 of the November 1993 issue of the Seafarers LOG misidentified the ship's bosun, Jack Kingsley. Brother Kingsley has been an SlU member since 1962. Aboard the Sea-LandExp/orer are (from left) AB George Fries, Patrolman Robert Scrivens, Bosun Jack Kingsley, AB G. Mlla^ Jr. and AB Anthony Sabatini. �ssssy:';:4 :• ^ ^ FE0RUARY1994 20 SEAFARERS LOG Dispatchers' Report for Great Lakes Seafarers International Union Directory DECEMBER 16,1995 —^ JANUARY 15,1994 Michael Sacco CL—Company/Lakes L—Lakes NP—Non Priority President •TOTAL REGISTERED TOTAL SHIPPED **REGISTERED ON BEACH John Fay All Groups All Groups All Groups Secretary-Treasurer Class CL Class L Class NP Class CL Class L Class NP Class CL ClasSL Class NP Joseph Sacco Executive Vice President DECK DEPARTMENT Port Augustin Tellez 6 25 0 0 15 5 6 . . 33 Vice President Collective Bargaining 0 Algonac ENGINE DEPARTMENT George McCartnCT Port Vice President West Go oast , .5 0 6 1 4 0 6 Algonac Roy A. "Buck" Mercer STEWARD DEPARTMENT Port Vice President Government Services ;••• 0 1 ••',4 ' "'44 0 lf,:7: JackCafTey 2 '• 5 • Algonac 0 Vice President Atlantic Coast ENTRY DEPARTMENT . Port ByronKelley o'.; 0 yfy'O: t • 9 0 4 0 Algonac Vice President Lakes and Inland Waters Dean Corcey Vice President Gulf Coast 19 51 0 0 22 10 48 12 0 Totals All Departments * "Total Registered" means the number of men who actually registered for shipping at the port last month. HEADQUARTERS ** "Registered on the Beach" means the total number of men registered at the port at the end of last month. 5201 Auth Way Camp Springs, MD 20746 (301)899-0675 ALGONAC 520 St. Clair River Dr. Algonac, MI 48001 DECEMBER 16,1993 — JANUARY 15,1994 (313)794-4988 ••REGISTERED ON BEACH TOTAL SHIPPED •TOTAL REGISTERED BALTIMORE All Groups All Groups All Groups 1216 E. Baltimore St. Class A Class B Class C , Class A Class B Class C Class A Class B Class C Baltimore, MD 21202 DECK DEPARTMENT Region (410) 327-4900 DULUTH 0 0 2 0 0 Atl^tic Coast 705 Medical Arts Building 0 0 1 10 2 11 1 31 Gulf Coast Duluth, MN 55802 0 0 46 0 0 Lakes & Inland Waters 0 :•::'D; (218)722-4110 HONOLULU 2 17 56 0 54 3 77 West Coast 2 606 Kalihi St. 3 27 62 Totals 0 56 89 6 108 Honolulu, HI 96819 (808)845-5222 ENGINE DEPARTMENT Region HOUSTON Atlantic Coast 1221 Pierce St. Gulf Coast 0 0 2 0 0 I 3 Houston, TX 77002 (713)659-5152 Lakes & Inland Wate: 9 _ 0 P .'1?, 2 '4 0 -0' 0 ;i JACKSONVILLE West Coast 0 0 0 0 ' 0 0 0 0 0 3315 Liberty St. Totals 11 0 2 3 0 1 40 3 3 Jacksonville, PL 32206 (904) 353-0987 Region STEWARD DEPARTMENT JERSEY CITY Atlantic Coast 1 0 0 0 0 0 . 2, 0 0 99 Montgomery St. r "• 0 '.'''Tn 0 . . " 0• 0 • --l: •• ,-0' V . "8 Gulf Coast Jersey City. NJ 07302 (201) 435-9424 Lakes & Inland Waters MOBILE West Coast 1640 Dauphin Island Pkwy. Totals Mobile, AL 36605 (205)478-0916 NEW BEDFORD Totals All Departments 45 30 69 0 63 147 127 48 Union St. New Bedford, MA 02740 * "Total Registered" means the number of men who actually registered for shipping at the port last month. (508)997-5404 »* "Registered on the Beach" means the total number of men registered at the port at the end of last month. NEW ORLEANS 630 Jackson Ave. New Orleans, LA 70130 (504) 529-7546 NEWYORK In order to ensure that each active that you are not getting your union copy of the LOG delivered to you, if 675 Fourth Ave. Brooklyn, NY 11232 SIU member and pensioner receives mail, please use the form on this page you have changed your address, or if (718)499-6600 a copy of the Seafarers LOG each to update your home address. yoiir name or address is misprinted NORFOLK month—as. well as other important or incomplete, please complete the 115 Third St. Your home address is your per­ form and send it to: mail such as W-2 forms, pension and Norfolk, VA 23510 (804)622-1892 welfare checks and ljulletins or manent address, and this is where all Seafarers International Union PHILADELPHIA notices—a correct home address official union documents Will be Address Correction Department mailed (unless otherwise specified). 2604 S. 4 St. must be on file with the union. Philadelphia, PA 19148 5201 Auth Way If you have moved recently or feel (215)336-3818 If you are getting more than one Camp Springs, MD 20746 PINEY POINT rP.O. Box 75 Piney Point, MD 20674 : HOME ADDRESS FORM (PLEASE PRINT) 2/94 (301) 994-0010 PORT EVERGLADES 2 West Dixie Highway Dania, FL 33004 Name (305) 921-5661 SAN FRANCISCO Phone No. ( 350 Fremont St. San FranciscOi CA 94105 (415) 543-5855 Address Government Services Division (415)861-3400 SANTURCE 1057 Fernandez Juncos Ave. Stop I6V2 / I Social Security No. Book No. Santurce, PR 00907 (809)721-4033 n Pensioner Active SIU SEATTLE 2505 First Ave. Other Seattle, WA 98121 (206)441-1960 ST. LOUIS This will be my permanent address for all official union mailings. 4581 Gravois Ave. St Louis, MO 63116 This address should remaln ln the union file unless otherwise changed by me personally. (314)752-6500 WILMINGTON I 5ION. Broad Ave. (Signed). I Wilmington, CA 90744 I I (310)549-4000 I ••r 3 WW- Dispatchers' Report for Inland Waters 1-4 •:4 Are You Missing Important Mail? " y-{- • '• • ".•'.' I. ' • '' J J -• Hv: ::s, �FEBRUARY 1994 SEAFARERS LOG Seafaring in Savannah During the Depression To Our New Pensioners ... Thanks for a Job Well Done Each month in the Seafarers LOG, the names ofSIU members who recently have become pensioners appear with a brief biographical sketch. These men and women have served the maritime industry well, and the SIU and all their union brothers and sisters wish them happiness and health in the days ahead. •iPh- -mj'- T he Seafarers Pension Plan this month announces the retirements of 18 SIU members. Sixteen of those signing off sailed deep sea, while one each sailed in the inland and Atlantic Fishermen divisions. Brothers Alfonso Armada and Norwood Bryant com­ pleted bosun recertjfication courses at Piney Point while brothers Joseph Pitetta and William Justi completed the steward recertificatipn course. Of the retiring Seafarers, 10 served in the U.S. military: four in the Navy, three in the Coast Guard and three in the Air Force. Of all the Seafarers signing off this month. Brother Isidore Kyriakas sailed the longest— having received his union book in 1949. Brief biographical sketches of Brothers Armada, Bryant, Pitetta, Justi and Kyriakas as well as the other new pen­ sioners follow. DEEP SEA ALBERT AMABILE, 65, joined the Seafarers in 1959 in the port of New York. A Brooklyn, N.Y. native. he sailed in both the engine and deck departments. He upgraded at the Harry Lundeberg School of Seamanship in 1982. Brother Amabile served in the U.S. Navy from 1946 to 1947. He still calls Brooklyn home. NORWOOD BRYANT, 65, joined the union in 1962 in the port of Baltimore. A North Carolina na­ tive, he suc­ cessfully completed the bosun recertification course at the Lun­ deberg School in 1982. Brother Bryant served in the U.S. Coast Guard from 1946 to 1951. He retired to Clinton, N.C. STEVE GIANOUTSOS, 65, joined the Seafarers in 1960 in the port of Hous­ ton. Bom in Greece, he sailed in the engine department. Brother Gianoutsos upgraded at Piney Point in 1982. He served in the U.S. Navy from 1951 to 1953. Brother Gianoutsos still calls Greece home. EPIFANIO HIPOLITO, 65, joined the SIU in 1979 in the port of New York. A native of the Philippines, he sailed in the deck department. Brother Hipolito upgraded at the Lun­ deberg School in 1981. He retired to Daly City, Calif. ALFONSO ARMADA, 65, joined the SIU in 1958 in the port of Bal­ timore. Bom in Philadelphia, he successfully completed the bosun recertification program at Piney Point in 1982. Brother Armada calls Baltimore home. WILLIAM JUSTI, 64, joined the Seafarers in 1983 in the port of Philadelphia. He sailed in both the deep sea and inland divisions. Bom in Brooklyn, N.Y., he successfully completed the steward recertifica­ tion program at the Lundeberg School in 1991. Brother Justi resides in Holiday, Fla. DAVID KELLEY, 68, joined the union in 1969 in the port of Wil­ mington, Calif. Bom in Los An­ geles, he sailed as a QMED. Brother Kelley upgraded at Piney Point in 1976. He served in the U.S. Navy from 1943 to 1946. Brother Kelley lives in HoUydale, CaUf. ISIDORE KYRIAKAS, 65, joined the Seafarers in 1949 in the port of New York. A native of Greece, he sailed in the: deck department. Brother Kyriakas calls Metairie, La. home. ENGELBERT LENZ, 62, joined the SIU in 1964 in the port of New York. Bom in Ger­ many, he sailed in the deck department. Brother Lenz upgraded at the Lun­ deberg School in 1981. Jle resides in Wilmington, Calif. JOSE MATA,62, joined the union in 1963 in the port of New Orleans. A native of Costa Rica, he sailed as a QMED. Brother Mata retired to Metairie, La. GRAFTON PIERCE, 65, joined the Seafarers in 1965 in the port of New York. Bom in Vorth Carolina, he sailed in the steward department. Brother Pierce served in the U.S. Army from 1949 to 1953. He calls [louston home. JOSEPH PITETTA, 64, joined the SIU in 1953 in the port of New York. A Brooklyn, N.Y. native, he successfully completed the steward recertification course at Piney 21 Point in 1983. Brother Pitetta served in the U.S. Army from 1946 to 1952. He retired to Las Vegas, Nev. FRANK RIDRIGS, 68, joined the union in 1962 in his native Baltimore. Brother Ridrigs sailed in the steward department. He still calls Baltimore home. EDGAR SCHROCK, 65, joined the Seafarers in 1974 in the port of San Francisco. A Kalona, Iowa native, he sailed as a chief cook. Brother Schrock upgraded at the Lun­ deberg School in 1981. He served in the U.S. Army from 1946 to 1947. Brother Schrock lives in Ocean Park, Wash. RALPH TAYLOR, 56, joined the SIU in 1961 in the port of Mobile, Ala. Bom in Stonewall, Miss., he sailed in the deck department. Brother Taylor still calls Stonewall home. ANGELES VARTHOLOMEOS, 65, joined the union in 1967 in the port of New York. A native of Greece, he sailed in both the en­ gine and steward departments. Brother Vartholomeos upgraded at Piney Point in 1981. He retired to Hoboken, N.J. INLAND ELVESTER SANDERS, 65, joined the SIU in 1980 in the port of Norfolk, Va. A native of South Carolina, he sailed in the steward department. Boatman Sanders served in the U.S. Navy from 1954 to 1961. He retired to Tampa, Fla. ATLANTIC FISHERMEN Editors note: Jim Smith, charter member of the Seafarers, recently sent the following story and accompanying photos to the Seafarers LOG. Brother Smith, 75, signed on with the SIU in 1939 in the port of Baltimore. He sailed with the union, in both the deck and engine departments, through the Korean Conflict and then became an officer with Dis­ trict 2-MEBA, now the American Maritime Officers. He retired 10 years ago as a chief engineer. A veteran of the U.S. Marine Corps, Brother Smith lives in Seat­ tle with his wife. He says he is in good health and owns a sailboat. "We have a lot of Jim with it." I t was only by luck that I didn't get picked up by the local min­ ions of the law and sent out to Judge Brown's pea farm to hoe peas for 30 days. This was the winter of 1939 in Savannah, Ga. and the Great Depression still was strangling the economy. For me and four fellow Seafarers, the prospect of getting a ship anytime soon seem^ pretty dim. That winter in Savtmnah was cold—so cold that there were icicles hanging from timbers under the dock where our union hall was located, in an office on the second floor of an old warehouse. There was a potbellied wood stove in the hall which we kept burning, and on which we had a stew pot. Every day, the five of us would venture into the city to scrounge whatever we could from the local merchants: a few potatoes, a couple carrots, a soup bone from a butcher shop and some day-old (read week-old) bread. It all went into the stew pot. But even though we were al­ most always hungry, we usually managed to keep our sense of humor. One of our group was a disenchanted cowboy turned seaman. He wrote on the black­ board in the union hall, "If you think sailing the north Atlantic in the winter is tough, try punching cows on the plains of Montana!" But getting back to Judge Brown... It didn't matter to him and the Savannah police depart­ ment that we all were members in good standing of the Seafarers International Union. If you looked like a good prospect— and didn't have a yankee ac­ cent—you were selected to do 30 days of free labor on the farm. 1 was an especially good can­ didate, since I had come up from Puerto Rico several weeks before and had no warm clothing, and therefore looked decidedly out of place among people dressed in heavy jackets and hats. However, I had learned evasive tactics as a U.S. Marine, and my good luck held. Brother Smith still enjoys sailing. There was a church a few blocks from the union hall that conducted Sunday evening ser­ vices, and «we soon discovered that if we sat quietly, listened to a long sermon and sang a couple religious songs, we would get a bowl of oyster stew with two soda crackers! Any old port in a storm. Finally, about the middle of February, an Isthmian Lines ship came steaming into port that needed a seaman for the 12 to 4. Since this was a non-union ship that paid lower wages and had poorer wcridng conditions, our port agent asked if I would take the job and try to get some of the crew to join the SIU—^which of course1was happy to do. (Also, we had been pretty well scraping the bottom of that stew pot die last few days!) I had a slight problem in that the ship was three miles from the union hall and I didn't have a nickel for bus fare. But I was 21 years old and strong, so there was little choice but to shoulder my sea bag and start hiking. It was dark, cold and windy along the Savannah waterfront and I had to stop and rest several times. It was late evening when I arrived at the SS Steel Age. She was a rusty old Hog Islander built during World War I. (We some­ times called her the Stone Age.) 1 struggled up the gangway and went aft to the seaman's quarters, threw my bag on a bunk and then went amidship to the crew messroom. I took all of the night lunch (which is for the crew on watch) out of the refrigerator and ate it all! During that long voyage to India, I never heard the last of it. In the winter of 1941 the Steel Age was lost to enemy action when she ran afoul of the German submarine U129. All hands perished, including my two watch partners on the 12 to 4. I had left the ship in Calcutta, due to illness, so I did not make that final voyage. LOUIS BIONDO, 63, joined the union in 1967 in the port of Gloucester, Mass. A Boston native, he served in the U.S. Navy for several years. Brother Biondo still calls Gloucester home. • • H"- Correction In the December 1993 Seafarers LOG, Richard McCausland's residence was in­ correctly noted. Brother McCausland, 66, ives in Punta Gorda, Fla. " -I" 'II '6^' ' This 1940 photo shows Smith during off-watch time aboard the Steel Age. The vessel was sunk a year later by a German U-boat. i-Vv-vV- J �22 FEBRUARY 1994 5£4filil£fl5 LOG ii-'; ;.-K Final Deiiaituifia DEEP SEA FRANK CAMARILLO Pensioner Frank Camarillo, 92, passed away December 19. A native of the Philip­ pines, he began his sail­ ing career with the SIU in 1960 in the port of Seattle. Brother Camarillo sailed as a cook, wiper and deck maintenance utility. He retired in July 1977. GORDON CHAMBERS Pensioner Gordon Chambers, 72, died Januarys. Bom in the Bronx, N.Y., he joined the Seafarers in 1943 in the port of New York. Brother Cham­ bers sailed in the engine depart­ ment. He began receiving his pension in Etecember 1973. JOHN CHERRY Pensioner John Cherry, 72, passed away Decem­ ber 30. A North Carolina na­ tive, he joined the union in 1959 in the port of New York. Brother Cher­ ry successfully completed the steward recertification program at the Seafarers Harry Lundeberg School of Seamanship in Piney Point, Md. in 1982. He retired in August 1988. HAROLD DELATTE Pensioner Harold Delatte, 72, died December 24. Bom in Lockport, La., he signed on with the SIU in 19W in the port of Houston. Brother Delatte sailed in the engine department. He served in the U.S. sailed as a chief steward. He retired in late 1985. began receiving his pension in Oc­ tober 1988. GEORGE TRIPLETT FERNANDO ROA JOHN GREEN Pensioner Fer­ Pensioner George Triplett, 68, died December 30. A Texas native, he nando Roa, Pensioner John Green, 65, passed joined the SIU in 1955 in the port 75, passed away December 31. A native of away Decem­ of Baltimore. Brother Triplett Newport News, Va., he joined the sailed in the deck department. He ber 21. A na­ Seafarers in 1959 in the port of Bal­ served in the U.S. Navy from 1944 tive of the timore. Brother Green graduated to 1946. He retired in April 1987. Philippines, from the bosun recertification signed on he course at the Lundeberg School in with the SIU 1975. He served in the U.S. Army in 1950 in the INLAND from 1945 to 1947. Brother Green port of Tampa, Fla. Brother Roa retiredin July 1991. sailed in the steward department. JOHN BUTCHER JOHNMEDVESKY He retired in June 1983. Pensioner Pensioner John Medves- THOMAS SNOWDEN John Butcher, ky, 70, died 74, died December 31. Thomas Snowden, 56, suffered a January 11. A Bom in Penn­ fatal heart attack January 3 while native of sailing as an AB aboard the sylvania, he Dodison, La., began his SIU Guayama. Bom in St. Thomas, V.I., he signed on he joined the union in 1960 in the sailing career with the port of New York. He worked in all in 1943 in the Seafarers in three departments before sailing port of Bal1958 in the timore. Brother Medvesky sailed in regularly as a member of the deck port of New Orleans. Boatman gang beginning in the early 1960s. the engine department. He began Butcher last sailed as a tugboat cap­ Brother Snowden also served in the receiving his pension in December tain. He upgraded at the Lundeberg U.S. Navy from 1955 to 1958. 1986. School in 1976. Boatman Butcher retired in October 1981. WILSON TORRES GEORGE MH^O Pensioner VALENTIN "SONNY'' Pensioner Wilson Tor­ COLUNGA George Milo, res, 71, 77, passed Sonny Colunga, 28, passed away passed away away Decem­ July 25,1993. Bom in Falfurrias, December 21. ber 26. A na­ Texas, he joined the SIU in 1990 in Bom in Puer­ tive of the port of Houston. Boatman to Rico, he Sacramento; Colunga sailed as a DEU aboard began his sail­ Calif., he G&H Towing Company vessels. ing career joined the with the union in 1959 Seafarers in 1943 in the port of ELMER GOFF in the port of San Francisco. New York. Brother Torres sailed Brother Milo sailed in the deck Pensioner as a chief cook. He began receiving department. He retired in August Elmer Goff, his pension in February 1976. 1981. 67, died December 28. RUFUSWOODARD FRANCISCO PINEIRO •A native of Pensioner Dante, Va., he Pensioner Rufus began his sail­ Francisco Woodard,73, ing career Pineiro, 85, passed away died January with the December 27. 4. Bora in, union in 1968 Bom in Puerto Rico, in the port of Norfolk, Va. Boat­ Texas, he man Goff sailed in the steward he joined the joined the department. He sailed with Allied Seafarers in union in 1940 Towing and Interstate Oil Com­ 1941 in the in the port of port of New pany. Boatman Goff served in the Mew York. Brother Woodard York. Brother Pineiro sailed in the U.S. Navy from 1943 to 1965. He MORRIS HILL Pensioner Morris Hill, 71, passed away January 10. Bom in Isle of White County, Va., he joined the Seafarers in the port of Norfolk, Va. Boatman Hill sailed in the deck department. He served in the U.S. Army from 1946 to 1947. Boatman Hill retired in March 1987. Army from 1942 to 1943. He began receiving his pension in August 1986. engine department. He began receiving his pension in July 1971. RAILROAD MARINE HENRY KRINKE Pensioner Henry Krinke, 89, died Decem­ ber 15. A na­ tive of East Norwalk, Conn., he joined the SIU in 1960 in the port of New York. Brother Krinke sailed in the deck depart­ ment. He began receiving his pen­ sion in August 1969. ERNEST SEAGORD Pensioner Ernest Seagord, 77, passed away January 7. A Bronx, N.Y. native, he joined the union in 1960 in the port of Mew York. Brother Seagord sailed in the deck department. He served in the U.S. Army from 1941 to 1945. Brother Seagord retired in July 1970. HARVEY WILLIAMS Pensioner Harvey Williams, 59, died December 10. He signed on with-the Seafarers in 1959 in his na­ tive Norfolk, Va. Brother Williams sailed in the deck department for Chesapeake & Ohio Railway marine operation. Brother Wil­ liams served in the U.S. Marine Corps from 1951 to 1954. He retired in June 1990. Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlan­ tic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and union finances. The constitution requires a detailed audit by certified publicaccountants every year, which is to be submitted to the membership by the secretarytreasurer. A yearly finance commit­ tee of rank-and-file members, elected by the membership, each year examines the finances of the union and reports fully their find­ ings and recommendations. Mem­ bers of this committee may make dissenting reports, specific recom­ mendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agree­ ments specify that the trustees in charge of these funds shall equally consist of union and management representatives and their alter­ nates. All expenditures and disbur­ sements of trust funds are made only upon approval by a majority of the trustees. All trust fund finan­ cial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. A member's shipping rights and seniority ^e protected exclusively by contracts between the union and the employers. Members should get to know their shipping rights. Copies of these contracts are )osted and available in all union lalls. If members believe there have been violations of their ship­ ping or seniority rights as con­ tained in the contracts between the union and the employers, they should notify the Seafarers Ap­ peals Board by certified mail, return receipt requested. The proper address for this is: Augustin Tellez, Chairman Seafarers Appeals Board 5201 AuthWay Camp Springs, MD 20746 Full copies of contracts as referred to are available to members at all times, either by writing directly to the union or to the Seafarers Ap­ peals Board. CONTRACTS. Copies of all SIU contracts are availab e in all SIU halls. These contracts specify the wages and conditions under which an SIU member works and lives aboard a ship or boat. Members should know their contract rights, as well as their obligations, such as filing for overtime (OT) on theproper sheets and in the proper manner. If, at any time, a membw believes' that an SIU patrolman or other union official fails to protect their contractual rights properly, he or she should contact the nearest SIU port agent EDITORIAL POLICY — THE SEAFARERS LOG. The Seafarers LOG traditionally has refrained from publishing any ar­ ticle serving the political purposes of any individual in the union, of­ ficer or member. It also has refrained froni publishing articles deemed harmfu to the union or its collective membership. This estab­ lished policy has been reaffirmed by membership action at the Sep­ tember 1960 meetings in all con­ ports. The stitutional responsibility for Seafarers LOG policy is vested in an editorial board which consists of the ex­ ecutive board of the union. The executive board may delegate, from among its ranks, one in­ dividual' to carry out this respon­ sibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU un­ less an official union receipt is given for same. Under no circumstances should any member pay any money for any reason imless he is given such receipt In the event anyone attempts to require any such payment be mrrfe without supplying a receipt, or if a member is required to make a pay­ ment and is given an offici^ receipt, but feels that he or she should not have b»een required to make such payment, this should immediately be reported to union headquarters. CONSTITUTIONAL RIGHTS AND OBLIGA- TIONS. Copies of the* SIU con­ stitution are available in all union halls. All members should obtain copies of this constitution so as to fai^arize themselves with its con­ tents. Any time a member feels any other member or officer is attempt­ ing to deprive him or her of any constitutional right or obligation by any methods, such as dealing with charges, trials, etc., as well as all other details, the member so affected should immediately notify head­ quarters. EQUAL RIGHTS. All mem­ bers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the union has negotiated with the employers. Consequently, no mqmber may be discriminated against because of race, creed, color, sex, national or geographic origin. If any member feels that he or she is denied the equal rights to which he or she is entitled, the member should notify union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and pur­ poses including, but not limited to, furthering the political, social and economic interests oit maritime workers, the preservation and fur­ thering of the American merchant marine with improved employ- ment opportunities for seamen and boatmen and the advancement of trade union concepts. In connec­ tion with such objects, SPAD sup­ ports and contributes to political, candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job dis­ crimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the union or of employment. If a contribution is made by reason of the above improper conduct, the member should notify the Seafarers Inter­ national Union or SPAD by cer­ tified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. A member should support SPAD to protect and fur­ ther his or her economic, political and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he or she has been denied the constitutional right of access to union records or information, the member should immediately notify SIU President Michael Sacco at headquarters by certified mail, return receipt re­ quested. The address is: / Michael Sacco, President Seafarers International Union 5201 Auth Way Camp Springs, MD 20746. • �•'. •* • '--'ir. •- FEBRUARY 1994 Ife I ^xh SEAFARERS LOG Paul Domes, Secretary C. Scott, Educational Director P. Kanauos, Steward Delegate Michael Gramer. Chairman updated crew on payoff. No beefs or disputed OT Crew extended vote of The Seafarers LOG attempts to print as many digests of union ship­ reported. thanks to steward department for board minutes as poSsibie. On occasion, because of space Thanksgiving dinner. imitations, some wiii be omitted. Ships minutes first are reviewed by the union's contract department. Those issues requiring attention or resoiution are addressed by the union upon receipt of the ships minutes. The minutes are then forwarded to the Seafarers LOG for pubiication. OVERSEAS NEW ORLEANS (Maritime Overseas), September 22—Chairman Maurilio Zepeda, Secretary Mark Flores, Deck Delegate Grady Steward, Engine Delegate Doug Smith. Chairman reminded crew to keep mess hall and lounge clean. He advised crewmembers to use caution while on the beach in Panama Canal Zone. Crewmembers discussed new con­ tract outlined in Seafarers LOG. No beefs or (lisputed OT reported. Crew requested clarification of medical benefits for dependants in new contract. Special vote of thanks was extended to steward department for job well done. AMERICAN HERITAGE (Apex Marine), October 21—Chairman Billy Hill, Secretary O. Castagnino. Educational Director Gene Wheelis, Deck Delegate Jimmy Cross, Engine Delegate W.C. Weekley, Steward Delegate AJ. Jordan. Chairman noted flag flown half staff in port of Beaumont, Texas for Pumpman Milton "Willie" Williams killed on OMI Charger. He asked crew to sq)arate plastics from trash. No beefs or disputed OT reported. Crew dis­ cussed SIU pension plan. Steward delegate reported ftesh milk, fruit, and produce not ordered before departure. Next port: Callao, Peru. LA/G>l/?/ES(ETC), October 18— Chairman Ulus Veach, Secret^ Doyle Cornelius, Educational Director Riley Donahue, Deck Delegate Ralph Neal, Engine Delegate Kevin Conklin, Steward Delegate Udjang Nurdjaja. Chair; man reminded crewmembers to read current issue of Seafarers LOG for new contract highlights. He noted crew should also read Memorandum of Understanding in ETC contract. Secretary asked crewmembers to rewind and return videotapes. Treasurer reported $375 in ship's fund. No beefs or disputed OT reported. Crew re­ quested clarification of new benefits. Vote of thanks'given to galley gang for job well done. OVERSEAS HARRIETTE (Maritime Overseas), October 31— Chairman Ronald Charles, Secretary Howard Williams, Educational Director C. Jefferson, Deck Delegate Mark Downey, En­ gine Delegate Nathaniel Gaten. Chairman noted the last trip was to Chile with payoff in port of New Orleans. He reported crewmembers and officers extended special vote of thanks to deck department for job well done. Secretary an­ nounced load of wheat delivered to Sri Lanka and union mail received. He noted overhead in crew's mess hall and lounge repaired. Disputed OT reported by steward delegate. No beefs or disputed OT reported by deck or engine delegates. Crew stated steward department doing ex­ cellent job preparing healthy menus for members. Crew re­ quested repairs for VCR as well as a new tape rewinder. SEALIFTCARIBEANmC), Oc­ tober 19—Chairman M.T. Mar­ quette. Chairman advised crew to keep lounge and mess hall cle^. He announced payoff. No beefs or disputed OT reported. Bosun thanked deck department for excel­ lent job in tanks. Crew requested new mattresses and individual keys for rooms. Crew gave vote of thanks to galley gang for job well done. Next port: Houston. USNS PERSISTENT iVSMM), October 7—Chairman David Condino. Deck Delegate Albert Aus­ tin, Engine Delegate David Becker, Steward Delegate Rachael Figueiredo. Chairman thanked crewmembers for not smoking during meal hours. Chairman passed around official crew list for members to fill in book numbers and seniority. He reported list will be forwarded to headquarters. Medical Services Officer Denis Hunt announced medical attention available any hour not just during sick call. He reminded crewmembers in cases of emergency, to notify mate on watch who will immediately page him. No beefs or disputed OT repeated. Entire crew thanked steward department for excellent meals. GUS W. DARNELL (Ocean Shipholding), November 14Chairman.John Wolfe, Secretary W. G. Mundy, Educational Dir^tor M. Vacca, Deck Delegate Mil­ ton Lindsey, Engine Delegate Ron Day. Chairman requested copy of new contract be sent when ready. He urged crewmembos not to slam doors in passageways because others are sleeping. He advised crew to use caution on deck due to dangerous winter weather conditions. He en­ couraged members to clean rooms before signing off vessel. No beefs or disputed OT rqxrrted. Crew gave vote of thanks to galley gang for job well done. Next port: Iceland. ITB GROTON(Sheridan Transpor­ tation), November 28—Chairman N. Matthey, Secretary R. Seligman. Educational Director R. Zajac, Deck Delegate B. Foun­ tain, Engine Delegate Angel Bruno, Steward Delegate Michael Hamnlock. Chairman announced payoff upon arrival in port Decem­ ber 1. Secretary stated ship needs new TV antenna. He urged mem- " hers to donate to SPAD. Education­ al director reminded members to upgrade at Paul Hall Center. No beefs or disputed OT reported. En­ tire crew extended special thanks to AMERICAN CORMORANT steward department for exceptional (Osprey Shipping), November 29— Thanksgiving dinner. Next port: Chairman Charles Simmons, Port Reading, N.J. Secretary George Jordanides, Educational Director John Groom, ITB PHILADELPHIA (Sheridan Transportation), November 7— Deck Delegate Calvin Patterson, Chairman V. Nielsen, Secretary Steward Department Robert Wright Jr. Educational director ad­ Joseph Emidy, Educational Direc­ tor John Bennifield, Deck vised members to upgrade at LunDelegate Marvin Mason, Engine deberg School and posted Delegate Carlos Bonefont, scholarship information. Crew re­ Steward Delegate Jack Hart. quested new microwave ovoi and iron. Deck delegate reported disputed Educational director advised mem­ bers to upgrade at Piney Point. No OT. No beefs or disputed OT beefs or disputed OT reported. nqported by engine or steward Crew requested patrolman to help delegates. Engine department re­ clarify certain aspects of new con­ quested lifting harness. Crew said tract. Crew gave vote of thanks to crew lounge decorated for Christmas. galley gang for job well done. Next Next port: Rota, Spain. port: New York. AMERICAN HERITAGE(Apex Marine), November 21^—Chairman LIBERTY SEA (Liberty Maritime), November 21—Chair­ Billy Hill, Secretary Ernie Hoitt, man T. Burrell, Secretary James Educational Director Gene Thacker, Educational Director Wheelis, Deck Delegate Jimmy Walter Chancy. Chairman noted Cross, Engine Delegate William voyage to Haifa, Israel was success­ Weekley. Chairman urged mem­ ful. No beefs or disputed OT separate plastics and dis­ bers to reported. Crew discussed the Clin­ cussed fine if it is not done ton administration's proposed properly. He asked crewmembers health care plan. not to smoke in mess room and lounge. Secretary advised crew to LIBERTY STAR (Liberty upgrade skills at Piney Point. He Maritime), November 21—Chair­ added it is a fine facility where man J. Noff, Secretary H. Jones. every member should upgrade. Secretary advised those with Educational director announced enough seatime to upgrade skills at scholarship letter and postws were Lundeberg School. He thanked received. No brefs or disputed OT crewmembers for keeping ship rqxjrted. Crew thanked galley gang clean. No beefs or disputed OT for improved menu. Next port reported. Crew voiced vote of Portland, Ore. thanks to steward department for COVE TRADER (Cove Tankers), great food. Crew requested head cleaner for VCR, new dryer filter November 5—Chairman Michael i Sutton, Secretary Bobby Fletcher, and new washing machine. Crew wished happy holidays to entire Educational Director Richard SIU. Next port: New Orleans. Gracey, Engine Delegate William Marshall. Chairman announced layoff. Secretary noted smooth sail- LNG ARIES (ETC). November 21—Chairman Ulus Veach, ng. Educational director advised Secretary Doyle Cornelius, Educa­ members to upgrade skills at Luntional Director Riley Donahue, deberg School and donate to Deck Delegate Ralph Neal, En­ SPAD. Crew requested new TV gine Delegate Kevin Conklin, and antenna. Chairman reminded Steward Delegate Ut^ang crewmembers to use safety precau­ Nurdjaja. Bosup reminded crewtions while working on ^eck. Crew memlrers to keep lounge clean and also paused in memory of Brother ' rewind and return videotapes tp Milton Williams and others who video library. Educational director perished on OMI Charger. urged memters to upgrade skills at Piney Point. Treasurer reported GALVESTON BAYiSea-Lsmd Service), November 21—Chairman $451 in ship's fund. No b^fs or disputed OT reported. Crew reported Sea/arers LOGs received. Crew gave vote of thanks to steward department for job well done. NEWARK BAY (Sea-Land Ser­ vice), November 7—Chairman D. Marcus, Secretary Nathaniel Bat­ tle, Educational Director Angel Mercado, Engine Delegate Wil­ liam Smith, Steward Delegate Miguel Pabon. Chairman advised crew to use safety first to keep ship and crew healthy and accident free. No beefs or disputed OT reported. Chairman extended special vote of thanks to galley gang for excellent job. OMI PLATTE(OMT), November 23—Chairman Jerry Borucki, Secretary K. Dewitt, Educational Director Alex Resendez, Deck Delegate J. Heatherly, Steward 23 No beefs or disputed OT. Crew listed new fans, mattresses and blankets received in Pearl Harbor. Crew reported smooth sailing and gave vote of thanks to galley gang for job well done. Crew noted look­ ing forward to Australia and An­ tarctic voyages. Next port: Singapore. SEA-LAND ACHIEVER (SeaLand Service), November 14Chairman James Davis, Secretary A. Robinson, Educational Director H. Hamholz, Steward Delegate John Iverson. Chairman discussed new contract and medical and pen­ sion plan with crewmembers. No beefs or disputed OT reported. Crew noted radio in crew lounge needs repairs. Next port: Elizabeth, NJ. SEA-LAND A TLANTIC (SeaLand Service), November 7— Chairman Bill Stoltz, Secretary F. A Thanksgiving Day Repast The steward department aboard the Sgt. Mate} Kocakgets a rousing vote of thanks for the special Thanksgiving Day dinner from QMED Bud Tuttle, who sent this photo to the LOG. From the left are Chief Cook Albert A. Hendricks, Steward Assistant Gilbert Bonito, Steward Assis­ tant Allen L. Hendricks, Steward Tony Piazza and (kneeling) Third Cook George Carter. Delegate C. Willey. Chairman thanked steward department for job well done and keeping ship clean. No beefs or disputed OT reported. Crew discussed posting of sailing board 8 hours before shifts and availability of movies. Chairman thanked entire Platte crew for going out of their way to donate food and clothing to orphans. Next port: Wilmington, Del. OVERSEAS MARILYN (Maritime Overseas), November 21—Chairman Michael Ventry, Secretary I.R. Fletcher, Education­ al Director L. Gracia Jr., Deck Delegate William Boyd, Steward Delegate H. Batiz. Chairman an­ nounced new chairs and VCR for crew recreation room received. He reported ship's itinerary uncertain. He advised members to take ad­ vantage of upgrading opportunities at Paul Hall Center and donate to SPAD. Secretary stated all repairs completed except tile in crew mess room. He reported crew anxious to receive news on new contract upon arrival. No beefs or disputed OT reported. Chairman noted scholar­ ship posters arrived. Crew reported fliey enjoyed movies on new TV and VQl. The orew thanked gall^ gang for clean and neat dining area and ex­ cellent food. Crewmembers exnessed deep sorrow over passing of Jnsey Williams, a good union rrother and SIU official. Next port Vew Orleans. RICHARD G. MATTHIESEN Ocean Shipholding), November 14—Chairman James Martin, Secretary W. Ferry, Educational director D. Leigh, Deck Delegate )ana Naze, Engine Delegate Dean )obbins. Steward Delegate Marge Mack. Educational director up­ dated crewmembers on advantages of jipgrading at Lundeberg School. Costango, Educational Director Arthur Rhymes, Deck Delegate L Desaville, Engine Delegate Tom Migiara, Steward Delegate Ali Hydera. Chairman reported good trip with smooth sailing. He also discussed new contract with crew­ members. Secretary noted payoff will be in Charleston, S.C. He reported voyage stores'will be loaded in Houston. No beefs or dis­ puted OT reported. Crew requested chairs and carpet in crew lounge be replaced. Crew extended vote of thanks to steward department for job well done^ SEA-LAND CHALLENGER (Sea-Larid Service), November 21—Chairman Roy Williams, Secretary H.Scypes, Educational Director Dann Manthei, Engine. Delegate Jesus Vazquez, Steward Delegate J.R. Salazar. Chairman stated everything running smooth­ ly. He urg^ all crewmembers to upgrade at Paul Hall Center and donate to SPAD. No beefs or dis­ puted OT reported. Crew gave vote of thanks togalley gang for job well done. Crew requested new TV and antenna. Next port: Elizabeth, NJ. SEA-LAND CRUSADER (SeaLand Service), November 1— Chairman Harold Berggren, Secretary N. Andrews, Education­ al Director Bermeo Oswald. Bosun encouraged crewmembers to read Seafarers LOG and donate to SPAD. Chief steward reminded crew garbage is to be separated for . plastic and paper. Educational director advised members to upgrade at Piney Point. No beefs or disputed OT reported. Next port: San Juan. SEA-LAND DEVELOPER (SeaLand Service), November 1— Continued on page 24 •• I.- • li" .•,'- ..' �BE'e?.??C'>^iic7-v/n^« V}. '•: ' • • ' • 24 ki-'-^'VY:: FE0RUARY1994 SEAFARERS LOG Ships Digest Continued from page 23 Chairman D. Cella, Secretary L. Pinn, Educational Director John Ross, Deck Delegate Rickie Bur­ gess, Engine Delegate John Day, Steward Delegate C. Lago. Chair­ man noted holiday greetings dead­ line for Seafarers LOG is November 12. He reminded crewmembers to donate to SPAD. Educational director urged mem­ bers to upgrade skills at Lundeberg School. No beefs or disputed OT reported. Crew discussed new con­ tract. Electrician reported new washer ordered for crew laundry. Next port: Tacoma, Wash. SEA-LAND INDEPENDENCE (Sea-Land Service), November 21—Chairman J.R. Wilson, Secretary Nancy Heyden, Educa­ tional Director Cardel Dunn, Deck Delegate Mitch Santana, En­ gine Delegate Evaristo Ginez, Steward Delegate Ahdulahilah Mohamed. Chairman stated revisions to new contract received. Secretary thanked Chief Cook Mohamed for outstanding job and excellent food, and noted crew will miss him when he signs off. She reminded crewmembers to lock lounge and movie cabinets when in port. No beefs or disputed OT reported. The chairman extended spe­ cial thanks to crew for helping to keep laundry and recreation rooms clean. He noted the importance of everyone doing their part to keep ship clean. Next port: Long Beach, Calif. engine or steward delegates. Crew asked contracts department for copy of new contract when avail­ able. Crew gave special vote of thanks to steward department for excellent work. Chairman noted ship is always clean and food fan­ tastic. Next port: Long Beach, Calif. SEA-LAND NA VIGATOR (SeaLand Service), November 7— Chairman Steve Copeland, Secretary Ceasar Blanco, Educa­ tional Director Walter Stevens, Engine Delegate Cliff Akers, Steward Delegate Virgllio Hoff­ man. Chairman advised crewmem­ bers signing off to clean rooms. He announced payoff in Tacoma. Wash, and reminded crew to keep rooms locked while in port. No beefs or disputed OT reported. Crew requested larger amount of ground coffee for next voyage be­ cause they drink more of it in cold weather. SEA-LAND PACER (Sea-Land Service), November 14—Chairman Lance Zollner, Secretaiy W. Wroten, Educational Director/En­ gine Delegate Morten Bang, Deck Delegate George Holland, Steward Delegate Bob Racklin. Chairman reported eveiything run­ ning smoothly. He announced ship scheduled for Russia run first week in December and will return to Manila run upon return. He praised crew for excellent job done. Steward delegate reported beef. No beefs or disputed OT reported by deck or engine delegates. Crew gave vote of thanks to galley gang for job well done. Next port: Yokohama, Japan. SEA-LAND INTEGRITY (SeaLand Service), November 28— Chairman Jose Ross, Secretary K. Jones, Educational Director J. Walsh, Deck Delegate John Cartos. Engine Delegate W.B. McCants, Steward Delegate S. Bae. Chairman announced payoff in Charleston, S.C. and reported smooth sailing. Secretary urged members to upgrade skills at Piney Point. Educational director reminded members to read Seafarers LOG and donate to SPAD. No beefs or disputed OT reported. Crew requested new washer, diyer, VCR, TV and two recliners for crew lounge. ./ ?, ••., .-V. .' . \- ' ;• . •' lounge and mess hall clean. He reminded members to pick up linen and clean rooms when signing off. Crew extended thanks to steward department for job well done. Next port: Tacoma, Wash. and upgrade skills at Piney Point. No beefs or disputed OT reported. Crew stated Seafarers LOGs received. Crew thanked steward department for nice Thanksgiving and pleasant trip. SEA-LAND PATRIOT (SeaLand Service), November 14Chairman S. Evans, Secretary Robert Castillo, Educational Director Robert Blackwell. Chair­ man reminded crewmembers to separate trash and not throw plastic overboard. He noted smoking rules working well. Educational director urged members to report all broken items to department head and watch safety films. No bqefs or dis­ puted OT reported. Crew gave vote of thanks to steward department for good food and job well done. Next port: Oakland, Calif. USNS WILKES (Bay Ship Management), November 14Chairman Jerry Hill, Secretary Kevin Dougherty, Educational Director Gary Dahl, Deck Delegate James Souci, Engine Delegate Jeffrey Willis, Stewed Delegate Donald Mann. Crew' awaiting response to letters sent to headquarters. Educational director urged members to upgrade skills at Lundeberg School. No beefs or dis­ puted OT reported. Crew extended special vote of thanks to Chief Cook John Gehring for great food and excellent jobdone and wished him well on his vacation. Next port: Sasebo, Japan. SEA-LAND PERFORMANCE (Sea-Land Service), November 14—Chairman Vnny Pinkham, Secretary Johnny Cruz, Education­ al Director Dan Johnson. Chair­ man noted new contract in effect and questions will be addressed at payoff in New York. Secretary ad­ vised members to vote for politicians who support U.S. maritime. He urged crew to donate to SPAD to help get the best people elected. Educational direc­ tor reminded members to observe safety rules and report any hazards. No beefs or disputed OT reported. Crew gave steward department vote of thanks for job well done. Crew wished Chief Cook Robert Outlaw well in his retirement and noted he will be missed by all. Next port: Boston. SEA-LAND PRODUCER (SeaLand Service), November 28— Chairman K.C. McGregor, Secretary Donna Jean demons. Educational Director J. Smitko, Deck Delegate Larry Thompson, Engine Delegate Steve Cunnin­ gham, Steward Delegate Chris Farrell. Chairman noted barbecue was nice even with rain. He also commended galley gang on Thanksgiving dinner. No beefs or disputed OT reported. Next port: Oakland, Calif. SEA-LAND PACIFIC(Sea-Land Service), November 15—Chair­ man Lothar Reck, Secretary George Bronson, Educational Director Steve Bigelow, Deck Delegate Julius Udan, Engine Delegate David Bland, Steward Delegate Johnnie McCree. Chair­ man asked contracts department about Sea-Land's efforts to reflag. He reminded crewmerhbers to put plastic articles in "plastic only" bucket. He noted crew needs new washing machine, and asked crewmembers to make every effort to at­ SEA-LAND SPIRIT(Sea-Land Service), November 21—Chair­ tend ship's meetings. Vocational man H.G. Bentz, Secretary S. director asked that copies of new Apodaca, Educational Director C. agreement be furnished to each Henley. Chairman stressed impor­ department as well as officers. SEA-LAND LIBERA TOR (Seatance of donating to SPAD and Treasurer reported $141 in movie Land Service), November 7— upgrading skills at Paul Hall Cen­ fund and $280 in ship's fund. No Chairman Joel Miller, Secretary ter. No beefs or disputed OT beefs or disputed OT reported. M. Kohs, Educational Director E. Crew stated Seafarers LOGs reported. Crew gave vote of thanks Ford. Educational director en­ received. Chairman,asked mem­ couraged members to upgrade to steward department for job well bers to leave copies in crew lounge done. Next port: Honolulu: skills at Lundeberg School. Deck for everyone to read. Bosun delegate reported disputed OT. No SEA-LAND VALUE (Sea-Land thanked crew for keeping crew beefs or disputed OT reported by Service), November 28—Chair­ man D. Leon, Secretary A. Has­ san, Educational Director J. Catching Up on Union News Yarden, Engine Delegate Pedro Flores, Steward Delegate Alex Bonefont. Educational director ad­ vised members to upgrade skills at Piney Point. No beefs or disputed OT reported. Crew reported Seafarers LOGs received in Spain. Crew extended vote of thanks to galley gang for job well done. Chairman thanked crewmembers for their professionalism and smooth trip. Receiving the latest copies of the Seafarers LOG aboard the Cape Lobosare, from left, Chief Electrician Keith Jordan, QMED Kenneth Pell and Bosun Michael Pell. WESTWARD VENTURE (Interocean Management), November 2—Chairman M.W. Kadderly, Secretaiy R.B. Sanderson, Educa­ tional Director Chris Cunnin­ gham, Deck Delegate Tom Vain, Engine Delegate Alberto Aguiar, Steward Delegate Hussain Bubaker. Educational director ad­ vised members to upgrade skills at Paul Hall Center. No beefs or dis­ puted OT reported. Chairman dis­ cussed scholarship information received and urged members to submit application. Crew said it is very happy with increased depen­ dant coverage in new contract. Crew noted job well done by steward department and thanked galley gang for cooperation in keeping crew lounge clean. Next port: Tacoma, Wash. WESTWARD VENTURE (Interocean Management), November 30—Chairman M.W. Kadderly, Secretary R.B. Sanderson, Educa­ tional Director Chris Cunning­ ham, Deck Delegate Thomas Vain Sr., Engine Delegate Alberto Aguiar, Steward Delegate Hus­ sain Bubaker. Educational direc­ tor encouraged members to upgrade at Piney Point and donate to SPAD. No beefs or disputed OT reported. Crew extended thanks to steward department for cooperation in keeping lounge and mess hall clean. Next port: Tacoma, Wash. OVERSEAS ALASKA > Maritime Overseas), December 12—Chairman John McMurtray, Secretaiy S. Redding, Educational Director Cary Pratts, Deck Delegate Glenn Christianson, Stewaid Delegate Thurman Johnson. Chairman discussed new contract with crewmembers. No beefs or disputed OT reported. Crew requested new VCR. Crew gave vote of thanks to stewaid department and T.J. Johnson for hard work. Next xrrt: Long Beach, Calif. SEA-LAND CONSUMER (Sea~ ,and Service), December 12— Chairman William Mortier, Secretary Sharon Ortiz, Educa­ tional Director K.P. Earhart, Jeck Delegate G. Cudal, Engine delegate R. Raff, Steward Delegate Ernest Polk. Chairman reported Coast Guard drills last trip went very well. Bosun thanked SEA-LAND VOYAGER (Sea crew for job well done. Education­ Land Service), November 28— al director reminded crew to watch Chairman J. Lundborg, Secretary iob-related movies located in R. Miller, Educational Director B. officers' lounge. He advised memLaindis, Deck Delegate Taher Ab- )ers to upgrade skills at Paul Hall dulla. Engine Delegate Domingo Center as soon as possible, Milla, Steward Delegate Abdul "reasurer reported $261 in movie Hasan. Chairman reported smooth und. No beefs or disputed OT trip and payoff in Tacoma, Wash. reported. Chairman advised mem­ He announced new contract will be bers to read Seafarers LOGs in effect next trip. He extended spe­ monthly. Chairman announced cial vote of thanks to contracts ship into dry dock in Yokohama, department for new three-year Japan for 16 days. Steward agreement. Educational director delegate reported paper plates will lu-ged members to support SPAD be used for cold sandwiches. He also stated that while in yard, crew will be provided night lunch. En­ gine delegate gave word of thanks to galley gang for job well done. Wilkes 'Doc' Tends Crew SlU member Tom "Doc" Jen­ sen, medical services officer aboard the USNS Wilkes, treats any injuries that may occur on the oceanographic sun/ey ship. Here he changes the dressing of a crewman injured when hot water spilled on his foot. SEA-LAND HA WAII (Sea-Land Service), December 5— Chairman G. Hamilton, Secretary G.Taan, Engine Delegate Paul Whalen. Crew thanked Captain C. Lamb for comfortable chairs in crew lounge, new mattresses and sharing movies. Chairman discussed impor­ tance of cleaning room for next per­ son before signing off. Crew discussed using wide variety of fhiits and vegetables for salad bar. Educational director requested up­ dated upgrading schedule. Treasurer reported $165 in ship's fund. No beefs or disputed OT reported. Crew extended special vote of thanks to Chief Cook Taan for excellent job. Crew noted im­ proved menus and salad bar from galley gang. SEA-LAND INNOVATOR (SeaLand Service), DecembersChairman F. Adams, Secretary A. Davis. Chairman extended vote of thanks to entire crew for job well done and reminded them to donate to SPAD and MDL. He noted smooth sailing. Educational direc­ tor reminded members to upgrade at Lundeberg School. Deck delegate reported disputed OT. No beefs or disputed OT reported by , steward or engine delegates. Chair­ man encouraged members to read Seafarers LOG. SEA-LAND RELIANCE (SeaLand Service), December 9— Chairman A. Eckert, Secretary G. Sivley, Educational Director A. Jaramillo, Engine Delegate Michael Veigel. Chairman an­ nounced upcoming payoff and sanitary inspection by captain. Secretary updated crewmembers on upgrading opportunities avail­ able at Paul Hall Center. He also thanked crew for clean ship. Educa­ tional director urged members to report any electrical problems. No bwfs or disputed OT reported. Chairman thanked all departments for smooth trip. He extended spe­ cial vote of thanks to galley gang for fine Thanksgiving dinner. Next port: Tacoma, Wash. m •; i;' I-J.-,; :• • ^ -Z . �FEBRUARY 1994 gilV ".. w-i;-' • 'vessels to offload cargo in Japan, SIUcrewed Energy Transportation Corp. (ETC) vessels have to wait for high tide to enter the port of Tobata as well as depart the harbor. However, Seafarers take it all as part of the routine operations."It's the only port where we have to wait for a window," noted Wiper Deb­ bie Textor of the LNG Capricorn. Tt doesn't mean we have to do anything special," added AB Ryan Camardelle. "It just tneans we do more painting and chipping at sea while we wait,to enter and tie up." In fact, the work never stops on the Capricorn. Whether at sea, taking on liquified natural gas in Indonesia or offloading it in Japan, crewmembers still have to provide preventive maintenance such as chipping and painting in the deck department and oiling and greasing in the engineroom. While times are limited for sailing through the harbor, time at the dock also is scarce. Turn­ around for the LNG ship is approximately 24 hours. This provides little time for going into town or seeing the surrounding community as work has to continue aboard ship. The Capricorn, like the other seven ships in the ETC fleet, completes a roundtrip about once each month. SEAFARERS LOG Desserts and salads are ready for lunch as Chief Cook Perry "Lavonf McCall and SA Angie Robertson stand by to take orders. 25 Preparing for the start of a shipboard union meeting are Bosun Charles Kahl (left) and AB Don Bridenstein. Capricorn crewmembers meet in the mess room to take part in the ship's union meeting. Inspecting a lifeboat aboard the LNG Capricorn are OS Robert Snay (left) and Bosun Charles Kahl. OS Terrence T-Bone" Boney (right) meets with SiU Executive Vice President Joseph Sacco when the union official visited with crewmembers aboard the vessel. if , r: .^"'1 :f �26 SEAHU«RSL06 W-itl ' ^ I ' , f »' ^ ) FEBRUARY 1994 <i Lundeberg School Graduating Classes "^8 X 7 S"* 1« Upgradcrs Lifeboat—^With instructor Ben Cusic (left) are Trainee Lifeboat Class 518—Graduating from trainee lifeboat class 518 are (from left, kneeling) upgrading graduates of the November 18 lifeboat class William SimMelvinSingletary.JamesDavisJr., Robert Gaudreau, David Duboise.DuaneBrosius, Jeffrey Sanders, mens ana i im Kacer. (second row) Jim Brown (instructor), Aaron Mehuren, Jimmy White Jr., Herbert Scypes Jr., Samuel Sheridan, Craig Campeau, Zachariah Zahra and Norman Walzer Jr. • 4 Able Bodied Seaman—Certificates of completion were received by the November 18 class of MIIBBBIP' upgraders They are (from left, kneelmg) Robert Heath, John Cedeto, Robert Durtor LBJ Tanoa Lee Marine Electronics Technician II—liio ,w.e,„ue, 12 -The November Toczylowski, Jose Ortiz, (serond row) William Simmons Luis A. Valerio, Bryan K HoneycutLJe^ graduates of the marine electronics technician course are (from left) NatividadJr.,DanielTennant,TerrenceBoney,fenCusic(instmrtor),(thiidrow)MarkJohnson,Thomas Q shepard, Tony ll^ohammed, Russ Levin (InHurley, Alan HIggins, Ben Johnson, Jeffery Hunter and Darin Millikan. structor) and Bob Flesey. ' Welding—Graduating on November 16 from the welding course are (from left, kneeling) Paul LightfoOt, Steve Kastel, Robert McDonald, Steven Sanchez, Steve Schwedland, (second row) Lawrence Rose, Robert Rudd, Mike Clapshaw, William McClure Jr. (instructor), Alfred Herrmann, Gary Frazier, Peter Hokenson and Matthew Ditullio. #• Several SlU steward department upgraders put their culinary training into practice last December when they prepared hors d'oeuvres and other treats for holiday meals and celebrations. Above, Chief Cook Walter Seals deftly slices different kinds of cheese while, below. Chief Cook Eric Bull sets up a platter of deviled eggs. Shiphandliim—^Working their way up the deck department ratings are (from left, front row) Mark ^m, Romeo Lugtu, Tom Orzechoski, (second row) John Thomas Thompson, Mark Lamar and Michael Presser. ' i. �• I '• ':••.•>,'v>37 5V.5Eife;^',wafcA^«?!S'ft •'• •, XAFUtBO^tOe KBRUAItri994 LUHDEBERG SCHOOL 1994 UPGHADIHG COURSE SCHHtULE .Course Check-In Date Completion Date Bosun Recerfification March 28 May 2 , Steward Recertifiation Julys August 8 Steward Upgrading Courses Deck Upgrading Couises Check-In Date Completion Date Able Seaman May 20 July! July 15 August 26 All students must take the Oil Spill Prevention and Containment class. Bridge Management (Shiphandling) Radar Certification •V. Celestial Navigation Third Mate 3.-dr Limited License, Part 1 Limited License, Part 2 Limited License, Part 3 . March II May 6 July 29 March 25 May 20 August 12 March 4 April 29 May 20 June 17 July 22 March 11 May 6 May 27 June 24 July 29 March 25 July 1 May 6 August 12 April 19 .J Chief Cook, Chief Steward All open-ended (contact admissions office for starting dates) Check-In Date Conqdethm Date June 17 Diesel Engine Technology June 27 July 22 August 12 Refrigeration Maint. & Operations March 21 April 29 April 11 June 20 April 22 July 1 Refrig. Containers - Advanced Maiht May 2 Welding April 25 July 5 May 6 July 15 May 9 July 18 May 20 July 29 . -: ^ March 28 April 22 ; : Pumproom Maint. & Operations May 2 JunelO Hydraulics June 20 • July 15 Marine Electrical Maintenance Julys August 26 Hydraulics June20 July 15 . June 24 Julys Aprils Coui^ GED Preparation 12 weeks - open-ended admission Adult Basic Education (ABE) 6 weeks - open-ended admission Basic/Advanced Fire Fighting March 11 May 6 Julys March 25 May July 22 English as a Second Language (ESL) 6 weeks - open-end^ admission Sealifi Operations & Maintenance March 21 May 9 Juiyii April 15 June3 August 5 Developmental Studies March 7 March 14 March 21 • vV-vt-!-.- , (Middle) (First) Address. (Street) (Zip Code) (State) (City) Date of Birth. (Month/Day/Year) (Area Code) Inland Waters Member G Lakes Member• Deep Sea Member D Complefion Date March 11 March IS March 25 yM Primary language spoken OPGRAOIHG APPLHtATRiN Telephone _£, N *'* f The following courses are available through the Seafarers Hany Lundeberg School. Plfase contact the admissions office for enrollment information. Check-In Date (Last) s- 1994Adult Education Schedule March 18 May 6 May 20 June 3 Julyl July 29 Name • 'I, June 10 March 25 April 22 May 6 May 20 June 17 July 15 Lifeboatman , All open-ended (contact admissions office for starting dates) May 9 March 11 June 17 Julyl V • Assistant Cook, Cook and Baker FiremanAYatertender and Oiler Oil Spill Prevention and Containment ^ 1 I'- • Completion Date All students must take the Oil Spill Prevention and Containment class. Check-In Date Completion Date K Course Couri« Cour^ i Check-In Date SiglneUpgradlng Courses SalefySpeclatty Courses T 27 RecerUttcatlon Programs The following is the course schedule for classes beginning between March and July 1994 at the Seafarers Harry Lundeberg School of Seamanship located at the Paul Hall Center for Maritime Training and Education in Piney Point, Md. All pro^ams are geared toimprove job skills of Seafarers and to promote the American maritime industry. S The course schedule may change to reflect the needs of the membership, the maritime industry and—^in times of conflict—the nation's security. Course v;...-' ••;• With this application, COPIES of your discharges must be submitted showing suffi­ cient time to qualify yourself forthe course(s) requested. You also must submit a COPY of each of the following: the first page of your union book indicating your department and seniority, your clinic card and the front and back of your z-card as well as your Lundeberg Sclwol identification card listing the course(s) you have taken and com­ pleted Admissions Office WILL NOT schedule you until all cf the above are received BEGIN END COURSE DATE DATE If the following information is not filled out completely, your application will not be processed. Book# Social Security # . Department Seniority U.S. Citizen; •Yes • No •II -Ik Home Port. LAST VESSEL: Endorsemeiit(s) or License(s) now held Are you a graduate of the SHLSS trainee program? If yes, class# Have you attended any SHLSS upgrading courses? Date On:, •Ves •Ves DNO DNO If yes, course(s) taken Do you hold the U.S. Coast Guard Lifeboatman Endorsement? •Ves DNO Firefighting:•YeS DNO CPRrGYes GNO SIGNATURE. Rating: TT Date Off:. DATE Transportation will be paid in accordance with the scheduling letter only if you present original receipts and successfully complete the course. If you have any questions, contact your port agent before departing for Piney Point. RETURN COMPLETED APPLICATION TO: Lundeberg Upgrading Center, P.O. Box 75, Piney Point, MD 20674. •yj.. : t. �r SEAmSERS SlU SCHOLARSHIP OPPORTUNITIES February 1994 Volume 56, Number 2 April 15 is the deadline for scholar­ ship applications for Seafarers and members of their families. See page 10 to lea rn more about the scholarship— and how to apply. • -I- '••• v..'., •: After Lundeberg School Instructor Byran Cummlngs (above, left) demonstrates proper way to put out a fire using carbon dioxide extinguisher, crewmembers from the SS Constitution and SS Independence practice the maneuver (above and right). Continuing Shipboard Safety Training Provides Better Passenger Protection For crewmembers aboard the two SIUcrewed U.S.-flag passenger ships sailing around the Hawaiian islands, safety is a way of life. Whether it is the weekly lifeboat drill involving all the passengers with the crew, a nightly fire-watch detail or assisting pas­ sengers as they embark or disembark from the 55 Constitution or 55 Independence, Seafarers maintain a constant patrol for the well-being of their ships and guests. Over the years, the Seafarers Harry Lun­ deberg School of Seamanship has provided on-site lifeboat and first aid/CPR training for crewmembers aboard the vessels. These classes always are scheduled so they do not interfere with passenger and sailing opera­ tions. With the new year and the recent pur­ chase of the passenger ships by the Delta Queen Steamboat Company, the school was asked to expand its training efforts on the Hawaiian-based ships. The company made the request following the success of a similar program aboard its riverboats. Health and Safety Instructor Byran Cummings, who along with fellow instruc­ tor John Smith has been training Seafarers aboard the Delta Queen and Mississippi Queen since 1990, oversaw one-week ses­ sions aboard the Independence and Con­ stitution in January. Met with Crew Before classes began, Cummings walked through the vessels and talked with crewmembers to get an idea of what would be needed during this first session. "The difference between firefighting training aboard the riverboats and the pas­ senger ships is like fighting a house fire and a high rise fire," Cummings told a reporter for the Seafarers LOG. "You have to adapt the training to the environment." Should a fire break out aboard either the Mississippi Queen or Delta Queen, Cum­ mings explained that crewmembers are able to steer the vessel to the river bank, tie the riverboat to a tree, drop the gangway and escort the passengers off the ship while crews get the blaze under control. However, should a similar accident hap­ pen on the Independence or Constitution, he noted, "We train the crewmembers that the ship is the only surface out there for the vast amount of passengers aboard. "Of course, we realize the ships are al­ ways near the islands, but we train them not to rely on that." Fire Drills Held In order to see how emergency squads on both ships would respond in the event something caught fire, Cummings with the chief mates of the ships held unannounced fire drills. The practice sessions took place while the ship was docked, so a majority of passengers were ashore. The drill consisted of a cabin steward being told he had a fire in a room in his section. While the steward informed the purser of die problem, the chief mate pulled the fire alarm, which sounded only on the bridge and in the crew quarters. As the emergency squad, in full firefighting gear, made its way to the pas­ senger decks, the purser announced to the remaining passengers aboard that a fire drill was taking place and no emergency existed. "The reaction from the tourists on the passengers ships was the same as on the river­ boats," Cummings said. "They wanted to watch to see how the crew reac^. "Later, we heard comments that they were pleased and felt better knowing such training takes place." Comprehensive Sessions The emergency squads on each of the passenger ships consist of approximately 45 mariners from both the deck and engine departments. Besides the mock fire, emer­ gency squad members also receive training in oil spill response and clean-up as well as maintenance and operation of self con­ tained breathing apparatus. Other crewmembers, including those in the steward department, participated in courses each day. Subjects included fire prevention, operation and use of fire extin­ guishers, the Heimlich maneuver, chemical safety, and water safety and survival. These classes were held several times each day at various hours so the maximum number of crewmembers could participate. Crewmembers were able to witness and )ut out fires with extinguishers deep in the lold of the ship. Safety precautions—^in­ cluding additional foam, sand and firefighters—were on hand in case a fire did get out of control. T Help Locate This Missing Chiid t^.^.' -•.f'':yy-:'^f'--- - 'Cx"'- ' The National Center for Missing arid Exploited Children has asked the Seafarers International Union to assist them in locating Elizabeth Renee Melton. :;iS . •-y V • Steward department members gather In the hold of the Independence Bosun Mike Rivera leads an emer; to receive refresher training on how to put out small fires aboard ship, gency squad during a fire drill. •-'V —• , i " Elizabeth Renee Melton Missing from Covington, Ky. since January 12, 1993, when she was 15 years old, Elizabeth Renee Melton is considered an endangered runaway. She was last seen at school and has run away before. At the time of her disap­ pearance, the blonde-haired, blue-eyed girl was 5'2" tall and weighed 150 pounds. Anyone having information on the whereabouts of Elizabeth Renee Melton should contact the National Center for Missing and Ex­ ploited Children at (800) 8435678 or the Missing Persons Unit of the Kenton County (Ky.) Police Department at (606) 3563895. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1990-1999 Description An account of the resource Volumes LII-LXI Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1994 Description An account of the resource Headlines: LONG LINES CREW COMMENDED FOR SUPERB CABLE REPAIR JOB NORTHEAST THAW ASSISTS SHIPPING SEAFARERS TURN TO IN SWIFT OIL RECOVERY USCG INVESTIGATES BERMAN ACCIDENT DOT HEAD CALLS FOR TOUGH INLAND SAFETY REGULATIONS MTD MOBILIZES GRASSROOTS DRIVE TO URGE BACKING OF MARITIME BILLS LOCAL STUDENTS PROVIDE MEMORABLE HOLIDAY FOR AMERICAN CORMORANT GREAT LAKES VESSELS LAY UP FOR THE WINTER NEW SIU CLINIC OPENS IN MARYLAND DYN MARINE CREWS RATIFY NEW 2-YEAR CONTRACT LABOR ANNOUNCES DRIVE TO GAIN HEALTH CARE REFORM SEAFARERS OK DELTA QUEEN PACT NEW YORK FERRY CREWS BEAT HUDSON'S ICY MAZE NEW SWATH VESSEL USNS ABLE, BREAKS OUT THIS MONTH 200 SEAFARERS AID IN EFFORT TO RECOVER OIL S/L INDEPENDENCE CREW RATED 'SECOND TO NONE' ON ASIAN SHUTTLE RUN BOSUN LITTLE RETIRES WITH 'ISLAND' SEND-OFF CLEVELAND'S CREW READIES FOR PIRATE THREATS USNS WILKES CREW HELPS MAKE MISSION A 'COMPLETE SUCCESS' PRES. ADAMS' HOLIDAY MEAL A 'STUNNER' SEAFARING IN SAVANNAH DURING THE DEPRESSION LOW TIDES MAY SLOW VESSEL, BUT WORK NEVER STOPS ON LNG CAPRICORN CONTINUING SHIPBOARD SAFETY TRAINING PROVIDES BETTER PASSENGER PROTECTION Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1994 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 56, No. 2 1994 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/eb313f41318b4ae25990f1f547271cee.pdf 521444e803c726fd56e6f643a04eafd1 PDF Text Text Volume 57, Number 2 February 1995 APL's Flag-Out Waiver Violates Law, SIU Charges ANTI-AMERICAN TfRROR,~M--~ A NEW LOOK! Unions Ask Court ta Overturn Abuse at Subsidy Contract A U.S. government agency ruling that APL can operate six new ships under foreign-flag registry is under challenge by an SIU lawsuit. Page3 In this Issue Out of the Ice to Working With Ice Congress Reallocates Panels' Authority of U.S. Shipping Issues Page3 Gov1t Appeals Order Of Court to Refund Part of Z-Card Fees Page2 Louisiana Bestows $250 to WWII Seamen Who Lived in State Page9 Ending an unusually long sailing season, Great Lakes vessels laid up last month, giving Seafarers such as Chief Cook Ray Calo a chance to compete in ice sculpture competitions. Great Lakes Seafarers reflect on the '94 shipping season and speculate on their winter vacation plans. Page 5. �2 SEAFARERS LOG President's Report Congress in 1994-What's On Deck Although the 104th Congress has been in session for only a month, many matters concerning U.S. shipping are already front and center. For instance, right off the bat, the new Republican-majority Congress reorganized the committee structures, reducing the number of ~~:::::; panels. Merchant marine issues have been transferred to defense, transportation and natural resources committees in the House. In the Senate, the merchant marine subcommittee has been merged with a ground transportation subcommittee of the Commerce Committee. The reorganization poses a cha]]enge for the SIU and other proponents of a vital U.S.-flag fleet in that many members of the committees with jurisdiction over shipping affairs have not been heavily exposed to maritime isMichael Sacco sues. Additionally, many legislators are new and, thus, have never voted on U.S. shipping policies. All of this means we in the SIU and all American maritime elements have a big job to do educating recently elected representatives and senators and those with new maritime responsibilities on the need for a viable U.S. merchant marine to serve the nation's security and economic interests. Despite the many new forces at work in the Congress this year, there are a number of backers of U.S. shipping in both the House and the Senate who hold key committee and subcommittee chairmanships. Among them are Senator Trent Lott (R-Miss.), who heads the Surface Transportation and Merchant Marine Subcommittee of the Senate Commerce Committee, and Representative Herbert H. Bateman (R-Va.), chairman of the Military Readiness Subcommittee of the House National Security Committee, which used to be known as the Armed Services Committee. A top priority for Sen. Lott and Rep. Bateman and other elected officials concerned with America's seapower will be enactment of a maritime shipbuilding and ship operating revitalization program. Remember that the last Congress came within an inch of passing a bill that would have provided funding for 10 years for more than 50 U.S.-flag containerships in exchange for their availability in times of conflict and allocated monies to assist U.S. shipyards. The Senate did not get to vote on the legislation because a lastminute parliamentary maneuver by Senators Larry Pressler (R-S.D.), Charles E. Grassley (R-Iowa) and Hank Brown (R-Colo.) blocked the bill from going to a floor vote. Pro-maritime legislators indicate that a bill similar to the one that came close to passing last year will be introduced in both chambers of Congress this year. To pass this legislation, the SIU and all groups that believe in the necessity of a U.S.-flag fleet must muster all their energies to use in an effort to secure backing from Congress for the bill. Once a maritime program passes the Congress, President Clinton has vowed to sign it into law. A maritime issue that was introduced in both the House and the Senate on the first day of this year's session was the lifting of the ban on exporting Alaskan oil. A key part of this bill is the requirement that any exported Alaska oil must be shipped on U.S.-flag tankers. In addition to new maritime policies that are being taken up by Congress, there are existing programs and governmental structures which serve as a foundation for the U.S . merchant marine that are being examined by both the administration and Congress in an effort to cut back on government costs and reduce the federal budget. It will be up to the SIU and other American maritime groups to work with pro-maritime elected officials to ensure that such programs and agencies are not eliminated simply to save money in the short term, arguing that in the long run the nation could pay dearly for its lack of an American-flag shipping capability. One item that faces possible elimination is the U.S. government's program to donate food aid to the citizens of poor nations. This program is known as P.L. 480. The American government purchases surplus grains, rice, flour and other food stuffs from U.S. agricultural interests and distributes the commodities through private, charitable organizations in underdeveloped countries. This program is subject to the nation's cargo preference laws which require that at least 75 percent of U.S.-government agricultural cargoes be carried on American-flag ships. Cargo preference laws also are being scrutinized by some in Congress who believe that government funds could be saved by allowing foreign-flag vessels to carry the U.S.-aid cargoes. The SIU is not only working to ensure that the nation's cargo preference laws are maintained, but the union also is combining forces with a number of groups that hope to save the P.L. 480 program. A coalition of voluntary relief organizations, agriculture and transportation interests have combined their efforts to convince Congress and the administration that American food aid is an effective way to promote good will towards the United States at a very low cost. Some of the government agencies that regulate shipping also are under fire. In the name of trimming government, some elected officials have proposed scratching the Federal Maritime Commission, which protects American consumers, shippers and ship operators from unscrupulous and unfair shipping practices by allowing rates to be set for ocean shipping. Another budget cutting target is the Interstate Commerce Commission, which establishes tariffs for shipping between two U.S. ports linked by an ocean or sea. (The ICC does not regulate inland waterway operations.) As the 104th Congress takes up maritime-related issues, the SIU will be vigilant in ensuring that the needs and concerns of the men and women who earn their living working aboard U.S.-flag vessels are heard and considered. We in the SIU do not kid ourselves; the task ahead will not be easy. But with a lot of work on our part and that of other maritime groups and the help of the representatives and senators who understand that the world's greatest power must have a correspondingly powerful maritime capacity, the upcoming session of Congress should bring some gains for U.S. shipping. FEBRUARY 1995 SIU1s Work-Tax Lawsuit Moves to Appeals Court Gov't Disputes Judge's Order to Refund Part of Fees A decision by a federal judge ordering the U.S. Coast Guard to cease charging seamen and boatmen $17 for an FBI background check when applying for marine documents or licenses and refund what has been charged for this action was appealed by the government last month to the United States Court of Appeals for the District of Columbia Circuit. The government's January 19 appeal seeks to overturn a ruling by Judge Louis F. Oberdorfer on the SIU' s lawsuit filed in the United States District Court for the District of Columbia challenging the validity of socalled user fees attached to merchant mariner's documents (or z-cards) and licenses. Protest New Fee-Setting U.S. Justice Department attorneys, who represent the Coast Guard, also have appealed the lower court judge's order that the Coast Guard recalculate the costs currently charged to mariners for their agency-issued merchant mariner's documents and licenses. These charges range from $35 for an entrylevel merchant mariner's document to close to $250 for an upper level license. The union also has challenged a portion of Judge Oberdorfer' s ruling. In a notice of appeal filed with the court on January 20, the SIU asked the court of appeals to overturn the portion of the judge's decision that "concluded that the Coast Guard could appropriately impose any license and document fees at all against merchant seamen and boatmen." SIU Disputes 'Private Benefit' The union's lawsuit has argued that user fees charged to mariners for government-required z-cards and licenses is essentially a work tax, and, as such, unconstitutional. In his memorandum accompanying the November 23, 1994 order, Judge Oberdorfer found that the Coast Guard did have the right to set the fees as it "is not irrational" to assume that seamen and boatmen derive some independent benefit from a license that "confers the benefit of professional employment." Thus, the judge did not accept the union's contention that fees for issuing z-cards and marine licenses and processing and evaluating data associated with those documents should be prohibited. Judge Oberdorfer did concur with the union's position that the manner in which the fees had been calculated by the Coast Guard was flawed . He also sided with the union in determining that the FBI background check provides no independent benefit to the mariner and thus he or she cannot be charged for that process. (An FBI criminal records check is done when a document or license applicant first files his or her paperwork with the Coast Guard.) Appeals May Delay Order With both the Justice Department and the SIU chaJlenging portions of Judge Oberdorfer' s decision, the Coast Guard might wait to implement the recalculation of fees and prohibition and refund of the $17 PB I criminal records check. The agency also can implement these orders as well while its appeal is being considered. As the LOG was going to press, it was unclear which action the Coast Guard would choose. Joining the SIU in the lawsuit are five men who earn their living working on deep sea, Great Lakes or inland vessels and other maritime unions-Sailors' Union of the Pacific; Marine Firemen's Union; District 4National Maritime Union!IvlEBA; American Maritime Officers; International Organization of Masters, Mates and Pilots; and District No. I -Marine Engineers Beneficial Association. The suit was filed in April 1993 when the Coast Guard began charging mariners fees for z-cards and marine licenses. The fee-collection process was established by the Omnibus Budget Reconciliation Act of 1990 in an attempt by Congress and the then Bush administration to raise funds to cut the federal deficit. Prior to this act, it was against the law to charge a fee for a seaman's license. MSC Chief: Prepositioning Ships Key to Nation's Sealift Assets America's future military sealift needs primarily will be met by prepositioning ships such as the civilian-crewed vessels used last year during a rapid buildup of U.S. armed forces in the Persian Gulf, said the head of the U.S. Military Sealift Command (MSC). U.S. Navy Vice Admiral P.M. Quast told the Propeller Club in Washington, D.C. on November 30 that prepositioning vessels, aided by ships from the Ready Reserve Force (RRF), will be crucial in future conflicts. "These pre-loaded ships are the key to getting the necessary military equipment and supplies married up with our military forces wherever and whenever needed," stated Quast, who is in charge of the agency within the U.S. Navy responsible for waterborne transport logistics. "The mobility of U.S . forces in times of crisis is one that sends a powerful, fast message to any aggressor." Additionally, Quast noted that the deployment last year of RRF ships in support of U.S. armed forces in Haiti reminded the American mi1itary that "when operating in less developed ports, we depend heavily on the (maritime) Volume 57, Number 2 industry to provide a wide variety of infrastructure support equipment such as tugs and barges and crew boats to facilitate operations." The most recent mobilization of U.S. troops to the Persian Gulf, known as Operation Southern Watch, commenced in October, in response to a buildup of Iraqi troops near Kuwait. MSC directed 19 prepositioning and RRF ships to sail in support of the mission. (SIU members crewed 11 of those vessels.) "Without a doubt, having prepositioned ships stored with stocks of weapons, food and other essential equipment proved invaluable in the recent rapid buildup in the Persian Gulf," Quast said. U.S.-flag prepositioning ships remain fully loaded to support American troops and are ready to set sail immediately after a military activation has been called. They are located in strategic ports around the world and crewed by civilian mariners. The RRF, meanwhile, is a fleet of former commercial ships that have been laid up and placed under U.S. government ownership for use in surge shipping during times of conflict. February 1995 The Seafarers LOG (ISSN 0160-2047) is published monthly by the Seafarers International Union; Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO; 5201 Auth Way; Camp Springs, MD 20746. Telephone (301) 899-0675. Secondclass postage paid at MSC Prince Georges, MD 20790-9998 and at additional mailing offices. POS1MASTER: Send address changes to the Seafarers LOG, 5201 Au th Way, Camp Springs, MD 20746. Managing Editor, Daniel Duncan; AssociateEditors,JordanBiscardo and Corrina Christensen Gutierrez; Associate Editor/Production, Deborah A. Hirtes; Art, Bill Brower; Administrative Support, Jeanne Textor. �FEBRUARY 1995 SEAFARERS LOG IN THE UNITED STATES DISTRICT COURT FOR THE DISTRICT OF COLUMBIA SEAFARERS INTERNATIONAL UNION OF NORTH AMERICA, PACIFIC DISTRICT 350 Fremont street San Franc i sco, Cal i forni a 94 1 05 , Plaint i ff , CASE NUMBER v. l; 95CV0006 2 JUDGE • Stanl ey s. Harri s UNITED STATES OF AMERICA, c/o The U.S. Attorney General of the United States Washington, D.C . DECK TYPE• c1v1l Gene ral nue is proper APL Flag-Out Waiver Violates U.S. Law, Charge SIU Unions An exemption from U.S. laws that allows American President Lines (APL) to operate six new containerships under foreign flags in competition with the company's U.S.-flag ships has been challenged in federal district court by the Seafarers International Union Pacific District. The three unions that make up the SIU' s Pacific District-the Sailors' Union of the Pacific; Marine Firemen's Union and SIU Atlantic, Gulf, Lakes and Inland Waters District-have asked the U.S. District Court for the District of Columbia to overturn a decision by the Department of Transportation's Maritime Administration (MarAd) permitting APL to flag-out six C-11 ships SIU Pacific District unions have asked a federal court to overturn a which will be delivered to the government decision that permits APL to operate six new container- company over the next two years. The lawsuit, filed January 12, ships under foreign-flag registries. . ~-·-" 0~ ~ · of the of a decision . for revie . . tration . . s an action itime Adlllinis This i f the Mar . 2. . . strator) o t of iunerican the "AdJlini . the reques . istrator ( ) granting operator, 11.Qlllin s-902 (a . d u.s.-flag ") in oocket subsidize Marine ("MarAd ("APL")' a the Merchant . Ltd. (a) of 4 . dent Lines' ction so . t APL to presi revisions of se · n order to permi to waive the p ded (the n11.ct") ' i i~ foreign-fl.a9 36 as amen . d services s for t.ne :p.ct of l.9 ' . in9 subsidize tJY a11owin9' in its eXist erate, there t\, operate · 11 own and op t Marine, a that APL wi e u. S' Merchan much vessels . torY of th one vessel' \ ime in the his eratin9 even . first t operator op tition with \\ U -tla9 . t co111pe . dized • 5 • in direc d ('b) subsi foreiqn-fla9 service; an i . under . the same iess six, sselS in -. to APL' 5 -flag ve ' fication \ dized u.s. or modi 11 withou . MA/MSB-4 ii suPsi . a contract.ual change eement No. . subsidY 11.gr ' effecting rential ating-oiffe . tnerefor, APL' s wai oper ca acitY to grant . 'W challenges MarAd's November 15, 1994 ruling granting APL a waiver from the nation's law that prohibits a shipping company receiving federal subsidy dollars from owning or operating a foreign-flag vessel in competition with U.S.-flag operators in trade routes deemed essential to America's interests. This prohibition is found in Section 804(a) of the Merchant Marine Act of 1936. stated that the C-11 s would be used on the transpacific routes between California ports and Japan, Taiwan and Hong Kong. Under the Merchant Marine Act of 1936, the government is allowed to waive the provisions of Section 804(a) in certain special circumstances. The unions' court paper contends, however, that giving APL a waiver was not permissible as it constitutes a violation of the law that prevents American operators from enterSubsidized on One Hand ing foreign-registered vessels APL requested the exemption into head-to-head competition from Section 804(a) in July 1993, with ships subsidized by the U.S. shortly after it had placed its order government. with foreign shipyards for the six Foreign On the Other containerships. Last year, APL, a subsidiary of the Oakland, Calif.APL, by its own admission, based American President Com- intends to operate the new cargo panies, asked MarAd to expedite ships on the same routes currently its waiver application, which Continued on page 8 Republican Reorganization o,f Congress Senate Combines Maritime, Transport Bodies; Three House Committees Cover Marine Issues Maritime issues will be taken up by a newly formed subcommittee in the Senate as a result of the consolidation of two subcommittees of the Commerce, Science and Transportation Committee. The Senate merchant marine subcommittee has been merged with the surface transportation group, announced the chairman of the Commerce Committee, Senator Larry Pressler (RS.D.), on January 12 during an organizational meeting of the panel. The new panel, named the Surface Transportation and Merchant Marine Subcommittee, will be made up of six RepublicansSenators Trent Lott (Miss.), Bob Packwood (Ore.), Ted Stevens (Alaska), Conrad Bums (Mont.), Kay Bailey Hutchison (Texas) and Olympia Snowe (Maine) and five Democrats-Senators Daniel K. Inouye (Hawaii), J. James Exon (Neb.), John Breaux (La.), Richard Bryan (Nev.) and Byron L. Dorgan (N.D.). Chaired by Sen. Lott, who serves as Senate Majority Whip, the second highest position in that body, the group also will have jurisdiction over trucking and rail matters. U.S. Coast Guard issues and fisheries questions will be handled by a newly named subcommittee within the Commerce Committee. The Oceans and Fisheries Subcommittee, which replaced the National Ocean Policy Study Subcommittee, will be headed by Sen. Stevens. Maritime's Military Role While the Senate was fashioning its organizational structure for the 104th Congress, the House of Representatives adopted a rule that made official plans to reshape the chamber's committees and procedures that had been put forward by Speaker of the House Newt Gingrich (R-Ga.) in consultation with the Republican majority's members. The rule, enacted January 4, reduced the number of House committees from 23 to 20, abolishing the Merchant Marine and Fisheries Committee and distributing its jurisdiction to three other groups-the National Security Committee, headed by Representative Floyd D. Spence (R-S.C.), the Transportation and Infrastructure Committee and the Public Lands and Resources Committee. Each of those committees in tum has designated a subcommittee to be its primary group to work on maritime matters. The House's Military Readiness Subcommittee of the National Security Committee, previously known as the Armed Services Committee, will oversee merchant marine policy. Issues to be addressed by the Military Readiness Subcommittee, chaired by Rep. Herbert H. Bateman (R-Va.), are U.S.-flag ship construction and operation, cabotage requirements and cargo preference laws which dictate that certain percentages of government-impelled cargoes are carried on American-flag vessels. Sealift Concerns Highlighted The subcommittee also will be concerned with sealift matters, such as the status of the Ready Reserve Force (RRF), the government's fleet of laid-up ships that can be broken out in support of U.S. military operations. Another focus of the Military Readiness Subcommittee will be merchant vessel personnel. Under the realm of the House Transportation and Infrastructure Committee, headed by Rep. Bud Shuster (R-Pa.), will be the Coast Guard and Maritime Transportation Subcommittee. The subcom- House Maritime Jurisdiction The Republicans listed are chairmen of the new committees and subcommittees. The Democrats are the groups' ranking minority party members. Merchant Marine and Fisheries Old House Committee Rep. Herbert H. Bateman / New House Committees National Security Rep. Floyd Spence (R·S.C.) Rep. Ronald Dellums (D-Calif.) Transportation and Infrastructure Resources Rep. Bud Shuster (R-Pa.) Rep. Norman Mineta (D-Calif.) Rep. Don Young (A-Alaska) Rep. George Miller (D·Calif.) Oversight Issues New House Subcommittees Military Readiness Rep. Herbert Bateman (A-Va.) Rep. Norman Sisisky (D·Va.) mittee, chaired by Rep. Howard Coble (R-N.C.) will oversee the nation's inland waterways policies and governmental agencies associated with maritime affairs such as the Coast Guard, Maritime Administration and Federal Maritime Commission. Another Transportation and Infrastructure Committee subcommittee will have jurisdiction over the nation's dredging opera- Coast Guard and Maritime Rep. Howard Coble (R-N.C.) Rep. James Traficant (D-Ohio) Fisheries Wildlife and Oceans Rep. Jim Saxton (R·N.D.) Rep. Gerry Studds (D·Mass.) tions, dams and locks. Called the Water Resources and Environment Subcommittee, it will be headed by Rep. Sherwood L. Boehlert (R-N.Y.). The third committee to absorb part of the work of the former Merchant Marine and Fisheries Committee will be the new House Public Lands and Resources Continued on page 8 House Creates New Panel to Study Maritime Revitalization The House National Security Committee has approved the formation of a panel charged with developing legi·slation to revitalize the U.S.-flag merchant fleet. In the prior session of Congress, this work was handled by the House Merchant Marine Subcommittee. However, that group was disbanded under rules adopted by the House on January 4. A panel differs from a subcommittee in that it can create legislation but cannot have bills referred to it. Panels also are limited in length of service, generally lasting six months. Subcommittees are fully functioning parts of the whole committee. They can create bills, have legislation referred to them from other committees and have no time limit on their duration. Named to head the group is Representative Herbert H. Bateman (R-Va.), who also serves as the chairman of the committee's Military Readiness Subcommittee. In accepting the chairmanship, Bateman said the panel "will assess ways to reverse the alarming reductions in the number ofU.S.flag vessels, which are critical to Continued on page 8 3 �4 FEBRUARY 1995 SEAFARERS LOG Earthquake Shatters Kobe Port's Cranes Ships Docking in Other Ports A major earthquake that devastated the port city of Kobe, Japan has left shipping lines scurrying to find alternative ports. Kobe, Japan's second largest city, had been that nation's largest conta iner port until an earthquake registeri ng 7 .2 on the Richter scale rumbled through the area on the morni ng of January 16. The port handled, on average, 2.7 million containers annuaJJy. SIU-contracted operators SeaLand and American President Lines (APL) both had major operations in Kobe. Both companies' facilitie suffered major damage. The four container cranes located at the Sea-Land facility on Rokko Island derailed during the quake. One of the cranes also was bent in the tremor . At the APL facility on Port Island, the company lost all three of its cranes lo derai lment. However, like Sea-Land, no APL ships were tied up at the dock when the quake occurred. Major Repairs Needed "It's a disaster over there," noted Frank Riley, vice president for labor relations at APL. He said engineers from the company's headquarters in Oakland, Calif. had arrived in Kobe on January 23 and were "speaking in tenns of months for repairs" in their initial reports. Both islands suffered major land damage when the landfill from which they were built buckled, cracked and rolled. This affected the container storage areas as well as roads and bridges leading to and from the islands. Sea-Land and APL are competing with other companies to use smaller dock and storage spaces available at various other ports in Japan, like Tokyo, Nagoya, Yokohama and nearby Osaka, which also suffered damage to its container facilities. Speculation in the press on the time it may take to rebuild the Kobe port facilities range from six months to three years. LNG Operations Continue Another SIU-contracted company, Energy Transportation Corp. (ETC), uses port facilities in Osaka, which is across the bay from Kobe. No ETC ships, which transport liquified natural gas from Indonesia to Japan, were in port at the time of the earthquake. According to George Reiily, ETC' s vice president for marine personnel, the company has been able to dock at the port and offload with no trouble. "The only problem we have encountered is getting fresh stores to the ship," Reilly relayed to the Seafarers LOG. "Because so many of the roads have been damaged, we are having difficulties getting fresh milk and other foods to the ships. But we are working on it." The earthquake is being called the worst to affect Japan since World War II-in terms of loss of life and cost to the infrastructure. It was centered approximately 20 miles from Kobe and struck just before 6 a.m. local time. AP PhotolKY.odO The port city of Kobe, Japan was devastated by a January 16 earthquake, powerful aftershocks and tires caused by ruptured pipes, leaving the city bereft of its vital transport arteries such as the Osaka-Kobe highway in photo inset. Damage to port facilities from the 7.2 Richter scale quake has forced ships to secure berths in Tokyo, Osaka and other Japanese cities. European Shipping Survives Floods Despite the worst flooding in the 20th century across northern Europe, deep sea vessel operations in port cities in Germany, Belgium and the Netherlands are not slowing down. Deep Sea Shipping OK "Our vessels have not been impacted," stated William Summers, a spokesman for SIU-contracted Sea-Land Service. "No ship operations have been affected. The flooding mainly affects inland and intermodal operations." The flooding began in late January following several days of torrential rain. Also, winter temperatures in Europe have been Bill Allowing Export of Alaska Oil On U.S.-Flag·Ships Before Congress Efforts are under way in both bodies of Congress to lift the ban on the export of Alaska North Slope oil as long as the crude is carried aboard U.S.-flag vessels. Bills introduced in both the House and the Senate on January 4, the first day that the 104th Congress met in Washington, D.C., seek to end the 22-year restriction on the export of Alaska North Slope oil. Presently, U.S.-flag vessels carry the oil from Alaska to domestic ports on the West Coast, as called for by the Jones Act. Both the House and Senate versions of the legislation state that "the oil shall be transported by a vessel documented under the laws of the United States and owned by a citizen of the United States." Known as H.R. 70 in the House, the bill has been referred to the House Resources Committee, headed by Rep. Don Young CR-Alaska). H.R. 70 is sponsored by Rep. Bill Thomas CR-Calif.) and has bipartisan support from 13 fellow legislators. The counterpart bill in the Senate,S.70,isbeforetheSenate Banking Committee, whose chairman is Sen . Alfonse D'Amato (R-N.Y.). Sponsoring the bill is Sen. Frank Murkowski (RAlaska). Co-sponsors include Senators Ted Stevens CR-Alaska), John Breaux (D-La.) and Howell Heflin (D-Ala.). warmer than normal, causing earlier snows to melt. While flood waters have reached port cities, no oceanshipping companies are reporting any problems. Barge traffic on the Rhine River in Germany as well as the Maas and Waal rivers were halted for a time. Barges carry many of the containers that are transported across Europe. While some containers that were being sent to deep sea ports are stranded, most companies are Rivers Out of Control Flooding in northern Europe has forced nearly a half million residents to leave their homes as of February 1. Besides Germany, Belgium and the Netherlands, rivers in France and Luxembourg also have left their banks. Random Drug Test Pool Reduced by Federal Regs New federal rules requiring alcoho I testing programs and extension of drug testing programs impact the maritime industry by lowering the random rate for drug testing to 25 percent of employees, from the previous 50 percent. The testing program, which will affect more than 7.4 million employees who perform safety-sensitive functions in In letters sent last month urging members of Congress to support the legislation, the presidents of the SIU, District No. 1MEBA and American Maritime Officers said removal of the Ala ka North Slope oil export ban would help keep America's independent tankertleetonthehighseas,aswell as "promote our military security by extending the life ofourmilitarily useful tanker fleet." Applicants Must Be Screened For Use of Illegal Substances Tankers Necessary for Defense Energy Secretary Hazel O'Leary stated last month that she support the lifting of the export ban and expects to urge Congress to enact uch a mea ure, according to press reports. Last year, the Department of Energy released a report stating that lifting the ban would create new jobs both on land and at sea as well as raise revenues that could reduce America' export deficit. The law banning the export of Alaskan oil wa instituted in 1973 following the first Arab oil embargo. The legislation was designed to make the United State more energy independent. The Export Administration Act, which includes the ban on the export of Alaskan oil, expired last yearwithoutacongressionalextension. However, the Clinton administration issued an executive order keeping the Act in place. The U.S. Coast Guard last month issued a final rule that requires chemical testing for use of dangerous drugs of all applicants for issuance or renewal of merchant mariner's documents (also known as z-cards or MMDs), licenses or certificates ofregistry. The new regulation, which implements provisions of the Oil Pollution Act of 1990 (OPA '90), becomes effective on March 24. It also require applicants for a first endorsement as an AB, lifeboatman, QMED or tankerman to be chemically tested for drug use. There are exceptions to the testing requirement. An applicant will not be required to undergo chemical testing if he or she provides evidence of having passed a chemical test for dangerous drugs within the previous six months, with no subsequent positive chemical tests during the remainder of the sixmonth period. A test also is not necessary if Similar bills to repeal the ban using U.S.-flag tankers were introduced in both chambers of Congress last year. Neither the House nor the Senate completed work on the legislation before Congress adjourned. finding alternate routes . Many carriers have made provisions to move containers by truck and rail to keep their operations moving as smoothly as possible. the applicant, during the previous 185 days, has been subject to a random testing program for at least 60 days and did not fail or refuse to participate in a chemical test for dangerous drugs. Additionally, with regard to unlicensed personnel, because ABs, QMEDs and tankermen must take a physical (which ineludes a drug test) when sitting for those respective ratings, only entry ratings and prospective lifeboatmen who do not meet the exemption standards are affected by the new rule. "From a practical standpoint, it's almost the same as what's already going on," said Lt. Commander Ken McKinna of the U.S. Coast Guard's Merchant Vessel Personnel Division. Moreover, because of random and pre-employment testing already in practice, along with the fact that the SIU requires drug tests of all entry ratings, the new testing rule creates little or no procedural change for most Seafarers. transportation industries, went into effect on January 1. In fact, each transportation industry where the positive, industrywide rate for random testing is less than 1.0 percent for two consecutive years, wilJ have its random testing rate dropped to 25 percent, according to the new rules. The regulations, issued by the U.S. Department of Transportation, do not apply to the maritime industry with respect to preemployment, post-accident, random and probable-cause testing. This is because the Oil Pollution Act of 1990 (OPA '90) already requires the testing of mariners for drug and alcohol use. Additionally, other regulations requiring post-accident and probable-cause alcohol testing of mariners have been in effect since the mid-1980s. Testing Pool Can Increase Should the U.S . Coast Guard receive data that the reported positive random testing rate is equal to or greater than 1.0 percent, the minimum annual percentage rate for random drug testing will return to 50 percent of all covered crewmembers. The new regulations now require random drug-testing of employees who have safety-sensitive transportation jobs (in rail, air, truck and other transport services) in the public and private sectors. �SEAFARERS LOG FEBRUARY 1995 5 Lakes' Seafarers Reflect on '94 Season Crews Anticipate Brief Layup And Early Fitout he productive, nonstop '94 Great Lakes sailing season came on the heels of the most severe winter in 16 years, recalled several Lakes Seafarers in interviews with the Seafarers LOG. Now signing off their vessels after working well into the new year, Lakes mariners looked back on an exceptionally mild winter in the last few months of '94 and this January. "December and January were unusually mild and we never really had extremely cold weather. It was more like a chilly October," Watchman Ronnie Dandrea told a reporter for the Seafarers LOG. "The St. Clair usually lays up around Christmas, so it was a long season," added the watchman, who signed off the ship last month. The St. Clair sailed until midJanuary when it docked for the winter in Superior Harbor in Duluth, Minn. The 770-foot American Steamship vessel is a self-unloader which primarily carries coal from Superior, Wis. to St. Clair, Mich. for Detroit Edison, a local power company. ii QMED William Coriel pumps the St. Clair's tanks while the vessel docks for the winter at Superior Harbor in Duluth, Minn. St. Clair Gateman Jae Bergstrom took the photos accompanying this story while the SIU crewmembers were preparing their ships for layup Getting ready to clean the St. Clair's in Duluth, Minn. cargo holds one last time before Commodities In Demand winter layup is Gateman Tim It was not only mild weather Frankovich. that contributed to a banner year for U.S.-flag Great Lakes carriers; an unrelenting demand for the iron ore, stone, steel and grain cargoes also kept the Lakers traversing Lakes Michigan, Superior, Erie, Huron and Ontario and calling at such ports as Milwaukee; Marquette, Mich.; Cleveland; Alpena, Mich.; and Rochester, N.Y. QMED Thomas Tucker, who Conveyorman Marvin helped prepare the Sam Laud Schmitz also signed off the St. Clair. He noted that the season's After signing off of the St. Clair for the for layup, notes the March 25 high demand for commodities winter, Conveyorman Marvin opening of the Soo Locks on other than coal caused the Schmitz (left) and Second Cook his calendar before beginning American Steamship vessel to Raymc:md Maynard fill out vacation his winter vacation. visit a number of ports and carry forms in the Duluth hall. different cargoes from the usual. "It was a very busy year, a good year. We went into a lot of different ports and had some cargo changes," said Schmitz. Ronnie's twin brother, Donnie Dandrea, a wiper who also signed off the St. Clair after helping prepare it for the winter layup, said, "It was an exceptionally good season with lots of loads, and with the mild winter it really was incredible. Thank goodness Filling out a change of address for the weather. Last year was so form in the Duluth hall after horrible, and usually it [Lake SuChecki.ng.inwiththeDulu~hunionhall signing off the American perior] is so frozen by now that after signing off the Indiana Harbor Mariner is Porter Edward you can't even move the boats," are Bosun Mark Fraley (left) and OS Ringsred. he added. Brian Surhigh. The Lake Carriers' Association, an organization of U.S.-flag shipping companies on the Lakes, reported that all movement of cargo on the Great Lakes had halted by the end of January. The 1994 navigational season marked a record year-a total of 116 million tons of cargo was moved on the Lakes. Sailing Season Ends "To prepare the St. Clair for winter, we had to put the strings ~mt, which is the process of sec.urmg the boat to the dock usmg cable wires and mooring lines. It _- - - - - Twin brothers AB Ronnie Dandrea (left) and Wiper Donnie Dandrea file for vacation pay at the SIU hall in Duluth, Minn. AB Bill Padgett picks up a form for his annual physical after layup of the Indiana Harbor at Superior Harbor in Duluth, Minn. QMED Glen Lahti makes sure the St. Clair's generator is working properly before signing off for the winter. secures the vessel in order to protect it from strong winds, solid ice and major storms," recalled Ronnie Dandrea. He added that deck department members also must store all safety gear until the spring inspection. At that time, Coast Guard officials come on board to check the quality of the equipment, including life rings, jackets, survival suits, rafts and lifeboat equipment. QMED/Oiler Ricky Couillard recently signed off the Sam Laud, an American Steamship self-unloader that transports mostly stone to various ports in the Great Lakes region. To ready the ship for layup, Couillard and other engine department memhers aboard the Sam Laud performed general engine maintenance work such as rebutting the ballast pump, replacing power packs and clutch work. Seafarers' Winter Plans However short or long the winter break in sailing may be, Seafarers who sail on the Great Lakes intend to take full advantage of their time off. Many members cited spending time with their families as their first priority while others stated their winter days would be spent in solitude-relaxing and doing nothing at all. "I plan to do as little as possible," noted Ronnie Dandrea. "I always look forward to my winter break, but after a few weeks I can't wait to get back to sailing," the watchman said. Jae Bergstom, a gateman from Superior, Wis., noted, ''I look forward to the close of the season because it means I will get to spend time with my family." (Bergstom also took the pictures accompanying this story of crewmembers on board the St. Clair and Indiana Harbor when they arrived for the winter layup in Duluth.) Wheelsman Lowell Amundson, who recently signed off American Steamship's H. Lee White, stated he plans to visit his grandchildren for the winter break. The White was the last vessel on the Lakes to sail through the Soo Locks before they closed for the season on January 15. Fitout Predictions Due to the continued high demand for cargoes on the Great Lakes, combined with the betterthan-average winter conditions, many Seafarers as well as industry represen ta ti ves predict fitout could begin with the reopening of the Soo Locks on March 25. "This was a very good year, and it looks like the 1995 season will be off to a great start," stated Schmitz. "There is a big demand for ore on the Great Lakes now, and I think this will be a short winter for Seafarers on the Lakes. I think we will see fitout in a couple of months. " "I am looking forward to fitout in March. There is just more cargo than in years past, and we need to be there to deliver," said Second Cook Raymond Maynard, who was one of the last crewmembers to sign off the St. Clair after preparing the ship for layup. "Everyone is talking about fitting out in March," said Amundson. Glen Nekvasil of the Lake Carriers' Association said fitout could begin as soon as the locks re-open-which has not always been the case, especially with last year's buildup of ice. "The weather has really been mild, and there have not been any major delays because of ice," Nekvasil told a reporter for the Seafarers LOG. "Because this winter season has been so busy, there is every indication that it will pick up again in March. That doesn't leave us much time for a layup. Even before the season was completely wrapped up, everyone was already looking toward spring-and that is a good sign," he added. �6 SEAFARERS LOG FEBRUARY 1995 comply with the Coast Guard's deadline of December 28, 1994. The requirement of showing ability to pay huge sums particularly is tough for independent operators, because they are not of the American exclusive do not carry hazardous substan- affiliated with parent companies that have vast financial resources. economic zone (which extends ces as cargo. 200 nautical miles off the U.S. It Was Touch and Go Establishing Responsibility coast) to tranship or lighter oil Additionally, because the rule (whether delivering or receiving) Methods for establishing destined for a place subject to the financial responsibility include states that insurers and other jurisdiction of the United States. evidence of insurance, surety providers of financial responThey also apply to all other ves- bond, qualification as a self-in- sibility will be subject to direct acsels using the navigable waters of s urer, guarantee and other tion from claimants, the traditional the U.S. or any port subject to evidence. (Any one or combina- marine liability insurers balked at American jurisdiction (since they tion of these means may be used offering the new coverage. But late last year, two competcarry bunkers which may be by an operator to show proof of ing companies (Shoreline Mutual spilled). ability to pay for spills.) The cost of securing the certificates can be and First Line) were formed which Exempt from the rule are as much as $200,000 per year for offered the coverage to vessel public vessels, including ships a large tanker. owners. In a last-minute rush, owned by the military and hundreds of tanker owners secured private ships bareboat-chartered Due to the costs and com- the certificates before the deadline. by the military; and non-self- plexities involved in obtaining the First Line and Shoreline also certificates, there was concern that are offering coverage for drytanker owners might not be able to cargo vessels. Dry-Cargo Ships, Tank Barges Need COFR 1,000-Plus Tankers Prove Ability to Pay Spill Damages More than 1,000 self-propelled tankers now are in compliance with a federal regulation that requires shipowners and operators to guarantee their capacity to pay for costs and damages resulting from an oil spill or other hazardous materials spill. Tank barges and dry-cargo ships are the next vessels which will need certificates of financial responsibility in order to comply with a U.S. Coast Guard rule that stems from both the Oil Pollution Act of 1990 (OPA '90) and the Comprehensive Environmental Response, Compensation and Liability Act (CERCLA), which was passed in 1980. Tank barges must be in compliance by July 1. The date for dry-cargo ships depends on when a particular vessel's existing certificate of financial responsibility, expires, but all vessels must be certified by the end of 1997. According to newspaper reports, as many as 4,000 drycargo ships will need new certificates by the end of this year. Rule Application The financial responsibility requirements are applicable to all owners and operators of U.S. and foreign-flag vessels of more than 300 gross tons that use the waters ===M=a=rt=im=e=B=r=ie=rs==~ll ~:~;;:~:;;::Force Plan Balances la.=1 Coast Guard Rule Would Permit Single-HullTankerlightering •1i1··~1 rD11•t n•a""n•n~n, rn11i•11nment ., •• The U.S. Coast Guard has proposed a rule that would designate . , J . . . V• I . , . l#U~·j :I~ i;~ lightering zones in the Gulf of Mexico in order to alJow single-hull Creating regional dredged efforts, without compromising tankers to off-load oil in that area. material planning groups and environmental protection, to If established, the three lightering zones each would be more than 60 1· d ·f · h h · · f 1 h · · al d miles from the baseline from which the United States' territorial sea is entI ymg t e c aractensttcs 0 reso ve t e navigatwn an ensuccessful federal, state and local vironmental concerns that have measured. Single-hull tankers could lighter within the zones until partnerships for use in planning long stymied the dredging of our January 1, 2015. The operations of double-hull tankers and single-hull tankers con- efforts are among 18 separate nation's ports," Pefia stated in a forming to standards set by the Oil Pollution Act of 1990 (OPA '90) recommendations for improving press conference announcing essentially would be unaffected by the proposed rule, since those vessels the dredging process of U.S. release of the report. could continue lightering in traditional areas. Vessels that previously ports. They were issu~ in late "Because 95 percent of were not allowed to operate within the waters of the U.S. exclusive Decemb~r as part of an mteragen- America's foreign commerce is economic zone (which extends 200 nautical miles off the U.S. coast) cy working group, convened by carried by ships and foreign trade percent of our would be permitted to lighter only in the three designated zones-off the Secr~tary _of. Transport~tion accounts for coasts of Texas, Louisiana and Mississippi. Fedenco Pena m 1993, to mves- Gross Domestic Product our tigateandsu~estmeth~ to.ensure ports are vital to our national that the nation can mam~ ~d security and economy," the develoJ? needed port ~a?ty while Secretary of Transportation conBill Introduced to Recognize prot;ectmg and conservmg lillportant tinued. "Yet many ports are loWorld War II Merchant Mariners cated in or near some of our enYironmental resources. One of the first bills introduced this year in the House is one that The report, entitled "The nation's most environmentally would extend World War II veterans status to merchant mariners who Dredging Process in the United sensitive areas such as wetlands, began sailing between August 15, 1945 and December 31, 1946. Sponsored by Rep. Jack Fields (R-Texas), the Merchant Mariners States: An Action Plan for Im- estuaries and associated fisheries, Fairness Bill (H.R. 44)-which is supported by the SIU-would give provement," has two major objec- all of which have economic, veterans status to more than 2,000 retired merchant mariners. The bill, tives: to promote greater certainty recreational and aesthetic value. which has 16 co-sponsors, has been referred to the House Committee on in the dredging project review Coordinated action to resolve Veterans' Affairs. process and to facilitate effective conflicting interests is important H.R. 44 is intended to correct what its backers believe is an obvious long-term strategies for addressing to our national interest." mistake by the U.S. Department of Defense. In 1988, that department named dredging and disposal needs at the August 15, 1945 (the day the Japanese surrendered) as the cutoff date for national and local levels. Six Agencies Comprise Group awarding veterans status to merchant seamen who sailed during World War Chaired by Deputy Maritime Adopted by six federal agenIL This date was selected despite the facts that former President Hany Administrator Joan Yim, the incies, the action plan focuses on Truman declared December 31, 1946 as the official end of World War II teragency group included parhostilities and that military personnel who began serving between August four problem areas: strengthening ticipants from the Maritime the existing planning mechanism, 15, l 945 and December 31, 1946 received war veterans status. enhancing coordination and com- Administration, Army Corps of munication in the dredging ap- Engineers, Environmental p ro v a 1 process, addressing Protection Agency, Fish and scientific uncertainties about Wildlife Service, National Karl Luedtke, president of dredged material and identifying Marine Fisheries Service and OfSIU-contracted Luedtke Enconsistent and efficient ways to fice of Ocean and Coastal gineering Company, which is Resource Management. fund dredging projects. based in Frankfort, Mich., passed Additional representatives to away December 23 due to heart MTD Commends 'First Step' the group came from the White failure. He was 64. The report was welcomed by House Office on Environmental Luedtke Engineering was the AFL-CIO Maritime Trades Policy, the Office on Managefounded in 1930 by Karl Department (MTD), representing ment and Budget, the Navy, the Luedtke' s father. Karl joined the 42 affiliated unions whose mem- Department of Transportation, business in 1955, and in 1967 he became president. bers earn their living in marine- the Office of the Secretary and the He was a past president of the Coast Guard. related work. Northern Chapter of the Michigan Other recommendations listed "It is our sincere hope that this Society of Professional EnNational Dredgjng Action Plan in the report include developing gineers, past director of the River will prevent future regulatory public outreach and education Karl Luedtke and Harbor Improvement Asreview logjams," said MTD programs, providing guidance to sociation and past president of the President Michael Sacco, who relevant agencies on opporAmerican Association of Small sister and six grand-children. Dredging and Marine Construction Luedtke maintained an excel- also serves as president of the tunities for using dredged material, updating guidance on Companies. He also was a member lent working relationship with the SIU. of the Society of American Military SIU, recalled Byron Kelley, vice William F. Zenga, National disposal site monitoring requireEngineers and the Permanent Inter- presidentoftheunion's Lakes and Vice President of the MTD, ap- ments, en uring that dredged national Association of Navigation Inland Water Di trict. "I worked plauded the interagency working material management planners Congresses. with him for 25 years. He always group for preparing a report "that work with pollution control agenAdditionally, Luedtke served treated his employees as equals will serve as a basis to improve cies, reviewing federal studies to on the Frankfort School Board of and he was very down-to-earth," the regulations and planning pro- determine whether changes are Education for 20 years (including said Kelley. cedures that now govern dredging needed to better integrate several years as president) and Approximately 60 Seafarers and dredged material disposal economic and environmental obwas co-founder and chairman of are employed by Luedtke Enjectives and revising legislation the board of West Michigan Na- gineering, a full-service marine projects in the U.S." to ensure better planning of tional Bank in Frankfort. "This report responds to Presiconstruction company that operates He is survived by his wife, four throughout the Great Lakes Basin dent Clinton's request last year dredging projects. The list of recommendations children, his mother, brother, and the upper Mississippi River. that federal agencies double their 20 Luedtke President Dies at 64 U, also includes establishing national and regional dredging issues teams, scheduling meetings among interested agencies for potentially controversial dredging projects, developing and distributing a permit application checklist which identifies information required from applicants, developing or revising procedures for coordinating interagency review, establishing a national agreement to clarify roles and coordination mechanisms between agencies and clarifying and improving the guidance used to evaluate contaminants from dredged materials. The action plan additionally suggests looking at ways to identify the practical barriers to managing contaminated sediments and identify a means to reduce the volume of material which must be dredged. The last two recommendations deal with funding: revising the Water Resources Development Act to establish consistent federal and local sponsor cost sharing of dredged material disposal methods and determining the feasibility of a fee for open-water disposal for nonfederal dredgjng projects. In concluding the dredging report, · the interagency group stated its belief that the 18 recommendations (which are not listed in any specific order of importance) represent an approach to the dredging process which recognizes the economic benefits of improving and maintaining U.S. ports and channels and addresses environmental concerns associated with dredging and dredged material disposal. It anticipates that most of the recommen da ti o ns can be initiated immediately. Others may require a bit more time due to needed legislative or regulatory modifications. National and regional dredging teams are expected to replace the current interagency working group and have been given the responsibility for implementing the action plan. Co-chaired by the Army Corps of Engineers and the Environmental Protection Agency, with representatives from the departments of Transportation, Interior and Commerce, the teams are expected to convene early this year. �FEBRUARY 1995 SEAFARERS LOG Boat Operators Need Radar Endorsement February 15 marks the deadline for mariners to comply with a new federal regulation which requires towboat operators to hold a radar-observer endorsement. Issued last November by the U.S. Coast Guard, the rule extends the endorsement requirement to licensed operators and all other pilots of radar-equipped, uninspected towboats which are 26 feet or more in length and which operate on U.S. waterways. Deadline This Month As of February 15, such mariners must have the radar endorsement before testing for original licenses, renewal licenses or upgraded licenses. A provision of the regulation stipulates that mariners who already have a towboat operator's license but no radar endorsement may take a four-hour radar operation course, by February 15, which will result in obtaining a radar certificate that is valid as an endorsement until the mariner's license expires or is renewed or upgraded. (This is a potential time-saver for boatmen, as courses which lead to earning a radar endorsement take anywhere from several days to weeks to complete.) But licensed operators who do not obtain a radar certificate by February 15 must secure a radar endorsement in order to maintain the validity of their respective licenses. In other words, after February 15, operators' licenses will not be valid without the radar endorsement. Three Categories Towboat operators licenses and radar-observer endorsements expire after five years. Since the expiration dates of a mariner's license and his or her radar endorsement may differ, license renewal does not terminate the radar endorsement, which may be renewed at any time. Formerly, only operators of vessels of at least 300 gross tons were required to hold a radar endorsement (known as radar observer/unlimited). But the new regulation added two types of radar endorsements-radar observer/inland and radar observer/rivers-as well as specifying which subject matter must be covered in radar observer courses. Lundeberg School Classes Anticipating the rule and the new categories, the Paul Hall Center for Maritime Training and Education included three separate radar observer courses (unlimited, inland and rivers) in its vocational upgrading schedule this year. All are approved by the Coast Guard, as is the four-hour radar operation course which the Paul Hall Center's Lundeberg School has been conducting since November at SIU halls throughout the country (see accompanying article). In fact, the SIU, the Lundeberg School and SIU-contracted companies had a hand in developing the new rule. They participated last year in meetings of the Towing Safety Advisory Committee (TSAC), which is a congressionally mandated group consulted by the Coast Guard on safety matters. The SIU also has testified before Congress that stricter safety regulations governing the inland industry are needed. Rule Stems from Disaster The rule requiring a radar endorsement for towboat operators was spawned by the fatal derailment of Amtrak's Sunset Limited passenger train in September 1993 near Mobile, Ala. Fortyseven people were killed in that disaster, as the train derailed and plunged into the Big Bayou Canot justminutesafterabargepushedby the tugboat MV Mauvilla rammed into a railroad bridge over the bayou, knocking the railroad tracks severely out of alignment. In the wake of the accident, Congress ordered a thorough study of marine safety issues related to uninspected towing vessels . One of the ensuing recommendations called for operators of radar-equipped towing vessels of26 feet or longer to hold radar endorsements. With Training at the Lundeberg School In classes held at union halls, the Paul Hall Center is assisting SIU tugboatmen, such as the Norfolk-based Seafarers above, to obtain a radar-observer certification that will run concurrently with their present towboat operator's license. Port Courses Enable SIU Boatmen To Meet Feb. 15 Radar Deadline In response to new federal rules which require towboat operators to possess a radar-observer endorsement, the Paul Hall Center for Maritime Training and Education last month continued its series of port-to-port radar operation courses. The four-hour class, conducted by the Paul Hall Center's Lundeberg School, was held at SIU halls in Norfolk, Va.; Philadelphia; Mobile, Ala.; New Orleans (twice); Wilmington, Calif.; Algonac, Mich.; Jacksonville, Fla.; and at the Paul Hall Center in Piney Point, Md. The course also was taught at the SIU hall in Houston late last year. Additional classes are scheduled to take place this month at the SIU hall in San Juan, P.R. (Feb. 2 and 6) and at Piney Point (dates to be determined). Upon completing the fourhour course, Seafarers receive a radar certificate which is valid as an endorsement until his or her operator's license expires or is renewed or upgraded. However, in accordance with the new regulation, the four-hour course will not be available after February 15. Informative and Convenient Similarly, Jerry Stillman, a pilot boat operator who sails with the Maryland Pilots Association, said that the classroom-style course in Norfolk helped build on his knowledge. "We already do a lot of the (radar) work in our heads, but it's nice to actually see it on a board," he stated. "It brought to life what a lot of guys had taken for granted." Also taking the class in Norfolk was Captain Raymond Charnock, an employee of Piney Point Transportation. "I enjoyed all of it. Even with 25 years of experience, you learn something new every day, and this helped me," said Charnock. Course Well-Received Seafarers who took the course in Mobile also praised its content. "It was really, really helpful and everyone got something out of it," said Captain Joe Tucker, who sails with Crescent Towing. "The presentation was done so that everyone could understand all the information, and I appreciate the union bringing (the class) to us." Said Doug McClure, a boat operator with Pilot Service Corporation, "It was very educational, and everyone from Pi lot Service got to attend. The information is something we will use each time we look at a radar screen." To the north, Deckhand Larry Potts, who attended the class at the Philadelphia hall, said the instructors were thorough and accurate. ''They went over everything and it was very clear. It was geared toward practical aspects of when you're looking at the screen, rather than plotting, blind spots, etc.," said Potts, who works for Turecamo Coast/Harbor Towing Corp. He added that the course content is extremely important: "You might only need to use that knowledge once or twice, but you'll need it badly." 7 �B FEBRUARY 1995 SEAFARERS LOG SIU Asks Court to Void APL Flag-Out Waiver Continued from page 3 serviced by its subsidized U.S. containerships. The lawsuit of the unions, which represent unlicensed crewmembers working aboard APL vessels, points out that APL' s submission to MarAd requesting the waiver admits that the new C-11 cargo vessels will be used as "'replacements for the over-age or inadequate vessels in our present fleet."' APL currently receives operating differential subsidy (ODS) from the government for its 19 U.S.-flag containerships. These funds, which will expire in 1997, allow the company's vessels to compete with foreign-flag ships that are crewed by seamen paid substantially less than American mariners and that do not have to meet U.S. government-mandated safety, construction, tax and environmental standards. Additionally, the foreign-flag liner companies generally are subsidized by their governments or are under government control. foreign-flag vessels on an essential service not only in directcompetition with its subsidized U.S.-flag fleet, but also to replace those taxpayer subsidized vessels, and crews, with foreign vessels and foreign crews," the unions contend in their courtfiled document. in an actual national emergency, and foreign crews have no allegiance to the United States that would suggest their willingness to put themselves in harm's way in defense of, to them, a foreign country." For example, the unions point to APL' s recent announcement that the company had contracted with a Cypriot ship management group to operate and crew the new C-1 ls. Such an arrangement suggests that in the event of an American military conflict, APL will not have direct control of its vessels or have available a pool of seafarers responsible to the company and the United States to operate the ships in dangerous zones. The unions' lawsuit asks the court to overturn MarAd' s decision because the agency erred in allowing APL to operate foreign-flag ships that would compete against its govemmentsubsidized U.S.-flag vessels; a decision that was contrary to U.S. law and regulations. The court filing argues that MarAd made its decision with insufficient findings and without due process. It also states that the MarAd's granting of the waiver exceeded the agency's powers. The lawsuit seeks a court order declaring the waiver granted to APL to be null and void. The lawsuit has been assigned to Judge Stanley S. Harris. The next move in the court case is APL' s. The company must answer the SIU' s lawsuit charges and file those responses with the U.S. District Court for the District of Columbia. Budget-Driven Congress Looks at Food Aid Cuts Ship Groups Join Coalition to Keep U.S. Foreign Assistance Programs Surplus American commodities that in the past have been purchased by the U .S . government, donated to impoverished citizens in underdeveloped nations and, for the most part, shipped on U.S.-flag vessels, may no longer find their way across the seas if budget-cutting legislators succeed in slashing funds for these food aid programs. Joining together to fight cuts to foreign food assistance programs are volunteer relief agencies such as CARE and Catholic Relief Services, U.S. agricultural interests and American maritime organizations, including the SIU. Under the banner "Alliance for Food Aid," the groups are urging congressmen and senators to maintain funding for the surplus commodities foreign assistance programs, which are known as P.L. 480, section 416 and Food for Progress. Agricultural Act of 1949. Under this provision of the law, bulk food stuffs, such as grain, are given to needy countries. The Food for Progress program stems from the Food for Progress Act of 1985. It donates food commodities in exchange for pledges from the recipient governments that steps will be undertaken to MarAd Had Other Options advance their countries' agriculThe unions' lawsuit points out tural markets and entrepreneurs. that Mar Ad had other options Other laws govern how the than to grant APL a waiver to government-donated food aid is operate the new cargo carriers transported to the receiving party. under foreign ship registries. For These are cargo preference laws, example, MarAd could have inwhich require that a certain percluded the six containerships centage of U.S. government carunder APL's current ODS congoes be carried on American-flag tract and eliminate the subsidies vessels. The Cargo Preference of certain older vessels in its fleet, Act of 1954 (which amended the the lawsuit states. Merchant Marine Act of 1936) esAnother aspect of the decision tablished that at a minimum, 50 to allow the flag-out came under percent of American government attack in the unions' lawsuit. As cargoes must be shipped by part of its rationale for allowing privately-operated U.S. carriers, the exemption, MarAd stated that with the exemption of Department unless the waiver was granted of Defense supplies, 100 percent of pro mp ti y, "the new vessels would Developing Nations Benefit which must be transported on likely be sold to a foreign owner P.L. 480, also known as the American-flag ships. upon delivery beginning in May Agricultural Trade Development 1995 with the result that the Shipped on U.S. Carriers and Assistance Act of 1954, con'An Anathema' to the Act United States would have no sists of three programs. The first, In 1985, during Congress' The effect of the waiver ready access to the vessels in time title I, extends grants to lesser debate on the comprehensive packgranted by MarAd "is to per- of national emergency." developed nations that are in tum age of agricultural initiatives mit...the driving out of subsidized used to buy American-grown or known as the farm bill, that is taken What Really Happens U.S.-flag vessels" on two essenproduced food. Title II, the up by the elected officials every In strong language, the unions' tial trade routes, states the SIU second program under P.L. 480, five years, the Merchant Marine lawsuit counters that "it should be suit. "The waiver provision of donates U.S. commodities to Act of 1936 again was amended, Section 804 was not intended to self-evident that the way to endeveloping countries. These food this time upping the minimum perof vessels in sure the availability allow APL foreign-flag vessels to products are then distributed centage of agricultural foreign aid compete directly with APL U.S.- national emergencies is for those through voluntary relief agencies. cargoes to be transported on US.flag vessels on taxpayer sub- vessels to be U.S.-flag vessels Title III calls for funds to govern- flag ships to 75. sidized routes," the lawsuit notes. manned by U.S. crews, not ments of underdeveloped nations foreign-flag vessels manned by "It is an anathema to the entire The total amount of funds althat are used to promote advances premise of the Act that a sub- foreign crews, particularly when located to P.L. 480 and section in those countries agricultural sidized U.S.-flag operator would the governments of those foreign416 programs was $1.6 billion in systems. be given permission to operate flag vessels may prohibit their use Section 416 is a part of the fiscal year 1994. For fiscal year 1995, $1.3 billion is slated. The Alliance for Food Aid has noted that the amount of funds allocated for these programs has decreased substantially in the past few years. The Alliance points to fiscal year 1993 funding which Continued from page 3 stood at $2.3 billion. tions assigned to the National matters handled by each commit- policies. He also stated that while the Committee, chaired by Rep. Don Security Committee, Transporta- tee and subcommittee. A ruling SIU opposed the dismantling of Food Aid: Double Benefits Young (R-Alaska). Its Fisheries, tion and Infrastructure Commit- from the parliamentarian is exthe House Merchant Marine and The coalition group, in its tee and Public Lands and pected shortly. Wildlife and Oceans SubcommitNoting that maritime issues Fisheries Committee, the union commu~ications to repretee, operating under Rep. Jim Resources Committee, as outSaxton's (R-N.J.) hand, will take lined in this article, have one will be handled by committees views the transfer of maritime is- sentatives and senators, notes that more formal step to take in the that will be concerned with many sues to the National Security the food assistance programs not up fisheries legislation. House. The chamber's par- other subjects, SIU President Committee as a positive develop- only increase good will towards House Changes: One More Step liamentarian will make a final Michael Sacco noted that the ment. 'The new Congress' action the United States and its citizens The maritime-related jurisdic- determination on the specific union has a big job to do educat- demonstrates a strong under- among the poor of lesser ing the congressmen and senators standing of the essential role of the developed countries, but also who have new responsibilities merchant marine in the nation's serve American interests as well. Senate Commerce, Science overseeing the nation's shipping defense strategy," Sacco said. The funds allocated to P.L. 480, and Transportation Committee . - - - - - - - - - - - - - - - - - - - - - - - - - - .!section 416 and Food for Progress Maritime Jurisdiction Distributed in House; Senate Merges Marine, Transport Subcommittees The Senate Commerce Committee has jurisdiction over maritimelegislation. The Committee's subcommittee on surface transportation and merchant marine is charged with the responsibility of first working with a maritime-related bill, before it goes before the full Commerce Committee. Listed below are the 104th Congress' members of the Commerce Committee and its Merchant Marine and Surface Transportation Subcommittee (in bold): ori~nted REPUBLICANS Larry Pressler (S.D.), Chmn. Trent Lott (Miss.) Subcommittee Chmn. Bob Packwood (Ore.) Ted Stevens (Alaska) John McCain (Ariz.) Conrad Burns (Mont.) Slade Gorton (Wash.) Kay Bailey Hutchison (Texas) Olympia Snowe (Maine) John Ashcroft (Mo.) Natl·onal Securi·ty Commi·ttee • Pl an T0 Propose U.S. Sh Ip Continued from page 3 DEMOCRATS Ernest F. Hollings (S.C.), Ranking Member sustaining the country's military sealift capabilities." National Security Committee Chairman Floyd D. Spen~e (RDaniel K. Inouye (Hawaii), S.C.) announ~ed the creat10n ?f Subcommittee Ranking the P.anel dunng t~e first pub~1c Member meetm~ of the National Secunty Wendell H. Ford (Ky.) Committee o!1 January 10. The J. James Exon (Neb.) panel also will l?ok ~t .ways to John D. "Jay" Rockefeller (W.Va. help the U.S. sh1pbm~dmg proJohn F. Kerry (Mass.) gram. ~~teman, a longtime fnend John Breaux (La.) of m~tlme,. rel?resents ~he conRichard Bryan (Nev.) gress10nal d1stnct that mcludes Byron L. Dorgan (N.D.) a!1d .the the port of Norfolk, Ne~port News Sh1pbu1ldrng facility. --------------------------J ya. Joining Bateman on the panel is Rep. Randy "Duke" Cunningham (R-Calif.), who has been named as its vice chairman. Other members of the bipartisan panel are expected to be anounced later this month. An organizational meeting will be held shortly after the panel is named. The National Security Committee has jurisdiction over legislation dealing with the national security aspects of the U.S. merchant marine, including financial assistance for the construction and operation of vessels, as well as the maintenance of U.S. shipbuilding and ship repair industry. programs are. in effect, recycled in the American economy, the Allianceargues. By purchasing surplus American agricultural commodities, such as seed oils, grains, and other foods, U.S. farmers and related industries benefit By shipping the goods on American-flag vessels, the nation's merchant marine is strengthened, which contributes to U.S. sealift capacity, supports U.S.-owned companies and keeps seafaring jobs for American citizens. The Alliance for Food Aid's efforts to halt cuts in the nation's foreign food assistance programs are presently directed to members of the House Budget Committee, which is considering ways in which to reduce federal spending. �FEBRUARY 1995 SEAFARERS LOG Marmo Dies, Was Head of Vacation Plan Andy Marmo, vacation and records supervisor for the SIU, died December 20, 1994 due to complications involving his illness with cancer. He was 44 years old. Born in Brooklyn, N.Y., he began his career with the Seafarers in June 1981 asaclaims processor when SIU headquarters was located at 675 4th Avenue in his native city. When the union moved its headquarters from New York to Camp Springs, Md. in 1982, Marmo moved to Alexandria, Va. to be near the new location. Marmo continued working with the claims department until he became assistant coordinator of the Seafarers Vacation Plan late in 1982. In January 1991, Marmo took over the position of supervisor of vacations and records, a position in which he served until the time of his death. "Andy Manno will be sorely missed," said SIU President Michael Sacco. "He stuck with the union, moving when he had to. He was hardworking and conscientious, and he cared about the Seafarers he was serving." He was known simply as "Andy" to the many Seafarers who called headquarters about filing their vacation claims. "Andy was always there when you needed help. He was always there and never asked for anything in return. He always treated Louisiana-Based WWII Mariners Eligible for State Bonus of $250 As a result of legislation enacted by the Louisiana legislature and signed into law by the state's governor, World War II merchant mariners who sailed at any time from September 16, 1940 through July 25, 1947 and who resided in the state when they began their war service are eligible for a one-time bonus of $250. Surviving spouses of Louisiana-based WWII seamen also can receive the payment if their husband or wife died between September 16, 1940 and July 25, 1947 due to war-related causes. A Matter of Fairness Andy Marmo the members with respect," QMED Charlie Clausen of New York told a reporter for the Seafarers LOG. Although Marmo never married nor had children of his own, he held a special love for children. In considering this, his family has set up a memorial at the Children's Hospital in Washington, D.C. Donations in memory of Andy Marmo may be sent to Joyce Buck, Children's Hospital Foundation, P.O. Box 91896, Washington, D.C. 20090. Following a funeral service, burial took place in St. Mary's cemetery in Alexandria Marmo is survived by his father, Anthony, sisters Catherine and Betty and brothers Tony and Martin Marmo. The law which made the bonus possible was introduced by Louisiana House representatives Ken Odinet (D-Arabi), John Siracusa (D-Morgan City) and Frank Patti (D-Belle Chasse). The bill got its start when a "constituent who had been a merchant mariner came by and asked why the state didn't recognize seamen's World War II service now that the federal government did," said Representative Odinet. Odinet quickly moved to rectify the situation, introducing a bill in the House calling for a veterans benefit of $250 for Louisiana WWII seamen. The Louisiana House held hearings on the legislation in April 1993; the Senate did the same in May. Each branch of the legislature quickly passed the bill, and Governor Edwin Edwards approved the measure on May 26, 1993. Advancing the interests of WWII seamen strikes a cord for Odinet "I had an uncle who was a mariner on an Esso tanker.... He was the vessel's master." His ship, the SS Benjamin Brewster, was sunk by the Germans at the mouth of the river outside New Orleans. The high octane cargo caught fire and everyone aboard died, Odinet recalled. After the bonus bill was enacted, the Louisiana Department of Veterans Affairs established the procedures for making a bonus application. The agency began receiving applications for the onetime payment on July 1, 1994. It will continue to accept bonus requests until July 1, 1999. To apply for the $250 bonus, a mariner who believes he or she is qualified, or a surviving spouse of a Louisiana-based seaman who died in wwn merchant marine-related activities, should obtain an application form from the Louisiana Department of Veterans Affairs. The form is available by writing the department at Bonus Division; P.O. Box 94095; Capitol Station; Baton Rouge, LA 70804-9095; or calling (504) 922-0500 or sending a facsimile transmission to (504) 922-0511. The application form asks, among other questions, if the merchant mariner was "a citizen of Louisiana at time of entry into the merchant marine." It asks if the seaman sailed between September 16, 1940 and July 25, 1947. When the application is sent to the Louisiana Department of Veterans Affairs, it should be accompanied by proof of state residency at the time the seaman began first started shipping and a copy of a discharge document (such as DD 214, copy 4 or 6, or the equivalent). A spouse who has survived his or her merchant seaman husband or wife must include proof that the mariner died of a war-connected incident between September 16, 1940 and July 25, 1947. A surviving spouse also can attach proof that the· seaman was disabled due to merchant marine service (DD 1300 or the equivalent). Louisiana WWII Mariners' Bonus Eligibility: A seaman who resided in Louisiana when he began shipping and who sailed between September 16, 1940 and July 25, 1947. A surviving spouse of a seaman who meets the above-listed qualifications and who died or was disabled in warrelated experience. Application: Obtain an application form from the Louisiana Department of Veterans Affairs; Bonus Division; P.O. Box 94095; Capitol Station; Baton, Rouge, LA 70804-9095; or call (504) 922-0500 or fax (504) 922-0511 and request the material. Applications must be submitted by July Deadline: 1, 1999. Retired Bosun Dawson, Veteran of 4 Wars, Maintains Push for Strong U.S-Flag Fleet Bill Dawson may have retired from sailing in 1991, but he isn't about to stop taking part in union activities. A career merchant mariner who sailed during four wars, Dawson remains a vocal , active supporter of the SIU and of the U.S .-flag merchant fleet. The 64year-old resident of Norfolk, Va. is particularly interested in politics, because, he says, he believes the future of the American merchant marine directly is tied to lawmakers' decisions on Capitol Hill. "If we get the right politicians in office, we can save the U.S.flag fleet," says Dawson, who last year volunteered his time to campaign for pro-maritime candidates Senator Chuck Robb (D-Va.) and Rep. Herbert Bateman (R-Va.). "It's obvious we need to keep jobs in this country, and by now it should be obvious that we need (an American) merchant marine during wars. As the saying goes, we deliver the goods .... Maybe one day the politicians will wake up and realize that they do need an American merchant marine." Indeed, Dawson knows firsthand the active roles played by the U.S. merchant marine in support of U.S. armed forces during World War II, the Korean conflict, the Vietnam War and the Persian Gulf War. He and his fellow crewmembers aboard the Cape Ann (his final ship) were commended by the U.S. Navy for their performance during Operations Desert Shield/Desert Storm. As a charter member of the U.S. Merchant Marine Veterans of World War IT, Dawson espouses the belief that the Allied war effort would not have succeeded without the U.S. merchant marine. Of course, behind the wartime medals and commendations are grim tales of sacrifice. "I remember a time in Inchon (Korea), a landing barge took a direct hit," Dawson rec~lls. "I was sailin~ on the Duke Victory, a Bull Lmes ship, and we lowered a lifeboat and saved five men. I'm glad we sav~d them, but that was an expenence I. n~ver want to go through agam. Early Start The Sgt. Matej Kocakwas one of three Waterman Steamship vessels to participate in 'Dynamic Impact,' a recent U.S. military exercise in Turkey. The ship then sailed to Crete, where this photo of the deck department was taken. From the left are AB Reeves Homby (who sent this photo to the LOG), 3rd Mate Michael Dougherty, AB Otto Borden, Chief Mate Robert Ford, AB John Thomas, AB Gary Vargas, AB Steve Sylvia, 2nd Mate William Frappier, AB Frank Hedge, Military Liaison Gail M. Becker and Bosun Angelo Urti. But neither the dangers of war nor the date on his birth certificate could stop Dawson from shipping out in 1944-at age 14. "My whole family was either ship pilots or merchant mariners, so I knew what I wanted to do. When I was 14, I was big for my age. I could easily pass for 18, and I didn't have any trouble/' he remembers. Dawson describes his career as satisfying and says one of the highlights was completing the bosun recertification course at the Paul Hall Center in 1987. "Sailing was the only thing I knew," he adds. "It was born in me. It was Brother Dawson attends the monthly membership meetings in Piney Point, Md. and Norfolk, Va. my profession and I was proud of it, and if I had to do it all again, I'd be sailing." Worldwide travel is one of the things Dawson says he misses, but he has not had an abundance of idle time since retiring. He attends virtually all of the monthly membership meetings at the SIU hall in Norfolk and at the Lundeberg School in Piney Point, Md. He also walks the half-block from his home to the Norfolk hall almost every day, where he visits former shipmates and stays abreast of union news. In addition, Dawson is active in the Greater Tidewater Central Labor Council. "Being a Seafarer doesn't end when you stop sailing," Dawson concludes. "I look at this as a lifetime commitment, and I'm proud to be part of the union." 9 �10 FEBRUARY 1995 SEAFARERS LOG Seafarers Praise New Tanker Safety Course Paul Hall Center's Four-Week Class Is Rigorous but 'Worth the Time' Ten Seafarers last month became the first group to complete the full-length tanker operation/safety course at the Paul Hall Center for Maritime Training and Education in Piney Point, Md. The four-week class, which blends hands-on training and classroom instruction, is open to all Seafarers and is required of all SIU members who sail on tankers. SIU members who took the course described it as valuable, informative and challenging. "There's a lot of material to cover. I expanded my knowledge of OPA '90, proper safety equipment and IG (inert gas) systems (which are used to lower the explosive limits in tanks)," said OMU Tom Steinke, who most recently sailed on the Overseas Alaska. Steinke, 37, also stated that the confined-space safety practical training was "very, very good" and that he gained valuable knowledge about deck operations. "I've got a much better idea of what's going on above the engineroom, and that can only help." Bosun Mike Galbraith, 39, who graduated from the Lundeberg School in 1977, said he was "surprised at the volume of material. Learning how to use the Chemical Data Guide and the Emergency Response Guidebook was particularly helpful. The course as a whole will help me when I go back on the tankers." (The Chemical Data Guide for Bulk Shipment by Water and the Emergency Response Guidebook both are published by the U.S. Department of Transportation and in part were created as aids for mariners.) Full Curriculum Galbraith, Steinke and their classmates were introduced to the chemical and physical properties of petroleum products, along with flammability traits, toxicity/asphyxiation characteristics and health hazards associated with exposure to petroleum products. They reviewed how to correctly monitor tanks for oxygen deficiency and take other meter readings with atmospheric monitoring equipment. Other topics and exercises included: • Creating site-specific shipboard safety plans. • Reviewing final rules on benzene products. • Troubleshooting and basic maintenance of monitoring gear. • Extensive confined-space safety training and rescue operations aboard the Empress II, the Lunde berg School's modem training barge. • Fit-tests using respirators and other breathing apparatus and emergency equipment. • An introduction to fire chemistry and other aspects of firefighting, including fire hazard awareness and iden- A course highlight for a number of students was the confined-space Part of the four-week course teaches students how to use the proper safety training (shown in photo above), involving simulated rescues protective gear for a specific job. of incapacitated crewmembers. tification; fire prevention via vapor control; fire prevention by ignition source control; fire extinguishing equipment; firefighting techniques and fire/emergency duties. • Tanker construction and safety. Additional areas of study included different types of oils, medical surveillance, vessel oil pollution prevention, national pollution contingency plans, water pollution, water program requirements and removal of oil and other hazardous substances. Students also covered regional oil removal contingency plans; rules for protecting the marine environment; vessel pollution prevention equipment design and approval requirements; site safety, organization and coordination and more. "I encourage all of my fellow two-week pilot course in OcElectrician/Oiler Tom tober, and their input was utilSnead said that the hands-on members to take the course." training proved particularly useful and also commended the Lundeberg School instructors. "Testing spaces for combustibility and toxicity was one of the best parts of the course," said the 27-year-oldSeafarer. "I got a lot out of the practical wo_rk, and overall I learned quite a bit." Second Pumpman/OMU Jose Martin Ramirez, 3 9, stated that the bottom line on the tanker operation/safety class is that "it will help us do our jobs better, increase our knowledge about safety and operations. In the long run, it's better for us and for the companies. Response to OPA '90 Establishment of the course was agreed upon during negotiations between the union and SIU-contracted tanker companies. Developed in response to the Oil Pollution Act of 1990 (OPA '90) by Lundeberg School instructors, the class represents "an ongoing effort to promote safety and efficiency aboard SIU-contracted tank vessels," noted Augie Tellez, SIU vice president for collective bargaining. Six Seafarers and four members of the American Maritime Officers (AMO) completed a ized to help curriculum. refine the The SIU members who in January took the four-week course also offered critiques, as wiil members of future classes. "Later this year, we']] probably meet again with representatives of the (SIU-contracted) tanker companies to further hone the course content," noted Lundeberg School instructor Jim Shaffer, who teaches a segment of the tanker operation/safety course. "Students' input also will be an important consideration as we continue fine-tuning the curriculum." Everyone Benefits Chief Steward Dorothy Barnes said she believes her fellow galley gang members will benefit from the new course. "It's an excellent opportunity for members of the steward department. It makes you aware of different hazards and what you' re really dealing with on tankers," said Barnes, who has upgraded several times at Piney Point. A 13-year member of the SIU, Barnes added that the class "was more than worth my time and effort, you better believe it. The hazmat and oil spill training taught me a lot, I learned how to check for gases, and the rescue Seafarers who completed the tanker operation/safety course are (from left) Ben Cusic (instructor), Larry simulation on the Empress was Watson, Thomas Steinke, George Dehlmar, Tom Stead, Michael Galbraith, Dorothy Barnes, William valuable." Foley, Edward Rynberg, Jose Martin Ramirez, Nester Valentin Martinez and Jake Karaczynski (instructor). �FEBRUARY 1995 SEAFARERS LOG TAX TIPS 11 SPECIAL SUPPLEMENT FOR SEAMEN SEAftflREBS Preparing a tax return for the U.S. Internal Revenue Service can be a difficult job, particularly if you are a seaman away from home in the months leading up to the filing deadline-April 17, 1995. Presented on this page and the following three are handy tax tips that have been prepared especially for seamen. Mariners will find information on filing for extensions, which overseas U.S. embassies have tax information, state tax requirements and much more. The LOG welcomes comments from Sea/arers on this guide so that future tax tips for seamen can continue to provide helpful information. WHICH RECORDS TO KEEP Keep records of income (such as receipts), deductions (for example, canceled checks) and credits shown on the tax return, as well as any worksheets used to figure them, until the statute of limitations runs out for that return, usually 3 years from the date the return was due or filed, or 2 years from the date the tax was paid, whichever is later. However, it is recommended that all records be kept for about 6 years. Change of Address: If an individual has changed his or her address from the one listed on that person's last tax return, IRS Form 8822 should be filled out and filed with the agency. Death of a Taxpayer: If a taxpayer died before filing a required return for 1994, the taxpayer's personal representative (and spouse, in the case of a joint return) must file and sign the return for that person. A personal representative can be an executor, administrator or anyone who is in charge of the taxpayer's property. rm liiiiiiiil WHATTODO WHEN OVERSEAS AT TAX TIME Should a seaman find himself or herself overseas and seeking IRS forms or IRS assistance, U.S. embassies and consulates are equipped to provide some taxpayer-related services. At a minimum, IRS forms are available at all U.S. embassies and consulates. The U.S. embassies and consulates located in the following cities can provide IRS assistance: Bonn, Germany; Caracas, Venezuela; London, England; Mexico City, Mexico; Nassau, Bahamas; Ottawa, Canada; Paris, France; Riyadh, Saudi Arabia; Rome, Italy; Sao Paulo, Brazil; Sydney, Australia, and Tokyo, Japan. WHAT ARE CONSIDERED DEDUCTIONS AND CREDITS Personal Exemption Amount: The est, insurance, taxes, licenses, maintenance, repairs, deduction for each exemption-for the individual, hjs or her spouse and dependents has increased to $2,450 per person. In 1994, the exemption deduction for high income taxpayers may be reduced or eliminated if their adjusted gross income exceeds certain threshold amounts. Standard Deducation Has Increased: The standard deduction, or dollar amount that reduces the amount that is taxed, has increased for most people (see box below to the right). Because of this increase, it may be to an individual's benefit to take the standard deduction this year even if that person has itemized deductions in the past. Personal Interest Deductions: For 1994, personal interest cannot be deducted. Personal interest includes interest on car loans, credit cards and personal loans. Interest on Secured Loans Deductible: Interest paid on mortgages or secured loans is 100 percent deductible. Union Dues Deduction: Union dues, including working dues, are deductible only if they exceed 2 percent of adjusted gross income. If they do, only the portion over the 2 percent is deductible. SPAD contributions have never been deductible. Deducting Work-Related Expenses: Expenses associated with a seaman's work may be considered tax deductible. However, no expense can be deducted for which a seaman has been reimbursed by the employer. Travel to the union hall to register or travel to the union's designated medical facility to take the required physical and drug tests are examples of expenses which are workrelated but not reimbursed by the company. Members of the galley crew may deduct the costs of knives and other equipment they personally own but use when on a ship performing their work duties. The purchase of work-related clothing and other gear, as long as it is truly for work and not paid for by the employer, are likely to be considered tax-deductible. Deducting Work-Related Car Expenses: Use of a personally-owned automobile in work-related travel can result in deductible expenses. Two methods can be used to compute automobile expenses--either listing a standard mileage rate or determining actual cost. On the tax return due April 15 of this year, the IRS is accepting a standard mileage rate of 29 cents per mile. Parking fees and tolls can be added when using the standard mileage rate. If using actual expenses, information must be available on all operating-related costs for the vehicle, including inter- depreciation, gas, oil, tolls and parking. In either the standard mileage rate or the actual cost method of determining car expenses, accurate records should be kept. The IRS recommends keeping a log book or diary listing all expenses related to travel. Only work-related expenses not reimbursed by an employer can be claimed. Deducting Work-Related Meals When Traveling: Workers in transportation are allowed a special rate on the meal allowance of $32 per day in the continental U.S. and $36 per day outside the continential U.S. Otherwise the IRS standard meal allowance is generally $28. In some locations it is $36, and in Hawaii and Alaska it is computed differently. Travel expenses, including meals, can only be deducted if directly related to one's work and if they have not been reimbursed from any other source. Limit on Itemized Deductions: In 1994, itemized deductions may be limited for individuals earning more than $111,800 of federal adjusted gross income (or $55,900 if married and filing separately). Earned Income Credit: A refundable earned income credit (EiC) is available to certain low income individuals who have earned income and meet certain adjusted gross income thresholds. Effective for tax year 1994, an individual does not have to have a qualifying child to be eligible for this credit if certain conditions are met. Different credit percentages and phase-out percentages are provided based on the taxpayer's income level and the number of qualifying children eligible, if any. The maximum credit allowed is as follows: Taxpayers with income less than $9,000 and no qualifying children - $306 maximum credit; taxpayers with income less than $23,750 and with 1 qualifying child - $2,038 maximum credit; taxpayers with income less than $25,296 and with 2 or more qualifying children - $2,528 maximum credit. If the earned income credit reduces the income tax liability below iero, a refund will be granted by the IRS. Taxpayers should use form 1040, schedule EiC to see if they are eligible for the credit. Dependent's Social Security Number: If an individual claims an exemption for a dependent who is at least 1 year old by December 31, 1994, he must list the dependent's social security number on Form 1040 or Form 1040A. A social security number requirement applies to all dependents (not just children) cJaimed on the tax return who are at least 1 year old. WHERETO GET INFORMATION General Information: 1-800-829-1040 can be called for general information. IRS staff answer questions from 8:00 a.m. to 4: 15 p.m. Monday through Friday. Publications: 1-800-829-3676 operators will take orders for publications. "#17 Your Federal Income Tax" and "#552 Record Keeping for Individuals" are two publications that many people find especially useful. Walk-In Help: IRS representatives are available in many IRS offices around the country to help with tax questions that cannot be answered easily by telephone. To find the location of an IRS office, look in the phone book under "United States Government, Internal Revenue Service." Telephone Help: The IRS is prepared to answer questions by phone. Through the agency's taxpayer information service, publications covering all aspects of tax-filing can be ordered. The federal Tele-Tax system has recorded tax information covering more than 18 major topics. 1-800-829-4477 is the IRS' s automated Tele-Tax system. When calling from a touch tone phone, the letter "R" or number "7'' will repeat the topic and the letter "C" or number "2" will cancel the message. To listen to a directory of topics after the introductory message finishes, dial 123. This telephone service is available from 7:00 a.m. until 11 :30 p.m. Send IRS Written Questions: Written questions regarding the tax returns can be sent directly to an IRS District Director (see page 12 for the addresses of IRS regional offices). Include a social security number with the letter. STANDARD DEDUCTIONS This is the standard deduction chart for most people. If a taxpayer is 65 or older or blind, there are additional standard deductions. (Note that the personal exemption deduction is $2,450.) Filing Status Standard Deduction Single. $3,800 Married filing joint return or Qualifying widow( er) $6,350 Married filing separate return . . $3,175 Head of household $5,600 �12 SEAFARERS LOG FEBRUARY 1995 NOTICES OF INCOME RECEIVED Employer W-2's: Employers are required to mail W-2 forms to employees by January 31, 1995. If an individual believes he or she is missing W-2's, contact the employer. For seamen who have used a union hall as a return address, check with the SIU port agent to determine if a W-2 has been sent to that address. Seafarers Vacation Plan W-2's: If a Seafarer has received monies from the SIU Vacation Plan (SVP), he or she should receive a W-2 from that fund. Seafarers who have received SVP monies but who have not received a W-2 from the plan should contact their union hall or call Ms. Peggy Page at the SVP office in Camp Springs, Md.: (301) 899-0675, ext. 4353. Unemployment Compensation-1099-G: Unemployment compensation (insurance) is fully taxable. By January 31, 1995, an individual who has received unemployment compensation should receive a Form 1099-G showing the total unemployment compensation paid during 1994. Use line 20 on the tax return to report unemployment compensation. H • WHICH INCOME NEED NOT BE REPORTED The following kinds of income do not need to be reported on the federal tax return: Benefits from government welfare programs. Jones Act settlements for injuries, pain, suffering, medical costs. Maintenance and Cure. Workers' compensation benefits, insurance damages , etc. for injury or sickness. Disability retirement payments (and other benefits) paid by the Veterans ' Administration. Child support. Gifts, money or other property inherited or willed. Dividends on veterans' life insurance. Life insurance proceeds received because of a person' s death. Amounts received from insurance because ofloss of the use of a home due to fire or other casualty to the extent the amounts were more than the cost of normal expenses while living in the home. Certain amounts received as a scholarship. rn B WHICH INCOME TO REPORT In addition to wages, sa1aries, tips, unemployment compensation, capital gains, dividend payments and other income listed on the federal tax return, the following kinds of income must be reported. Amounts received in place of wages from accident and health plans (including sick pay and disability pensions) if employer paid for the policy. Life insurance proceeds from a policy cashed in if the proceeds are more than the premium paid. Wages , salaries, tips, etc. Allocated tips (box 8) Dependent care benefits (box 10) Gambling winnings (box 1) Mortgage interest Points paid on a mortgage (box 2) Stocks, bonds, etc . (box 2) Canceled debt {box 2) Ordinary dividends (box 1b) Capital gain distributions (box 1c) W-2 W-2 W-2 W-2G 1098 1098 1099-B 1099-C 1099-DIV 1099-DIV Investment expenses 1099-DIV Unemployment compensation (box 1) 1099-G 1099-G State or local income tax refund (box 2) 1099-INT Interest income (box 1) 1099-INT Early withdrawal penalty (box 2) 1099-INT Interest on U.S. savings bonds and Treasury obligations (box 3) 1099-MISC Other income 1099-R Distributions from IRAs Distributions from pensions, annuities, etc. 1099-R Capital gain (box 3) 1099-R Gross proceeds from real estate transactions (box 2) 1099-S Buyer's part of real estate tax 1099-S *NOTE: If you have not received this form, please (e.g., employer, bank, etc.) Income Records. These include any Forms W-2, W-2G and 1099. Itemized deductions and tax credits. Medical and dental payment records. Real estate and personal property tax receipts. Interest payments records for items such as a home mortgage or home equity loan. Records of payments for child care so an individual could work. Step 2. Get any forms, schedules or publications necessary to assist Original Issue Discount. in filing the return. IRS Publication 17 entitled "Your Federal Income Tax for Use in Preparing 1994 Returns" is the most comprehensive guide the agency has issued this year. Most IRS offices and many local banks, post offices and libraries have publications designed to provide individuals with information on correctly filing tax returns. Step 3. Fill in the return. Step 4. Check the return to make sure it is correct. Distributions from self-employed plans. Step 5. Sign and date the return. Form 1040 is not considered a valid Profits from corporations, partnerships, estates and trusts. Endowments. Bartering income (fair-market value of goods or services received in return for services). Tier 2 and supplemental annuities under the Railroad Retirement Act. Lump-sum distributions. Gains from the sale or exchange (including barter) of real estate, securities, coins, gold, silver, gems or other property (capital gains). Accumulation distributions from trusts. Prizes and awards (contests, raffles, lottery and gambling winnings). Earned income from sources outside the United States. Director's fees. Fees received as an executor or administrator of an estate. Embezzled or other illegal income. The most common form to use when filing one's income tax is the 1040. But income may come from many sources, not just wages and salaries. Listed below are some of the different kinds of income an individual may receive, on which form that income is received by the individual, and where that income should be reported on Form 1040. If the individual itemizes deductions, any state or local income tax withheld from these forms should be reported on Schedule A, line 5. Form Received from Income Source• Step 1. Get all records together. Jones Act settlements for lost wages. WHERE TO REPORT CERTAIN KINDS OF INCOME WHEN USING THE STANDARD 1040 FORM Source of Income Received HOW TO PREPARE ATAXRE'nJRN Where to Report Income Income on Form 1040, Page in IRS Instruction Book Form 1040, line 7 See Tip Income on page 15 Form 2441 , line 11 Form 1040, line 21 Schedule A , line 1O** Schedule A, line 1O** Schedule D Form 1040, line 21 Form 1040, line 9 See instructions for Form 1040, line 13, page 16 Form 1040, line 9, and Schedule A, line 22 Form 1040, line 19 See instructions for Form 1040, line 10, page 16** Form 1040, line Ba Form 1040, line 28 See instructions for Form 1040, line Sa, page 15 Form 1040, line 21 ** See instructions for Form 1040, lines 15a and 15b, page 17 See instructions for Form 1040, lines 16a and 16b, page 17 See instructions on Form 1099-R Form 2119 (or Form 4797 or Schedule D if the property was not your home) See instructions for Schedule A, line 6, page A-2** contact the source of the income **If the item relates to an activity for which you are required to file Schedule C, CEZ, E or F, or Form 4835, report the taxable or deductible amount allocable to the return unless signed. A spouse must also sign if it is a joint return. Step 6. Attach all required forms and schedules. Attach the first copy ofCopyB of Forms W-2, W-2Gand 1099Rto the front of the Form 1040. Attach all other schedules and forms behind Form 1040 in order of the attachment sequence number. If tax is owed, attach the payment to the front of Form 1040 along with Form 1040-V (original only). Write name, address, phone number, social security number and form number on your check or money order. Rounding Off to Whole Dollars: Cents may be rounded off to the nearest whole dollar on the tax return and schedules. To do so, raise amounts from 50 to 99 cents to the next dollar. For example, $1.39 becomes $1 and $2.50 becomes $3. Fast Refund: If a tax refund is expected for 1994, instead of mailing the return to the Internal Revenue Service, it can be filed electronically. When filed electronically, a refund will bereceivedinabout3 weeks, orin2 weeks if it is deposited directly into a savings or checking account. For a charge, many professional tax return preparers offer electronic filing in addition to their return preparation services. If an indi victual prepared his or her own return, a preparer or transmitter in their area can file the return electronically. For a list of who can file a tax return electronically in any given area, call the IRS toll-free number, 1-800-829-1040, and ask for the Electronic Filing Office. WHERE TO FILE Tax returns should be mailed to the Internal Revenue Service Center designated forthe area in which the taxpayerlives. These addresses are listed below. No street address is needed for the IRS. For individuals living in the following states Use this address Florida, Georgia, South Carolina IRS Atlanta, GA 39901 New Jersey, New York (New York City and counties of Nassau, . Rockland, Suffolk and Westchester) IRS Holtsville, NY 00501 New York (all other counties} , Connecticut, Maine, Massachusetts, New Hampshire, Rhode Island, Vermont IRS Andover, MA 05501 . . . . . . IRS Kansas City, MO 64999 Delaware, District of Columbia, Maryland, Pennsylvania, . Virginia IRS Philadelphia, PA 19255 Indiana, Kentucky, Michigan, Ohio, West Virginia IRS Cincinnati, OH 45999 Kansas, New Mexico, Oklahoma, Texas . . . . . IRS Austin, TX 73301 Alaska, Arizona, California (counties of Alpine, Amador, Butte, . Calaveras, Colusa, Contra Costa, Del Norte, El Dorado, Glenn, Humboldt, Lake, Lassen, Marin, Mendocino, Modoc, Napa, Nevada, Placer, Plumas, Sacramento, San Joaquin, Shasta, Sierra, Siskiyou, Tehama, Trinity, Yolo and Yuba), Colorado, Idaho, Montana, Nevada, North Dakota, Oregon, South Dakota, Utah, Washington, Wyoming IRS Ogden, UT 84201 California (all other counties) . . . . . . . . . . . . . . . . Hawaii IRS Fresno, CA 93888 Alabama, Arkansas, Louisiana, Mississippi, North Carolina, Tennessee IRS Memphis, TN 37501 American Samoa . . . . . . IRS Philadelphia, PA 19255 Guam (permanent residents) Department of Revenue and Taxation 378 Chalan San Antonio Tamuning, GU 96911 Puerto Rico (or if excluding income under section 933) . . . . . . . . . . . nonpermanent residents of Virgin Islands, nonpermanent residents of Guam IRS Philadelphia, PA 19255 Virgin Islands (permanent residents) . . . . . . . . . . . . . . . . . . . . . V.I. Bureau of Internal Revenue Lockhart Gardens No. 1-A Charlotte Amalie St. Thomas, VI 00802 Illinois, Iowa, Minnesota, Missouri , Wisconsin All A.P.O. or F.P.O. addresses . . . . . . . . .. . . . . . . . . . . . . . . . . IRS Philadelphia, PA 19255 �SEAFARERS LOG FEBRUARY 1995 13 r-----------------------------------------------------------------------, DEADLINE for filing TAXES: APRIL 17, 1995 HOW TO FILE AN EXTENSION IRS Form 4868 can be used to ask for a fourmonth extension to file IRS Form 1040A or Form 1040. An individual requesting an extension is under no obligation to explain why the additional time is needed. Filing of the form gives an individual until August 15, 1995 to file his or her 1994 federal tax return. The IRS will contact the individual directly only if the request for an extension is denied. To extend the period of time in which one can file his or her tax return, that individual must correctly fill out Form 4868 and pay all of the tax monies due (as noted on line 6 of the form). If the filing of Form 4868 and the subsequent four-month extension to file does not provide the individual with enough time, he or she can then file Form 2688, known as "Application for Additional Extension of Time to File U.S. Individual Income Tax Return." Another option open to the person seeking more time in which to file is to write a letter to the IRS stating the reason the extension is necessary and mail it to the correct IRS location (see "Where to File" on page 12 in this supplement). An individual seeking an extension is advised by the IRS to file Form 4868 before filing Form 2688. At right is Form 4868 which may be used by Seafarers to file for an extension. This form will be recognized by the IRS. Additional copies of Form 4868 are available by calling the agency's toll-free number which is dedicated to tax form requests. That number is 1800-829-3676. Also, Form 4868 is available from all main IRS branch offices. And if a Seafarer finds himself or herself overseas, he or she can obtain the form from any U.S. embassy or consulate. It is important to bear in mind that the filing of Form 4868 requesting an extension does not get one offthe hook from having to pay any taxes due. Form 4868, when sent in, must be accompanied by all tax monies due the U.S. government from the individual filing the extension. The deadline for filing the form and the taxes due is April 17. II Form 4868 Application for Automatic Extension of Time To File U.S. Individual Income Tax Return OMB No. 1545-0188 ~®94 Department of the Treasury Internal Revenue Service Please Type or Print Your first name and initial Last name Your social security number If a joint return, spouse's first name and initial Last name Spouse's social security number Home address {number, street, and apt. no. or rural route). If you have a P.O. box, see the instructions. City, town or post office, state, and ZIP code I request an automatic 4-month extension of time to August 15, 1995, to file Form 1040EZ, Form 1040A, or Form 1040 for the , for the fiscal tax year ending , 19 calendar year 1994 or to , 19 1@11 Individual Income Tax-You must complete this part. Total tax liability for 1994. This is the amount you expect to enter on Form 1040EZ, line 9; Form 1040A, line 27; or Form 1040, line 53. If you expect this amount to be zero, enter -0-. Caution: You MUST enter an amount on line 1 or your extension will be denied. You can estimate this amount, but be as exact as you can with the information you have. If we later find that your estimate was not reasonable, the extension will be null and void. 2 3 Total payments for 1994. This is the amount you expect to enter on Form 1040EZ, line 8; Form 1040A, line 28d; or Form 1040, line 60 (excluding line 57) . . . . . . . . . . . . . BALANCE DUE. Subtract line 2 from line 1. If line 2 is more than line 1, enter -0-. If you are making a payment, you must use the Form 4868-V at the bottom of page 3. For details on how to pay, including what to write on your payment, see the instructions . . . . . . . . ..,.. 1@111 .,__2--+-----+-- 3 Gift or Generation-Skipping Transfer (GST) Tax-Complete this part if you expect to owe either tax. Caution: Do not include income tax on lines Sa and Sb. See the instructions. If you or your spouse plan to file a gift tax return (Form 709 or 709-A) for 1994, } Yourself ..,.. generally due by April 17, 1995, see the instructions and check here . . Spouse ..,.. 4 D D 5a Enter the amount of gift or GST tax you are paying with this form. Also, you must use the Form 4868-V at the bottom of page 3. . . . . . . . . . . . . . . . . . . b Enter the amount of gift or GST tax your spouse is paying with t~ls form. Also, you must use the Form 4868-V at the bottom of page 3 . . . . . . . . . . . . . . . 1--Sa~-------+--- 5b Signature and Verification Under penalties of perjury, I declare that I have examined this form, including accompanying schedules and statements, and to the best of my knowledge and belief, it is true, correct, and complete; and, if prepared by someone other than the taxpayer, that I am authorized to prepare this form . ~ ~ Your signature Date ~ Spouse's signature, if filing jointly Preparer's signature (other than taxpayer) Date Date If you want correspondence regarding this extension to be sent to you at an address other than that shown above or to an agent acting for you, please enter the name of the agent and/or the address where it should be sent. Name Please Type or Print Number and street (include suite, room, or apt. no.) or P.O. box number if mail is not delivered to street address City, town or post office, state, and ZIP code 4868 (1994) ______________________________________________________________________ _J For Paperwork Reduction Act Notice, see page 3. Cat. No. 1~l141W Form Seafarers are welcome to use the above form in case they need to file for an extension for income tax returns. The form is an exact duplication and will be honored by the Internal Revenue Service. Filing an extension does not exempt a Seafarer from paying any taxes owed the IRS. SEAFARERS AND STATE TAXES The law prohibits employers from withholding state and local taxes from the wages of seamen working aboard U.S.-flag ships. Specifically, the law [46 USCA 11108(11)] provides that "no part of the wages due or accruing to a master, officer or any other seaman who is a member of the crew on a vessel engaged in the foreign, coastwise, intercoastal, interstate or noncontiguous trade shall be withheld pursuant to the provisions of the tax laws of any state, territory, possession or commonwealth, or a subdivision of any of them, but nothing in this section shall prohibit any such withholding of the wages of any seaman who is employed in the coastwise trade between ports in the same state if such withholding is pursuant to a voluntary agreement between such seaman and his employer." The law, however, does not exempt seamen from paying state and local taxes. A seaman, just like any other citizen of any given state, must meet his or her obligations to the government of the area in which he or she lives. Each state has a set of criteria to determine whether an individual is a resident of that state. A seaman should check with a state tax office ifhe or she is unsure as to his residency status. For example, in California during the early 1970s, a case before the California State Board of Equalization stated that a merchant seaman-despite the fact that he was on a ship for 210 days of the year-was a resident of the state for tax purposes. The board took into consideration the fact that the seaman owned a home in California and maintained a bank account in a California-based bank. Additionally, each state has established conditions under which non-residents of that state must pay a portion of state tax if such an individual earned income from a source based in that state. Many states allow a credit in the amount an individual must pay the state if that person has already paid taxes in another state. On page 14 in this issue of the Seafarers LOG is a chart for seamen to use if questions arise on residency and state tax issues. It includes a list of phone numbers of state tax boards and offices to call for more information. It also provides information on what each state considers to be taxable income for residents. The chart indicates that seven states do not require state taxes to be paid of its residents, and three states limit state taxes to profits earned from investments but do not consider wages subject to taxation. ADDITIONAL STATE TAX INFORMATION ON NEXT PAGE �Ill 14 SEAFARERS LOG STATE TAX LIABILITY AND WHERE TO GET ADDITIONAL INFORMATION RESIDENT'S TAXABLE INCOME STATE OFFICE ADDRESS Alabama Subject to state income tax on all income. Alaska Arizona Arkansas No state tax. Subject to tax on entire net income. A credit is only allowed for taxes paid to the other state on income derived from sources within that state which are taxable under that state's laws without regard to the residence or domicile of the recipient. No credit is allowed if the other state allows residents of Arizona a credit against taxes imposed by that state for taxes paid to Arizona Subject to state income tax on all income. Dept. of Revenue, Income Tax Division, 1021 Madison Ave., P.O. Box 327490, Montgomery, AL 36132-7490 De~t. of Revenue, P.O. Box 110420, Juneau, AK 99811-0420 Dept. of Revenue, P.O. Box 29086, Phoenix,~ 85038-9086 Tax Administrator, P.O. Box 3628, Little Rock, AR 72203-3628 California Subject to state income tax on all taxable income. Taxpayer Information, P.O. Box 942840, Sacramento, CA 94240-0000 Colorado Subject to state income taxation on federal adjusted gross income with certain modifications. Subject to state income taxation based on federal adjusted gross income with certain modifications. Subject to state income taxation on federal adjusted gross income with cerlain modifications. Subject to DC income tax on net income. Taxpayer's Assistance, 1375 Sherman St., Denver, CO 80261 STATE Connecticut Delaware District of Columbia Florida No state tax. Georgia Subject to tax on federal adjusted gross income less certain items. Hawaii Subject to tax on entire income; credit is allowed for taxes paid to another state which is paid on income derived from sources outside the state. Subject to tax on federal taxable income with a credit for income taxes paid to another state or territory. Subject to tax on federal adjusted gross income with certain modifications. Idaho Illinois Indiana Iowa Kansas Kentucky Louisiana Maine Maryland Massachusetts Subject to tax on federal adjusted gross income with certain modifications and with the possibility of a credit for state taxes paid to another state. Subject to tax on federal adjusted gross income with modifications and with the possibility of a credit against Iowa tax for taxes paid to another state on income subject to tax in Iowa. Subject to tax on federal adjusted gross income with certain modifications. Subject to tax on federal adjusted gross income with certain modifications. Subject to tax on all income reportable for federal purposes with certain exceptions. Subject to tax on taxable income with the possibility of a reduction of taxes for taxes paid to another jurisdiction. Subject to tax on federal adjusted gross income with certain modifications. Minnesota Subject to a tax on federal adjusted gross income. A credit for taxes paid to other states is allowed. Subject to tax on federal adjusted gross income allocable to sources within Michigan. Subject to tax on federal adjusted gross income with certain modifications. Mississippi Missouri Subject to tax on entire net income. Subject to tax on Missouri taxable income with certain modifications. Montana Subject to tax on federal adjusted gross income with certain modifications. Credit for taxes paid to other states is allowed. Subject to tax on federal adjusted gross income with certain modifications. Michigan Nebraska Nevada New Hampshire New Jersey New Mexico New York No state tax. Subject to tax on interest and dividends over $1 ,200. Subject to tax on entire New Jersey gross income; credit is allowed for tax paid to another state on income subject to New Jersey income tax. Subject to tax on federal taxable income with certain modification and with the possibility of a credit for taxes paid to another state. Subject to tax on federal adjusted gross income with certain modifications. Taxpayer's Assistance, 25 Sigourney St., Hartford, CT 06105 Division of Revenue, State Office Bldg., Ninth & French Streets, Wilmington, DE 19801 Taxpayer Assistance Office, 1 Judiciary Square, 441 Fourth St., NW, Suite 550 North, Washington, DC 20001 Taxpayer Assistance Section, 5050 W. Tennessee St., Bldg. I, Tallahassee, FL 32399-0100 Dept. of Revenue, 322 Plaza Level, West Tower, Floyd Bldg., Atlanta, GA 30334 First Taxation District, Oahu District Office, P.O. Box 3559, Honolulu, HI 968113559 Tax Commission, P.O. Box 56, Boise, ID 83756-0201 Taxpayer Information Division, The Willard Ice Bldg., 101 West Jefferson, P.O. Box 19044, Springfield, IL 62794-9044 Taxpayer Information, 100 N. Senate Ave., Room N105, Indianapolis, IN 462042253 Taxpayer Service Section, Iowa Dept. of Revenue and Finance, P.O. Box 10457, Des Moines, IA 50306 Taxpayer Assistance Bureau, Docking State Office Bldg., 915 Harrison, 3rd floor, Topeka, KS 66612-1588 Revenue Cabinet, 200 Fair Oaks Lane, Frankfort, KY 40620-0001 Taxpayer Information, P.O. Box 3440, Baton Rouge, LA 70823-0001 Bureau ofTaxation, P.O. Box 1067, Augusta, ME 04332-1067 Comptroller of the Treasury, Revenue Administration, Annapolis, MD 21411-0001 Massachussetts Dept. of Revenue, 100 Cambridge St., Boston, MA 02204 Taxpayer Information, Treasury Bldg., 430 W. Allegan St., Lansing, Ml 48922 Dept. of Revenue, Taxpayer Information, 10 River Park Plaza, St. Paul, MN 55146-4450 Tax Commission, P.O. Box 23050, Jackson, MS 39225-3050 Dept. of Revenue, Truman State Office Bldg., Room 330, Jefferson City, MO 65101 Dept. of Revenue, P.O. Box 5805, Helena, MT 59604 Taxpayer's Assistance, 301 Centennial Mall South, P.O. Box 94818, Lincoln, NE 68509-4818 Deet. of Taxation, Caeital Comelex, Carson Ci~. NV 89710-0003 Taxpayers Assistance Office, P.O. Box 637, Concord, NH 03302-0637 Taxpayer Information, 50 Barrack St., CN 269, Trenton, NJ 08646-0269 Tax & Revenue Dept., P.O. Box 360, Santa Fe, NM 87509-0630 Taxpayer's Assistance, W.A. Harriman State Campus, Bldg. 8, Albany, NY 12227 Dept. of Revenue, Revenue Bldg., 501 N. Wilmington St., Raleigh, NC 27640 North Dakota Subject to tax on net income with the possibility of a tax credit for taxes paid to another state. Subject to tax on federal taxable income with certain modifications. Ohio Subject to tax on federal adjusted gross income with certain modifications. Oklahoma Subject to tax on the federal adjusted gross income with certain modifications. Oregon Rhode Island South Carolina Subject to tax on federal taxable income with certain modifications ;credit against Oregon income taxes for taxes imposed by another state is allowed. Subject to tax on income with a credit for taxes paid to another state on income also subject to tax in Pennsylvania. Subject to tax on federal adjusted gross income with certain modifications. Subject to tax on entire net income. South Dakota Tennessee No state tax. Subject to tax on dividends from stock and interest on bonds. Division of Taxation, One Capitol Hill, Providence, RI 02908-5801 Dept. of Revenue, Columbia Mill Bldg., 301 Gervais St., P.O. Box 125, Columbia, SC 29214 Dept. of Revenue, 700 Governors Dr., Pierre, SD 57501-2291 Dept. of Revenue, Andrew Jackson State Office Bldg., Nashville, TN 37242-0482 Texas Utah No state tax. Subject to tax on federal taxable income with certain modifications. Taxpayer Assistance, Capital Station, Austin, TX 78774 Utah State Tax Commission, 210 North 1950 West, Salt Lake City, UT 84134 Vermont Subject to tax on federal adjusted gross income with a credit for income taxes paid to another state or territory upon income derived from sources within that state or territory. Subject to tax on federal adjusted gross income with certain modifications. No state tax Dept. of Taxes, 109 State St., Montpelier, VT 05609-1401 North Carolina Pennsylvania -- FEBRUARY 1995 Virginia Washington West Virginia Wisconsin Wyoming Subject to taxable income as defined in terms of federal adjusted gross income with modifications. Subject to tax on federal adjusted gross income with certain modifications. No state tax. Taxpayer Information, State Capitol, Bismarck, ND 58505-0599 Ohio Dept. of Taxation - Taxpayer Service, P.O. Box 2476, Columbus, OH 43266-0076 Taxpayer Information, Connors Bldg., 2501 Lincoln Blvd., Oklahoma City, OK 73194 Revenue Bldg., 955 Center St., NE, First floor, Room 135, Salem, OR 97310 PA Dept. of Revenue, Strawberry Square, Harrisburg, PA 17128-0101 Taxpayer Information, P.O. Box 1115, Richmond, VA 23208-1115 Dept. of Revenue, 415 General Admin. Bldg., P.O. Box 47454, Olympia, WA 98504-7454 Taxpayer Services, P.O. Box 3784, Charteston, WV 25337-3784 Dept. of Revenue, 4638 University Ave., Madison, WI 53705 Dept. of Revenue, 122 West 25th St., Cheyenne, WY 82002 LOCAL I TOLL-FREE NO. (205) 242-2677 (907} 465-2320 (602) 255-3381 *(800) 352-4090 Phoenix (602) 628-6421 Tucson (501) 682-1100 *(800) 882-9275 (916) 854-6500 (800) 852-5711 (303) 534-1209 (203) 566-8520 *(800) 382-9463 (302) 577-3300 *(800) 292-7826 (202) 727-6103 (202) 727-6104 ~904~ 488-6800 800 352-3671 (404) 656-4071 *(800) 338-2389 (808) 587-6515 (800} 222-3229 ~208) 334-7660 800) 972-7660 (217) 782-3336 (317) 232-2240 (515)281-3114 *(800) 367-3388 (913) 296-0222 (502) 564-4580 (504) 925-4611 (207) 626-8475 *(800) 773-7895 (410) 974-3981 (800) 638-2937 (617) 727-4545 *(800) 392-6089 (517) 373-2873 *(800) 487-7000 (612) 296-3781 (800) 652-9094 (601) 359-1141 (314) 751-7191 (406) 444-2837 ~402) 471-5729 800) 742-7474 (702) 687-4892 (603) 271-2186 (609) 588-2200 *(800) 323-4400 (505) 827-0700 (518) 438-8581 *(800) 225-5829 (919) 733-4682 (701) 328-3450 *(800) 638-2901 (614) 846-6712 *(800) 282-1780 (405) 521-3146 *(800) 522-8165 (503) 378-4988 *(800) 356-4222 (717) 783-1405 (401) 277-2905 (800) 763-1295 (605) 773-5141 (615) 741-3665 *(800) 342-1003 *(800) 252-5555 (801) 297-2200 *(800) 662-4335 (802) 828-2865 (804) 367-8031 (206) 753-5540 (304) 558-3333 *(800} 982-8297 (608) 266-2486 (307) 777-7962 • within state only SOURCE: Department of Defense, Office of the Secretary of Defense, Federal Voting Assistance Program; Voting Assistance Guide 1994-95; Appendix I. Probable State Income Tax Liability. �FEBRUARY 1995 SEAFARERS LOG Dispatchers' Report for Deep Sea DECEMBER 16, 1994 - JANUARY 15, 1995 *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C March & April 1995 Membership Meetings Deep Sea, Lakes, Inland Waters **REGISTERED ON BEACH All Groups Class A Class B Class C Piney Point Monday, March 6, April 3 Port DECK DEPARTMENT New York 48 26 7 21 2 19 58 53 10 13 Philadelphfa 4 2 3 5 1 3 0 5 8 3 12 Baltimore 7 11 4 6 8 3 6 0 0 Norfolk 23 21 19 8 10 4 8 6 6 10 27 4 Mobile 12 11 22 0 6 18 1 5 New Orleans 22 43 4 29 4 21 1 5 31 11 4 12 Jacksonville 31 13 7 51 35 13 19 17 14 San Francisco 12 18 12 0 6 38 37 9 1 Wilmington 22 19 30 30 9 17 I 11 8 8 Seattle 27 16 2 44 31 6 17 1 18 9 2 1 2 Puerto Rico 15 5 3 5 8 5 9 25 Honolulu 4 4 4 15 7 10 6 9 13 44 34 19 Houston 24 20 16 6 9 20 7 2 1 1 1 2 2 2 0 0 St. Louis 0 I Piney Point 0 1 0 3 0 0 0 6 1 2 1 Algonac 1 2 0 0 0 0 147 167 371 383 118 Totals 227 48 38 93 205 Port ENGINE DEPARTMENT 2 New York 14 15 10 39 38 26 10 1 0 4 2 0 1 2 l Philadelphia 2 3 0 0 1 0 2 5 Baltimore 0 5 6 5 2 0 2 3 10 20 9 6 8 5 Norfolk 4 4 2 19 24 0 7 Mobile 11 0 5 0 9 4 20 29 12 2 New Orleans 12 2 6 8 18 6 23 38 11 12 2 6 Jacksonville 18 15 5 10 4 30 27 1 11 8 0 San Francisco 17 17 4 14 19 11 l 6 13 3 8 Wilmington 8 14 3 23 12 12 2 13 Seattle 16 4 9 2 3 4 2 11 4 Puerto Rico 5 1 3 7 14 7 13 1 2 8 2 Honolulu 4 5 8 22 1 11 19 11 14 0 Houston 13 0 10 1 2 1 0 St. Louis 1 0 0 0 0 0 5 6 0 4 0 Piney Point 3 0 1 0 6 0 0 0 0 Algonac 0 0 0 0 0 0 225 267 58 17 69 97 118 Totals 142 130 27 STEWARD DEPARTMENT Port 2 18 19 7 5 0 6 1 10 New York 11 7 1 0 0 0 0 1 0 0 1 Philadelphia 1 0 1 0 2 l 0 1 0 Baltimore 1 2 14 4 7 3 6 1 6 5 7 Norfolk 11 0 2 13 0 0 10 3 6 Mobile 8 12 13 5 2 7 6 1 12 3 New Orleans 10 23 17 10 5 1 7 5 Jacksonville 11 9 6 22 7 4 68 4 1 17 San Francisco 32 12 3 6 6 12 19 I 7 9 12 4 3 Wilmington 2 8 11 35 1 13 5 4 1 Seattle 16 4 3 4 1 2 3 0 0 1 2 Puerto Rico 16 12 17 1 4 3 1 3 Honolulu 4 8 5 22 6 6 1 4 4 2 8 Houston 12 1 1 0 0 0 0 0 0 0 St. Louis 0 0 3 1 9 2 2 0 Piney Point 2 0 0 1 0 0 0 1 0 1 l 0 Algonac 0 246 148 60 54 55 14 94 125 77 25 Totals ENTRY DEPARTMENT Port 91 38 11 2 0 15 1 4 34 13 New York 4 11 0 0 4 1 0 0 Phi1ade1phia 1 0 7 7 1 0 0 1 0 2 2 Baltimore 0 25 27 6 0 5 1 7 12 Norfolk 2 8 4 34 5 0 14 0 2 0 2 18 Mobile 32 39 11 2 0 2 8 New Orleans 4 20 9 25 4 31 0 7 5 1 11 10 Jacksonville 1 29 26 18 0 2 8 16 10 San Francisco 7 18 14 11 32 0 3 10 9 15 12 Wilmington 6 15 42 12 12 2 0 3 3 23 Seattle 6 13 13 5 1 0 1 2 4 4 Puerto Rico 9 126 11 60 0 15 9 46 20 0 Honolulu 7 11 33 7 3 0 4 1 9 2 15 Houston 1 0 3 0 0 0 0 0 0 St. Louis 0 4 32 0 1 0 14 1 0 24 Piney Point 0 1 3 0 0 0 0 0 2 1 Algonac 0 363 470 102 47 0 124 23 144 208 Totals 45 Totals All 599 944 1,268 216 116 464 361 244 620 De2artments 539 * "Total Registered" means the number of men who actually registered for shipping at the port last month. ** "Registered on the Beach" means the total number of men registered at the port at the end of last month. A total of 1,157 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,157 jobs shipped, 361 jobs or about 31 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. From December 16, 1994 to January 15, 1995, a total of 216 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 22,377 jobs have been shipped. New York Tuesday: March 7, April 4 Trip Reliefs Philadelphia Wednesday: March 8, April 5 Baltimore Thursday: March 9, April 6 Norfolk Thursday: March 9, April 6 Jacksonville Thursday: March 9, April 6 Algonac Friday: March 10, April 7 Houston Monday: March 13, April 10 New Orleans Tuesday: March 14, April 11 Mobile Wednesday: March 15, April 12 San Francisco Thursday: March 16, April 13 Wilmington Monday: March 20, April 17 Seattle Friday: March 24, April 21 San Juan Thursday: March 9, April 6 St. Louis Friday: March 17, April 14 Honolulu Friday: March 17, April 14 Duluth Wednesday: March 15, April 12 Jersey City Wednesday: March 22, April 19 New Bedford Tuesday: March 21, April 18 Each port's meeting starts at 10:30 a.m. Personals ANTHONY (TONY) ARONICA Please contact Hubert Eugene Jackson at 88 Johnston Highway, Newton Grove, NC 28366; or telephone (910) 594-0127. RAYMOND CHERRY Michele Cherry would like to get in touch with her father-in-law, Raymond Cherry, or anyone who knows him. Please contact Michele Cherry at 1849 Sedgwick A venue, Apt. 12-B, Bronx, NY 10453; or telephone (718) 716-5811. SIDNEY GARDNER (of Baltimore) Please contact Karen Scott at (410) 558-0232 or (410) 342-4611. FREDDIE NEWTON Walton Newton would like to get in touch with his father, Freddie Newton (who sailed from the port of St. Louis), or anyone who knows him. Please call Walton Newton at (813) 870-9827. ANTHONY NOBILE The daughter of Anthony Nobile would like to get in touch with her father. She would like Mr. Nobile, or anyone who knows him, to write to Diane Nobile Serra, 143 Columbia Street, #3A, Brooklyn, NY 11231. JOHN FRANCIS ROBERTS Gail Roberts is trying to locate information about her grandfather (John Francis Roberts) whom she has never met. Her grandfather sailed as a merchant mariner in 1932 and was still sailing in 1961. Ms. Roberts would like to hear from her grandfather or anyone who knew him. Please contact Gail Roberts at 8218 Bernard Drive North, Millersville, MD 21108. 15 .. �16 SEAFARERS LOG FEBRUARY 1995 Seafarers International Union Directory Dispatchers' Report for Great Lakes DECEMBER 16, 1994- JANUARY 15, 1995 L-Lakes CL-Company/Lakes NP-Non Priority Michael Sacco President *TOTAL REGISTERED All Groups Class CL Class L Class NP John Fay Secretary-Treasurer TOTAL SHIPPED All Groups Class CL Class L Class NP **REGISTERED ON BEACH All Groups Class CL Class L Class NP Joseph Sacco Executive Vice President Augustin Tellez Vice President Collective Bargaining George McCartney Vice President West Coast Roy A. "Buck" Mercer Vice President Government Services Jack Caffey Vice President Atlantic Coast Byron Kelley Vice President Lakes and Inland Waters Port Algonac Port Algonac Port Algonac Port Algonac 0 35 6 0 15 3 0 7 0 0 12 9 DECK DEPARTMENT 0 15 11 ENGINE DEPARTMENT 16 7 0 STEWARD DEPARTMENT 0 5 9 ENTRY DEPARTMENT 0 0 0 0 42 14 0 17 7 0 10 2 0 36 27 DeanCorgey .---- - - - - - Vice President Gulf Coast - - ----.. HEADQUARTERS 5201 Auth Way Camp Springs, MD 20746 (30 I) 899-0675 ALGONAC 520 St. Clair River Dr. Algonac, MI 48001 (810) 794-4988 BALTIMORE 1216 E. Baltimore St. Baltimore, MD 21202 (410) 327-4900 DULUTH 705 Medical Arts Building Duluth, MN 55802 (218)722-4110 HONOLULU 606 Kalihi St. Honolulu, HI 96819 (808) 845-5222 HOUSTON I 221 Pierce St. Houston, TX 77002 (713) 659-5152 JACKSONVILLE 3315 Liberty St. Jacksonville, FL 32206 (904) 353-0987 JERSEY CITY 99 Montgomery St. Jersey City, NJ 07302 (201) 435-9424 MOBILE I640 Dauphin Island Pkwy. Mobile, AL 36605 (334) 478-0916 NEW BEDFORD 48 Union St. New Bedford, MA 02740 (508) 997-5404 NEW ORLEANS Totals All Departments 18 0 69 0 36 27 0 105 * "Total Registered" means the number of men who actually registered for shipping at the port last month. ** "Registered on the Beach" means the total number of men registered at the port at the end of last month. 50 Dispatchers' Report for Inland Waters DECEMBER 16, 1994 - JANUARY 15, 19954 *TOTAL REGISTERED All Groups Class A Class B Class C Region Atlantic Coast Gulf Coast Lakes & Inland Waters West Coast Totals Region Atlantic Coast Gulf Coast Lakes & Inland Waters West Coast Totals Region Atlantic Coast Gulf Coast Lakes & Inland Waters West Coast Totals 3 0 5 0 1 0 3 0 0 42 3 12 17 2 1 14 1 0 0 0 0 0 0 0 1 18 0 1 1 1 1 0 3 0 1 0 0 0 2 2 2 36 (} 0 1 TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 2 0 0 1 4 1 17 0 0 29 2 33 49 34 6 ENGINE DEPARTMENT 0 1 0 1 0 0 0 9 0 0 0 0 11 0 0 STEWARD DEPARTMENT 1 0 0 1 1 0 1 0 0 2 2 0 3 2 3 20 2 1 2 44 5 0 9 0 13 0 51 70 13 64 2 1 1 0 0 2 0 1 0 1 2 0 1 0 1 2 0 0 0 6 1 22 1 26 2 3 7 1 13 Totals All Departments 20 63 4 63 8 37 109 17 * "Total Registered" means the number of men who actually registered for shipping at the port last month. ** "Registered on the Beach" means the total number of men registered at the port at the end of last month. 6 72 630 Jackson Ave. New Orleans, LA 70130 (504) 529-7546 NEW YORK 635 Fourth Ave. Brooklyn, NY l 1232 (718) 499-6600 e1u BULLETIN BOARD NORFOLK I 15 Third St. Norfolk, VA 23510 (804) 622-1892 PHILADELPHIA 2604S. 4 St. Philadelphia, PA 19148 (215) 336-3818 PINEY POINT P.O. Box 75 Piney Point, MD 20674 (30 I) 994-0010 PORT EVERGLADES 2 West Dixie Highway Dania, FL 33004 (305) 921 -5661 SAN FRANCISCO 350 Fremont St. San Francisco, CA 94105 (415)543-5855 Government Services Division (415) 861-3400 SANTURCE l 057 Fernandez Juncos Ave., Stop 161/i Santurce, PR 00907 (809) 721-4033 SEATTLE 2505 First Ave. Seattle, WA 98121 (206) 441-1960 ST.LOUIS 4581 Gravois Ave. St. Louis, MO 63116 (314) 752-6500 WILMINGTON 510 N. Broad Ave. Wilmington, CA 90744 (310) 549-4000 - ~ & UPDATE YOUR ADDRESS rtJ ~ UPCOMING PORT ARTHUR TEXAS MEMBERSHIP MEETINGS A general informational Seafarers membership meeting will be held on Wednesday, February 1, 1995 at 2:00 p.m. It will take place at the Ramada Inn on Highway 87 in Port Arthur. Future meetings will be held March 1, April 5 and May 3 at the same time and same location. Contact the Houston SIU hall for further information. ~ ,{ii. '-1! NEW YORK CLINIC 'fl In order to ensure that active SIU members and pensioners receive a copy of the Seafarers LOG each month-as well as other important mail such as W-2 forms, pension and welfare checks and bulletins or notices-a correct home address must be on file with the union. If you have moved recently and have not yet notified the union, go to your nearest union hall and fill out a change of address form or send your new address (along with your name, book number and social security number) to: Address Control, Seafarers International Union, 5201 Auth Way, Camp Springs, MD 20746. CHANGES AFFILIATION Dr. Berlin is now affiliated with Occupational Health Services, which serves as the clinic for Seafarers in the New York area. The address remains 794 Union Street, Brooklyn, NY 11215; telephone (718) 783-6578. Hours of operation are: Monday - 9 a.m. - 7 p.m.; Tuesday and Thursday 9 a.m. - 5 p.m.; Wednesday - 9 a.m. 6 p.m.; Friday - 9 a.m. - 3 p.m. ~ NEW AREA CODE <{J FOR SOUTHERN ALABAMA Effective January 15, 1995, Alabama has a new area code, 334, which will apply to the southern parts of the state. The telephone number for the SIU Mobile hall is now (334) 4780916; the FAX number is (334) 4784658. ~ THINK WARM: PLAN YOUR VACATION AT PINEY POINT Each summer, a number of rooms at the Paul Hall Center for Maritime Training and Education in Piney Point, Md. are set aside for Seafarers and their families to vacation for up to two weeks. Piney Point vacationers can enjoy the school's comfortable accommodations, use of the recreational facilities and three good meals a day. And the location is ideal for traveling to many of the area's educational and historical sites. Seafarers should start thinking about how Piney Point could be a part of their vacation plans. Watch for additional information in upcoming issues of the Seafarers LOG or contact the Paul Hall Center at (301) 9940010. �FEBRUARY 1995 SEFARERS LOG J oining the growing number of SIU pensioners this month are 13 Seafarers who have retired after many years of sailing the world's waterways. Eleven of those signing off their ships for the last time sailed in the deep sea division, one navigated the inland waterways and one worked on Great Lakes' vessels. Seven of the retiring Seafarers served in the U.S. military-two in the Navy, two in the Army, two in the Air Force and one in the Coast Guard. Two of the new pension enrollees have been SIU members since the 1940s: Alfred Tampol who signed on in Norfolk, Va. and William Holland who joined the union in New Orleans. Among this month's retirees is Claude J. Dockery, who completed the bosun recertification course in 1988 at the Lundeberg School in Piney Point, Md. On this page, the Seafarers LOG presents brief biographical accounts of this month's pensioners. DEEP SEA BILLA. ABULENCIA, 65, signed on with the Seafarers in 1969 in the port of New York. Brother Abulencia sailed in the deck department and upgraded his skills at the Lundeberg School in Piney Point, Md. Born in the Philippines, Brother Abulencia has retired to California. RICHARD BRUMAGE, 66, signed on with the SIU in the port of Honolulu. He sailed in the steward department and upgraded to chief cook at the Lundeberg School. Prior to joining the SIU, Brother Brumage was a member of the Marine Cooks and Stewards union and graduated from their training school in Santa Rosa, Calif. He served in the U.S. Army from 1950 to 1953. A native of Pennsylvania, Brother Brumage currently resides in Nevada. CHARLES J. DOCKERY,66, was born in Oklahoma. He joined the union in 1966 in the port of Wilmington, Calif., sailing as a member of the deck department. Brother Dockery upgraded at the Lundeberg School and completed the bosun recertification program there in 1988. Brother Dockery has retired to his native Oklahoma. RICHARD GARCIA, 65,began sailing with the Seafarers in 1951 in the port of Savannah, Ga. He sailed Brother Sigler currently resides in Missouri. To Our New Pensioners . . . Thanks for a Job Well Done GREAT LAKES Each month in the Seafarers LOG, the names of SIU members who recently have become pensioners appear with a brief biographical sketch. These men and women have served the maritime industry well, and the SIU and all their union brothers and sisters wish them happiness and health in the days ahead. in the steward department and upgraded at the Lundeberg School. He served in the U.S. Air Force from 1951to1955. Born and raised in Tampa, Fla., Brother Garcia has retired to his home state. LUCIEN GUMM,59, a native of Washington, joined the = ~ SIU in 1968 '''i'i in the port of =t, Seattle. ---""-=-===---' } Brother Gumm sailed in the deck department. He served 20 years in the U.S. Navy. Brother Gumm continues to reside in Washington. WILLIAM L.HOLLAND,65, signed on with the union in 1948 in the port of New Orleans. He sailed in the engine department, starting out as an FOWT and working his way up to QMED. He also sailed as a second assistant engineer. Born in Paris, Texas, Brother Holland now resides in California. JOSEPHJ. McGILL, 59, born in Brooklyn, N.Y., joined the Seafarers in 1958 in the port of Jackson ville, Fla. Brother McGill sailed in both the engine and deck departments. He served in the U.S. Army from 1959 to 1961. Brother McGill makes his home in Florida. Brother Tampol has retired to New York. TEODORO VALERIO, 58,joined the Seafarers in 1968 in the port of New Orleans. He sailed as a member of the deck department. Born in Honduras, Brother Valerio became a naturalized U.S. citizen and currently resides in Louisiana. DUANEK. WITT,55, signed on with the umonm 1965 in the port of Duluth, Minn. The Wisconsin native started sailing in the union's Great Lakes district and later transferred to the deep sea division as a member of the deck department. Brother Witt presently lives in Wisconsin. INLAND MANUEL "JOE" SIGLER, 67, signed on with the SIU in 1952 in the port of Chicago. He sailed aboard deep sea, inland and Great Lakes vessels in the deck department. Eighteen years ago, Brother Sigler became an official for the union. He was a patrolman in Chicago, worked in the Algonac, Mich. hall and has been a port agent in St. Louis for nearly seven years. As a rank and file member, Brother Sigler participated in a number of beefs. He served in the U.S. Navy from 1944 to 1947. Born in Gary, Ind., The start of any new year brings many changes in local, state and federal laws. With regard to Social Security and its benefits, 1995 is no different. Perhaps the most anticipated and noticed change is the announcement that benefits for those persons receiving Social Security will go up. The federal government has announced that Social Security recipients should have received a 2.8 percent increase in their benefits with their January check. The increase is based on the annual rise in the Consumer Price Index. As determined by the Social Security Administration, the average monthly benefit for a retired worker will go up in 1995 to $698 from last year's average of $679. For a husband and wife who both receive benefits, the average monthly benefit will be $1,178. This is only an average-many people receive more while others get less. Also increasing in 1995 is the maximum amount of money that Social Security recipients between the ages of 65 and 69 can earn without losing any of their benefits. The new limit is $11,280 of taxable income in a year. After that amount is reached, $1 is withheld from benefits for every $3 over the limit. For those persons receiving Social Security who are under the age of 65, the new maximum annual earning limit is $8, 160. When this amount is reached, $1 is withheld for every $2 over the limit. The maximum earning amount still does not apply to anyone 70 years of age or older. Finally, the Social Security Administration announced there would be no changes in the percentage of withholding tax taken from paychecks for Social Security or Medicare. I LOG-A-RHYTHMS WILLIAM ALFRED TAMPOL, 66, signed on with the • union in 1945 in the port of Norfolk, Va. Born in the Philippine Islands, Brother Tampol became a naturalized U.S. citizen. He sailed in the engine department, starting out as an oiler and later upgrading at the Lundeberg School to electrician. TEDMILLIGAN,62, '~., joined the Seafarers in 1961 in the port of Buffalo, N.Y. Brother Mil"--- - - - - - - ' ligan, a tug fireman, sailed in both the deck and engine departments. Brother Milligan also sailed on inland vessels. He served in the U.S. Air Force from L952 through 1956. Brother Milligan has retired to his native state of Michigan. Social Security Payments To 60 Up 2.8% in 1995 By Michael J. Cushman N. SLUSSER, 68, was born in Roanoke, Va.He began sailing with the Seafarers in 1956 from the port of Savannah, Ga. Brother Slusser sailed in the engine department and upgraded at the Lundeberg School to QMED. He served in the U.S. Coast Guard from 1943 to 1946 and again from 1948 to 1951. Brother Slusser presently lives in the state of Washington. 17 Life at Sea Seafarer I see the ships anchored out in the harbor, I see them unloading in the ports. I wonder if I could be a sailor I am a seafarer, A sailor of the seas. I bring to you the cargo and supplies you need From around the world and across the seas. I am a citizen of the world and a sailor of the seas. Ships have been my mistresses. The sea has been my bride. I am happy with the life I lead. A seafarer until I die. of the seas. Exotic lands await me, Tropical islands chart my way. I would spend my time Carving scrimshaws, Mending the sails, Batting down the hatches, Seeing what's on the poop deck, among other things. Ah, the sailor's life it's for me. (An SIU member since 1980, Michael 1. Cushman has attended a number of courses at the Lundeberg School and upgraded to chief cook in 1987. Brother Cushman has contributed many of his poems to the Seafarers LOG in the past. "Alexander Kane Cushman," published in the March 1994 issue, was from a book of poems he wrote for his son. The poems above are two of his most recent.) - �18 SEAFARERS LOG FEBRUARY 1995 Digest of Ships Meetings The Seafarers LOG attempts to print as many digests of union shipboard minutes as possible. On occasion, because of space limitations, some will be omitted. Ships minutes first are reviewed by the union's contract department. Those issues requiring attention or resolution are addressed by the union upon receipt of the ships minutes. The minutes are then forwarded to the Seafarers LOG for publication. RANGER (Vulcan Carriers), September 25-Chairman Larry Mccants, Secretary Chih-hua Chang, Engine Delegate Alex Resendez III, Steward Delegate Tookie Davalie. Chairman noted refrigerator fixed, new VCR received and new couch put in crew lounge. He announced receipt of Seafarers LOGs. Educational director advised crew of selected upgrading courses offered at union halls and encouraged all members to take advantage of regular upgrading opportunities at Lundeberg School at the Paul Hall Center in Piney Point, Md. No beefs or disputed OT reported. Chairman reminded crewmembers to check zcards for renewal dates. Chairman urged crewmembers to send pictures to Seafarers LOG. RANGER (Vulcan Carriers), October 2-Chairman Larry McCants, Secretary Chih-hua Chang, Educational Director Hanable Smith, Engine Delegate Alex Resendez III, Steward Delegate Tookie Davali. Chairman reported crewmembers will have picture and thumb print taken for shore passes. He asked crew to record serial numbers from ship's equipment. Educational director emphasized importance of upgrading at Paul Hall Center. Crew discussed setting up movie fund for purchase of new films. No beefs or disputed OT reported. Crew requested floor mats be placed at entrances and exits of house. Chairman asked crewmembers to return videotapes after use and reminded them to separate plastics from normal waste. He reminded crew to lock all rooms while in port. Ship heading to Argentina. - SEA-LAND DISCOVERY(SeaLand Service), October 16-Chairman Nelson Sala, Secretary Jose Coils, Educational Director Joseph Shuler, Deck Delegate Efstratios Zoubantis, Engine Delegate R. Collazo, Steward Delegate Jorge Salazar. Chairman announced payoff and sailing time. Secretary expressed good wishes for Captains G.K. Pappas and Richard Sandifer on their recent retirements . Deck delegate reported disputed OT. No beefs or disputed OT reported by engine or steward delegates. New washing machine requested by crew. Steward department thanked for keeping up good work. Next port: Elizabeth, N .J. SEA-LAND ENTERPRISE (SeaLand Service), October 9-Chairman Elex Cary Jr., Deck Delegate Brian Bassett, Engine Delegate Prentiss Smith, Steward Delegate Donald Garrison. Crew extended special vote of thanks to Chief Cook Garrison for fine meals and excellent barbecue on deck. Crew asked contracts department for clarification of overtime worked. Galley gang thanked crew for helping keep mess hall and lounge clean. Next port: Tacoma, Wash. SEA-LAND NAVIGATOR (SeaLand Service), October 30--Chairman Werner Becher, Secretary Joseph Smith, Deck Delegate George Khan, Engine Delegate Chris Davis, Steward Delegate Jasper Jackson. Crew requested new washing machine and dryer. Chairman announced new lock installed in lounge and asked crewmembers to deep doors locked while in port. He reported payoff in Tacoma, Wash. on October 28. Engine delegate reported disputed OT. No beefs or disputed OT reported by deck or steward department delegates. Next port: Oakland, Calif. SEA-LAND SP/R/T(Sea-Land Service), October 16--Chairman David Williams, Secretary Steve Apodaca, Educational Director Charles Henley, Deck Delegate Michael Soren- son, Engine Delegate Donnie Hester, Steward Delegate Arthur Medieros. Secretary urged crewmembers to upgrade at Lundeberg School. Educational director stressed importance of donating to SPAD. Treasurer reported $203 in ship's fund and $97 in movie fund. No beefs or disputed OT reported by all three departments . Chainnan asked crewmembers to notify bridge before going on deck in bad weather. Crew thanked galley gang for great barbecue. Chairman reminded crew to keep noise to a minimum while in house so those off duty may sleep. Next port: Honolulu. USNS SEAL/FT ARABIAN SEA (IMC), October 24-Chairman Tom Prather, Deck Delegate Kimberly Clark. Secretary asked all crewmembers to cooperate in keeping mess decks and laundry spaces clean. Crew discussed safety course offered at Piney Point. Crewmembers requested new movies and VCR. Ship heading to port in England. CHARLES L. BROWN (Transoceanic Cable), November 28Chairman Francisco Sousa, Secretary Brenda Kamiya, Educational Director Joe Stores, Deck Delegate Clive Steward. Chairman said rules for meal hours are posted in mess hall. He announced payoff and discussed upcoming cable training exercise. Treasurer reported $200 in ship's fund. No beefs or disputed OT reported. Chairman reminded crew to clean up crew mess area and TV lounge at night. HUMACAO (PRMMJ), November 7-Chairman Roberto Diaz, Steward Delegate German Rios, Educational Director Eddie Johnson, Deck Delegate Manuel Sabater, Engine Delegate Lucas Martinez, Steward Delegate Troy Browne. Chairman noted payoff in Elizabeth, NJ. and asked those crewmembers signing off to clean room and tum in dirty linen. Disputed OT reported by engine delegate. No beefs or disputed OT reported by deck or steward department delegates. Crew thanked galley gang for job well done. Next port: San Juan, P.R. LNG ARIES (ETC), November 27Chairrnan John P. Davis, Secretary Doyle E. Cornelius, Educational Director Jose A. Quinones, Deck Delegate George M. Silalahi, Engine Delegate Dasril Panko, Steward Delegate Arlene Ringler. Chairman reminded crewmembers of no smoking policy in crew lounge. Educational director asked crewmembers to think about importance of upgrading at Piney Point. Treasurer reported $437 in ship's fund . No beefs or disputed OT reported. Crew thanked steward department for job well done, especially delicious Thanksgiving Day dinner. LONG L/NES(Transoceanic Cable), November 18-Chairman Perfecto Amper, Secretary Michael Bonsignore, Educational Director Juanito Danslan, Engine Delegate Anthony Powers, Steward Delegate William Smith. Crew requested new washer and dryer. Chairman and secretary stressed importance of upgrading at Paul Hall Center. No beefs or disputed OT reported. Treasurer reported $1 ,800 in ship's fund. Crew thanked galley gang for job well done. Next port: Hueneme, Calif. OMI SACRAMENTO (Vulcan Carriers), November 6-Chairman Ray Gorju, Secretary Dante Slack, Educational Director Robert Caldwell, Deck Delegate George Giraud, Steward Delegate Earl Mathews. Chairman reported ship arriving in Lake Charles, La. on November 9 and asked crewmembers signing off to leave keys. He thanked crew for good trip. Chairman added ship would next sail to Abijan, Ivory Coast. Educational director joined with chairman to urge members to attend upgrading classes at Paul Hall Center. No beefs or disputed OT reported by all three departments. Chairman noted holiday messages received from union headquarters and posted. Crew asked contracts department to look into changing time needed for vacation. Discussion held regarding smoking rules for crew lounge. OVERSEAS HARRIETTE (Maritime Overseas), November 27Chairman Daniel Laitinen, Secretary George Quinn, Educational Director David Dunklin, Deck Delegate Donnie R. McCawley, Engine Delegate Donald G. Volluz, Steward Delegate Miguel Aguilar. Chairman thanked crewmembers for smooth trip to Guatemala. He announced ship returning to New Orleans to load before sailing for Mozambique. Secretary thanked crewmembers for help separating plastics for disposal. Educational director encouraged members to upgrade at Lundeberg School. No beefs or disputed OT reported. Crew extended special thanks to steward department for great Thanksgiving dinner. OVERSEAS OHIO (Maritime Overseas), November 28-Chairman Walter 0. Weaver, Secretary Earl Gray Sr., Educational Director Glenn Henderson, Deck delegate Paul Adams, Engine Delegate Karl Benes, Steward Delegate Musa Ahmed. Chairman thanked crewmembers for job well done in Valdez, Alaska when cold weather and snow made working conditions difficult. He gave belated Thanksgiving wishes to all union members. Secretary extended special vote of thanks to crewmembers for helping keep plastics separated from regular refuse. He urged all members to attend upgrading courses at Piney Point. Educational director updated members on classes offered at Paul Hall Center. He said all crewmembers will be required to take certain courses if sailing aboard tankers. Engine delegate reported beef. No beefs or disputed OT reported by deck or steward department delegates. Crew thanked Captain Moore for acquiring lobsters for Thanksgiving meal and gave special vote of thanks to galley gang for excellent job done preparing great holiday meal. Minute of silence observed in memory of deceased SIU brothers and sisters. OVERSEAS WASHINGTON (Maritime Overseas), November 29Chairman Tim Koebel, Secretary Robert Miller, Educational Director Kevin Wray, Steward Delegate Charles Atkins. Chairman advised crewmembers signing off to leave room clean and deposit key with department head. He reminded crew to observe no smoking rule in lounge. No beefs or disputed OT reported. Next port: St. James, La. RICHARD G. MATTHIESEN (Ocean Shipholding), November 13Chairman James T. Martin, Secretary Lovell McElroy, Educational Director Ronnie Day, Deck Delegate Dana Naze, Engine Delegate Gilbert Tedder, Steward Delegate Mohamed R. Quarish. Treasurer reported $940 in ship's fund. No beefs or disputed OT reported. Chairman reminded crewmembers that all tanker workers must take safety course at Piney Point. Ship heading to port in France. SEA-LAND CHALLENGER (SeaLand Service), November 20-Chairman Roy Williams, Secretary Herbert Scypes, Educational Director Gary Morrison, Steward Delegate Osvaldo Rios. Chairman noted payoff in next port, Elizabeth, N.J. New TV and VCR requested for crew lounge. Secretary asked for new refrigerator and garbage disposal in galley. No beefs or disputed OT reported. Crew thanked steward department for job well done. SEA·LAND CRUSADER (SeaLand Service), November ?-Chairman Harold Berggren, Secretary Nick Andrews, Educational Director Oswald Bermeo, Deck Delegate Mark Fleming, Engine Delegate Lawrence Craig. Chairman noted payoff in Elizabeth, NJ. and reminded crew to separate plastic from regular refuse. Educational director recommended all members upgrade at Paul Hall Center to enhance job skills. No beefs or disputed OT reported by all three department delegates. SEA-LAND DISCOVERY(SeaLand Service), November 13-Chairman Nelson Sala, Secretary Jose Coils. Educational Director Joseph Shuler, Deck Delegate Efstratios Zoubantis, Engine Delegate R. Collazo, Steward Delegate Jorge Salazar. Chairman announced payoff at next port when patrolman boards ship. No beefs or disputed OT reported. Chairman told crew new captain signing on in Elizabeth, NJ. Crew gave vote of thanks to galley gang for good job done. Steward department thanked crewmembers for keeping mess room and lounge area clean. SEA-LAND EXPRESS (Sea-Land Service), November 27-Chairman Ernest Duhon, Secretary Joe Johnson, Educational Director also extended special vote of thanks to engine department for job well done. No beefs or disputed OT reported. Educational director urged members to upgrade at Lundeberg School. Next port: Long Beach, Calif. SEA-LAND PACIFIC (Sea-Land Service), November 7-Chainnan Lothar Reck, Secretary George Bronson, Educational Director Raymond Clock, Deck Delegate Robert Smith, Engine Delegate Bryan Chan, Steward Delegate Dien Short. Chairman reminded members to attend ship's union meetings, read Seafarers LOG and know union contract. He reminded crew to keep personal quarters and laundry room clean. Importance of SPAD donations discussed. Secretary thanked crewmembers for keeping mess hall and crew lounge clean. Educational director advised members to upgrade at Piney Point and renew z-card by date posted on bulletin board in crew Aries Crew Readies for Holiday Meal s.tewar~ departn:ient crewn:iembers a~oard the LNG Aries pose for a p~cture m the midst of their preparations for the Thanksgiving Day dinner aboard ship. From the left are SA Cindy Winter, SA Anthony Jacobson, Chief Cook Arlene Ringler, SA Shawn Fujiwara and (back) Steward Doyle Cornelius. Michael Powell, Deck Delegate Dennis Brown, Engine Delegate Richard Surrick, Steward Delegate MikeBubaker. Chairman thanked steward department for wonderful Thanksgiving Day dinner. Educational director advised members to upgrade at Paul Hall Center. Deck delegate reported disputed OT. No beefs or disputed OT reported by engine or steward department delegates. Entire crew extended special vote of thanks to galley gang for great holiday dinner. SEA-LAND INDEPENDENCE (Sea-Land Service), November 7Chairman Kenneth McGregor, Secretary James Prado, Educational Director Angelo Dunklin, Deck Delegate George Kriess, Engine Delegate Ronald Adriani, Steward Delegate Amanda Suncin. Chairman discussed z-card renewal information received from union headquarters. He noted ship a day late due to severe storm and high seas. Crewmembers thanked for helping recover gangway and lifeboat which were dislodged during storm. He added that no injuries were sustained under very dangerous conditions. Deck delegate reported disputed OT. No beefs or disputed OT reported by other two departments. Next port: Long Beach, Calif. SEA-LAND INNOVATOR (SeaLand Service), November 20-Chairman John Stout, Secretary Jose Bayani, Educational Director David Bautista, Deck Delegate R. Rollins, Engine Delegate Charles Howell, Steward Delegate Gumpoy Wong. Chairman reporteC: tiles on second level need changing. Crew discussed Sea-Land's re-flagging efforts and what U.S. government must do to keep strong U.S.-flag fleet. Chairman advised crewmembers signing off to return keys and clean rooms. He asked crew to avoid slamming doors while others are asleep. Crew thanked steward department for good food and barbecue. Secretary thanked chairman and deck department for clean and freshly painted ship. He lounge. Treasurer anounced $340 in ship's fund and recent purchase of 15 new movies. No beefs or disputed OT reported. Crew thanked galley gang for job well done. Bosun asked crew to separate aluminum cans from plastic and regular garbage. Next port: Tacoma, Wash. SEA-LAND SPIR/T(Sea-Land Service), November 13-Chairman David Williams, Secretary Steve Apodaca, Educational Director Charles Henley, Deck Delegate Michael Sorenson, Engine Delegate Donnie Hester, Steward Delegate Arthur Medieros. Chairman reminded crewmembers to tum in extra linens. Secretary advised those crewmembers wishing to upgrade skills to visit Paul Hall Center. Educational director stressed importance of donating to SPAD. Treasurer announced $61 in movie fund and $200 in ship's fund. No beefs or disputed OT reported. Thanks given to steward department for job well done. Crew also thanked engine department for excellent job done in paint locker. Next port: Honolulu. SEA-LAND TRADER (Sea-Land Service), November &--Chairman Larry Watson, Secretary Ronald Fluker, Educational Director Milton Sabin, Deck Delegate Rick Patek, Engine Delegate Joe Graves, Steward Delegate Clarence Page. Chairman advised crew that ship arriving in Tacoma, Wash. three days late due to rough seas. He urged members to read Seafarers LOG and get involved in union activities. He encouraged crewrnembers to bring families to Lundeberg School while upgrading. Crew extended special vote of thanks to galley gang for special culinary efforts. Educational director reminded members to send holiday greetings through the Seafarers LOG. Treasurer reported $200 in ship's fund. No beefs or disputed OT reported by department delegates. Chairman announced letter of thanks received from wife of Oiler Lee Stantinos who suffered a ruptured gall bladder and was air-lifted from ship. Next port: Oakland, Calif. �FEBRUARY 1995 SEAFARERS LOG 19 More than 50 children of Seafarers and their guests gather around Santa at the Mobile hall's holiday party to listen Alicia Watkins, daughter of Justin Tew, Alicia Lorge's to him read a Christmas story and let them know he's ready to visit each of them on his midnight sleigh ride. Bosun Reginald Watkins, tells guest, hopes Santa will bring Santa she's been a good girl. him lots of toys this Christmas. H oliday festivities got off to an early start in the SIU hall in Mobile, Ala. when active and retired Seafarers, with their families and friends, came together on December 17 for an afternoon of food, fun, fraternization ... and Santa Claus. A great holiday buffet was provided for the more than 200 persons who packed the hall. Retired Bosun Albert "Tony" Bourgot and his wife, Beverly, and Retired Chief Steward Esau Wright volunteered to do all the food preparation, cooking and serving. In addition, Delia Carter, wife of Port Agent Dave Carter, roasted some turkeys for the event. And what a spread it was! There were hams and turkeys with all the usual holiday trimmings. And desserts galore! But the highlight, at least for the more than 50 children in attendance, was the appearance of Santa Claus, who read ''The Night Before Christmas" to the kids and let them know he was prepared for his upcoming midnight sleigh ride. Each child had the opportunity to sit on Santa's knee to whisper his or her Christmas wish list to him, and each received a Christmas stocking filled with candy, including a large peppermint stick. Retiree Fred "Bull" OMU Joe Previto's nephews, Corey and Blake, Pumpman William · Olivia Nicole Lorge, Lindsey used to sail are two of more than 50 children who came to Dunklin socializes Alicia Lorge's daughas a steward/baker. the union hall to see Santa. with fellow Seafarers. ter, has a great time. Carrying food from the buffet to his seat is SA Kenneth Seals. FOWT Cornelius Cade and his wife pose for the roving photographer at the Mobile hall's Christmas party. Amos and Ernestine Myers join in on the festivities. Amos sails as an FOWT from the Mobile hall. OMU Percy Payton is surrounded by other members of his family at the afternoon holiday party in the Mobile hall. Bosun James Blanchard is accompanied by his wife and son for a delicious holiday meal. From left, Retiree Albert ''Tony" Bourgot, Beverly Bourgot, Retiree Esau Wright and Delia Carter can take the credit for all the delicious food. Enjoying the holiday event are QMED Charles Kennedy with his wife, Brenda, and daughter, Tameka. �20 SEAFARERS LOG FEBRUARY 1995 Galleys Provide Cheer Over Holidays at Sea HoJiday times-often filled with warm memories of family comfort, good food and close friends-can be lonely times aboard ship. But reports to the Seafarers LOG from SIU members who have spent their hoJidays at sea indicate that the steward department members aboard ship work hard to provide that homey, holiday feeling. Grateful crewmembers from three ships recently contacted the Seafare rs LOG to tell about the efforts put forth over the holidays by the galley gang members on their vessels. SIU Scholarships: Windows to the Future Snow, ice, flooding-these are aJI fami]iar visions of winter in various regions of the United States-often leading to the "winter blues." But one way to combat the winter blues is to think about the future-your future. Think about continuing your education. Some 38 years ago, the Seafarers International Union's Atlantic and Gulf District became the first maritime union in America to estabJish a scholarship program to help qualified members, their spouses and dependent children finance college and vocational education. In 1995, the union wilJ offer seven scholarships. As in past years, four are set aside for the children and spouses of Seafarers. Each of these four cholarships is for $15,000 to be used at a fouryear college or university. The other three are for Seafarers themselves. One of the awards is for $15,000 for use at a four-year institution of higher ]earning. The other two scholarships amount to $6,000 each and may be used for study at a community college or vocational school. Eligibility requirements for Seafarers and their spouses and unmarried dependent children are spelled out in a booklet which contains an appJication form. It is available by filJing out and returning the coupon below to the Seafarers Welfare Plan. postmarked on or be/ore April 15, 1995. Since SAT or ACT exam results are part of the application package, and since they are given only at certain times of the year, applicants should plan ahead to take the exam required by the co]lege or trade school they plan to attend. (Tests must be taken by February 1995-this month-to ensure the resuJts will be available for inclusion in the scholarship application package.) CHECKLIST Apart from the scholarship application itself, other necessary items and paperwork form part of the application package and must be received by the Scholarship Committee, a panel of professional educators, by April 15. They include: • autobiographical statement, • photograph, • certified copy of birth certificate, • high school transcript and certification of graduation or offic i a 1 copy of high school equivaJency scores, • college transcript, • letters of reference and • SAT or ACT results. For most scholarship winners, receiving a cash grant can greatly ease the financial burden associated with attending college. And while there are only two months left to collect aJI the necessary material to appJy for DEADLINES the scholarship, that shou]d be Completed applications with enough time for anyone interaJI necessary information in- ested in advancing their skills, cluded must be mailed and their careers, their dreams. Aboard the SS Carolina Crewmembers aboard Puerto Rico Marine' s SS Carolina sent the LOG a letter of praise for their steward department, along with a copy of their Thanksgiving Day menu. "The steward, Albert Coale, worked for days and nights preparing the best Thanksgiving meal I've ever had on a ship in 30 years of going to sea," wrote PhilJip Ammann, third assistant engineer, in behaJf of his shipmates. "The chief cook, Ali Hydbra, and the pantryman, James O'Reilly, and the BR Michael Anzalone, all did more than anyone could ask for." Aboard the Global Link In another letter to the LOG, Chief Steward Brandon Dwight Maeda expressed the pride of the Global Link's crew in two of their galley gang membersCook/Baker Dan Wehr and Chief Cook Mark Kotajarvi. "Mark is a culinary school graduate and has established ~ A specially printed Thanksgiving Day menu aboard the SS Carolina includes everything "from soup to nuts." himself in the hotel-food industry," Maeda wrote. "Dan is a graduate of the trainee program at the Lundeberg School of Seamanship (Class #502). Both gentlemen have done extensive and repeated upgrading at the Paul Han Center and credit the superb culinary instructors and facility there for their food preparation techniques" aboard the vessel, operated by Transoceanic Cable Ship Co. Aboard the Overseas Ohio AB Benedicto Miranda sent the LOG two photos "of four very fine men of the Seafarers International Union's steward department aboard the Overseas Ohio." Chief Cook Eugene P. Diego, GSU Musa Ahmed, DEU Qasem Saeed and Recer- tified Steward Earl Nelson Gray Sr. are known as the 'Fantastic Four' because "that's just what they are. The preparation of the menus and cooking of the food is just superb. The cleanliness of the ship just can't be beat; it simply sparkles, thanks to brothers Ahmed and Saeed. The attitudes of these four brothers cannot be put in words. They will do anything for anyone within their power to keep the ship a good ship." Brother Miranda also enclosed a copy of the Christmas Day menu from aboard the Maritime Overseas Corp. vessel, which included such treats as deviled eggs, prime rib of beef, turkey (and all the trimmings) and lobster, in addition to assorted soups, vegetables and desserts. Standing in the spotless galley of the cable ship is Chief Cook Mark Kotajarvi. r---------------------------------1 Send for Your Application Form Today! P lease send me the 1995 SIU Scholarship Program booklet which contains eligibility infomrntion, procedures for applying and the application form. Name _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ Book Number _ _ _ _ __ _ _ _ _ _ _ _ _ _ __ Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ City, State, Zip Code_ _ _ _ _ _ _ _ _ _ _ _ _ __ Telephone Number _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ This application is for: D Self D Dependent Mail this completed form to: Scholarship Program, Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, MD 20746 2195 ---------------------------------~ The "Fantastic Four" aboard the Overseas Ohio are, from left, Chief Cook Eugene Diego, GSU Musa Ahmed, DEU Qasem Saeed and Recertified Steward Earl N. Gray Sr. �FEBRUARY 1995 SEAFARERS LOG 21 Final Departures DEEP SEA GEORGE AUSTIN Pensioner George Austin, 82, passed away December 12, 1994. A native of Alabama, he began his shipping career with the Seafarers in 1939 in the port of Mobile, Ala. He sailed in the steward department and worked his way up to the position of chief steward. He began receiving his pension in November 1978. ANGEL N. AVALOY Angel N. Avaloy, 34, passed away July 4, 1994. Born in Honduras, he began sailing with the SIU in 1988 from the port of Houston. Brother A valoy primarily sailed in the steward department aboard two Hawaiian-based passenger ships, the SS Constitution and SS Independence. MELVINW.BASS Pensioner Melvin W. Bass, 71, died January 6. He signed on with the union in 44 · ew York. Brother Bass sailed in the steward department and attended a 1970 union conference at the Harry Lundeberg School in Piney Point, Md. He began receiving his pension in November 1981. KENNETH C. BATTEN Kenneth C. Batten, 58, died October 17, 1994. At age 55, after retiring from his 25-year practice of commercial real estate brokerage, he joined the Seafarers in 1991. He sailed in the deck department and his first ship was the USNS Wilkes. , THEODORE "T.R." BURNS Pensioner Theodore "T.R." Burns, 88, passed awayDecember21, 1994. Born in Mississippi, Brother Burns grew up in Oklahoma He cooked for various hotels and eventually became a chef. In 1943 he moved to Seattle and joined the Marine Cooks and Stewards, before that union merged with the Sill's Atlantic, Gulf, Lakes and lnland Waters Division (AGLIWD). Brother Bums worked his way up the steward department ratings to chief cook and baker. He retired in April 1973. CHESTER K. BURLEY Pensioner Chester K. Burley, 76, died December 22, 1994. A native of Michigan, Brother Burley signed on with the sru in 1954 in the port of Frankfort, Mich. Brother Burley sailed in the deck department. He served in the U.S. Navy from 1940 to 1946. Brother Burley began receiving his pension in May 1983. RICHARD CHAMBERLIN Pensioner Richard Chamberlin, 68, died November 28, 1994. He began sailing with the union in 1972 from the port of Toledo, Ohio. Brother Chamberlin sailed in three of the union's divisions: Great Lakes, inland and deep sea. He upgraded frequently at the Lundeberg School. Brother Chamberlin last shipped in the engine department as a QMED. Born in Detroit, Mich., he served in the U.S. Army from 1944 to 1949. Brother Chamberlin retired in September 1987. MELVERN G. CHILTON Pensioner MelvemG. Chilton, 78, died December3, 1994. Born in Honolulu, he joined the Marine Cooks and Stewards in 1941, before that union merged with the SIU's AGLIWD. Brother Chilton began receiving his pension in July 1984. ERNEST W. COX Pensioner EmestW. Cox, 73, died December 15, 1994. Born in Mississippi, he began shipping with the Seafarers in 1948 from the port of New Orleans. He sailed in both the engine and steward departments . Brother Cox upgraded his engine department rating to QMED at the Lundeberg School. He began receiving his pension in December 1983. NATHANIEL P. DA VIS Pensioner Nathaniel P. Davis, 69, passed away December9, 1994. Anative of k· Lowell, Mass., he joined the SIU in 1959 in the port of New York. He sailed in the engine department. Brother Davis retired in August 1987. JOHN M. DWYER John M. · Dwyer, 49, died on July ·' 22, 1994. He ;fl joined the '" union in 1988 in the port of Houston. Brother Dwyer sailed in the deck department. A native of New York, he served in the U.S . Anny from 1966 to 1968. SIU's AGLIWD. Brother Feight retired in April 1970. DAVID FAGAN David Fagan, 34, passed away October 8, 1994. Born in California, he joined the ~ Seafarers in 1991 in the ,,J port of New Orleans. Brother Fagan sailed in the deck department. EDWARD A.FAHY Pensioner Edward A. Fahy, 65, died January 8. Born in Philadelphia, he signed on with the SIU in 1955 in the port of New York. He sailed in the engine department and attended upgrading courses at the Lundeberg School in 1967. Brother Fahy began receiving his pension in December 1986. HAWTHORNE H. FRASER Pensioner Hawthorne H. Fraser, 79, died October 3, 1994. Born in Trinidad, West Indies, he joined the Marine Cooks and Stewards in 1954 in the port of Wilmington, Calif., before that union merged with the SIU' s AGLIWD. Brother Fraser began receiving his pension in November 1974. ALPHONSO R. GONZALES Pensioner Alphonso R. Gonzales, 84, passed away January 8. A native of Hawaii, he signed on with the ~'--..;;__;_.....J Seafarers in 1952 in the port of New Orleans. He sailed in the engine department. Brother Gonzales attended a union conference in 1975 at the Lundeberg School. He retired in December 1976. GEORGE R. GRAHAM Pensioner George R. ·' Graham, 76, died December 14, 1994. Born in North Dakota, Brother Graham = --=-'-== joined the SIU in 1944 in the port of New York. He sailed in the engine department. Brother Graham began receiving his pension in June 1983. HORACE C. GRAY Pensioner Horace C. Gray, 92, passed away December2, 1994. Anative of Alabama, he signed on L:-.....::........:.:::..:.:_:.==-=--___:.____J with the union in 1946 in the port of Mobile, Ala. as a member of the engine department. Brother Gray retired in November 1967. EDWARD L. HAYNIE GERALD E. FEIGHT Pensioner Gerald E. Feight, 70, passed away October 8, 1994. Brother Feight was a member of the Marine Cooks and Stewards, before that union merged with the Edward L. Haynie, 61, died December 15, 1994. Born in Virginia, he signed on with the Seafarers in 1965 in the port of Norfolk, Va. Brother Haynie sailed in the engine department, and upgraded to QMED at the Lundeberg School. He served in the U.S. Navy from 1951to1954. Brother Penns served in the U.S. Army for eleven years. He retired in September 1989. ANDREW GREEN SIMPSON PHILIPS Pensioner Andrew Green, 75, died December 22, 1994. Born in Arkansas, he began sailing with the union in 1969 from the port of San Francisco. He shipped in the steward department. Brother Green began receiving his pension in November 1989. Pensioner Simpson Philips, 91, passed away November 15, 1994. He signed on with the Marine Cooks and Stewards in the port of San Francisco, before that union merged with the SIU's AGLIWD. Brother Philips began receiving his pension in July 1966. HORACE HAMILTON Pensioner Horace Hamilton, 74, passed away October 17, 1994. A native of Dallas, he joined the Marine Cooks and '-------~ Stewards in 1955 in the port of San Francisco, before that union merged with the SIU's AGLIWD. Brother Hamilton upgraded his steward department rating at the Lundeberg School. He retired in September 1985. CLIFFORD E. PREVATT Pensioner Clifford E. ' Prevatt, 74, died in March 1994. He began sailing with the Seafarers in 1948 from the port of Tampa, Fla. Brother Prevatt sailed in the engine department. He served in the U.S. Navy during World War II. A native of Florida, Brother Prevatt retired in April 1982. NATHANIEL RICHARDSON Pensioner Nathaniel Richardson, 75, died September 30, ARTHUR G. JAVIER 1994. He joined the Pensioner Arthur G. Javier, 86, Marine Cooks passed away September 23, 1994. and Stewards Born in the Philippine Islands, he in 1951 in the joined the Marine Cooks and Stewards, before that union merged I port of San Francisco, before that union merged with the SIU's with the SIU's AGLIWD. Brother AGLIWD. Brother Richardson Javier began receiving his pension retired in December 1983. in July 1971. RASMUS JENSEN Pensioner Rasmus Jensen, 100, died August 18, 1994. A native of Denmark, he joined the Marine Cooks and Stewards in 1930 in the port of San Francisco, before that union merged with the SIU's AGLIWD. Brother Jensen retired in March 1959. CASIMIR J. KROWICKI Pensioner Casimir J. Krowicki, 75, passed away December 28, 1994. He began sailing with the SIU in 1946 from =~--~ the port of Galveston, Texas. Brother Krowicki sailed in the deck department. He erved in the U.S. Am1y during World War II. Brother Krowicki began receiving his pension in November 1985. ADOLPH NEBEL Pensioner Adolph Nebel, 90, died November 5, 1994. Born in Germany, he joined the Marine Cooks and Stewards in the port of San Francisco, before that union merged with the SIU's AGLIWD. Brother Nebel retired in September 1974. JOHN W. PENNS Pensioner John W. Penns, 69, died June 29, 1994. After , graduating from the Andrew Furuseth =='---==---.:::.__.=== Training School in 1956, Brother Penns signed on with the SJU in his native state of New York. He sailed in the engine department and upgraded frequently at the Lundeberg School. INLAND JUAN REYES Juan Reyes, 48, died September 7, 1994. Born in Puerto Rico, he joined the Seafarers in 1976 in the port of San Juan, P.R. Boatman Reyes sailed in the deck department. ANTHONY "TONY" ROSSI Pensioner Anthony "Tony" Rossi, 70, passed away December 26, 1994. A native of Pennsylvania, he signed on with the union in 1951 in the port of Baltimore. During his career, Boatman Rossi advanced in the deck department, last sailing as a tugboat captain. He retired in November 1987. GREAT LAKES JOSEPH J. CHERVENKA Pensioner Joseph J. Chervenka, 88, died December 12, 1994. Brother Chervenka signed on with the Seafarers in 1947 in the port of Duluth, Minn. He sailed in the deck department. Brother Chervenka served in the U.S. Army during World War II. He began receiving his pension in January 1974. FISHERMEN CARLOS GASPER Pensioner Carlos Gasper, 71, died December 10, 1994. Brother Gasper joined the union in 1968 in the port of Boston, and shipped in the deck department. He served in the U.S. Navy during World War II, 1942 to 1946. Brother Gasper began receiving his pension in June 1987. �22 FEBRUARY 1995 SEAFARERS LOG Lundeberg School Graduating Classes SCHOOL HARRY LIFEBOAT CLASS 532 Trainee Lifeboat Class 532- Graduating from trainee lifeboat class 532 are (from left, kneeling) Adnan K. Nasser, Edward Siu, Victor Smith, Marcos Rivera, Christopher Madore, (second row) Bob Boyle (instructor), Keith Neathery, Mariano Lopez, Jorge E. Soler, Louis Pauole, Samuel Zaso, Scott L. Sumners, Michael Thompson, Christopher Duffy Jr., Stanley E. Howard and Martiz D. Summerville. Upgraders Lifeboat- Certificates of training were received by the graduating class of upgraders on January 10. They are (from left) Bob Boyle (instructor), Robert M. Amon, Victor Frazier, James Johnson, Rodney Roberson Sr. and Andre Holmes. Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and union finances. The constitution requires a detailed audit by certified public accountants every year, which is to be submitted to the membership by the secretary-treasurer. A yearly finance committee of rank-and-file members, elected by the membership, each year examines the finances of the union and reports fu11y their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. A member's shipping rights and seniority are protected exclusively by contracts between the union and the employers. Members should get to know their shipping rights. Copies of these contracts are posted and SUMMARY ANNUAL REPORT FOR SEAFARERS VACATION FUND This is a summary of the annual report of the Seafarers Vacation Fund, EIN 13-5602047, Plan No. 503, forthe period January 1, 1993 through December31, 1993. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). The trust has committed itself to pay claims incurred under the terms of the plan. BASIC FINANCIAL STATEMENT The value of plan assets, after subtracting liabilities of the plan, was $7,914,933 as of December 31, 1993, compared to $4,880,007 as of January 1, 1993. During the plan year, the plan experienced an increase in its net assets of $3,034,926. This increase includes unrealized appreciation and depreciation in the value of plan assets; that is, the difference between the value of the plan's assets at the end of the year and the value of the assets at the beginning of the year or the cost of assets acquired during the year. During the plan year, the plan had a total income of $40, 107,938, including employer contributions of $39,616,716, realized losses of $46,816 from the sale of assets, and earnings from investments of $538,038. Plan expenses were $37,073,012. These expenses included $4,712,989 in administrative expenses, $30,061,066 in benefits paid to participants and beneficiaries and $2,298,957 in other expenses (payroll taxes on vacation benefits). YOUR RIGHTS TO ADDITIONAL INFORMATION You have the right to recejve a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report: 1. An accountant's report, 2. Assets held for investment, 3. Transactions in excess of 5% of plan assets and 4. Service provider and trustee infonnation. To obtain a copy of the full annual report, or any part thereof, write or call the office of Mr. Nicholas J. Marrone, plan administrator of the Seafarers Vacation Fund, 5201 Auth Way, Camp Springs, MD 20746; telephone (301) 899-0675. The charge to cover copying costs wi 11 be $ l. 80 for the full annual report, or 10 cents per page for any part thereof. You also have the right to receive from the plan administrator, on request and at no charge, a statement of the assets and liabilities of the plan and accompanying notes, or a statement of income and expenses of the plan and accompanying notes, or both. If you request a copy of the full annual report from the plan administrator, these two statements and accompanying notes will be included as part of that report. The charge to cover copying costs given above does not include a charge for the copying of these portions of the report because these portions are furnished without charge. You also have the legally protected right to examine the annual report at the main office of the plan (Board of Trustees, Seafarers Vacation Fund, 5201 Auth Way, Camp Springs, MD 20746) and at the U.S. Department of Labor in Washington, DC, or to obtain a copy from the U.S. Department of Labor upon payment of copying costs. Requests to the Department should be addressed to: Public Disclosure Room, N-5507, Pension and Welfare Benefits Administration, U.S. Department of Labor, 200 Constitution Avenue, N.W., Washington, DC 20210. available in all union halls. If members believe there have been violations of their shipping or seniority rights as contained in the contracts between the union and the employers, they should notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Augustin Tellez, Chairman Seafarers Appeals Board 5201 Au th Way Camp Springs, MD .20746 Full copies of contracts as referred to are available to members at all times, either by writing directly to the union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which an SIU member works and lives aboard a ship or boat. Members should know their contract rights, as well as their obligations, such as filing forovertime (OT) on the proper sheets and in the proper manner. If, at any time, a member believes that an SIU patrolman or other union official fails to protect their contractual rights properly, he or she should contact the nearest SIU port agent. EDITORIAL POLICY - THE SEAFARERS LOG. The Seafarers LOG traditionally has refrained from publishing any article serving the political purposes of any individual in the union. officerormember. It also has refrained from publishing articles deemed harmful to the union or its collective membership. This established policy has been reaffirmed by membership action at the September 1960 meetings in all constitutional ports. The responsibility for Seafarers WG policy is vested in an editorial board which consists of the executive board of the union. The executive board may delegate, from among its ranks, one individual to cany out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he or she should not have been required to make such payment, this should immediately be reported to union headqu~rs. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time a member feels any other member or officer is attempting to deprive him or her of any constitutional right or obligation by any methods, such as dealing with charges, trials, etc., as well as all other details, the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the union has negotiated with the employers. Consequently, no member may be discriminated against because of race, creed, color, sex, national or geographic origin. If any member feels that he or she is denied the equal rights to which he or she is entitled, the member should notify union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American merchant marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the union or of employment. If a contribution is made by reason of the above improper conduct, the member should notify the Seafarers International Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. A member should support SPAD to protect and further his or her economic, political and social interests, and American trade union concepts. NOTIFYING THE UNION-If at any time a member feels that any of the above rights have been violated, or that he or she has been denied the constitutional right of access to union records or information, the member should immediately notify SIU President Michael Sacco at headquarters by certified mail, return receipt requested. The address is: Michael Sacco, President Seafarers International Union 5201 Auth Way Camp Springs, MD 20746. �23 SEAFARERS LOG FEBRUARY 1995 LUNDEBER6 SCHOOL 1995 UPGRADING COURSE SCHEDULE The following is the course schedule for classes beginning between February and July 1995 at the Seafarers Harry Lundeberg School of Seamanship located at the Paul Hall Center for Maritime Training and Education in Piney Point, Md. All programs are geared to improve job skills of Seafarers and to promote the American maritime industry. The course schedule may change to reflect the needs of the membership, the maritime industry and-in times of conflict-the nation's security. Please note that students should check in the Friday before their course's start date. The courses listed here will begin promptly on the morning of the start dates. Deck Upgrading Courses Course Start Date Date of Completion Able Seaman July 31 October20 Bridge Management (Shiphandling) April 24 July 17 Mays July 28 Lifeboatman July 17 July 28 Limited License/License Prep. July 3 Augustll Radar Observer/Unlimited February27 April 17 May22 July 10 March 10 April21 May26 July 14 Steward Upgrading Courses Course Start Date Date of Completion Assistant Cook/Cook and Baker Chief Cook, Chief Steward March27 Junes June 16 August25 Engine Upgrading Courses Date of Completion Course Start Date Diesel Engine Technology April 14 March20 July 28 July 3 (to be announced) Refrigeration Technician Certification Fireman/W atertender & Oiler Hydraulics Marine Electrical Maintenance I Marine Electrical Maintenance II Power Plant Maintenance Pumproom Maintenance Refrigerated Containers Welding March20 Mayl February 20 Junes May22 July 31 March 13 April 24 July 17 March27 April 24 February 20 April 24 June2 July 14 March24 July7 June30 Septembers April 21 June2 August25 April 7 May19 March 17 May19 All students must take the Oil Spill Prevention and Containment class. All students must take the Oil Spill Prevention and Containment class. Inland Courses Safety Specialty Courses Course Start Date Date of Completion March27 May29 February 27 April 10 July 24 April 10 May8 May22 July 17 April 7 June9 March 10 April 21 August4 April 21 May12 June2 July 28 Course Start Date Date of Completion Deck Inland Advanced Firefighting March 6 March 17 Oil Spill Safety Recertification February23 March 30 April 27 May25 June22 July 20 February 23 March30 April 27 May2S June22 July 20 Diesel DDE/Limited License Prep. Sealift Operations and Maintenance June 5 June 30 Tanker Operations February27 March 27 April 24 May22 June 19 July 17 March 24 April 21 May19 June 16 July 14 Augustll Engineroom Familiarization Radar Observer (Inland) Welding Electronics Additional Courses Course Start Date Date of Completion GED Preparation Mayl July 21 Adult Basic Education (ABE) and English as a Second Language (ESL) April 3 June5 May26 July 28 Recertification Programs Course Start Date Date of Completion Bosun Recertification Mayl Junes Course Start Date Date of Completion Steward Recertification July 3 August 7 Session II Junes July 28 Deck and Engine Department College Courses --~----------------------------------------------------------------------------------------------------------------------------------------------------- UP6RADIN6 APPL/CAT/ON Primary language spoken-------~---- (Street) (City) (State) (Zip Code) Date of Birth _ _ _ _ _ _ _ __ Telephone_....__ _....__ _ _ _ __ With this application, COPIES of your discharges must be submitted showing sufficient time to qualify yourselffor the course(s) requested. You also must submit a COPY of each of the following: the first page ofyour union book indicating your department and seniority, your clinic card and the front and back of your z-card as well as your Lundeberg School identification card listing the course(s) you have taken and completed. The Admissions Office WILL NOT schedule you until all of the above are received. (Monlh/Day/Year) (Area Code) Deep Sea Member D Lakes Member D Inland Waters Member D COURSE BEGIN DATE END DATE If the following information is not filled out completely, your application will not be processed. Social Security # Book # _ _ _ _ _ _ _ __ S e n i o r i t y - - - - - - - - - - - - - Department _ _ _ _ _ __ U.S. Citizen: D Yes D No Home Port - - - - - - - - - - - Endorsement(s) or License(s) now held _ _ _ _ _ _ _ _ _ _ _ _ __ LAST VESSEL: - - - - - - - - - - - - - - Rating: _ _ _ __ Date O n : - - - - - - - - - - Are you a graduate of the SHLSS trainee program? DYes DNo If yes, class# - - - - - - - - - - - - - - - - - - - - - - Have you attended any SHLSS upgrading courses? DNo DYes If yes, course(s) taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Date Off: - - - - - - - - - - SIGNATURE_ _ _ _ _ _ _ _ _ _~D.ATE ~~~~~~~ NOTE: Transportation will be paid in accordance with the scheduling letter only if you present original receipts and successfully complete the course. If you have any questions, contact your port agent before departing for Piney Point. Do you hold the U.S. Coast Guard Lifeboatman Endorsement? D Yes D No Firefighting: D Yes D No CPR: D Yes DNo RETURN COMPLETED APPLICATION TO: Lundeberg Upgrading Center, P.O. Box 75, Piney Point, MD 20674. 2/95 -. �IN THIS ISSUE: SUMMARY ANNUAL REPORT Seafarers Vacation Fund -Page 22 Volume 57, Number 2 February 1995 Newark Bay and Scores of Ships Converge To Aid in Rescue of Ukrainian Seamen The SIU-crewed Newark Bay was one of 32 ships from 18 different nations which abandoned its regular operations to aid in a rigorous search and rescue effort aimed at finding 31 Ukrainian seamen after their vessel sank in a brutal storm in the North Atlantic. The Newark Bay, a Sea-Land Service containership, received an all-points bu11etin from the U.S. Coast Guard notifying the captain and crew that a Ukrainian merchant vessel, the Salvador Allende, had gone down in the predawn hours of Friday, December 9, 1994 about 1,200 miles east of New York and 750 miles southeast of Nova Scotia. The 450-foot Ukrainian-flagged vessel was sailing from Texas to Helsinki, Finland with a load of rice when it was caught in a storm with 40-foot waves and 50-mph winds. According to Associated Press news reports, the Ukrainian cargo ship began taking on water and listing badly to its port side before sinking, forcing all 31 crewmembers to abandon ship. The Coast Guard requested that all vessels within a 500-mile radius report to the area where the Allende sank in the violent storm. The Newark Bay was on its way back to Elizabeth, NJ. after completing a 28-day run to northern Europe when the captain received the emergency radio ca11. "When we were contacted, I was on whee] watch, and the captain began looking at the charts to plot out our course," AB George Perry told a reporter for the Seafare rs LOG. "We turned the ship about 180 degrees and headed south. It took us about 12 hours to get to the area in which the vessel had sunk and a bit more chances for survival. The Newark Bay and dozens of other merchant ships arrived SEARCH AREA • \ Newark Bay 61,000 sa. Ml. during the night to the area of the ENLARGEMENT sunken cargo ship ready to search \ diverted to OF SEARCH AREA for the Ukrainian seamen. • 39°00'N SHOWN BELOW Despite the drops of supplies \ 49°ao·w IN SMALL SCALE MAP and the ship reinforcements, when rescue efforts resumed the 39°39'N 51°16'W •:soN 49ow next morning, no survivors could Salvador Allende Newark Bay be found. News reports stated sinks ordered to none of the ships was able to spot any of the Allende crew in the search in search for survivors that spanned 7 mile radius ATLANTIC six days and 61,000 square miles around OCEAN of sea. this position The Newark Bay scanned 154 square miles for two days for survivors before the Coast Guard ATIANTIC called off the search. AB Perry, OCEAN who was the helmsman throughout most of the containership' s search efforts, noted that bridge wing lookouts 400 20° 60° were posted on the Newark Bay The search for Allende survivors concentrated in an area 1,200 around the clock during the search and rescue operation. miles east of New York and 750 miles southeast of Nova Scotia. Perry also stated that he heard time to reach the site that the jacket to keep him afloat in the over the radio that some emergenCoast Guard designated for us," stormy seas. The military helicop- cy equipment had been recovered reca11ed the AB. ter spotted the Ukrainian seaman While the Newark Bay was en 70 miles outside the search area. He route, two tankers were the first to also was not injured. Early press reports said all but arrive at the scene shortly after midnight, more than 17 hours three of the 31 Allende crewmemafter the ship sank. Battling the bers had been spotted by aircraft, waves, foreign-flagged Torungen drifting amid the 60-mile-long and Benny Queen took directions patch of debris marking the from U.S. Coast Guard planes sunken ship. However, the comflying above. The Torungen was bination of high waves, fierce able to pu11 to safety a Ukrainian winds and onset of night crewmember from a lifeboat hampered rescue efforts and caught in the squall. Apart from caused all attempts to save the pure exhaustion, the seaman sur- Ukrainian seamen to be put off vived the disaster without injury. until daylight. U.S. Coast Guard aircraft dropped radios, food, AB Craig Amison stood as a lookout A econd survivor was pluckwater and emergency supplies to aboard the Newark Bay during the ed from the sea by a U.S Air Nasome of the Allende crewmem- search for survivors of the sunken tional Guard helicopter after bers to help them endure the Salvador Allende, a Ukrainian having drifted for more than 24 rough seas and improve their cargo ship. hours with little more than his life Newark Bay receives SOSe at 42°04'N 50°49'W . ~ Captain Robert Haagenson plotted a course for the Newark Bay when the U.S. Coast Guard notified him of a sunken Ukrainian vessel. but no survivors had been found. "Of the 31 Ukrainian crewmem bers, 29 are presumed deceased and their bodies remain unrecovered," stated Rich Perry, a Coast Guard representative from the Atlantic Area Command center in New York, which spearheaded the rescue efforts. "Their bodies are now in the hands of mother nature. We did everything we could." "We searched long and hard but we never found anything. It was pretty sad knowing so many seamen had just perished," added AB Perry. David Frantz prepared special sandwiches and refreshments around the clock for Newark Bay crewmembers during the search and rescue mission. Help Locate Missing Child The National Center for Missing and Exploited Children has asked the Seafarers International Union to assist them in locating Savanna Catherine Todd. She was abducted from Isle of Palms, S.C. by her non-custodial mother, Dorothy Lee Barnett, when she was 11 months old. A felony warrant for kidnapping has been issued in her name. (She also goes by the name Lee Barnett Todd or Lee Barnett.) Now 20 months old, Savanna Catherine Todd, who also may be known as Savanna Lee Barnett, was 2 ft. 6 in. ta1l when she was abducted. The light brown-haired, hazel-eyed child has a sma11 birthmark near her navel. Anyone having information on the whereabouts of Savanna Catherine Todd should contact the National Center for Missing and Exploited Children at (800) 843-5678 or the Missing Persons Unit of the Federal Bureau oflnvestigation (South Carolina) at (803) 722-0135. Savanna Catherine Todd AB George Perry (center) was on watch when the Coast Guard requested the vessel's aid in a search for 31 Ukrainian seamen. Also among the Sea-Land Newark Bay's crewmembers who participated in the rescue effort were Chief Steward Alphonso Holland (left) and AB Richard Houghton. After the scouting mission, the ship returned to the U.S., docking in Elizabeth, N.J., where above photo was taken. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1990-1999 Description An account of the resource Volumes LII-LXI Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1995 Description An account of the resource HEADLINES SIU’S WORK-TAX LAWSUIT MOVES TO APPEALS COURT MSC CHIEF: PREPOSITIONING SHIPS KEY TO NATION’S SEALIFT ASSETS APL FLAG-OUT WAIVER VIOLATES U.S. LAW, CHARGE SIU UNIONS SENATE COMBINES MARITIME, TRANSPORT BODIES; THREE HOUSE COMMITTEES COVER MARINE ISSUES EARTHQUAKE SHATTERS KOBE PORT’S CRANES SHIPS DOCKING IN OTHER PORTS EUROPEAN SHIPPING SURVIVES FLOODS RANDOM DRUG TEST POOL REDUCED BY FEDERAL REGULATIONS BILL ALLOWING EXPORT OF ALASKA OIL ON U.S.-FLAG SHIPS BEFORE CONGRESS APPLICANTS MUST BE SCREENED FOR USE OF ILLEGAL SUBSTANCES LAKES’ SEAFARERS REFLECT ON ’94 SEASON DRY-CARGO SHIPS, TANK BARGES NEED COFR 1,000-PLUS TANKERS PROVE ABILITY TO PAY SPILL DAMAGES GOV’T TASK FORCE PLAN BALANCES VITAL PORT DREDGING, ENVIRONMENT LUEDTKE PRESIDENT DIES AT 64 BOAT OPERATORS NEED RADAR ENDORSEMENT PORT COURSES ENABLE SIU BOATMEN TO MEET FEB. 15 RADAR DEADLINE SIU ASKS COURT TO VOID APL-FLAG-OUT WAIVER BUDGET-DRIVEN CONGRESS LOOKS AT FOOD AID CUTS MARITIME JURISDICTION DISTRIBUTED IN HOUSE; SENATE MERGES MARINE, TRANSPORT SUBCOMMITTEE MARMO DIES, WAS HEAD OF VACATION PLAN LOUISANA-BASED WWII MARINERS ELIGIBLE FOR STATE BONUS OF $250 RETIRED BOSUN DAWSON, VETERAN OF 4 WARS, MAINTAINS PUSH FOR STRONG U.S.-FLAG FLEET SEAFARERS PRAISE NEW TANKER SAFETY COURSE PAUL HALL CENTER’S FOUR-WEEK CLASS IS RIGOROUS BUT ‘WORTH ALL THE TIME’ GALLEYS PROVIDE CHEER OVER HOLIDAYS AT SEA SIU SCHOLARSHIPS: WINDOWS TO THE FUTURE NEWARK BAY AND SCORES OF SHIPS CONVERGE TO AID IN RESCUE OF UKRAINIAN SEAMEN Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 02/01/1995 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 57, No. 2 1995 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/450e44dde26f3c39bcea7e409bde676d.pdf bdb50062ecb3ffb8a5ab3959345ec649 PDF Text Text Writing elected officials to support the Maritime Security Act are clockwise from the upper left Steward Ekow Doffoh and AB Danny Miller on the Sea-Land Inspiration; ABs Steve Fabritsis and Nick Kekliko of Houston; AB Nestor Agcaoili and SA Ben Matthews on the Global Link; AB Richard Campbell of Seattle; AB Branko Misura of San Francisco; Pensioner Isidore Dongen of Mobile; Chief Cook Charles Atkins, AB Tim Smith and OMU Jim Smart of Seattle; Bosun Calvin Miles of Mobile; Wiper Kristof Zschaler on the USNS Antares; and Chief Cook Ronnie Hall on the Cape Rise. Page 3. �2 SEAFARERS LOG FEBRUARY 1996 President's Report . Handling the Challenge The SIU ta1ces great pride in the fact that its membership plays such an active role in the welfare of the union and the maritime industry. Whenever Seafarers see a need, they do not hesitate. They ,__.... respond immediately. This has been proven time and again during national emergencies, seen most recently when members crewed the Ready Reserve Force vessels Cape Race and Cape Rise and had them ready to go to Bosnia before the scheduled sailing date. The photos on the front page of this issue of the Seafarers LOG also provide another excellent example of what we are talking about. From all across the country and from ships around the world, Seafarers are contacting members of the U.S. Senate to Michael Sacco urge them to pass a bill that will ma1ce sure the U.S. flag continues to sail on the high seas into the next century. That bill is the Maritime Security Act, the 10-year maritime revitalization pro- gram that would provide funds for approximately 50 U.S.-flag containerships. The legislation, originally suggested to Congress in 1992, is supported by the SIU. In December, it received the overwhelming support of the House of Representatives. And President Clinton has said he will sign the measure when it clears Congress. The only action remaining before the bill reaches the White House is for the Senate to pass it. Seafarers, pensioners and their families have seen the urgency of this situation and are responding. They have been writing letters, making telephone calls and meeting with senators to inform them of the need for this legislation. The outpouring has been tremendous because Seafarers know that personal contact from a constituent with an elected official is the most powerful means of bringing attention to an issue. News reports have stated the full Senate could begin debate on the Maritime Security Act later this month. While I thank all who already have contacted senators to seek support for this important bill, we cannot let up now. Seafarers, pensioners and their families must continue to answer this call until the bill is passed and the president's signature enacts maritime revitalization. SIU-Crewed RRF Ships Return from Bosnia Crews Brave Brutal Weather to Deliver Materiel to NA TO Forces Bosun Paul Lewis spoke with obvious pride as he recounted the two-month mission recently completed by the SIU-crewed Ready Reserve Force (RRF) vessel Cape said that nine days of bad weather (five at one stretch, four at another) constituted the most difficult part of the voyage. In particular, the ships encountered Rise. major storms in the Bay of Bis"The whole crew worked their cay, near France. They also overtails off, and I mean everybody . came icy rivers in Bremerhaven. This entire ship was packed with Fo'c'sle or Foxhole? every piece of military equipment you could think of," Lewis said "We were tossed around pretty January 29 aboard the vessel. good. Some of the British His comments followed a pier- (military personnel) who rode side ceremony in Portsmouth, Va. with us said they would rather honoring the crews of the Cape sleep in a freezing foxhole under Rise and the Cape Race, another enemy fire than be on a ship RRF roll-on/roll-off cargo ship during that kind of weather," said manned by Seafarers. Both ves- Lindsay, who sailed on the Cape sels were activated by the U.S. Rise. Maritime Administration on However, crewmembers December 1 to support NATO described the rest of the trip as peacekeeping troops in Bosnia. smooth. A number of Seafarers The NATO mission is known as commented on the excellent Operation Joint Endeavor. working rapport between the The vessels sailed ahead of crews and the military aboard schedule-smack into brutal both ships. Many also expressed winter storms in the North Atlan- the belief that the vessels' timely tic. Despite the severe weather, response and valuable contribueach ship made two deliveries to tion to the NATO effort proved Split, Croatia, where the cargo once again the need to maintain a later was loaded onto trucks and strong U.S.-flag merchant fleet. "We had a hard-working trains for transport to NATO forgroup that stuck together like ces inland. Overall, the ships traveled family ," said Chief Cook Ronnie more than 17 ,000 miles apiece Hall, a Lundeberg School and delivered about 2 , 500 graduate who sailed on the Cape wheeled and tracked military Rise. "In the galley, we served a vehicles, along with 2,600 pallets total of approximately 3,000 of ammunition and other sup- meals, including traditional plies. The Cape Rise and Cape Christmas fare. Morale was very Race-which are operated by high." OMI Ship Management, Inc. for Bosun Lewis stated that the the U.S. Maritime Administra- galley gang "played a big part in tion-loaded cargo in Antwerp, keeping everyone's morale up. Belgium; Marchwood, England; They served excellent chow, and and Bremerhaven and Emden, plenty of it. They really did a phenomenal job." (A ship's ofGermany. Their activations coincided ficer who overheard Lewis while with the deployment of 60,000 passing by agreed. He told a NATO peacekeeping troops, in- reporter from the Seafarers WG, cluding 20,000 American ''This is one of the few ships I've military personnel, to the former ever been on where I gained weight!") Republic of Yugoslavia. Recertified Steward William Like a number of his fellow Seafarers, AB Robert Lindsay Perry on the Cape Rise recalled Volume 58, Number 2 ~71 February 1996 The Seafarers LOG (ISSN 1086-4636) is published monthly by the Seafarers International Union; Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO; 5201 Auth Way; Camp Springs, MD 20746. Telephone (301) 899-0675. Second-class postage paid at Southern Maryland 20790-9998 and at additional offices. POSTMASTER: Send address changes to the Seafarers LOG, 5201 Auth Way, Camp Springs, MD 20746. Managing Editor, Daniel Duncan; Associate Editor/Production, Deborah A. Hirtes; Associate Editors, Jordan Biscardo and Corrina Christensen Gutierrez; Art, Bill Brower; Administrative Support, Jeanne Textor. Civilian mariners who sailed to Bosnia were honored January 29 after their ships docked in Portsmouth, Va. Among the honorees and others in attendance were (seated, from left) Chief Steward William Perry, SIU Port Agent Mike Paladino, retired Recertified Steward Tony DeBoissiere, Chief Steward Bud Marchman, (standing, from left) Chief Cook Ronnie Hall, AB Rob Lindsay and SA Joaquin Martinez. that crews aboard both RRF ships "worked around the clock to get everything together" in the initial aftermath of the call-up. "We sailed ahead of schedule, so you could say we got the job done," said Perry, a Lundeberg School graduate and 16-year SIU member. "Everyone worked well together," he added. Lots of Work Lewis, Lindsay and the rest of the deck gang on the Cape Rise, as well as their counterparts on the Cape Race, operated 50-, 60and 85-ton elevators to move cargo to different decks. In the aftermath of the storms, the deck crews checked to ma1ce sure the military vehicles and cargo remained secured. DEU Rick Langley of the Cape Rise said the SIU crews "did our best. We did a lot of maintenance in the engineroom, keeping things safe. The ship really took a beating from the weather, but otherwise, it was a great trip." Langley, who upgraded at the Paul Hall Center in 1994, said the American mariners enjoyed conversing with the British army personnel whom they transported. "The British guys were pretty cool. They talked a lot about what goes on in the U.S., as compared to Britain. Most of them would like to visit the States, but they've never been there." Operation Quick Lift-another two-month mission in support of NATO forces in Bosnia. "I was surprised when we got activated this last time," Mack said. "This was tougher than the earlier trip. There were more people to feed, plus the weather was worse. "But I'm not complaining. The crew worked together beautifully and we got the job done!" Mack said the British riders appreciated the U.S. hospitality. "They gave a plaque to the ship with their platoon information on it, and they gave one to me, too. I couldn't believe it," she added. Lewis said that during the voyage, crewmembers aboard the Cape Rise regularly discussed how their mission reflects the need to maintain a strong American-flag presence on the high seas. A good step to that end would be Senate passage of the Maritime Security Act, he noted. "We talked about it after every fire and boat drill, after every safety meeting," Lewis said. "We answered the call this time, just like we have done every time in the past." Seafarers Answer Call During the recent ceremony, Vice Admiral Phillip M. Quast, head of the U.S. Military Sealift Command (MSC), described the vessels as "the best type of ships we have to carry our cargoes. Our ability to get our forces in is a critical factor," he stated. ''Forces [in Bosnia] today are appreciative of what these two crews did." Familiar Trip Chief Steward Margie Mack is one of many Seafarers who crewed the Cape Race not only Fellow Seafarers commended the work of Chief Steward William during Operation Joint Endeavor Perry (left), Chief Cook Ronnie Hall (right) and the rest of the galley but also earlier in 1995 during gang aboard the Cape Rise. �FEBRUARY 1996 SEAFARERS LOG Senate Ready To Consider U.S. Ship Bill ~; -~-- .. This converted old ferryboat serves as the terminal for NY Waterway's 13 SIU-crewed ferries. A new, bigger NY Waterway terminal, including office space and shops, will be built nearby at an estimated cost of $27 million, replacing this one. New Terminal Planned For NY Ferry Service SIU-Crewed Oneration Receives I:' $1 Millionfior Site Exnansion r Bob Alburtus remembers there were more skeptics than passengers when the Seafarerscontracted New York-New Jersey commuter ferry service started in 1986. "The first day, we had 23 passengers-and the rides were free," said Alburtus, one of two original crewmembers of NY Waterway's first ferry. "I think a lot of people didn't believe ferry service would catch on." Almost nine years later to the day, near the same berth from which that first ferry sailed, Senator Frank Lautenberg (DN. J.) and New Jersey Congressmen Robert Menendez and Robert Franks announced a $1 million grant from the Federal Highway Administration to begin engineering and design work for a new intennodal terminal that will replace the existing NY Waterway facility in Weehawken, N.J. Overa11, the project will cost an estimated $27 million. Funded through public and private sources, the terminal will open in approximately three years. The announcement took place December 18, and it was indicative of the ferry service's tremendous growth. Today, more than 70 Seafarers crew 13 NY Waterway fenies that not only transport some 20,000 daily commuters, but also offer seasonal sightseeing tours and daily lunch cruises on the Hudson and East rivers. Overall, NY Waterway ferries have transported approximately 20 million passengers. Expansion Well-Received Few in 1986 would have predicted such success, especially considering the initial lack of support. "We had a lot of opposition from New York City (at first}," said NY Waterway President Arthur Imperatore, who solely funded the start-up operation. "They thought it would drain away their wealth somehow. Now they regard it as something that supports the city and the region." Seafarers reacted optimistically to the announcement of the 3 new terminal. "It's great to see expansion. If things go well for the company, they should go well for us," coneluded AB Teddy Terzakos. Captain John Willette stated, ~~~~~~u~j~~~~:~i~~~:~n~~ fact that it will be linked with the lightrailsystemmeansitwillbe easier for people to get to the boats." The current terminal actually is a converted vintage ferry that also serves as an office and ticket station. It is being replaced because of projected ridership growth, as well as hull damage caused by major storms in the last few years. The new terminal will have four ferry slips and a capacity of 22,000 passengers per day, twice the current capacity. It will house NY Waterway offices, ticketing facilities and shops. Sen. Lautenberg, the ranking Democrat on the Senate Transportation Committee, said, ''The new terminal will increase the efficiency of the existing public transit connections to the Weehawken ferry. Once the (light rail) pr?ject i.s completed, the new termrnal will also allow for the seamless movement of transit passengers from rail to ferry." Although the company has made no announcement, indications are that NY Waterway will add new routes and order new ferries sometime in the next few years. Possible new routes include La Guardia Airport to East 34th Street and Wall Street, as well as Nyack, N.Y. to Yonkers to West 38th Street. "We hope there's always room for more routes " said Russell Bostock, port c~ptain for NY Waterway. "We've proven that everything here is working, and there's an increased 11eed for it. The state and federal government have recognized it, and they're behind it." Funding for the construction of the new terminal is expected to come from federal grants, the Senate consideration of a 10year maritime revitalization program to help fund approximately 50 U.S.-flag containerships could come as early as the end of this month. The Maritime Security Act, passed by the House of Representatives with bipartisan support on December 6, would provide $1 billion over a 10-year period to provide support for some 50 militarily useful U.S.-flag containerships. In return for receiving the money,thecompanieswou1dhave to make their vessels available to themilitaryintimesofwarornational emergencies. Newspaper accounts have stated that Senator Trent Lott (RMiss.), the body's majority whip, is ready to bring the bill up for consideration as soon a3 the Senate returns to Capitol Hill following the Presidents' Day holiday (February 19). In order to consider maritime revitalization sooner, Lott noted that the Senate would take up the bill passed by the House (H.R. 1350) rather than legislation (S. 1139) that has cleared the Senate Commerce, Science and Transportation Committee, which he chairs. During hearings held in 1995 by the Senate committee and the House Merchant Marine Oversight Panel, the SIU announced its support for the maritime revitalization program. Speaking to the U.S. Chamber of Commerce last month, Lott said the Maritime Security Act "will help save the maritime industry in America. It will produce jobs." The senator added he has been in contact with Transportation Secretary Federico Pefia to secure bipartisan support for the measure. President Clinton has said he would sign the measure when it passed by Congress. The Maritime Security Act only outlines the maritime revitalization program. A second measure is required to provide the actual dollars to fund the program. The Congress included funding for the program within the Commerce appropriations bill which passed late last year. However, President Clinton vetoed the bill for reasons not related to maritime revitalization. Other mechanisms to provide funding for the program are being explored. seafarers Let senators Know Importance of U.S.-Flag Fleet .Seafarers, pensioners and their families have been busy contacting members of the U.S. Senate to support the Maritime Security Act. The bill outlines a 10-year, $1 billion program that would help fund ~ppro~mately 50 U.S:-flag contamersh1ps. The Senate 1s expected_to begin debate on !he bill when 1t re~s to Washington, D.C. late~ this month. . In urgmg the elected of~~ials to . su~por_t the ~ant!me rev1 tahzatton leg1slat1on, Seafarers across the country and ~board s~ps have been ~usy w~t­ mg, calling and talking with senators to inform them of the various economic and national security aspects of the measure. National Security Crewmembers from the Cape Rise wrote and mailed letters when the ship retu~ed to Norfolk, Va. from Bosrua last month. Bosun Paul Lewis stated the bill was a major topic of discussion during the Cape !Use's twomonth deployment m support of ~.J.S. troops_ and other peacekeepmg forces m the former Yugoslavia. "We constantly talked about the need for a U.S.-flag merchant fleet. Our troops never should be put in a position where they have to d_epend on foreign ships," Lewis declared. Adding his concern over the need for U.S.-flag merchant ships for national defense was the vessel's chief cook, Ronnie Hall. "It's very important that the U.S. merchant marine support our troops. I think the Bosnia situation once again shows the importance of keeping the U.S.-flag Continued on page 6 fleet going." Updating crewmembers aboard the Global Link on the status of maritime revitalization legislation is Baltimore Patrolman Dennis Metz. Listening are (from left) OMLI Shannon Wilson (partially obscured), OMLI Chris Duffy, Electrician Tom Betz and Electrician ·Franklin Coburn. Pensioner Beau James of Houston also noted the national defense issues covered by the Maritime Security Act. "The bill needs to pass for our nation'ssecurity.Ourtroopsneed to know our ships and citizens will be ready to support them when needed "added the steward department ~ember who retired in 1983. Economic Concerns Two members from Jacksonville, Fla. who have contacted their legislators noted both economic and family reasons for keeping the U.S.-flag fleet sailing on the world's oceans. Both have children who have joined the SIU and want to make careers out of the merchant marine. "This is the way we make our livings," said Chief Cook Ossie Statham of herself and her son, SA Oshawn King. "We need to make sure the jobs will continue to be there to support our families." AB George Bruer noted his son, SA · Kurt Bruer, has just started sailing "and I want an industry for him." The elder Bruer, who began his career with the SIU in 1959, said, "American people have forgotten the part in our nation's history played by seamen in building this nation. America was built with a strong maritime fleet. It needs to keep a strong fleet." Considering the economic security that would be provided by the bill, AB Joel Lechel, who sails from the port of Houston, stated, "Congress has got to help American companies keep up with foreign competition. I am a firm believer in that and I believe this bill will help our maritime industry compete against foreignflag ships." Recertified Bosun Oscar Wiley of San Francisco said he was concerned about American companies reflagging their vessels. ''This is very important," the Continued on page 4 �4 SEAFARERS LOG FEBRUARY 1996 Legislators Line Up Behind Jones Act Congressional support to retain the nation's freight cabotage law, known as the Jones Act, continues to come in from elected officials from around the country and both political parties. Enacted in 1920, the Jones Act states that cargo carried between two domestic ports must be moved aboard U.S.-flag, U.S.crewed and U.S.-owned vessels. Among the various maritime industries covered by the Jones Act are the inland waterways trade, harbor tug operations, Great Lakes ore and grain carriers and deep sea cargo ships moving goods along America' s coastlines. A similar law to the Jones Act, the Passenger Services Vessel Act of 1886, stipulates that movement of passengers from one American port to another must be done on U.S.-flag, U.S.-crewed and U.S.owned ships. Centuries of Service U.S. Representative Randy Tate (R-Wash.), in a message to the Tacoma, Wash. Propeller Club, pointed out cabotage laws like the Jones Act have existed since the U.S. became a nation. "United States cabotage laws were enacted were enacted centuries ago for reasons that are still valid today," Tate noted. "If the United States needs an army overseas, we will need a merchant marine to deliver the soldiers, equipment and supplies to the designated destination. For instance, during the Persian Gulf War, millions of tons of food and ammunition were transported efficiently by U.S. cargo carriers. U.S.-flagged and U.S.-crewed ships are critical to preserving our nation's security during emergencies," Tate said. Provides Economic Support In proclaiming her support for the Jones Act on the Senate floor, Senator Patty Murray (D-Wash.) outlined the economic benefits provided by the law. "The domestic waterborne trades of the United States contribute more than $15 billion to the American economy, including more than $4 billion in direct wages to U.S. citizens. "The economic impact of that income is mult~~lied ~y t~e thousands of additt~nal Jobs m cabotage-related busmesses. ~e J.one~ Act employers pay $1.4 billion m state and federal taxes." After noting the Jones Act is vital to the interests of the state of Washington, the senator added !hat the law "generates Am~rican J?~s, ~evenues and e~,onorruc actlVlty m all 50 states. Murray called the domestic shipping industry "a family trade." She said the foreign-flag operations "have no interest in furthering the national interest objectives which the Jones Act is intended to enhance-jobs for Americans and a fourth arm of defense in times of national emergency. "It seems to me that it makes no more sense to invite foreign shippinginterestsintoourdomes- the shipping channels. A member of both the House Budget and Transportation and Infrastructure committees, he emphasized his point by recounting that dredged contaminates from Staten Island, N.Y. recently were sent via barge to Corpus Christi, Texas, where they were then loaded into railroad boxcars to be transported to Utah for disposal. This had to be done because the Environmental Protection Agency had declared the contaminates too polluted to be sent to the Sandy Hook ocean mud dump, located six miles off the coast of New Jersey. Franks pointed out the cost of moving the material from New York to Utah via Texas was $118 per cubic yard, rather than the $3-7 per cubic yard usually charged for using Sandy Hook. "How long can you sustain the economic viability of a port when you are charging $118 a cubic yard?" the representative asked. He then noted that in order for the port of New York and New Jersey to maintain its shipping channels and berths, the annual dredging maintenance need is between five and seven billion cubic yards. "We are talking about a significant amount of dredging that has to occur on a routine annualized basis to protect the viability of the [New York and New Jersey] port which has 180,000 jobs connected to it and makes a $20 Continued from page 3 28-year SIU membernoted. "This is about job security. This industry has been good to me and my family and that is why I have been writing letters continuously." Seafarers are urged to continue contacting members of the Senate tic trades than it does to invite a to seek passage of the Maritime Security Act. Each state's senators stranger to intervene in a family and a sample letter are shown below. matter. In either case, there is no necessity for doing so, and the STATE SENATOR STATE SENATOR results can be disastrous," the Washington senator concluded. Ala. Mont. Howell Heflin Max Baucus 'Impeccable Record' From the East Coast, U.S. Representative Patrick Kennedy (D-Mass.) stated in a letter to Thomas B. Crowley Jr., chairman of Crowley Maritime Corporation, "To eliminate, or significantly alter, the Jones Act would be to place the U.S. maritime industry at a disadvantage with respect to government-subsidized competitors from abroad." Kennedy pointed out that nearly 50 maritime nations have cabotage laws and "none of these nations has shown any inclination to open their domestic maritime industries to U.S. companies." The representative pointed out that maritime is essential to the economy. "The use of Americanbuilt, documented, operated and owned domestic trade generates billions of dollars in wages, taxes and shipping revenues for the U.S. economy." He added, "It is in the interest of our nation's economic and national security to continue to support domestic maritime services. The industry, with the support of the Jones Act, has maintained an impeccable record of reliable service to customers throughout the United States and Puerto Rico." Congressman Calls far Streamlining Federal Dredging Permit Process U.S. Representative Bob Franks (R-N.J.) last month called on Congress and the federal government to work on ways to streamline the process for issuing permits for federal dredging projects. Speaking before the Washington, D.C. Propeller Club on January 24, Franks said the troubles associated with federal regulations that must be met before dredging can occur "has enormous implications for the future prosperity of the U.S. economy. With 95 percent of the world's trade transported via ship, this system of ports serves as our lifeline to the world marketplace." Following Franks' remarks, Deputy Maritime Administrator Joan Yim noted the administrati on had released a national dredging policy in December 1994 reaching the same conclusion as Franks. He told Yim he was willing to work with the administration to search for ways of implementingsomeoftherecommendations made within the policy. The congressman, whose district includes the port facilities of Newark and Elizabeth, N.J., stated that shipping interests will look elsewhere if the port of New York and New Jersey or any other American facility cannot solve the problem of how to dispose of the materials dredged from barbors and berths so vessels can ply ISeafarers Contact Senators I billion contribution to this nation• s economy." Franks stated that pollution within the silt lining the berths and shipping channels remains a major problem. He called for national action that would allow for dredging to take place while providing for "the essential need to protect the public health and safety." One possible solution he provided was to build a containment facility for the heavily polluted dredged material, "like a containment island." During its 1995 convention, the AFL-CIO Maritime Trades Department, of which the SIU is a member, called upon the federal government to streamline the dredging permit process while finding ways to help port modernization projects. U.S. Rep. Bob Franks (R-N.J.) outlines the need for dredging to take place in order to keep America's ports viable for wor1d trade. Richard Shelby Ted Stevens Frank Murkowski Ariz. John McCain Jon Kyl Ark. Dale Bumpers David Pryor Calif. Dianne Feinstein Barbara Boxer Colo. Hank Brown Ben Nighthorse Campbell Conn. Christopher Dodd Joseph Lieberman Del. William Roth Joseph Biden Fla. Bob Graham Connie Mack Sam Nunn Ga. Paul Coverdell Hawaii Daniel Inouye Daniel Akaka Idaho Larry Craig Dirk Kempthome Ill. Paul Simon Carol Moseley-Braun Ind. Richard Lugar Dan Coats Iowa Charles Grassley Tom Harkin Robert Dole Kan. Nancy Kassebaum Ky. Wendell Ford Mitch McConnell J. Bennett Johnston La. John Breaux Maine William Cohen Olympia Snowe Paul Sarbanes Md. Barbara Mikulski Mass. Edward Kennedy John Kerry Mich. Carl Levin Spencer Abraham Minn. Paul Wellstone Rod Grams Miss. Thad Cochran Trent Lott Christopher Bond Mo. John Ashcroft Alaska Neb. Nev. N.H. N.J. N.M. N.Y. N.C. N.D. Ohio Okla. Ore. Penn. A.I. S.C. S.D. Tenn. Texas Utah Vt. Va. Wash. w.v. Wis. Wyo. Conrad Burns J. James Exon Robert Kerrey Harry Reid Richard Bryan Robert C. Smith Judd Gregg Bill Bradley Frank Lautenberg Pete Domenici Jeff Bingaman Daniel Patrick Moynihan Alfonse D'Amato Jesse Helms Lauch Faircloth Kent Conrad Byron Dorgan John Glenn MikeDeWine Don Nickles James M. lnhofe Mark Hatfield RonWyden Arlen Specter Rick Santorum Claiborne Pell John H. Chafee Strom Thurmond Ernest Hollings Larry Pressler Thomas Daschle Fred Thompson Bill Frist Phil Graham Kay Bailey Hutchison Orrin Hatch Robert Bennett Patrick Leahy James Jeffords John Warner Charles Robb Slade Gorton Patty Murray Robert Byrd John D. Rockefeller Herbert Kohl Russell Feingold Alan Simpson Craig Thomas SAMPLE LETTER Address of Sender Phone Number of Sender Date The Honorable (Full Name of Senator) United States Senate Washington, DC 20510 Dear Senator (Last Name): As a registered voter of your state who earns a living as a merchant mariner, I am asking for your support on a bill that I feel is very important to our nation. The Senate will soon consider the Maritime Security Act. This bill received strong bipartisan support when it passed the House of Representatives on Decmeber 6 and when it cleared the Senate Commerce, Science and Transportation Committee earlier last year. This bill has bipartisan suport because it makes sure the United States will continue to have a strong commercial fleet sailing into the next century. A strong merchant marine with U.S. crewmembers aboard these ships is vital to America's national and economic security. I urge you to support the Maritime Security Act and thank you for you consideration. Sincerely, (Your Name) �FEBRUARY 1996 SEAFARERS LOG Severe Icing Clogs Shipping on Lakes Cuts Short 1995 Sailing Season Deep ice packs created by a series of harsh winter storms brought the ships plying the Great Lakes to a near standstill during the final weeks of the region's sailing season. Shipping channels from Duluth, Minn. to Buffalo, N.Y. used by SIU-crewed vessels became unnavigable unless cleared by icebreakers. "Our winter season arrived about two weeks earlier than we are used to," noted Bosun John Hickey, who sails from the port of Algonac, Mich. "We didn't anticipate, nor have we ever experienced, such bad ice conditions before the actual end of the season. Ice is always present on the Great Lakes in the winter but this year was different. It came on so fast and it caused a lot more problems," stated Hickey, a 1984 Piney Point graduate. In late December, after signing off the Sam Laud for the winter, Hickey took a relief job aboard a Great Lakes Towing vessel to assist the U.S. Coast Guard in prying an iron ore carrier out of ice in the St. Clair River in St. Clair, Mich. According to news reports, the fully loaded 767-foot ore carrier Reserve slowed down when it was warned that a tanker, having difficulty in the ice, was broadside in the channel. The reduction in speed caused the Reserve to become entangled in the ice and current. It had been pushed out of the channel into shallow, icy water. The grounding put a stop to all movement on the St. Clair River for several days. "Vessels had to anchor in the Detroit River until we could get the Reserve loose," recalled the bosun. "When they were forced to slow and sit in the ice, most of them became stuck. It was incredible. "It took three harbor tugs and three Coast Guard cutters to break her out. We worked around-the-clock trying to free her. Everyone involved worked very hard," said Hickey. 12-15 Feet Thick The Reserve was not the only Great Lakes vessel having problems maneuvering in the St. Clair River where ice depths ranged between 12 and 15 feet. American Steamship Company's (ASC) Indiana Harbor was one of 14 other vessels stuck in ice near the steamer. While the tugboats and the Coast Guard worked to free the Reserve, the SIUcrewed Indiana Harbor broke from the ice and made its way to the Reserve where crewmembers distributed food, water and bread to those aboard the distressed vessel. Also, arrangements were made for the Reserve to offload 4,000 tons of taconite ore pellets into the empty Indiana Harbor. Following lightering operations, the Indiana Harbor sailed out of the St. Clair River for Duluth to deliver the Reserve's cargo. However, on the return voyage from Duluth into Lake Huron, the Indiana Harbor became stuck in the ice-choked St. Marys River near Sault Ste. Marie, Mich. "It was a harsh and bitter winter this season," recalled Bosun David Barber, who was aboard the Indiana Harbor when the vessel was surrounded by ice. "The ice was very intense, and we weren't the only ship out there to have severe problems. A lot of boats got stuck in ice everywhere around the Lakes. The radio lines were constantly jammed," stated Barber. "On the voyage back [to Michigan], we kept in close contact with the Coast Guard. We didn't expect to get stuck, but then again, who does?" said Barber. "We were stuck in the ice for four days. The ice was more than we expected. Others had made it through before us, but the temperature had dropped too fast and the ice refroze in greater depths. We just didn't have the speed we needed to break through the ice," Barber noted. ''The ice was unbearable. I have spent my whole life on the Lakes, but I have not seen it this bad in a very, very long time," he concluded. Originally scheduled to lay up for the winter in Duluth, the Indiana Harbor, which sustained some minor hull damage, retired for the season in a Michigan shipyard. Ice Catches Others The Indiana Harbor was only one of several SIU-crewed lakers to encounter problems in the last few weeks of the season. The American Republic left the port of Cleveland bound for Toledo, Ohio for winter layup when it became jammed in ice for several days just outside the Cleveland harbor. It joined 10 other vessels in the same area forced to wait outside the ice field until Coast Guard ice cutters could clear the way into the ports of Erie, Pa., Cleveland, Toledo, Lorain and Ashtabula, Ohio. "Everyone on the Lakes has had the same problems," stated Donald Pfohl, director of marine personnel for ASC. ''The lakes and rivers we all traverse are completely choked with ice. There is no way around it, and the ice has left no one unscathed," he added. "To say that we had problems with ice is the understatement of the year," proclaimed Charles Neigebauer, an ' AB/watchman who recently signed off the St. Clair. "We were sailing from Duluth to St. Clair when 63 inches of snow fell on the Soo Locks in Sault Ste. Marie. Everyone had to stop because visibility was so bad. We anchored at Thunder Bay, Canada for 28 hours until the storm cleared. "However, when we finally reached the locks, we were part of a 40-ship backup. Twenty-eight more hours passed before we were allowed to pass through the locks only to find that the Coast Guard had shut down the entire St. Marys River system because of the severe ice and poor visibility. We had to tie up at the end of the .. locks until they reopened. It took the St. Clair four days to make a 52-hour trip," The Plain Dealer, Cleveland, Ohio recalled Neigebauer. Many SIU-crewed vessels like the American Republic, shown trying to leave Cleveland, "I have seen a lot of snow in my day but plowed through deep ice during their final runs of the 1995 Great Lakes sailing season. you are talking about more than four feet of snow falling in one day. It was awful. I been busy breaking ice for Great Lakes caused, we had to set up convoys of ships. have never been so glad to get off a ship in vessels since early December. However, Breaking up the ice for one ship at a time all my life," said the AB. no sooner had they cleared the way than was both time consuming and a wasted "It was so cold and snowy that it was ice would form again. effort due to how fast the water refroze," almost unbearable. I stood watch, and the "By breaking up the ice, we expose said Wells. longest I could go was four hours at a time. more water to the freezing temperatures He noted that at the beginning of last That is a lot of time to spend outside on the and thus increase the depth of ice as the month, a 19-ship convoy was assisted by deck in white-out conditions. ships pass through," explained Wells. several ice breakers to make the passage "Even with all my heavy gear, I was "The more ice we turned over, the deeper into Lake Superior. near freezing. It was like sailing through it would form," he added. Regardless of valiant efforts put forth Alaska in the most brutal of winter condiThe heaviest concentration of ice has by the Coast Guard, some SIU-crewed vestions," recalled Neigebauer, who is spend- been in the St. Marys River near the Soo sels were unable to get through the St. Marys ing his winter layup "enjoying the sun" in Locks. (The locks control access between River and the Soo Locks for winter layup in Florida. Lake Superior and Lake Huron.) Many the port of Duluth and Superior, Wis. As mentioned, the Indiana Harbor SIU-crewed ore carriers had to sail Never Ending Story through the area in order to meet the never made it back to Duluth after deliver"It has been a very unusual winter on season-end demand for iron ore before the ing the cargo for the Reserve. The Walter the Lakes," noted Coast Guard Lt. Com- locks closed on January 15. J. McCartney, St. Clair and H. Lee White mander Kevin Wells of the Coast Guard's In the weeks prior to the closing, Coast went into layup in other, more accessible Cleveland district which oversees Great Guard and Canadian ice cutters worked ports along the lower Lakes. Lakes shipping. According to Glen Nekvasil of the endless hours attempting to keep the ship"The ice started early and came on the ping lanes free of ice long enough for the Lake Carriers' Association, an organization of U.S.-flag ship companies on the heels of a cold front that arrived in the ore carriers to sail safely through. region in late November and early DecemWells noted that more ships had to be Lakes, Great Lakes vessels moved two milber-and stayed. In addition to the freez- escorted through the ice from late Decem- lion tons less in 1995 than during the 1994 ing temperatures, strong winds swept ber to January 15 than during the 1993-94 season. "Up until November, we were across the Lakes and took what heat was season when severe ice conditions on the ahead. The early winter took all the wind out left in the water away-causing ice to form Lakes demanded the agency use every of our sails and decreased what we could very rapidly," Wells told a reporter for the available resource to help lakers navigate move. The demand was there but the weather just did not allow us to get the cargo Seafarers LOG. through the ice. U.S. and Canadian ice cutters have "With all of the ice and the problems it to its final destination," Nekvasil concluded. __ 5 �6 SEAFARERS LOG FEBRUARY 1996 Waterway Crews Combat Winter SIU members who crew NY Waterway passenger ferries did not exactly greet the Blizzard of '96 with nonchalance, but because they are accustomed to keeping the boats running no matter how bad the weather, they certainly were not rattled by the latest challenge from Mother Nature. The first and worse half of the blizzard dumped upwards of two feet of snow in New York and New Jersey on January 6-7. Despite the severe storm, all but one of the SIU-crewed ferries operated on Monday, January 8, and all of them ran throughout the rest of the week. "We still had some diehard passengers who went to work," said Captain John Willette. "A number of them work at New York University Hospital, so they had to get there. The passengers were very appreciative that we were running." For Willette and his fellow Seafarers, the first challenge was getting to the piers. Several members said they combined walking with taking whatever public transportation was available to get to work. Of course, once the Seafarers arrived at the docks in New York and New Jersey, they were faced with drifts as high as four feet. And even after they shoveled pathways for themselves and the passengers, strong winds periodically would cover the clearances again with snow. More Challenges As in years past, Seafarers this winter are facing obstacles besides snow. Ice, fog and strong ' winds haYe made the crossings of the Hudson and East rivers very challenging. "It's quite a test," said Captain Manny Rebelo. "The ice is Captain Manny Rebelo says he nowhere near as bad as it was two and his fellow Seafarers often util- years ago, but the north wind ize radar to ensure the safest pos- packs it into the New York side, sible river crossings. and that can get pretty thick." NJ Commuter Terminal To Boost Ferry System Continued from page 3 New Jersey Transportation Trust Fund, the Port Authority of New York and New Jersey, and private financing from NY Waterway. At various stages of completion, the project will require approvals from government. Imperatore also told a New Jersey newspaper that NY Waterway is negotiating with New York officials for a similar terminal on the Manhattan side of the Hudson. Presently, the company has a temporary terminal on two piers at 38th Street. Reliable Transportation The safe and consistent work of SIU members aboard the boats has been a key ingredient in NY Waterway's success. No matter the weather or other circumstances, Seafarers keep the ferries running in reliable fashion (see story above). Each ferry has a capacity of about 400 passengers, travels at an average speed of between 15 "We felt we couldn't let people down. We have to keep running," said AB Teddy Terzakos. Such reliability has been a hallmark of the Seafarers-crewed ferries since the service began in 1986. It particularly has been evident during severe winter storms in 1993, '94 and '96. The ferries also provided many commuters their only form of transportation • home following the terrorist attack at the World Trade Center in February 1993, when Manhattan trains and highways closed. In each case, SIU members maintained service. and 18 mph and is roughly 100 feet long. One-way trips last six to ten minutes, depending on the route, and the ferries run from 6:45 a.m. until 10 p.m. The fares average about $30 per week for customers who buy a monthly pass. For all ferry patrons, NY Waterway also offers free connecting bus service on both sides of the Hudson. In recent years, the company has added day cruises and harbor tours. Last year, it initiated lunchtime routes consisting of leisurely, 40-minute trips around the harbor-the waterborne equivalent of a stroll. Passengers may bring their own lunch or purchase food and beverages aboard the four boats that are equipped to offer snacks. "The growth has been remarkable," said SIU Representative Ed Pulver. "But it's not finished. In the next year, I believe business is really going to take off. ''This proves that when a good company and a good union work together, they give good service." Deckhands Errold Lanier (left) and Christopher Fernandez are two of the 70 Seafarers who work aboard NY Waterway ferries. Throughout the winter, SIU crews have battled icy conditions on the Hudson and East rivers, as shown in this photo. Strong winds and snow drifts also have presented challenges, but the Seafarers-crewed ferries have maintained their schedules. Rebelo noted that the boats regu1arly are fitted with new propellers to replace those damaged by ice. He also explained that, during non-daylight hours and/or in foggy conditions, crews "are getting a lot of radar time this year. Every boat is equipped with a topflight radar, and they're constantly used. "Radar can be more essential than your eyes," he added. "Every one of us has experience using radar units, which helps maintain safety." Virgin Island Hurricane Relief from Puerto Rico Seafarers recently continued their relief efforts to the residents of St. Thomas, St. Croix and St. John, U.S.V.I., who were affected by Hurricane Marilyn last September. These photos show Seafarers at the SIU hall in Santurce unloading a truck containing food, water and cleaning supplies (donated by members of the SIU and one of its affiliates, the United Industrial Workers) which then were loaded into containers bound for the Virgin Islands. SIU-contracted Crowley American Transport donated the use and transportation of the container. Pictured above are (from the left) SA Ed Figuerra, Bosun Louie Perez, AB Antonio Rodriguez and DEUs Angel Periera, Pedro Santos and Casimiro Mejias. ! AB Julio Matos (holding box) joins with fellow Seafarers in unloading relief supplies from the truck. SA Jose De Los Santos is standing at Matos' left. From left, Bosun Louie Perez, SA Angel O'Neil and AB Victor Pacheco carry cases of non-perishable foods for hurricane victims into the SIU hall in Santurce, P.A. �FEBRUARY 1996 SEAFARERS LOG Author Sailed with the SIU During the Conflict Book Recounts Mariners' Role in World War II The story of the U.S. merchant marine during W odd War II is one that has been told by one generation of Seafarers to the next generation aboard ships and in union halls. Bits and pieces of the history have been written for posterity but never has a comprehensive work been researched and published. Never before, that is, until now. In a fast, exciting read, Heroes in Dungarees, The Story of the American Merchant Marine in World War II collects the old sea stories, newspaper accounts and archival files into one book to show how Americans served their nation by sailing aboard merchant ships. Adding flavor to his research, author John Bunker includes many first-hand accounts that he collected and saved from the time he sailed as a fireman and oiler in the SIU during the war. "I felt it was time someone told a more complete story," noted Bunker, who worked with the SIU in various capacities following the war. When he was not with the union, Bunker reported on maritime and waterfront issues for many years with first the Christian Science Monitor, then the San Diego Tribune. Through all these jobs, he was able to collect information about merchant mariners' experiences during the war. Attacked Before War Declared Bunker relates in the book that the first U.S.-flag vessel to become a victim of the war was the freighter City of Flint, which was boarded by German sailors on October 9, 1939 and forced to sail to Nazi-occupied Norway. Americans did not learn of the ship's capture until January 1940 when the freighter docked in Baltimore after the German sailors were forced off the ship by armed Norwegians. Thanks to a history of the union during World War II published by Bunker in 1951, many Seafarers are aware that the SIUcrewed Robin Moor was the first U.S.-flag merchant ship torpedoed by a German submarine. This took place on May 21, 1941-almost seven months before Pearl Harbor was bombed, which officially brought the U.S. into the conflict. 'Ifelt it was time someone told a more complete story.' - John Bunker Heroes in Dungarees provides extensive coverage of the war in the North Atlantic as well as the Murmansk runs to provide arms and food to the Soviet Union. As Bunker noted in his interview with a reporter for the Seafarers LOG, these two fronts for the merchant marine were where most of the action took place. Tales of Seafarers Among the stories told in the chapters dealing with the North Atlantic are the exploits of Seafarers Gustave Alm and Rex Dickey. Alm sailed as a carpenter aboard the Angelina when a torpedo hit the freighter at night during a storm on October 17, 1942. After abandoning ship in a lifeboat, Alm and others were thrown into the water by rough seas. The carpenter and several others grabbed the railing on the overturned lifeboat and held on for dear life. When a shipmate would lose his grip or give up during the night, Alm would grab him, return him to the boat and urge him to hold on because they would be rescued. When daylight broke the next morning, a rescue vessel spotted Alm and four other survivors of the Angelina clinging to the upturned craft. Despite injuries and exhaustion, Alm tied the rescue lines around his shipmates who were lifted to the vessel before he finally was saved from the sea. Within a few weeks of his rescue, Alm returned to sailing and survived the war. In a chapter entitled "The Man Who Refused to Die," Bunker recounts the struggle waged by AB Dickey after his vessel, the Wade Hampton, was torpedoed on the night of February 28, 1943. Dickey and Bosun John Sandova remained on deck to tend the lifeboat falls. When the last lifeboat was lowered, the crewmembers in it pushed away, forgetting that Dickey and Sandova were still on the sinking ship. The pair launched a life raft, a 10-foot square wooden platform on drums. Unlike the boats, which could offer some protection from the elements based on their design, the rafts were flat Newly published Heroes in Dungarees provides a theater-bytheater account of the work of the American merchant marine during World War II. and fully exposed to rain, snow, wind, spray and the sun. The two had to jump into the frigid water to reach the raft. Once on it, they broke out the oars- an effort that proved futile in what actually was a moderate gale. Several ships went by without seeing them. Sandova died from exposure on the second day. Dickey kept alive by moving his arms and legs and by a strong mental determination to live. Dickey survived the three-day ordeal on the raft and eventually became a port agent for the SIU. A Photo: Maya Inc. John Bunker Journal. In 1942, Bunker joined the SIU and sailed in the engine department as a wiper, fireman, oiler and deck engineer, mostly aboard Waterman ships. Like many other SIU members, he saw war action against submarines and bombers. During the invasion of Sicily, Bunker's vessel, the Jonathan Grout, experienced some 40 air raids. During one, the ship next to the Grout was sunk. "The blast felt like the ship was lifted out of the water," he recalled in an interview with the Seafarers LOG. During a submarine attack, a torpedo missed the Grout and sank a transport in the next column. While sailing aboard the Waterman vessel Bayou Chico, he experienced rocket attacks on Antwerp, Belgium by German V-1 and V-2 rockets. Bunker served aboard seven ships during the war, sailing in the Atlantic, Caribbean, Pacific and Mediterranean. As an SIU member, he wrote the "Fore 'N Aft" column for the LOG. Following the war, Bunker came upon the idea to collect the stories of other mariners who had served their country aboard merchant ships during the war. After working as a reporter and feature writer for the Christian Science Monitor in Boston, Bunker moved to Washington, D.C. to work with the National Federation of American Shipping, a lobbying organization for the U.S. merchant marine. In 1951, he wrote The Seafarers in World Among the stories told ... are the exploits of Seafarers Gustave Alm and Rex Dickey. Worldwide Effort While a majority of the mer- South Atlantic and along both chant ships lost during World coasts of South America against War II took place in the North German U-boats and surface raiders. It also describes the ordeals faced by merchant seamen in the Pacific and Indian oceans versus Japanese attackers. In fact, Bunker's research War II, a 44-page journal which recounted revealed the Japanese were more the contributions of SIU members during likely to commit atrocities against the conflict. Copies of the document were American merchant mariners than sent to members of Congress to emphasize the Germans were. In the book, he describes several of the docuthe vital role played by the mariners. Bunker moved to the West Coast in the mented attacks on mariners who early '50s to work as the maritime and had abandoned their ships. military reporter for the San Diego Tribune. All the chapters are heavily He stayed with the paper for 12 years and detailed with footnotes stating came back east. how Bunker acquired the inforAt this time, SIU President Paul Hall mation. Besides the tales asked Bunker to work with the union on provided by surviving mariners special projects. Hall was very interested in and Bunker's own war experienunion history and had Bunker compile a ces, he used such sources as the history of the old International Seamen's National Archives, books written Union and the SIU. This material came from about the war, The New York many sources around the country and now Times and the Seafarers LOG, comprises a unique historical resource in among others. the Paul Hall Library and Maritime Heroes in Dungarees also Museum at the Lundeberg School in Piney provides a 16-page appendix listPoint, Md. Bunker also wrote a history of the SIU ing the 733 U.S.-flag merchant which appeared in the LOG as a continuing ships lost during the war. This 369-page book provides series from 1980 to 1983. Bunker retired from the SIU in 1980, plenty of information for those shortly after Hall's death. wanting to learn about the U.S. Heroes in Dungarees is not his first merchant marine in World War II. book. He has also written Liberty Ships: The For others who already have some Ugly Ducklings of World War II, Harbor knowledge of the action, Heroes in and Haven: An lllustrared History of the Dungarees will provide additional Port of New York and a history of the background to supplement other American merchant marine, which ap- histories of the war. peared serially in U.S. Flag, published by The book, priced at $32.95, the Transportation Institute, a Washington, may be obtained by contacting D.C.-based organization dedicated to the the Naval Institute Press at 1(800) promotion of the U.S. merchant fleet. 233-8764. Journalistic and Seafaring Careers Aid Bunker in Writing Mariners' War History UTHOR JOHN BUNKER combined the two major loves in his life to write Heroes in Dungarees, The Story of the American Merchant Marine in World War //: journalism and the sea. As a young man, Bunker made several trips to sea, after which he went to the University of Pittsburgh and wrote for several community newspapers. After graduation during the Depression years, he worked at various jobs, then became a reporter for the Louisville (Ky.) Courier- Atlantic, by no means was that the only stretch of sea where mariners saw actions. Heroes in Dungarees provides information on the fighting that took place in the Caribbean, the 7 �B SEAFARERS LOG FEBRUARY 1996 Mariners Need Additional ID by Oct. 1; USCG to Issue Document at No Cost As of October I, active deep-sea mariners-including those who sail as ABs, pumpmen, tankerman assistants and any other seamen with a rating who hold a lifeboat ticket-must possess a supplemental form of shipboard identification in order to comply with an international agreement covering maritime certification and safety. There is no charge for this identification. The U.S. Coast Guard recently published its policy for issuing the form prescribed by a regulation of the International Convention on Standards of Training, Certification and Watchkeeping for mariners (STCW). Seafarers who need the STCW form may get it through the mail or at a Coast Guard Regional Exam Center (REC). Seafarers should note that the STCW form automatically will be issued to mariners who renew their z-cards or test for an upgrade before October 1. However, a mariner who renews a document or license strictly for continuity purposes will not be issued the STCW form until he or she shows proof of being ready to sail. The form simply is a letter-size piece of paper listing a mariner's ratings and any applicable limitations including medical waivers. It utilizes terminology to create a universal form of identification as called for by the STCW convention, but it essentially provides the same information found on a z-card. The standard format was adopted by the nations signatory to the STCW (including the U.S.) in order to facilitate port-state control functions. Ship inspectors will check the standard form rather than reviewing each nation's version of a z-card. This is expected to simplify the inspectors' jobs and thereby bolster shipboard safety. The STCW form does not have an expiration date, although it only is valid when accompanying a valid z-card or license. A photo is not required, but may be used. According to the Coast Guard, the following deep-sea mariners need the STCW form by October 1: • Any rating qualified as lifeboatman • Tankerman-person in charge (PIC), tankerman-assistant and tankerman-engineer • ABs and some specially qualified ordinary seamen • Operators of uninspected towing vessels with an ocean or near coastal route and operators of uninspected passenger vessels with a near coastal route •Masters and mates holding a license valid for service on vessels on ocean or near-coastal routes, regardless of any tonnage limitation • Engineer officers licensed for service on vessels of 1,000 horsepower or more. Mariners who go to an REC to get the STCW form should bring their z-card or license. However, there is no guarantee the form will be issued the same day. Those who want to secure the STCW form via mail should send a letter stating that he or she is applying for the form. The letter should include the mariner's full name as shown on the license or z-card, social security number, return address and copies of each valid z-card or license. U.S. Coast Guard Regional Examination Centers [Editor's note: Address correspondence to: "Commanding Officer (REC), U.S. Coast Guard, Marine Safety Office, "fallowed by the address] 510 L. Street Suite 100 Anchorage, AK 99501-1946 (907) 271-6733 or 6735 Customhouse Baltimore, MD 21202-4022 (410) 962-5132 455 Commercial Street Boston, MA 02109-1045 (617) 223-3040 196 Tradd Street Charleston, SC 29401-1899 (803) 724-7693 433 Ala Moana Blvd., Rm 1 Honolulu, HI 96813-4909 (808) 522-8258 8876 Gulf Freeway Suite 210 Houston, TX 77017-6595 (713) 947-0044 2760 Sherwood Lane Suite2A Juneau, AK 99801-5845 (907) 463-2450 165 N. Pico Avenue Long Beach, CA 90802-1096 (310) 980-4483 or 4485 200 Jefferson Avenue Suite 1301 Memphis, TN 38103-2300 (901) 544-3297 Claude Pepper Building 6th Floor 51 S.W. First Avenue Miami, FL 33130-1608 (305) 536-6548 1440 Canal Street Eighth Floor New Orleans, LA 70112-2711 (504) 589-6183 Battery Park Building New York, NY 10004-1466 (212) 668-6395 6767 N. Basin Avenue Portland, OR 97217-3992 (503) 240-9346 1222 Spruce Street Suite 211 St. Louis, MO 63103-2835 (314) 539-2657 Building 14 Coast Guard Island Alameda, CA 94501-5100 (510) 437-3092 or 3093 1519 Alaskan Way S. Building 1 Seattle, WA 98134-1192 (206) 217-6115 Federal Building, Room 501 234 Summit Street Toledo, OH 43604-1590 (419) 259-6394 or 6395 'Santa' Stresses Need for Strong U.S. Fleet Christmas Card a Hit on Kainalu Seafarers aboard the containershi p Kainalu recently received a unique Christmas card from Chief Engineer Bill Tracy. Using double-exposure photography as well as creative writing skills, Tracy put together more than 100 editions of a 51/2by-4 l,4 inch booklet recounting a visit by Santa Claus to the Seafarers-crewed Matson vessel. Each greeting featured 11 photos and a verse that emphasized the need for a strong U.S.-flag merchant marine. Tracy, who began his sailing career in 1965, is pictured in a Santa suit and in work clothes. Also featured is Recertified Steward Carl Poggioli, who insisted on serving breakfast to St. Nick. "I think Carl went overboard in making Santa sign a meal voucher," Tracy said with a laugh. "Actually, Carl was a tremendous help in doing the card. He's also one of the best unlicensed department heads I've ever seen." Tracy distributed the booklets to shipmates on the Kainalu and to maritime union officials who are involved in the vessel'soperations. "Most of them didn't know I was doing it, but it was wellreceived," he said. "Everyone was very supportive." . The_ cover feature~ color tllustrations of the ship and of Tracy dr~ssed as Santa, hold~ng an Am~ncan flag. Each four-line stanza IS follow~d by a photo. The complete verse IS as follows: Twas The Nite Before Christmas Hawaii This Year Off-Loading The Ship Alongside The Pier We Doubt He Could Come No Snow For His Sleigh But We Didn't Know He Was Riding Our Way (Note: Santa is pictured on a union-made Harley Davidson) Then What To My Wondering Eyes Did Appear But Santa On Top The Reduction Gear Then Out Of His Bag He Slowly Did Hump A Gift For The Ship A Hydrazine Pump A New Mandolin He Gave To Me Too For Last Year's Guitar Did Not Make It Through For Him Coveralls A Gift From The Ship For Work lfThe Sleigh Broke Down On His Trip The Galley, I Called To Make Him A Snack So He Would Be Fed Before Heading Back The Steward Said, "Milk And Cookies Won't Do!" And Sat Us Both Down For Breakfast For Two Of Foreign Flag Ships Santa Spoke His Concern And Hoped Of This Threat That Congress Soon Learn Then Up By The Boat A Hawaiian Hymn He Strummed While I Picked The New Mandolin Then Proudly He Hoist A Gift From His Bag For Matson Ships Fly The American Flag "Merry Christmas!" He Called As He Left The Scene "And May The Lord Save Our Merchant Marine." A M h tt ·d t ass.ac use s rest en (who does, m fact, play the mandolin), Tracy said he also mailed copies of the booklet to his senators and congressman. "To see these foreign [companies] come in here and dominate shipping, it hurts," said Tracy, a veteran of the Persian Gulf War. "I didn't pick the message of the card by accident, and I thank the SIU for the use of the 'Save Our Fleet' poster" which is featured in one photo. The engineer, who formerly sailed on tugboats in the New York area, added that he started doing the Christmas booklets about 10 years ago. "One year, I was having trouble getting (items for) a repair list, so I put it in the form of a poem. The next year, I added the photos and turned it into a Christmas card. I've done them every year since." Recertified Steward Carl Poggioli (standing) serves pancakes to Chief Engineer Bill Tracy (left) and a guest. In this double-exposed photo, Santa (a.k.a. Tracy) is signing a meal voucher. Wnrle much of the tone of Tracy's Christmas booklet is lighthearted, his message to keep the American flag on the high seas is no laughing matter, the author noted. �FEBRUARY 1996 SEAFARERS LOG 9 Deadline Nears to Apply for '96 Scholarship "I'll get around to it." How many times have those words been uttered? "There's plenty of time. I don't have to hurry." This is another familiar refrain to many. For some projects, there may be no deadline. However, to apply for a Seafarers Welfare Plan scholarship, that is not the case. All completed applications for those qualified individuals planning to attend a college or university in the fall must be mailed and postmarked ON or BEFORE April 15, 1996. That means time is of the essence. With the cost of higher education going up each year, there is no time like now to plan for the future. Applying for a Seafarers Welfare Plan scholarship could provide an answer to the question of how to pay for future schooling. S i nce the SIU began its scholarship program in 1952, a total of 242 members and their spouses and dependent children have been awarded higher education grants. Thisyear,theSeafarersWelfare Plan will present seven scholarships. Three of the awards go directly to Seafarers. One of these grants is for $15,000 for use at a four-year institution of higher learning. The other two awards designated specifically for SIU members are $6,000 each for use toward two years of study at a community college or vocational school. The Seafarers Welfare Plan presents the remaining four scholarships to the spouses and dependent children of Seafarers . Each of these stipends is for $15 ,000 foruse at a four-year college or university. I '1' II \ I I a 1996 scholarship is nearing its end. As noted above, scholarships are available to Seafarers (no matter if they sail deep sea, inland or Great Lakes), their spouses and dependent children. . . In order to be ehg1ble, a Seafarer mu.st: 0 be a high school graduate or its equivalent, 0 have a total of 730 days of employment with an employer Who Is Eligible who is obligated to make conWhile the new year is just tributions to the Seafarers Welbeginning, the time to apply for fare Plan on the Seafarer's !II' i'..:' :·; l I · ~ij f!\ " g ~ ,(), · Materials Needed Despite the fact that the April 15 deadline is drawing near, there still is plenty of time to gather the other needed pieces of information. Among the paperwork required of all applicants so they can be considered for a scholarship are: 0 transcripts and certificates of graduation. Some schools are slow in handling transcript requests, so the sooner an applicant seeks copies of his or her transcript, the sooner the scholarship selection committee will receive them. 0 letters of recommendation should be gathered from individuals who have knowledge of the applicant's character, personality and career goals. 0 scores from either the College Entrance Examination Boards (SAT) or American ~ College Tests (ACT) exams, which should be taken no later Wi than this month to be sure that ~ the re~ults reach_ the s~h~larship select1~n comnnttee m time for evaluation. 0 a photograph of the applicant. 0 a certified copy of the while receiving the award, he or applicant's birth certificate. she will not have to forfeit the grant by reason of such marDeadline Nears riage.) The completed applications 0 be a high school graduate MUST be mailed and or its equivalent, although ap- postmarked ON or BEFORE plications may be made during April 15. Because the Welfare thesenioryearofhighschool, Planreceivesmanyapplications and for the grants, it is sometimes 0 be under the age of 19-or very difficult to determine the be under the age of 25 and be a seven recipients for the scholarfull-time student in a program ships. Therefore, all applicants leading to a baccalaureate or should be sure to fill out the higher degree at an accredited scholarship request form as institution authorized by law to thoroughly as possible and progrant such degrees. vide all the requested informaThe following conditions tion by the due date. must be met for either a spouse Those who have previously or dependent child to be con- applied for a _Seafarers Welfare sidered for a scholarship: Plan scholarship and were not 0 the sponsoring Seafarer selected are encouraged to must have credit for 1,095 days apply again this year, provided of covered employment with an they still meet all the requireemployer who is obligated to ments. make contributions to the In order to prepare for the Seafarers Welfare Plan on the future, do not put off until Seafarer's behalf prior to the tomorrow what can be done date of application and today. The time is now to apply 0 the sponsoring Seafarer for a Seafarers Welfare Plan must have one day of employ- scholarship. h Q ul'f'J f10 l.l.ll , -' behalf prior to the date of application, 0 have one day of employment on a vessel in the sixmonth period immediately prior to the date of application, and 0 have 120 days of employmentonavesselintheprevious calendar year. (Pensioners are not eligible for scholarships.) For a spouse to be considered for a scholarship, he or she must: 0 be married to an eligible Seafarer or SIU pensioner and 0 be a high school graduate or its equivalent. For a dependent child to be considered for a grant, he or she must: 0 be an unmarried child of an eligible Seafarer or SIU pensioner for whom the member or pensioner (and his or her spouse) has been the sole source of support during the previous calendar year. (However, should a dependent child win an SIU scholarship and marry r---------- ment in the six-month period preceding the date of application and 120 days of employment in the previous calendar year (unless the eligible parent is deceased). tJ n I • ---------------------, lease send me the 1996 SIU Scholarship Program booklet which contains eligibility information, procedures for applying and a copy of the application form. P City, State, Zip C o d e - - - - - - - - - - - - - - - - - - - - - - - - Telephone N u m b e r - - - - - - - - - - - - - - - - - - - - - - - - - This application is for: 0 Self L ____ _ 0 Dependent Mail this completed form to Scholarship Program, Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, MD 20746. 2196 I ----------------- - ----------~ �10 SEAFARERS LOG FEBRUARY 1996 d ~· r Safety Remains Top Concern For ITB Baltimore Tankermen From the crystal clear waters of the U.S. Virgin Islands to ports located along the East Coast, 1j rr I : Seafarers aboard the /TB Baltimore take special ~. ij:::: care loading and unloading petroleum products. ~! Iit Safety is a p~me concern for. the _crewmembers • • : '.'i aboard the Shendan Transportation mtergrated tug ~ ' J and barge. Because of the volatile nature of the I 1 cargo, every precaution is taken aboard the Bal_ C timore to make sure there are no problems in load~ ing, transporting or discharging the products. 1 The tug/barge makes the roundtrip between the f.. .· , ·.if·····id . . il! N / .---: V.irgin ~sl~ds and New York in just under 13 days. Lightenng m Stapleton Anchorage takes about 12 hours, while the offloading operations at the terminal involve another 18 hours. The Baltimore is able to hold 360,000. barrels _of refined petroleum products such as gasoline and Jet fuel. When it is not on the New York run, the 691-foot vessel delivers cargo from the refinery in St. Croix to the ports of Port Everglades and Jackson ville, Fla.; Charleston, S.C.; Savannah, Ga. and Baltimore. Maintaining lookout on the /TB Baltimore is AB Anthony Heinholdt. Steward/Baker Walter Hansen prepares lunch for crewmembers aboard the /TB Baltimore. Bosun Joseph Caruso prepares for a deck safety inspection on board the tug/barge. Cleaning up after dinner is the responsibility of Assistant Cook Utility Gerald Hyman. Seattle Seafarers Receive A Shot in the Arm Above, Pensioner Enos ' Ott was first in line to receive his flu shot, adm in i ste red by Lori Faubert at the Seattle hall last November. Taking advantage of a one-day opportunity at the Seattle union hall, more than 50 Seafarers and pensioners received their annual flu shot on November 20. For four years, nurses from the Virginia Mason Clinic in Seattle have come to the union hall to administer the shots that help protect Seafarers from the flu. (The clinic is a Seafarers Welfare Plan preferred Provider health care organization.) Influenza is a highly contagious viral disease marked by respiratory inflammation, fever, muscular pain and often intestinal discomfort. Be- cause Seafarers live in close quarters aboard ships, the vaccine helps contain the infectious disease while at sea. "We offer the shots at the hall as a convenien·ce for the membership," Assistant Vice President Bob Hall told a reporter for the Seafarers LOG. ·'This is the fourth year that we have administered the vaccine from the union hall, and each year we have a good turnout. No one wants to get sick, especially at sea, and this is a way to ensure that our members stay as healthy as possible," said Hall. ...._ Above, AB Ray Nowek (left) and Bosun Dan Seagle sign in at the Seattle hall prior to receiving their flu shots. At left, Steward/Baker Lori F. Smith makes sure she will stay healthy while at sea by getting inoculated against the virus. Checking in at the counter to receive his flu shot is Bosun Charles "Sonny" Herrera. Bosun Bob Wood turns his head as he receives his influenza vaccine. �SEAFARERS LOG FEBRUARY 1996 11 A member of the American Queen hotel staff practices putting out a flammable liquid fire with a fire extinguisher as instructor Byran Cummings looks on. The paddlewheeler is in the background. SIU Safety Training Continues Aboard Delta Queen Riverboats On-site safety and firefighting training will resume this month for Seafarers aboard Delta Queen Steamboat Co. vessels. Presented by instructors from the Paul Hall Center for Maritime Training and Education, these classes are designed to provide basic information for new crewme m b ers aboard the Delta Queen, Mississippi Queen and American Queen. Other classes are held to provide refresher and updated training to Seafarers who have attended previous sessions. As was done last year, instructors Byran Cummings and Bob Carle will conduct the week-long training sessions with the Seafarers while the vessels ply the Mississippi River and its tributaries. "Each year we advance our curriculum a little more. We have to continue to expand so that the training is not redundant," explained Cummings who, like Carle, has years of experience as a firefighter and paramedic. Many deck and engine department Seafarers regularly sail aboard one or more of the three Delta Queen vessels. This fact allows the instructors to build on the safety program from year to year, Cummings noted. "I cannot overpraise these crews. They really get into the training and are very gracious to us when we board the boats. They are like one big family and treat us as a part of it,'' said Cummings. Each year, the instructors provide training throughout the day and evening, interspersed be- tween regular crew duties and various shifts. Depending on their ratings aboard the riverboats, Seafarers receive anywhere from 15 to 120 hours of instruction during the year, including plenty of hands-on training. "They have to continue to work while we are there and must find time to go through the drills. However, crewmembers are always welcoming us aboard," stated Cummings. ''The fact that our arrival and the training is eagerly anticipated by the crewmembers creates an atmosphere that makes teaching easy and enjoyable," the Lundeberg School instructor noted. new-and our training was more detailed and intense in order to bring them up to the same level as crewmembers aboard the other two boats who have gone through the training several times," noted Cummings. The American Queen, which carries a crew of 170, can accommodate 436 passengers, more than either of the other two vessels. "Live" Rescue Performed Included in the safety training is a session on rescuing people who go overboard from the riverboats. However, the emergency squad (composed of deck and engine department crewmembers) Advanced Training received a slight twist to their In 1995, more than 500 crew- drill. Last spring, Seafarers aboard members aboard the Delta Queen, Mississippi Queen and the Mississippi Queen were tested American Queen took part in by the instructors with a surprise "man overboard" drill. While a classes. The 1995 sessions included dummy is usually used, after getcrewmembers from the new 418- ting permission from the master fo o t American Queen, which of the Mississippi Queen, Cumbegan sailing in June. In Septem- mings decided to simulate the ber, Cummings boarded the emergency situation himself. "I put on a life vest and jumped steamboat and conducted the vessel's first on-site training ses- into the Ohio River and waited to sion while the riverboat was un- see how the crew would react," derway on the Mississippi River. recalled Cummings. ''The chief ''The addition of theAmerican mate and captain, who knew what Queen brought some new chal- was going on, alerted crewmemlenges, but our goals remain the bers of a man overboard, and their same as far as educating and response was outstanding. They training the members is con- did an excellent job coming to my cerned," Cummings told a rescue and there isn't a doubt in reporter for the Seafare rs LOG. my mind that they would respond ''The only change for us is that in much the same way if it were the American Queen has a much an actual emergency," the inlarger crew-many of whom are structor noted. , ,,.~ #fl!:. ( Vast Curriculum Firefighting classes, like the simulation shown above, continue to be an important part of training for riverboat crews. with both children and adults," said Cummings. Crewmembers learn how to report and identify emergencies and how to care for an individual until the shipboard emergency squad arrives. They earn certification or recertification in CPR and first aid by passing practical and written tests. Other aspects of the training that have been implemented in recent years include learning how to identify and contain hazardous materials, learning the aspects of chemical safety, practicing water survival and rescue and more. "Our program just gets better and better each year," Cummings added. Firefighting A Must Because of the construction of the riverboats, which includes plenty of wood, firefighting is constantly provided for the crewmembers. Seafarers use fire hoses and extinguishers and participate in drills using a non-toxic smoke generator which simulates conditions of a shipboard fire. "With the smoke generator, we are able to create an atmosphere very similar to an actual fire. Visibility is severely limited and crewmembers must rely on their other senses just as would happen in the event a fire broke out on board one of the vessels," said Cummings. Also during firefighting training, Seafarers spend time ashore working with various hose lines and other equipment. Damage Control Taught During the damage control classes, SIU members draw a complete "pre-plan" of their respective vessels. The pre-plan marks the exact locations of all cabins, fire-main systems, radios and escape hatches and routes. The members practice making patches which would cover ruptures in various parts of the boats' hulls. Also covered in the damage control section of training, crewmembers pra~tice using life rafts to shuttle other crewmembers (acting as passengers) from the boats to shore. In another drill, crewmembers use a modified breathing apparatus to go underwater, where they identify simulated damage to the hull. "All of the training we provide in our program is very beneficial in that it gives crewmembers a sense of security," stated Cummings. The training program on the Delta Queen vessels began in 1990. At that time, the Lundeberg School staff provided basic firefighting and lifesaving instructions. However, the program was so well received that additional training was added. In 1993, infant, child and adult CPR classes were added to the training program, as well as advanced first aid procedures. "There are more and more families with small children taking cruises on the riverboats. Some Seafarers learn the proper use of underwater breathing equip- Crewmembers need to know how Upcoming sessions on the paddlewheelers will include passenger ment to identify damaged areas on the vessels' hulls. to handle medical emergencies rescue training, as demonstrated by an earlier class. �12 SEAFARERS LOG FEBRUARY 1996 TAX TIPS FOR SEAMEN ., • • • • Presented on these two pages of the Seafarers LOG are handy tax tips that have been prepared especially for mariners. Included are updated telephone numbers and new deduction amounts for 1995 as well as a form for filing extensions and where to get additional information. HOW TO PREPARE A TAX RETIJRN Step 1. Get all records together. • Income Records. These include any Forms W-2, W-2G and 1099. • Itemized deductions and tax credits. Medical and dental payment records. Real estate and personal property tax receipts. Interest payments records for items such as a home mortgage or home equity loan. Records of payments for child care so an individual could work. Step 2. Get any forms, schedules or publications necessary to assist in filing the return. IRS Publication 17 entitled "Your Federal Income Tax for Use in Preparing 1995 Returns" is the most comprehensive guide the agency has issued this year. Most IRS offices and many local banks, post offices and libraries have publications designed to provide individuals with information on correctly filing tax returns. Step 3. Fill in the return. Step 4. Check the return to make sure it is correct. from 50 to 99 cents to the next dollar. For example, $1.39 becomes $1 and $2.50 becomes $3. Step 5. Sign and date the return. Fonn 1040 is not con- Fast Refund: sidered a valid return unless signed. A spouse must also Previously, only taxpayers filing electronically could sign if it is a joint return. get their refunds deposited directly into their bank accounts. As of this year, however, taxpayers will be able Step 6. Attach all required forms and schedules. Attach to fill out Form 8888 to request direct deposit of their the first copy of Copy B of Forms W-2, W-2G and refunds. 1099R to the front of the Form 1040. Attach all other When tax returns are filed electronically, a refund will schedules and forms behind Form 1040 in order of the attachment sequence number. If tax is owed, attach the be received in about 3 weeks, or in 2 weeks if it is depayment to the front of Form 1040 along with Form posited directly into a savings or checking account. For 1040-V (original only). Write name, address, phone a charge, many professional tax return preparers offer number, social security number and form number on electronic filing in addition to their return preparation services. If an individual prepared his or her own return, your check or money order. a preparer or transmitter in their area can file the return electronically. For a list of who can file a tax return Rounding Of/to Whole Dollars: electronically in any given area, call the IRS toll-free Cents may be rounded off to the nearest whole dollar on number, 1-800-829-1040, and ask for the Electronic the tax return and schedules. To do so, raise amounts Filing Office. m WHAT ARE CONSIDERED DEDUCTIONS AND CREDITS Personal Exemption Amount: The deduction for each exemption-for the individual, his or her spouse and dependents has increased to $2,500 per person. In 1995, the exemption deduction for high income taxpayers may be reduced or eliminated if their adjusted gross income exceeds certain threshold amounts. Standard Deducation Has Increased: The standard deduction, or dollar amount that reduces the amount that is taxed, has increased for most people (see box below to the right). Because of this increase, it may be to an individual's benefit to take the standard deduction this year even if that person has itemized deductions in the past. PersonallnterestDeductions: For 1995, personal interest cannot be deducted. Personal interest includes interest on car loans, credit cards and personal loans. Interest on Secured Loans Deductible: Interest paid on mortgages or investments is 100 percent deductible. Union Dues Deduction: Union dues, including working dues, are deductible only if they exceed 2 percent of adjusted gross income. If they do, only the portion over the 2 percent is deductible. SPAD contributions have never been deductible. Deducting Work-Related Expenses: Expenses associated with a seaman's work may be considered tax deductible. However, no expense can be deducted for which a seaman has been reimbursed by the employer. Travel to the union hall to register or travel to the union's designated medical facility to take the required physical and drug tests are examples of expenses which are work-related but not reimbursed by the company. Members of the galley crew may deduct the costs of knives and other equipment they personally own but use when on a ship performing their work duties. The purchase of work-related clothing and other gear, as long as it is truly for work and not paid for by the employer, are likely to be considered tax-deductible. Deducting Work-Related Car Expenses: Use of a personally-owned automobile in work-related travel can result in deductible expenses. Two methods can be used to compute automobile expenses-either listing a standard mileage rate or determining actual cost. On the tax return due April 15 of this year, the IRS is accepting a standard mileage rate of 30 cents per mile. Parking fees and tolls can be added when using the standard mileage rate. If using actual expenses, information must be available on all operating-related costs for the vehicle, including interest, insurance, taxes, licenses, maintenance, repairs, depreciation, gas, oil, tolls and parking. In either the standard mileage rate or the actual cost method of determining car expenses, accurate records should be kept. The IRS recommends keeping a log book or diary listing all expenses related to travel. Only work-rel~ted expenses not reimbursed by an employer can be claimed. Deducting Work-Related Meals When Traveling: Workers in transportation are allowed a special rate on the meal allowance of $32 per day in the continental U.S. and $36 per day outside the continential U.S. Otherwise the IRS standard meal allowance is generally $28. In some locations it is $36, and in Hawaii and Alaska it is computed differently. Travel expenses, including meals, can only be deducted if directly related to one's work and if they have not been reimbursed from any other source. Limit on Itemized Deductions: In 1995, itemized deductions may be limited for individuals earning more than $114, 700 of federal adjusted gross income (or $57 ,350 if married and filing separately). Earned Income Credit: A refundable earned income credit (EIC) is available to certain low income individuals who have earned income and meet certain adjusted gross income thresholds. Effective for tax year 1995, an individual does not have to have a qualifying child to be eligible for this credit if certain conditions are met. Different credit percentages and phase-out percentages are provided based on the taxpayer's income level and the number of qualifying children eligible, if any. The maximum credit allowed is as follows: Taxpayers with income less than $9,230 and no qualifying children - $314 maximum credit; taxpayers with income less than $24,396 and with 1 qualifying child - $2,094 maximum credit; taxpayers with income less than $26,673 and with 2 or more qualifying children $3, 110 maximum credit. If the earned income credit reduces the income tax liability below zero, a refund will be granted by the IRS. Taxpayers should use form 1040, schedule EIC to see if they are eligible for the credit. Dependent's Social Security Number: Each dependent must have a social security number (SSN) unless the dependent was born in November or December of 1995. An individual may get an SSN for their dependent by filing Form SS-5 with their local Social Security Administration office. It usually takes about two weeks to receive an SSN. WHICH RECORDS TO KEEP Keep records of income (such as receipts), ded ucti ons (for example, canceled checks) and credits shown on the tax return, as well as any worksheets used to figure them, until the statute of limitations runs out for that return, usually 3 years from the date the return was due or filed, or 2 years from the date the tax was paid, whichever is later. However, it is recommended that all records be kept for about 6 years. Change of Address: If an individual has changed his or her address from the one listed on that person's last tax return, IRS Form 8822 should be filJed out and filed with the agency. Death ofa Taxpayer: If a taxpayer died before filing a required return for 1995, the taxpayer's personal representative (and spouse, in the case of a joint return) must file and sign the return for that person. A personal representative can be an executor, administrator or anyone who is in charge of the taxpayer's property. WHAT TO DO WHEN OVERSEAS AT TAX TIME Should a seaman find himself or herself overseas and seeking IRS forms or IRS assistance, U.S. embassies and consulates are equipped to provide some taxpayer-related services. At a minimum, IRS forms are available at all U.S. embassies and consulates. The U.S. embassies and consulates located in the following cities can provide IRS assistance: Bonn, Germany; Caracas, Venezuela; London, England; Mexico City, Mexico; Nassau, Bahamas; Ottawa, Canada; Paris, France; Riyadh, Saudi Arabia; Rome, Italy; Sao Paulo, Brazil; Sydney, Australia; and Tokyo, Japan. WHERETO GET INFORMATION General Information: 1-800-829-1040 can be called for general information. IRS staff answer questions from 7:30 a.m. to 5:30 p.m. Monday through Friday. Publications: 1-800-829-3676 operators will take orders for publications. "#17 Your Federal Income Tax" and "#552 Record Keeping for Individuals" are two publications that many people find especially useful. Walk-In Help: IRS representatives are available in many IRS offices around the country to help with tax questions that cannot be answered easily by telephone. To find the location of an IRS office, look in the phone book under "United States Government, Internal Revenue Service." Telephone Help: The IRS is prepared to answer questions by phone. Through the agency's taxpayer information service, publications covering all aspects of tax-filing can be ordered. The federal Tele-Tax system has recorded tax information covering about 150 topics. 1-800-829-4477 is the IRS's automated Tele-Tax system. When calling from a touch tone phone, the letter "R" or number "7" will repeat the topic and the letter "C" or number "2" will cancel the message. To listen to a directory of topics after the introductory message finishes, dial 123. This telephone service is available from 7:00 a.m. until 11:30 p.m. Send IRS Written Questions: Written questions regarding the tax returns can be sent directly to an IRS District Director (listed on the tax form). Include a social security number with the letter. STANDARD DEDUCTION This is the standard deduction chart for most people. If a taxpayer is 65 or older or blind, there are additional standard deductions. (Note that the personal exemption deduction is $2,500.) Filing Status Single . Married filing joint return or Qualifying widow( er) with dependent children . Married filing separate return . . Head of household Standard Deduction . .. $3,900 . $6,550 . $3,275 . . $5,750 �SEAFARERS LOG FEBRUARY 1996 - ~~~~- HOW TO FILE AN EXTENSION IRS Form 4868 can be used to ask for a fourmonth extension to file IRS Form 1040A or Form 1040. An individual requesting an extension is under no obligation to explain why the additional time is needed. Filing of the form gives an individual until August 15, 1996 to file his or her 1995 federal tax return. The IRS will contact the individual directly only if the request for an extension is denied. To extend the period of time in which one can file his or her tax return, that individual must correctly fill out Form 4868 and pay all of the tax monies due (as noted on line 6c of the form). If the filing of Form 4868 and the subsequent four-month extension to file does not provide the individual with enough time, he or she can then file Form 2688, known as "Application for Additional Extension of Time to File U.S. Individual Income Tax Return." Another option open to the person seeking more time in which to file is to write a letter to the IRS stating the reason the REPORT In addition to wages, salaries, tips, unemployment compensation, capital gains, dividend payments and other income listed on the federal tax return, the following kinds of income must be reported. • Jones Act settlements for lost wages. • Amounts received in place of wages from accident and health plans (including sick pay and disability pensions) if employer paid for the policy. • Life insurance proceeds from a policy cashed in if the proceeds are more than the premium paid. • Profits from corporations, partnerships, estates and trusts. • Endowments. • Original Issue Discount. • Distributions from selfemployed plans. • Bartering income (fairmarket value of goods or services received in return for services). • Tier 2 and supplemental annuities under the Railroad Retirement Act. • Lump-sum distributions. • Gains from the sale or exchange (including barter) of real estate, securities, coins, gold, silver, gems or other property (capital gains). • Accumulation distributions from trusts. • Prizes and awards (contests, raffles, lottery and gambling winnings). • Earned income from sources outside the United States. • Director's fees. • Fees received as an executor or administrator of an estate. • Embezzled or other illegal income. Hii~or UBE REPORTED The foJlowing kinds of income do not need to be reported on the federal tax return: • Benefits from government welfare programs. • Jones Act settlements for injuries, pain, suffering, medical costs. • Maintenance and Cure. • Workers' compensation benefits, insurance damages, etc. for injury or sickness. • Disability retirement payments (and other benefits) paid by the Veterans' Administration. • Child support. • Gifts, money or other property inherited or willed. • Dividends on veterans' life insurance. • Life insurance proceeds received because of a person's death. • Amounts received from insurance because of loss of the use of a home due to fire or other casualty to the extent the amounts were more than the cost of normal expenses while living in the home. • Certain amounts received as a scholarship. 13 4868 Form Department of the Treasury Internal Revenue Service 1 extension is necessary. An individual seeking an extension is advised by the IRS to file Form 4868 before filing Form 2688. Below is Form 4868 which may be used by Seafarers to file for an extension. This form will be recognized by the IRS. Additional copies of Form 4868 are available by calling the agency's toll-free number which is dedicated to tax form requests. That number is 1-800-829-3676. Also, Form 4868 is available from all main IRS branch offices. And if a Seafarer finds himself or herself overseas, he or she can obtain the form from anyU.S. embassy or consulate. It is important to bear in mind that the filing of Form 4868 requesting an extension does not get one off the hook from having to pay any taxes due. Form 4868, when sent in, must be accompanied by all tax monies due the U.S. government from the individual filing the extension. The deadline for filing the form and the taxes due is April 15. Application for Automatic Extension of Time To File U.S. Individual Income Tax Return OMS No. 1545-0188 ~®95 Your name(s) (see instructions) 2a Amount dueAdd lines 6c, d, Address (see instructions) 3 Your social security number : City, town or post office, state, and ZIP code 4 Spouse's social security no. and e . ~ $ b Amount you are paying ~ $ 5 I request an automatic 4-month extension of time to August 15, 1996, to file my individual tax return for the calendar year , 19 , for the fiscal tax year ending , 19 1995 or to 6 Individual Income Tax-See instructions. a Total tax liability for 1995 . . . b Total payments for 1995. . . . c Balance due. Subtract 6b from 6a Gift or GST Tax Retum(s}-See instructions. Check here ONLY if filing a gift or GST } Yourself ..,.. 0 tax return . . . . . . . . . Spouse ..,.. 0 d Amount of gift or GST tax you are paying $ _ _ _ _ _ __ e Your spouse's gift/GST tax payment $ $ $ $ Under penalties of perjury, I declare that I have examined this form, including accompanying schedules ana statements. and to the best of my know1edge and belief, it is true, correct, and complete; and. if prepared by someone other than the taxpayer, that I am authorizeo to preoare this form. ~ ~ Your signature ~ Date Spouse's signature. 1f filing jointly Date Preparer's signature (other than taxpayer) ll Date WHY SEAFARERS MUST PAY STATE INCOME TAX The law prohibits employers from withholding state and local taxes from the wages of seamen working aboard U.S.-flag ships. Specifically, the law (46 USCA 11108(11)] provides that "no part of the wages due or accruing to a master, officer or any other seaman who is a member of the crew on a vessel engaged in the foreign, coastwise, intercoastal, interstate or noncontiguous trade shall be withheld pursuant to the provisions of the tax laws of any state, territory, possession or commonwealth, or a subdivision of any of them, but nothing in this section shall prohibit any such withholding of the wages of any seaman who is employed in the coastwise trade between ports in the same state if such withholding is pursuant to a voluntary agreement between such seaman and his employer." The law, however, does not exempt seamen from paying state and local taxes. Aseaman,justlikeanyothercitizenofany given state, must meet his or herobligations to the government of the area in which he or she lives. Each state has a set of criteria to determine whether an individual is a resident of that state. A seaman should check with a state tax office if he or she is unsure as to his residency status. For example, in California during the early 1970s, a case before the California State Board of Equalization stated that a merchant seaman--despite the fact that he was on a ship for210 days of the year-was a resident of the state for tax purposes. The board took into consideration the fact that the seaman owned a home in California and maintained a bank account in a Califomiabased bank. Additionally, each state has established conditions under which non-residents of that state must pay a portion of state tax if such an individual earned income from a source based in that state. Many states allow a credit in the amount an individual must pay the state if that person has already paid taxes in another state. If any questions arise regarding residency and state tax issues, seamen should telephone the office in the state in which they reside (see chart below). WHERE TO GET ADDITIONAL STATE INCOME TAX INFORMATION STATE LOCAUTOLL·FREE # Alabama . . . . . . . (334) 242-26n Alaska . . . . . . . . {907) 465-2320 Arizona ........ (602) 255-3381 Phoenix (602) 628-6421 rucson *(800) 352-4090 Arkansas ....... (501)682-1100 (800) 882-9275 California ....... **(916) 854-6500 (Bbo) 852-5711 Colorado . . . . . . . (303) 534-1209 Connecticut . . . . . i203) 566-8520 (800) 382-9463 Delaware . . . . . . . 1302) 5n-3300 (800) 292-7826 District of Columbia . (202) 727-6103 (202) 727-6104 Florida ........ {904) 488-6800 (800) 352-3671 Georgia ........ {404) 656-4071 (800) 338-2389 Hawaii ........ (808) 587-6515 (800) 222-3229 Idaho . . . . . . . . . 1208) 334-3660 {800) 972-7660 ~; lllin.ois . . . . . . . . (217) 782-3336 Indiana ........ (317) 232-2240 Iowa ......... {515)281-3114 (800) 367-3388 Kansas . . . . . . . . (913) 296-0222 North Carolina . . . . {91 733-4682 North Dakota . . . . (701) 328-3450 (800)638-2901 Ohio ......... {614) 846-6712 {800) 282-1780 Kentucky ....... (502) 564-4580 Oklahoma · · · · · · i(g86)5l~2~J{3 Lo~isiana ...... (504) 925-4611 Maine . . . . . . . . {20J6 626-8475 (8 ) n3-7895 Oregon . . . . . . . {503) 378-4988 (800) 356-4222 Pennsylvania .... (717) 783-1405 Rhode Island . . . . (401) 2n-2905 Maryland · · · · · · · 1(J86)9J:S~~~J i 7 Massachusetts . . . . 617) 727•4545 (800) 392-6089 Michigan ....... (800)487-7000 . Minnesota ...... (612) 296-3781 (800) 652-9094 Mississippi . . . . . . (601) 359-1141 . . Missouri ....... (314) 751-7191 Montana . . . . . . . (406) 444. 2837 Nebraska · · · · · · ~~~~ ~~J~~~~~ 5 South Carolina . . . (800) 763-1295 South Dakota .... (605) 773-5141 Tennessee ..... (615) 741-2594 (800) 342-1003 Texas . . . . . . . . (800) 252-5555 Utah . . . . . . . . . (801) 297-2200 (800) 662-4335 Vermont . . . . . . . (802) 828-2865 Virginia ....... (804) 367-8031 Washington ..... (360) 786-6100 Nevada ....... (702) 687-4892 West Virginia . . . . ifgri6)5~:2~li1 New Hampshire ... (603) 271-2191 New Jersey . . . . . 1609) 588-2200 1(800} 323-4400 Wisconsin . . . . . . (608) 266-2486 wyommg · · · · · · · {307) m -7952 New Mexico ..... (505) 827-0700 New York ...... 1518) 438-8581 (800) 443-3200 *within state only ...outside of U.S. Note: states listed in italics do not require state income taxes be paid of their residents. -- �14 SEAFARERS LOG FEBRUARY 1996 Shipboard Band Boosts Morale on Sea Wolf Following days of rough seas, high winds and heavy rain-brought on by the aftermath of Hurricane Luis-Seafarers aboard the Sea Wolf were treated to several hours of music and fellowship by three multi-talented crewmembers who put on a musical jam session aboard the vessel. In a letter to the Seafarers LOG, Chief Cook Joey Gallo detailed a Sunday afternoon in September when crewmembers gathered to witness the musical talents of QMED Greg Eastwood, QMED Bob Ott and DEU Tommy Brooks, who assembled their respective instruments and performed for several hours in the crew lounge. Gallo noted that the trio affectionately became known to their shipmates as "The Black Gang Band." "The weather had been pretty rough for a few days, and all of our shipboard activities were downsized as we waited for the storm's effects to pass. The weather put us all on edge," stated Gallo, who is currently attending steward upgrading classes at the Lundeberg School. According to Gallo, as soon as the bad weather had cleared, Captain Ed Sica and Chief Engineer Dave Roy asked the trio to perform. He organized an entire afternoon for crewmembers to relax and enjoy each others company. "The guys were excited to be asked to play, and what followed was a wonderful time for all," reported Gallo. While each musician claims his own musical style, the three united to play country, blues and rock-and-roll songs as well as several requested originals. Eastwood, who was featured in the November 1993 issue of the Seafarers LOG, is recording an album during his shoretime. The Philadelphia native plays the guitar and writes his own lyrics to country and pop music. Reports from his shipmates have noted that Eastwood's music is popular aboard the vessel. Many times crewmembers have asked him to play. Some have even provided ideas for new songs. "A favorite of many of the crewmembers is Greg's song 'America.' He wrote and composed it himself, and he brought down the house with the ballad. The crew is in accord that this song should be one of inspiration for our nation and for the future of the United States merchant fleet," recalled Gallo. Ott, who also sails from the port of Philadelphia, entertained the Sea Wolf crew with his rendition of rock-and-roll and rhythm-and-blues tunes. Brooks joined Ott, and the two engine department members thrilled crewmembers with several harmonica and acoustic guitar duets. "The session was a great success in inspiring a renewed sense of camaraderie among the licensed and unlicensed members of the crew. The crew has expressed special thanks to the captain and chief engineer for initiating a day well-enjoyed by all," Gallo said. Following the musical session, galley gang members Gallo, Chief Steward Phil Paquette and SA Mike Bonsignore 1--"f"' , 8. tf l~ · Members of the Sea Wolf's "Black Gang Band" are (from left), QMED Bob Ott, QMED Greg Eastwood and DEU Tommy Brooks. - - - - - -- - - - - - - - - - prepared a special dinner for the mariners. and the east coast of the U.S. Maintaining high morale among crew"Greg, Bob and Tommy, together with members while at sea is important, said the officers and other SIU crewmembers Gal1o, who recently signed off the Sea aboard the Sea Wolf, embody the best that Wolf. shipboard life offers. The most important The chief cook noted that crewmem- virtue they represent is one of fellowship, bers aboard the Crowley vessel make con- and that is the essence of the credo 'The stant efforts to enjoy their non-working Brotherhood of the Sea,"' concluded time while sailing between South America Gallo. Sea-Land Crew Accepts Challenge Of Transferring Ship to West Coast From exotic Caribbean waters to the warmth of the Aloha State, Seafarers aboard the Sea-Land Challenger are ready for any new assignment and challenge that may come their way. According to AB Kevin Gatling, who sent a letter and the accompanying photos to the Seafarers LOG, the ship recently was transfered from an Atlantic-Caribbean run to a West Coast assignment. The 700-foot Challenger and its sister ship, the Sea-Land Discovery, are now sailing between the West Coast ports of Oakland and Long Beach, Calif. and Honolulu. Preparing a hearty breakfast for Sea-Land Cha/lengercrewmembers The two Sea-Land Service containerships are Chief Steward Jimmy Harper (left) and Chief Cook Pedro formerly sailed the 28-day "Crescent Run" between Rodriguez. East Coast ports and Kingston, Jamacia; Santo Domingo, Dominican Republic; and San Juan, P.R. "With the responsible leadership of Captain Paul For Starters on the SL Developer Skoropowski and the finest SIU crew ever as-··-~-~-~~--.--~ sembled, the change of schedule has been handled with extreme professionalism," noted Gatling . .;;C: It talces the Challenger 24-hours to sail from the port of Oakland to Long Beach. It then takes the vessel about 5 days to sail to Hawaii where cargo operations are completed in roughly two days. Gatling noted that the return trip to Oakland is a slightly shorter voyage, being completed in just four and a half days. The AB added that the containership' s new route is much shorter than the Crescent Run and the vessel is able to get into and out of the ports much faster. "However, one thing remains the same. The Sea-Land Challenger and her crew continues to pursue perfection," Gatling concluded. . '' l j - An attractively laid out tray of hors d'oeuvres was one of many festive platters created by the steward department onboard the Sea-Land Developer during the holiday season. From the left are Chief Stewad Scott Opsahl, Chief Cook Don Flunker and Steward Assistant Thomas Currey. The Sea-Land Challenger offloads cargo in the containership's newly assigned port of Honolulu. Relaxing in the crew lounge at the end of a shift are (from left) Engine/Utility Plese Russ 111, Oiler Marshall Sanford, AB Michael Ortiz and Chief Steward Jimmy Harper. �SEAFARERS LOG FEBRUARY 1996 March &April 1996 Membership Meetings Deep Sea, Lakes, Inland Waters Dispatchers' Report for Deep Sea DECEMBER 16, 1995 -JANUARY 15, 1996 *TOTAL REGISTERED All Groups Class A Class B Class C Port New York 33 Philadelphia 0 BalJimore 9 Norfolk 9 Mobile 13 New Orleans 20 Jackson ville 24 San Francisco 28 Wilmington 20 26 Seattle Puerto Rico 15 Honolulu 6 27 Houston 2 St. Louis Piney Point l Algonac 1 234 Totals 16 5 7 5 7 26 14 14 20 13 4 16 19 0 1 2 169 4 1 0 3 1 1 3 1 3 1 1 2 TOTAL SHIPPED All Groups Class A Class B Cla~ C DECK DEPARTMENT 17 19 3 1 3 1 8 8 9 17 26 20 16 19 6 3 21 1 2 6 0 9 11 20 0 20 15 14 14 2 13 24 0 3 5 0 1 0 0 0 0 1 0 0 4 3 0 0 0 23 174 174 17 2 0 0 Trip Reliefs **REGISTERED ON BEACH All Groups Class A Cla~ B Class C 12 64 0 4 4 3 10 23 18 38 2 5 7 6 7 50 41 33 42 19 10 8 3 3 12 0 0 0 2 73 399 44 1 1 33 5 7 14 21 39 26 30 29 29 7 19 29 0 3 Piney Point Monday: March 4, April 8 New York Tuesday: March 5, April 9 8 1 0 6 1 3 7 3 5 1 3 7 8 0 3 0 1 294 54 15 Philadelphia Wednesday: March 6, April 10 Baltimore Thursday: March 7, April 11 Norfolk Thursday: March 7, April 11 Jacksonville Thursday: March 7. April 11 Algonac Friday: March 8, April 12 Houston Monday: March 11, April 15 New Orleans Tuesday: March 12, April 16 Mobile Wednesday: March 13, April 17 San Francisco Port New York 17 l Philadelphia Baltimore 2 Norfolk 7 8 Mobile New Orleans 6 Jacksonville 14 San Francisco 12 Wilmington 6 12 Seattle Puerto Rico 5 Honolulu I Houston 10 l St. Louis Piney Point 2 Algonac I 105 Totals Port New York 14 Philadelphia l 4 Baltimore 4 Norfolk 4 Mobile New Orleans 13 Jacksonville 9 San Francisco 20 14 Wilmington 16 Seattle Puerto Rico 4 Honolulu 9 Houston 5 0 St. Louis Piney Point 3 Algonac 0 120 Totals Port 4 New York Philadelphia 1 Baltimore 0 0 Norfolk 4 Mobile New Orleans 3 Jacksonville 3 San Francisco 12 Wilmington 6 Seatt]e 6 Puerto Rico 3 Honolulu 10 2 Houston St. Louis 0 Piney Point 0 Algonac 0 54 Totals Totals All De~artments 513 13 2 11 6 3 11 14 15 10 12 5 14 14 2 0 1 0 0 0 2 0 1 2 0 0 3 5 ENGINE DEPARTMENT 0 7 11 0 3 1 2 8 0 1 6 3 7 5 0 2 10 5 1 15 15 0 8 8 2 8 6 3 15 0 0 0 0 3 0 133 15 89 1 l 4 11 4 12 10 4 1 0 0 3 2 2 0 0 0 0 109 10 Thursday: March 14, April 18 4 29 31 2 0 1 0 l 5 9 7 15 0 0 l 4 1 0 1 0 2 0 2 0 1 5 0 4 5 7 1 0 0 36 196 219 30 28 13 2 2 13 0 1 0 1 1 9 3 0 8 1 3 5 0 8 13 17 24 22 15 28 9 26 23 19 16 17 6 15 10 4 17 20 1 2 Wilmington Monday: March 18, April 22 Seattle Friday: March 22, April 26 San Juan Thursday: March 7, April 11 St. Louis Friday: March 15, April 19 Honolulu Friday: March 15, April 19 Duluth Wednesday: March 13, April 17 Jersey City Wednesday: March20, April 24 New Bedford Tuesday: March 19, April 23 Each port's meeting starts at 10:30 a.m. STEWARD DEPARTMENT 8 I 2 5 5 10 8 7 8 6 4 14 3 0 1 0 82 29 1 3 12 11 11 16 11 0 3 5 0 9 1 2 0 0 0 1 1 4 6 9 3 4 3 1 0 0 1 3 1 9 9 0 1 0 0 12 7 11 5 12 4 2 10 4 7 14 11 21 52 23 37 0 1 0 0 0 0 7 0 0 0 0 10 4 0 0 5 17 14 3 35 2 10 6 6 6 1 3 75 5 1 0 0 11 1 0 10 11 0 3 5 0 1 3 0 1 0 0 11 0 0 0 0 0 0 101 61 17 1 ENTRY DEPARTMENT 2 20 4 0 0 0 4 0 0 9 9 0 1 8 1 5 4 9 17 9 1 1 12 3 4 2 9 14 0 6 2 6 1 45 80 6 1 8 0 1 0 0 1 0 6 6 2 2 9 1 9 5 0 0 0 48 0 0 0 0 0 0 9 18 14 1 4 0 244 15 2 1 2 3 10 5 5 1 13 7 13 8 3 4 15 10 3 11 2 0 0 2 0 1 0 111 27 57 2 2 20 24 27 28 30 31 18 6 53 18 15 0 4 19 2 18 8 13 10 6 7 89 7 2 1 1 1 1 4 1 0 1 0 0 0 0 185 119 32 168 111 0 104 340 200 569 167 396 512 155 157 943 964 311 21 12 13 7 10 3 0 0 0 20 2 0 * "Total Registered" means the number of Seafarers who actually registered for shipping at the port. ** "Registered on Beach" means the total number of Seafarers registered at the port. Personals 2 0 0 0 0 0 0 0 0 0 0 15 I ALBERTO CRUZ Please contact your sister-in-law, Ruth Ruditha Amoradie, at 6 Sperrago Street, San Jacinto Massbate, Philippines. MICHAELANTHONYJOHNSON Please call Judy Johnson at (334) 457-0732. RAYMAGNESON Please contact Megan Carroll at 1751 Rohr Road, Lockbourn, OH 43137. GEORGE B. McCURLEY Please contact Gene T. Lachapelle at P.O. Box 208, Big Bay, Ml 49808; or telephone (906) 345-9549. MICHAEL SANTANA Please contact your sister, Arleen Santana, at Edificio42, Apt. D, Bayamon Country Club, Bayamon, PR 00957; or telephone (809) 279-1721. ~ YourSPAD contribution helps keep Congress informed OHhe neeck of Maritime �16 SEAFARERS LOG FEBRUARY 1996 Dispatchers' Report for Great Lakes Seafarers International Union Directory DECEMBER 16, 1995 - JANUARY 15, 1996 CL-Company/Lakes L-Lakes NP-Non Priority Michael Sacco President *TOTAL REGISTERED All Groups Class CL Class L Class NP John Fay Secretary-Treasurer TOTAL SHIPPED All Groups Class CL Class L Class NP **REGISTERED ON BEACH All Groups Class CL Class L Class NP Joseph Sacco Executive Vice President Augustin Tellez Vice President Contracts George McCartney Vice President West Coast Roy A. "Buck" Mercer Vice President Government Services Jack Caffey Vice President Atlantic Coast Byron Kelley Vice President Lakes and Inland Waters DeanCorgey Vice President Gulf Coast HEADQUARTERS 5201 Auth Way Camp Springs, MD 20746 (301) 899-0675 ALGONAC 520 St Clair River Dr. Algonac, MI 48001 (810) 794-4988 BALTIMORE 1216 E. Baltimore St. Baltimore, MD 21202 (410) 327-4900 DULUTH 705 Medical Arts Building Duluth, MN 55802 (2 L8) 722-4110 HONOLULU 606 Kalihi St. Honolulu, HI 96819 (808) 845-5222 HOUSTON 1221 Pierce St. Houston, TX 77002 (713) 659-5152 JACKSONVILLE 3315 Liberty St. Jacksonville, FL 32206 (904) 353-0987 JERSEY CITY 99 Montgomery St. Jersey City, NJ 07302 (201) 435-9424 MOBILE 1640 Dauphin Island Pkwy. Mobile, AL 36605 (334) 478-0916 NEW BEDFORD 48 Union St. New Bedford, MA 02740 (508) 997-5404 NEW ORLEANS 630 Jackson Ave. New Orleans, LA 70130 (504) 529-7546 NEW YORK 635 Fourth Ave. Brooklyn, NY 11232 (718) 499-6600 NORFOLK 115 Third St. Norfolk, VA 23510 (804) 622-1892 PIDLADELPHIA 2604 S. 4St. Philadelphia, PA 19148 (215) 336-3818 PINEY POINT P.O. Box 75 Piney Point, MD 20674 (301) 994-0010 PORT EVERGLADES 1221 S. Andrews Ave. Ft Lauderdale, FL 33316 (954) 522-7984 SAN FRANCISCO 350 Fremont St. San Francisco, CA 94105 (415) 543-5855 Government Services Division (415) 861-3400 SANTURCE 1057 Fernandez Juncos Ave., Stop 161.h Port Algonac Port Algonac Port Algonac Port Algonac 0 21 1 0 4 0 0 3 0 0 16 6 DECK DEPARTMENT 0 13 3 ENGINE DEPARTMENT 0 7 2 STEWARD DEPARTMENT 0 8 3 ENTRY DEPARTMENT 0 0 0 0 31 7 0 14 3 0 3 1 0 27 23 44 Totals All Departments 0 7 28 8 0 0 75 * "Total Registered" means the number of Seafarers who actually registered for shipping at the port. **"Registered on Beach" means the total number of Seafarers registered at the port. 34 Dispatchers' Report for Inland Waters DECEMBER 16, 1995 - JANUARY 15, 1996 *TOTAL REGISTERED All Groups Class A Class B Class C Region Atlantic Coast Gulf Coast Lakes & Inland Waters West Coast Totals Region Atlantic Coast Gulf Coast Lakes & Inland Waters West Coast Totals Region Atlantic Coast Gulf Coast Lakes & Inland Waters West Coast Totals 4 1 43 2 0 2 9 1 0 5 0 4 50 12 9 3 1 0 14 0 1 0 0 2 8 0 14 1 1 0 0 0 0 0 0 8 0 9 2 0 0 3 0 7 10 TOTAL SHIPPED All Groups Class A ClassB Class C DECK DEPARTMENT 5 0 0 1 10 25 1 1 0 1 0 0 41 2 1 ENGINE DEPARTMENT 1 0 0 1 0 1 1 0 0 1 0 0 4 0 1 STEWARD DEPARTMENT 0 0 0 l 0 0 0 0 0 l 1 0 1 1 1 **REGISTERED ON BEACH All Groups Class A Class B Class C 13 2 0 2 32 2 13 10 12 3 59 20 37 47 0 2 1 4 0 0 1 8 0 14 10 6 2 0 11 0 0 0 2 0 2 0 4 0 11 13 Totals All Departments 73 21 46 32 13 3 3 86 * "Total Registered" means the number of Seafarers who actually registered for shipping at the port. **"Registered on Beach" means the total number of Seafarers registered at the port. 1 15 19 72 Are You Missing Important Mail? In order to ensure that each active SIU member and pensioner receives a copy of the Seafarers LOG each month-as well as other important mail such as W-2 forms, pension and health insurance checks and bulletins or notices-a correct home address must be on file with the union. If you have moved recently or feel that you are not getting your union mail, please use the form on this page to update your home address. Your home address is your permanent address, and this is where all official union documents will be mailed (unless otherwise specified). If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please complete the form and send it to: Seafarers International Union Address Correction Department 5201 Auth Way Camp Springs, MD 20746 r------------------------------------------------------------, HOME ADDRESS FORM {PLEASE PRINT} 2/96 Name Phone No. ( ) Santurce, PR 00907 (809) 721-4033 SEATTLE 2505 First Ave. Seattle, WA 98121 (206) 441-1960 Social Security No. ____ / _ _ _ / _ _ __ Book No. _ _ _ _ _ _ __ ST.LOUIS 4581 Gravois Ave. St Louis, MO 63116 (314) 752-6500 WILMINGTON 510 N. Broad Ave. Wilmington, CA 90744 (310) 549-4000 D Active SIU D Pensioner D Other This will be my permanent address for all official union mailings. This address should remain in the union Ji.Le unless otherwise changed by me personally. ----------------------------------------------------------- _J �SEAFARERS LOG FEBRUARY 1996 17 Welcome Ashore ' T hree recertified bosuns are among the 24 Seafarers who are announcing their retirements this month. With a combined 92 years of experience at sea, the trio of John B. Noble, Alvie S. Rushing and Arlond E. Weaver all graduated bosun recertification classes at the Lundeberg School in Piney Point, Md. This course offers the highest level of training for deck department members of the SIU. Including the three bosuns, 16 of those signing off shipped in the deep sea division. Six others sailed on inland waterways vessels and two worked on Great Lakes ships. Fourteen of the retiring merchant mariners served in the U.S. military-six in the Army, three in the Navy, three in the Air Force and two in the Coast Guard. On this page, the Seafarers LOG presents brief biographical accounts of these 24 pensioners. DEEP SEA JOHNJ. ASHLEY, 65,began sailing with the Seafarers in 1964 from the port of New York. Brother Ashley shipped in the engine department, last sailing as an electrician. He upgraded frequently at the Lundeberg School in Piney Point, Md. Born in New York, Brother Ashley now makes his home in Texas. MARTIN BALAGTAS, 76, joined the SIU in 1973 in the port of San Francisco. Sailing in the engine department, he upgraded his skills at the Lundeberg School. Born in the Philippine Islands, Brother Balagtas now resides in California. JUAN I. GONZALEZ, 55, graduated from the Andrew Furuseth Training School in 1963 and joined the Seafarers in the port of New Orleans. Brother Gonzalez sailed in both the engine and steward departments and upgraded in the engine department to QMED at the Lundeberg School. Born in Puerto Rico, ne presently resides in Louisiana. CAREY V. HAYWOOD, 65, started his career with the SIU in 1951 in the port of Norfolk, Va. Sailing in the deck department, the Virginia native last shipped in 1992 aboard the Flickertail State, operated by Interocean Management. From 1948 to 1952, he served in the U.S. Air Force. Brother Haywood has retired to his native Virginia. · WILLIAM D.HOLMES,56, joined the Seafarers in 1974 in the port of Philadelphia. He sailed as a member of the deck department. Brother Holmes served as a union official for nine years in the port of Philadelphia, from 1976 to 1985. The New Jersey native returned to sea and last worked for Crowley Maritime in March 1995. From 1955 to 1958, he served in the U.S. Army. Brother Holmes continues to live in New Jersey. r.:::=:::===----:----::--i WALTER G.KAULBACK,69, began his career with the SIU in 1978 in the port ofNori..======::...i folk, Va. following 31 years of service in the U.S. Navy. The Pennsylvania native sailed as a member of the deck department. Brother Kaulback presently makes his home in Alabama. DOUGLAS R.LAUGHLIN, 62, started his career with the Seafarers in 1969 in the port of Hous- ._____ _ _ ____, ton. The Mississippi native sailed in the engine department and upgraded frequently at the Lundeberg School. From 1950 to 1953, he served in the U.S. Air Force. Brother Laughlin has retired to Florida. HENRYM. NOEL,63, joined the Marine Cooks & Stewards (MC&S)in 1968, before that union merged with the SIU's Atlantic, Gulf, Lakes and Inland Waters District (AGLIWD). Brother Noel last shipped in September 1992 aboard the Maui. operated by Matson Navigation. Brother Noel sailed during Operation Desert Shield/Desert Stonn. He served Each month, the Seafarers LOG pays tribute to the SIU members who have devoted their working lives to sailing aboard U.S.-flag vessels on the deep seas, inland waterways or Great Lakes. Listed below are brief biographical sketches of those members who recently retired from the union. The brothers and sisters of the SIU thank those members for a job well done and wish them happiness and good health in the days ahead. in the U.S. Air Force from 1951 to 1953. Brother Noel makes his home in California. HARRY E. MESSICK, 63, began sailing with the SIU in 1951 from the port of Baltimore. Brother Messick was a member of the engine department and worked his way up to chief electrician. He last sailed aboard the Sea-Land Crusader in August 1995. The New Jersey native also sailed in the steward and deck departments. Brother Messick presently resides in Florida. JOHNB. NOBLE, 63,joined the Seafarers in 1967 in the port of New York. As a member of the deck department, the New York native upgraded at the Lundeberg School and completed the bosun recertification course there in 1989. From 1952 to 1956, he served in the U.S. Coast Guard. Brother Noble presently lives in Alaska. , ALVIES. RUSHING, 65, graduated from the Andrew Furuseth Training School in 1959 and began his career with the SIU in the port of Houston. The Texas native sailed in the deck department. Brother Rushing upgraded frequently at the Lundeberg School and completed the bosun recertification course there in 1981. From 1948 to 1952, he served in the U.S. Navy. Brother Rushing calls Texas home. MANFRED SCHAUB, 62,joined theMC&S in the 1960s in the port of San Francisco, before that union merged with the SIU' s AGLIWD. Brother Schaub has retired to California. - -==-__J FRANCIS ff.SMITH, 72,began his career with the Seafarers in 1966 in the port of Houston. Brother Smith sailed in all three departments: engine, deck and steward. He settled on sailing in the engine department. He upgraded his engineering skills at the Lundeberg School. From 1950 to 1953, he served in the U.S. Anny. Brother Smith continues to Ii ve in his home state of I Pennsylvania. GEORGE w. THAYER, 72,joined the SIU in 1952 in the port of Mobile, Ala. and sailed as a member of the steward department. From 1941to1942, he served in the U.S. Army. Born in Connecticut, Brother Thayer presently lives in the state of Washington. ARLOND E. WEAVER, 65, started his career with the Seafarers in 1965 in the port of Jackson ville, Fla. Sailing in the deck department, the Georgia native upgraded at the Lundeberg School and graduated from the bosun recertification course there in 1976. Brother Weaver now makes his home in Florida. CLARENCE C. WILLEY,61, began sailing with the SIU in 1959 from the port of Norfolk, Va. The Virginia native sailed as a member of the steward department. Brother Willey continues to live in Virginia. leans. The Alabama native sailed as a member of the deck department. From 1951 to 1956, he served in the U.S. Army. Boatman Jarman continues to live in Alabama. ERNEST E.GIBBS JR., 69, joined the Seafarers in 1977 in the port of Houston. The ~------' steward department member sailed primarily on vessels operated by Sheridan Companies. From 1944 to 1946, he served in the U.S. Navy. Born in Alabama, Boatman Gibbs presently resides in Florida. RICHARD J. KESTLER, 62, started his career with the Seafarers in 1965 in the port of Baltimore. Sailing in the deck department, the Maryland native held the rating of master and first class pilot. From 1954 to 1956, he served in the U.S. Army. Boatman Kestler has retired to his native Maryland. JOSEPHR. WILLARD,62, joined the SIU in 1962 in the port of Toledo, Ohio. Born in Ohio, Boatman Willard sailed as a member of the deck department. From 1952 to 1954, he served in the U.S. Army. Boatman Willard still calls Ohio home. ' - -- INLAND ROBERT D.BASNETT JR., 62,joined the Seafarers in 1972 in the port of Norfolk, Va. after serving 20 years in the U.S. Coast Guard. Licensed as a chief engineer, the North Carolina native sailed in the engine department and upgraded at the Lundeberg School. Boatman Basnett still calls North Carolina home. MARTIN J.CHAMBERS,62, started his career with the SIU in 1961 in the port of Cleveland. Born in North Carolina, he sailed as a member of the deck department. Boatman Chambers has retfred to his native North Carolina. BRYANT JARMAN, 62, began sailing with the SIU in 1984 in the port of New Or- -----J GREAT LAKES ALIB. FITAHEY, 69,began sailing with the Seafarers in 1965 from the port of Detroit. Brother Fitahey shipped as a member of the deck department. Born in Arabia, he became a U.S. citizen and presently makes his home in Michigan. I WILLIAM J. TAYLOR, 62, started his career with the SIU in 1957 in the port of l - - - - " " " - - " " = - - - - ' Buffalo. The New York native sailed as a member of the deck department. Brother Taylor continues tolive in New York. - �! 18 SEAFARERS LOG FEBRUARY 1996 Meinories of St. Patrick's .Day by Henri B. Starckx Editor's Note: Brother Starckx joined the SIU in 1943 and participated in the invasion of Europe on June 6, 1944. He arrived at Omaha Beach, one of five beaches taken by U.S., British and Canadian forces, a day after the initial assault. On November 1, 1995, Brother Starckx joined a group of WWII veterans in helping bury a time capsule (containing memorabilia from WWII) in Port St. Lucie, Fla. The capsule will be opened in November 2045. The creative works of SIU pensioners and their thoughts will appear from time to time In the Seafarers LOG. The newspaper welcomes submissions from retired Seafarers and their families. Articles, letters, drawings, photos and cartoons maybe sent to the LOG for publication. Every St. Patrick's Day brings back unforgettable memories because of what happened tome on that day, March 17, in 1943. I was a merchant seaman, and at 1:00 in the morning, while I was steering a ship in convoy in the North Atlantic, German submarines torpedoed and sank four ships. Later, at 12 noon, a tremendous explosion shook my ship . We were hit by a torpedo. My lifeboat was smashed while launch- ing. The other lifeboat capsized while getting away from the ship, spilling everyone into the ·1.0-degree water. The captain told me to launch the life rafts on the fore deck, which I did. The ship was sinking fast; the main deck was now level with the sea. A fire started in one hold which was loaded with gasoline in barrels. It was time to go. I boarded a raft with two men and cast off. We drifted away while the ship went down with the bow and stem in the air like a huge V. A few hours later, a British warship, the HMS Lavender, arrived and picked up survivors. About4:00 p.m. we set off, leaving death and destruction behind. At 10:00 that evening, the Lavender spotted a submarine on the surface and attacked with her 4-inch gun. The sub crash-dived-and the hunt was on. Contact was made and 10 depth charges were dropped on the sub. It was close to midnight now. And so ended my St. Patrick's Day in 1943. SORRY CHARLIE, WE'RE OUT OF 55- GALLON DRUMS. Nothing But Good Thoughts by Walter Karlak Editor's Note: Brother Karlak began sailing with the SIU in 1951. He retired in 1987, having attained the rating of chief electrician. He often reminisces about being an SIU member and has "nothing but good memories. " I can honestly say there weren't any bad trips as far as crews were concerned. And I was lucky that the SIU had the best there were. One of the memorable crews I sailed with was aboard the Steel Flyer, maldng a round-the-world trip of four months. From the captain on down, it was like a big, happy family. There were plenty of ports and time in them, and plenty of overtime.... Taldng an active part in fire and boat drills once a month was great. It helped those of us in the engine department to learn to save others, if need be. Instead of a crewmember being cast over the side, the drill used a 55-gallon drum as the victim. It had many holes punched in it so it would sink after a short period of time, thereby not creating a shipping hazard. "Man overboard" would be called out after the drum was thrown out. And the amazing part is that the ship never stopped. It merely changed course into the shape of a figure "8." It sailed the upper part of the "8," and at the central point was the loca- SIU Pensioner Walter Karlak has many fond memories of his sailing days, including fire and boat drills. The cartoon above, inspired by one of Brother Karlak's drawings, humorously shows what might have happened if no 55-gallon drums were onboard. tion of the drum. Once the drum had been spotted, the ship continued to form the lower part of the "8" and pick up the vietim. It's a wonderful fee1ing knowing that if anyone falls overboard on an SIU ship, it would be but a matter of a few minutes before being picked up. Crewmembers: always have a drum at the ready, because if there aren't any, it could be real-with you being tossed overboard (see cartoon above). Celebrating Thanksgiving at Sea and Ashore Across the United States, in American homes and facilities overseas, on board ships at seaThanksgiving Day was celebrated in the traditional and not-so-traditional ways. Turkey, stuffing, cranberry sauce and pumpkin pie all made for the typical feast in most celebrations. Delicacies such as fresh lobster and cheese cake were added to the bounty at other tables. For Seafarers, many away from home, the holiday did not go unnoticed. In San Francisco, for example, the SIU hall held its sixth annual Thanksgiving Day dinner. Attended by Seafarers and their families and friends, as well as by representatives of other local maritime and building trades unions, Port Agent Nick Celona described it as a wonderful celebration. Table decorations, 18 turkeys, 30 pies and lots of music helped the 300 persons in attendance observe the holiday in grand fashion. Steward department members aboard SIU-crewed ships at sea and in port also took care to ensurethattheirshipmateswouldbe able to partake in traditional Thanksgiving Day foods. The Sea-Land Atlantic was paying off in Port Elizabeth, N.J. that day, and crew members aboard the Sea-Land Service vessel were treated to lobster in addition to the typical holiday fare. Enjoying Thanksgiving Day dinner at the SIU hall in San Francisco are (from left) Louis Shedrick, retired MC&S chief cook; Romy LumanIan, an accountaint at the San Francisco hall; Anna Lee Henseley, an employee with the Pacific Maritime Association; and Dolly Talaga, third cook. -- Aboard the Sea-Land Atlantic, Chief Cook Ali Hydera (left) and Those members responsible for the delicious holiday fare at the San Francisco hall are (from left) Messman Steward Edward Porter display a table filled with desserts of all kinds Sean Sullivan, Pantryman Kwan Joi Siu, Chief Cook Jon Blasquez, Chief Steward Burt Richardson, Chief to complete the Thanksgiving Day dinner. Cook Louella Sproul, Chief Cook Steve Valencia, Chief Steward E. Gomez and Messman Eddie Kasa. �SEAFARERS LOG FEBRUARY 1996 DEEP SEA EULOGIO ALVAREZ Eulogio Alvarez, 44, passed away December 24, 1995. Brother Alvarez began sailing with the Seafarers in 1986 from the port of Honolulu. Born in Honduras, Brother Alvarez worked in the steward department. He upgraded at the Lundeberg School in Piney Point, Md., advancing from messman to chief cook. SHANE M. BLECHLE Shane M. Blechle, 22, died December?, 1995. A native of Missouri, he graduated from the Lundeberg ~'------' School in 1991 and joined the SIU in the port of Piney Point, Md. The engine department member upgraded his skills at the school. PANTALEON DE LOS SANTOS Pensioner Pantaleon De Los Santos, 92, passed away December 20, 1995. He joined the Seafarers in 1947 in the port of New Orleans after serving 23 years in the U.S. Navy. Brother De Los Santos sailed as a member of the steward department. Born in the Philippine Islands, he began receiving his pension in August 1968. Pensioner Irv\ ing Futter. \ man, 86, died December 13, 1995. He began his career with the SIU in 1958 in the '----====-----' port of San Francisco and sailed as a member of the engine department. Born in Poland, Brother Futterman retired in July 1977. ~------ CECIL C. GATES Pensioner Cecil C. Gates, 73, passed away December 22, 1995. Anative of Alabama, he started his career with the Seafarers in 1941 in the port of Mobile, Ala. Brother Gate!; last sailed as a bosun in the deck department. From 1940 to 1941, he served in the U.S. Anny. Brother Gates made his home in California and started to receive his pension in August 1978. SAMS.GOINS Pensioner Sam S. Goins, 70, died November 11, 1995. Brother Goins joined the SIU in 1968 in the port of New Orleans. The Tennessee native sailed in the deck department. He served in the U.S. Navy from 1942 to 1945. Brother Goins retired in May 1990. HARRIS H. PATTERSON tic, Gulf, Lakes and Inland Waters District (AGLIWD). Brother Hammonds lived in the state of Washington and started receiving his pension in March 1975. Pensioner Harris H. Patterson, 68, passed away August 25, 1995. A native of Alabama, he joined the Seafarers in 1946 in the port of Norfolk, Va. The engine department member upgraded his skills at the Lundeberg School. He last sailed as a chief electrician. From 1951to1952 he served in the U.S. Army. Brother Patterson retired in November 1992. RICHARD M. HARP Pensioner Richard M. Harp, 73, died December 27, 1995. He began sailing with the Seafarers in 1948 from the L__----=...=::="'--_J port of Baltimore. Brother Harp sailed as a member of the steward department. A native of Baltimore, he retired in August 1984. DONALD W. PLUMMER Donald W. Plummer, 38, passed away December 30, 1995. He graduated from the Lundeberg School's -=====-i entry level program for seamen in 1975 and joined the Seafarers in the port of Piney Point, Md. The New York native shipped in the deck department and returned to the school for upgrading. JAMES KENO · Pensioner ; James Keno, 78, passed away December 16, 1995. Born in Alabama, he joined the SIU in 1943 t==----==-..J in the port of Norfolk, Va. The steward department member upgraded at the Lundeberg School and completed the bosun recertification course there in 1981. He began receiving his pension in January 1989. TROYB.POPE Troy B. Pope, 59, died November 22, 1995. Born in Oklahoma, he started his career with "' the SIU in 1961 in the port of Wilmington, Calif. Brother Pope sailed in the steward department and upgraded to chief steward in 1987 at the Lundeberg School. From 1955 to 1958, he served in the U.S. Navy. STEPHEN LOSTON Pensioner Stephen Loston, 74, died December 15, 1995. Brother Loston started his career with the Seafarers in 1952 in the port of New York. The Pennsylvania native sailed in the deck department. A World War II veteran, he served in the U.S. Navy from 1942 to 1945. Brother Loston retired in January 1986. HARRELD F. REED Pensioner Harreld F. Reed, 70, died November 20, 1995. Born in Indiana, he began sailing with the SIU in 1955 from the port of New York. Brother Reed shipped in the engine department and upgraded his skills at the Lundeberg School. He served in the U.S. Navy from 1942 to 1945. Brother Reed began receiving his pension in March 1990. CARLO MARINO Carlo Marino, 58, passed away December 3, J995. Born in Louisiana, he began sailing with the SIU in 1956 from the port of New Orleans. Brother Marino sailed as a member of the steward department. SIDNEY S. SHELLEY ROBERT L. MITCHELL Sidney S. Shelley, 38, passed away August 13, 1993. Anative of New York, he graduated from the Lundeberg School's entry level program for seamen in 1976 and joined the Seafarers in the port of Piney Point, Md. Brother Shelley sailed in the deck department. He upgraded at the Lundeberg School. Pensioner Robert L. Mitchell, 83, died October 30, 1995. A native of Texas, he joined the MC&S in the port of San Francisco, before that union merged with the SIU's AGLIWD. Brother Mitchell began receiving his pension in December 1972. ======= RAMON MORAN Pensioner Ramon Moran, 88, passed away November 5, 1995. He was a charter , memberof the Seafarers, ___c::::....__ __ _ , having started his career with the union in 1939 in the port of New York. Brother Moran sailed as a member of the engine department. Born in Peru, he became a U.S. citizen. Brother Moran retired in September 1972. RAYMOND C. STEELE Pensioner Raymonde. Steele, 66, passed away December 30, 1995. Born in Florida, he began sailing .n with the 1._--=-===---__J Seafarers in 1947 from the port of Mobile, Ala. Brother Steele worked in both the deck and steward departments. He retired in August 1990. i..:::__ WILLIAM A. PADGETT EDDIE HAMMONDS Pensioner Eddie Hammonds, 74, passed away November 6, 1995. Born in South Carolina, he began his career with the Marine Cooks & Stewards (MC&S), before that union merged with the SIU' s Atlan- Pensioner William A. Padgett, 67, died December 29, 1995. Born in Florida, he began sailing with the SIU in 1948 from the port of New York. Brother Padgett sailed in the engine department. He retired in October 1972. GERALD D. SNYDER I Pensioner Gerald D. Snyder, 78, died September 22, 1995. Brother Snyder joined the MC&S before that union merged with the SIU' s AGLIWD. He began receiving his pension in May 1978. FRANCIS A. STOCK Pensioner Francis A. Stock, 73, died October 2, 1995. A native of California, he started his career with =---==-== the MC&S in 1952 in the port of San Francisco, before that union merged with the SIU's AGLIWD. Brother Stock served in the U.S. Navy from 1941 to 1947. He started to receive his pension in July 1987. WILLIAM A. TA TUM JR. Pensioner William A. Tatum Jr., 75, passed away November 5, 1995. Born in Georgia, he joined the Seafarers in 1951 in the port of Mobile, Ala. Brother Tatum sailed as a member of the engine department. He retired in May 1983. JOHN M. THOMPSON Pensioner John M. Thompson, 86, died December 10, 1995. He started his career with the SIU in 1950 in the port of New York. Brother Thompson last sailed in the engine department as an electrician. He began receiving his pension in May 1974. BERGER WILHELMSEN ~ , Pensioner Berger Wilhelmsen, 82, passed away October 12, 1995. Brother Wilhelmsen began sailing L..C. ::,c;...;:_-===c.--=::::::._=.-.JWiththe Seafarers in 1943 from the port of New York. He shipped as a member of the engine department. Born in Norway, Brother Wilhelmsen lived in the state of Washington. He retired in January 1978. JOHN A. WILLIAMS 19 CECIL L. WINSTEAD Cecil L. Winstead, 53, died October29, 1995. Bornin Florida, he began sailing with the Seafarers in 1986 from the port ~~~~~!!!!!!!!!!~ ofNewOrleans. Brother Winstead sailed in the deck department, most recently as bosun. He is survived by his wife, AB Charlotte Winstead. At Brother Winstead's request, his ashes will be scattered at sea. INLAND DENISE MILAN CALAMIA Denise Milan Calamia, 37, passed away August24, 1995. Born in Mississippi, she joined the SIU in 1994 in the port of L...---=.o- " ' - - - - - - - ' New Orleans. Sister Calamia sailed as a member of the deck department. QUINTILIO A. IEZZI Pensioner Quintilio A. Iezzi, 87, passed away December9, 1995. He joined the SIU in 1961 in the port of ..___ _ __ ___, Norfolk, Va. The Pennsylvania native sailed in the steward department. He served in the U.S. Anny from 1942 to 1945. Boatman Iezzi retired in September 1973. I JOHN L. MOORE John L. Moore, 78, died recently. Boatman Moore began sailing with the Seafarers in 1957 in the port of L___,__="'-""-"-=-=-...:..; Phil ad el phia. The North Carolina native last sailed in the deck department as a captain. Boatman Moore began receiving his. pension in July 1985. '· Pensioner ' John A. Williams, 77, died November 14, 1995. A native of Louisiana, he ( started his L. ~ career with ~-----'-~, the SIU in 1947 in the port of New Orleans. Brother Williams sailed in the steward department and began receiving his pension in July 1969. Lucio C. Sala, 63, passed · away December 28, 1995. Born in Italy, he joined the SIU in 1981 in the port of Wilmington, ~~=~~-=_J Calif. Boatman Sala sailed as a member of the steward department. THOMAS H. WILLIAMS GREAT LAKES Pensioner 1bomas H. Williams, 81, passed away December 22, 1995. As one of the charter members of the Seafarers, .___ _ _ _ _____, Brother Williams joined the union in l 938 in the port of Mobile, Ala. He sailed in the steward department, most recently as a chief steward. Born in Alabama, Brother Williams retired in September 1982. MUSSED A. ALA SRI LUCIO C. SALA Mussed A. Alasri, 50, passed away October28, 1995. Born in Yemen, he became a U.S. citizen and joined the Seafarers in 1966 in the port of Buffalo, N.Y. Brother Alasri sailed as a member of the deck department and upgraded at the Lundeberg School in Piney Point, Md. �20 FEBRUARY 1996 SEAFARERS LOG SUMMARY ANNUAL REPORT FOR SEAFARERS PENSION TRUST This is a summary of the annual report of the Seafarers Pension Trust EIN 13-6100329, Plan No. 001, for the period January 1, 1994 through December 31, 1994. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). Basic Financial Statement Benefits under the plan are provided by the trust fund. Plan expenses were $31,555,653. These expenses included $3,587 ,348 in administrative expenses and $27 ,968,305 in benefits paid to participants and beneficiaries. A total of 24,006 persons were participants in or beneficiaries of the plan at the end of the plan year, although not all of these persons had yet earned the right to receive benefits. The value of plan assets, after subtracting liabilities of the plan, was $476,026,127 as of December 31, 1994, compared to $507,295,192 as of January 1, 1994. During the plan year, the plan experienced a decrease in its net assets of $31,269,065. This decrease included unrealized appreciation and depreciation in the value of plan assets; that is, the difference between the value of assets at the end of the year and the value of assets at the beginning of the year or the cost of assets acquired during the year. The plan had a total income of $286,588, including employer contributions of $6,971,809, a realized gain of $717,009 from the sale of assets; and losses from investments of $(7 ,402,230). Minimum Funding Standards An actuary's statement shows that enough money was contributed to the plan to keep it funded in accordance with the .minimum funding standards ofERISA. Your Rights to Additional Information You have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report: 1. an accountant's report; 2. assets held for investment; 3. service provider and trustee information; 4. transactions in excess of 5% of plan assets; and 5. actuarial information regarding the funding of the plan. To obtain a copy of the full annual report, or any part thereof, write or call the office of Mr. Lou Delma, who is the plan administrator, Board of Trustees Seafarers Pension Trust, 5201 Auth Way, Ca.mp Springs, MD 20746; telephone (301) 899-0675. The charge to covercopying costs will be $3.50 for the full annual report or $.10 per page for any part thereof. You also have the right to receive from the plan administrator, on request and at no charge, a statement of the assets and liabilities of the plan and accompanying notes, or a statement of income and expenses of the plan and accompanying notes or both. If you request a copy of the full annual report from the plan administrator, these two statements and accompanying notes will be included as part of that report. The charge to cover copying costs given above does not include a charge for the copying of these portions of the report because these portions are furnished without charge. You also have the legally protected right to examine the annual report at the main office of the plan (Board of Trustees Seafarers Pension Trust, 5201 Auth Way, Camp Springs, MD 20746) and at the U.S. Department of Laborin Washington, D.C., or to obtain a copy from the U.S. Department of Labor (DOL) upon payment of copying costs. Requests to the DOL should be addressed to: Public Disclosure Room N-5638, Pension and Welfare Benefit Administration, U.S. Department of Labor, 200 Constitution Avenue, NW, Washington, DC 20210. ----·- Cruzan Rum is produced by members of the United Industrial Workers (UIW), a union affiliated with the Seafarers International Union. But no matter the product, when Seafarers purchase union-made goods, they put their dollars to good use by supporting fellow trade unionists. Of course, they also get the best-made products. Company: Cruzan Rum Products made by UIW members: Light and dark rums UIW members at Cruzan: Handle all facets of production, including distilling, barrelling and bottling, as well as maintenance and more Distribution: Available in northeastern U.S., as well as some southern states and the Virgin Islands Facilities: Distillery on St. Croix, U.S. Virgin Islands That's a fact: Cruzan Rum is aged in oak casks, for up to 12 years Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and union finances. The constitution requires a detailed audit by certified public accountants every year, which is to be submitted to the membership by the secretary-treasurer. A yearly finance committee of rank-and-file members, elected by the membership, each year examines the finances of the union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the ' - - - - - - - - - - - - - - - - - - - - - - - - - - - ' headquarters of the various trust funds. SHIPPING RIGHTS. A member's shipping rights and seniority are protected exclusively by contracts between the union and the employers. Members should get to know their shipping rights. Copies of these contracts are posted and available in all union halls. If members believe there have been violations of their shipping or seniority rights as contained in the contracts between the union and the employers, they should notify the Seafarers Appeals Boardbycertifiedmail,retumreceiptrequested. The proper address for this is: Augustin Tellez, Chairman Seafarers Appeals Board 5201 Auth Way Camp Springs, MD 207 46 Full copies of_con~ts as refe~ to~ available to members at all tunes, either by wntmg directly to the union or to the Seafarers Appeals Board CONTRACTS. Copies of all SIU contracts are Crewmembers aboard the USNS Antares have reported nothing available in all SIU halls. These contracts specify the but praise for the galley gang aboard the fast sealift vessel, which wages and conditions under which an SIU member recently docked in Baltimore. Above, Chief Cook Victor Jimenez pours a bowl of soup while, below, Chief Steward Pancho Lagasca works and lives aboard a ship or boat. Members prepares a salad. should know their contract rights, as well as their obligations, such as filing for overtime (OT) on the proper sheets and in the proper manner. If, at any time, a member believes that an SIU patrolman or other union official fails to protect their contractual rights properly, he or she should contact the nearest SIU port agent. Lunchtime Aboard the Antares ED ITO RI AL POL ICY THE SEAFARERS LOG. The Seafarers LOG tradition- - ally has refrained from publishing any article serving the political purposes of any individual in the union, officer or member. It also has refrained from publishing articles deemed harmful to the union or its collective membership. This established policy has been reaf~by_ members~p ~tion at the September_ I??<> meetmgs mall constI~tI~nal ports: The r~ns1bility for ;>eafarer:s WGpolicy 1s yested man editon~ board which consISts of the executive board of the UI?on. The executive board may delegate, from among its ranks, one individual to cany out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he or she should not have been required to make such payment, this should immediately be reported to union headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time a member feels any other member or officer is attempting to deprive him or her of any constitutional right or obligation by any methods, such as dealing with charges, trials, etc., as well as all other details, the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the union has negotiated with the employers. Consequently, no member may be discriminated against because of race, creed, color, sex, national or geographic origin. If any member feels that he or she is denied the equal rights to which he or she is entitled, the member should notify union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION - SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American merchant marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the union or of employment If a contribution is made by reason of the above improper conduct, the member should notify the Seafarers International Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. A member should support SPAD to protect and further his or her economic, political and social interests, and American trade union concepts. NOTIFYING THE UNION-If at any time a member feels that any of the above rights have been violated, or that he or she has been denied the constitutional right of access to union records or information, the member should immediately notify SIU President Michael Sacco at headquarters by certified mail, return receipt requested. The address is: Michael Sacco, President Seafarers International Union 5201 Auth Way Camp Springs, MD 207 46. �-------------- ----- ----- -- FEBRUARY 1996 SEAFARERS LOG Digest of Shipboard Union Meetings The Seafarers LOG attempts to print as many digests of union shipboard minutes as possible. On occasion, because of space limitations, some will be omitted. Ships minutes first are reviewed by the union's contract department Those issues requiring attention or resolution are addressed by the union upon receipt of the ships minutes. The minutes are then forwarded to the Seafarers LOG for publication. AMERICAN MERLIN (Osprey Shipping), December 17-Chairman Antonio Trikoglou, Secretary Wayne Wilson, Educational Director Peter Stein, Deck Delegate Marius Louw, Engine Delegate Jason Jaskierny, Steward Delegate Jeff Sanchez. Chairman thanked crew for outstanding work during long voyage to Durban, South Africa. He commended crew for keeping ship clean and safe and extended special thanks to steward department for delicious Thanksgiving dinner. Educational director encouraged members to upgrade at Lundeberg School. No beefs or disputed OT reported. Crew requested heavy-duty microwave for galley. CAPE WASHINGTON (Amsea), December 13-Chairman Robert Johnson, Secretary Kyle White, Educational Director Hardin Chancey, Deck Delegate John Gibbons, Engine Delegate J. Yaber, Steward Delegate C. Green. Chairman announced ship scheduled to remain in Persian Gulf. Bosun reminded crew of no smoking area designated by the master for sanitation and health reasons. Educational director distributed information on pension plan and Piney Point upgrading schedule. He stressed importance of improving skills at Lundeberg School. Treasurer reported $181 in ship's fund. No beefs or disputed OT reported. Crew discussed purchasing new movies and thanked steward department for great Thanksgiving holiday meal. Next port: Bahrain. LIBERTY SUN (Liberty Maritime), December 24-Chairman Joseph Moore, Secretary Blair Humes, Educational Director Chormer Jefferson, Deck Delegate Joseph LeBeau, Steward Delegate James Swart. Chairman reported ship's water allowance has not been received. He announced payoff and room inspection dates. Educational director reminded members to upgrade at Paul Hall Center. All department delegates reported disputed OT and beefs. Crew requested videotape rewinder, new VCR and refrigerator for lounge. OM/ STAR (OMI), December 3Chairman Melvin A. Santos, Secretary H.S. Manning, Deck Delegate William Edwards, Steward Delegate Alan Bartley. Bosun advised crewmembers to carry flashlights on deck at night while ship is docking and undocking. Educational director stressed importance of attending tanker operation/safety course at Paul Hall Center. No beefs or disputed OT reported. Crewmembers discussed need for holding shipboard union meetings. Crew thanked steward department for job well done. OVERSEAS NEW ORLEANS (Maritime Overseas), December l~hairman Jerry McLean, Covering the radar mast of the Sea-Land Hawaii with a fresh coat of paint are (from top) AB Ahmed Mihakel, AB Angel Roman and AB Greg Jenkins. Secretary Jonathan White, Educational Director John Trent, Deck Delegate Randall Hanke, Steward Delegate John Rapoza. Chairman reminded crewmembers to attend tanker operation/safety course at Piney Point as soon as possible. Engine delegate reported disputed OT. No beefs or disputed OT noted by deck or steward delegates. Next port: Pascagoula, Miss. SEA-LAND ENDURANCE (SeaLand Service), December 22Chainnan Chris Christensen, Secretary Rickie Juzang, Educational Director Michael Powell, Deck Delegate Ron Owens, Steward Delegate Bob Racklin. Bosun thanked crew for good shipyard stay and noted ship is in excellent condition. Educational director urged members to upgrade at Paul Hall Center. Engine delegate reported disputed OT. No beefs or disputed OT noted by deck or steward delegates. Captain and crew extended special vote of thanks to galley gang for excellent job-both in and out of shipyard. Paul Hall Center this year. No beefs or disputed OT reported. Crew thanked steward department for good meals. Next port: Long Beach, Calif. SEA-LAND SPIRIT (Sea-Land Service), December 17-Chainnan Howard Gibbs, Secretary Gerald Lunt, Educational Director Mike Wells, Steward Delegate Mario Finne Jr. Bosun noted ship's shuttle schedule to be posted. Secretary discussed importance of SPAD donations. Educational director urged members to take advantage of upgrading opportunities available at Piney Point. Treasurer announced $530 in ship's fund. Deck delegate reported disputed OT. No beefs or disputed OT reported by engine or steward delegates. Crew discussed creating movie fund. Crewmembers thanked galley gang 21 Delegate Daniel Payne. Chairman noted ship scheduled to arrive in New Orleans January 7 and pay off upon arrival. Educational director advised members tp upgrade at Piney Point. Deck delegate reported disputed OT. No beefs or disputed OT noted by engine or steward delegates. Crewmembers discussed upcoming contract negotiations. Crew extended vote of thanks to galley gang for great holiday meals. PFC EUGENE A.OBREGON (Waterman Steamship), January 14-Chainnan Henry Bouganim, Secretary Patrick Helton, Educational Director Robert Farmer, Deck Delegate Edward Gerena, Engine Delegate Ronald Lukas, Steward Delegate Leslie Davis. Educational director reminded crewmembers to upgrade at Paul A Victorious Catch SEA-LAND HA WAI/ (Sea-Land Service), December 24--Chairman James Carter, Secretary Don Spangler, Educational Director Daran Ragucci. Chairman announced end-of-year payoff and possible layup in shipyard. No beefs or disputed OT reported. Next port: San Juan, P.R. SEA-LAND INDEPENDENCE (Sea-Land Service), December 24-Chairman Teodulfo Alanano, Secretary James Prado, Educational Director Tommy Hogan, Deck Delegate Louis Talarico, Engine Delegate Richard J. Mullen, Steward Delegate Terrence Stowall. Chairman announced he will sign off at end of voyage. He Fresh fish may not be a typical menu item aboard deep sea vessels, informed crewmembers that ship is but crewmembers aboard the T-AGOS ship USNS Victorious recently scheduled to begin Hong Kong taxi were treated to such a catch. Chief Cook Vince Grande reeled in this shuttle in February. Captain Kentuna while the vessel was traveling between the West Coast and the neth Montagne declared January 2, Hawaiian Islands. 1996 as "Richard J. Mullen Day" in recognition of the QMED's 50 . for job well done. Next port: OakHall Center as often as possible. years with SIU. In honor of land, Calif. No beefs or disputed OT reported. Mullen's last voyage before beginCrew thanked steward department ning retirement, crewmembers SEA-LAND TACOMA (Seafor special efforts to make holiday presented him with special certifiLand Service), December 6season a good one for entire ship. cate, crew list and plaque and enChairman Ray Nowak, ·s ecretary Crew thanked galley gang for exjoyed dinner and cake prepared by Harry Lively, Educational Direccellent food with special mention galley gang. Educational director tor George Ackley, Deck Delegate for SA Faith Davis' unique discussed importance of upgrading Steven Baker, Engine Delegate cookies. Next port Rota, Spain. at Lundeberg School. Treasurer Randall Firestine, Steward noted new movies purchased in Delegate Reynaldo Telmo. ChairRANGER (OMI), January 15Kaohsiung, Taiwan. No beefs or man reported telephone installed Chairman Daniel Laitinen, disputed OT reported. Next port: on dock in port of Kodiak, Alaska Secretary Neville Johnson, EducaHong Kong. for crewmembers. He advised crew tional Director Rafael Prim, Deck to use caution when using phone Delegate Richard Thomas, SEA-LAND INNOVATION (Sea- due to dim lighting and heavy trafSteward Delegate Stephanie Land Service), December 17fic in telephone location. Crew exSmith. Chairman called union Chairman Tommy Benton, pressed safety concerns related to meeting to inform crewrnembers Secretary Gregory Melvin, Educa- walking to and from ship in port of he must leave ship immediately tional Director Rex Bolin, Deck Tacoma, Wash. and asked condue to death in family. He said Delegate Joerg Witte, Engine tracts department to look into bosun will meet ship in next port. Delegate Harry Kinsman, company providing reliable Bosun thanked crewmembers for Steward Delegate Anderson Jor· transportation to and from dock. their expressions of sympathy and dan. Chairman reported new TV, Bosun noted receipt of new extended his appreciation to entire VCR, washer and dryer have been microwave for galley. Bosun crew. Educational director enordered. Educational director advised reminded crew of importance of couraged crew to attend tanker crew to be ready to vote for canattending tanker operaoperation/safety course at Lundidates who support U.S. merchant tion/safety course at Paul Hall deberg School. No beefs or dismarine in 1996 elections. No beefs Center. Treasurer announced puted OT reported. Next port: or disputed OT reported. Crew $942 in ship's fund. No beefs Panama. asked contracts department for or disputed OT reported. Next clarification on emergency leave SEA-LAND INTEGRITY (Seaport: Tacoma. from ship. Crew thanked steward Land Service), January 7- Chairdepartment for job well done. CHAMPION (Kirby Tankships), man Leon Jekot, Secretary January 2-Chainnan Inocencio Charles Fincher, Educational SEA-LAND INNOVATOR (SeaDesaville, Secretary Raymond Director Daniel Cameron, Deck Land Service), December 30Delegate Spencer Lyle, Engine Connolly, Educational Director J. Chairman John Stout, Secretary Delegate A.M. Santos, Steward McDaniel, Deck Delegate John Jose M. Bayani, Educational Delegate Robert Wilcox. ChairNichols, Engine Delegate Edward Director Cliff McCoy, Deck man announced ship payoff in Ezra, Steward Delegate John Delegate Thomas Ryan, Engine Foster. Chairman announced Charleston, S.C. Educational direcDelegate Crescendo Suazo, payoff time and date. Secretary dis- tor advised members to take adSteward Delegate Sylvester vantage of upgrading programs at cussed union correspondence with Mason. Chairman informed crewcrewmembers. No beefs or disPiney Point. No beefs or disputed members ship is scheduled to go OT reported. Bosun reminded puted OT reported. Crew thanked into shipyard for 10 days in Korea. steward department for job well crewmembers to turn off TV and Secretary extended special vote of VCR after use and rewind all done. Bosun encouraged crew to thanks to bosun, deck and engine continue working well together. videotapes before placing them departments for jobs well done. He back in library. Steward asked also thanked electrician for repairLIBERTY SPIRIT (Liberty crew not to smoke during meal ing and welding steel cabinet doors Maritime), January 3-Chairman hours and crew thanked galley in galley. Educational director adTerry Cowans Sr., Secretary gang for job well done. Crew vised crewmembers to attend Randy Stephens, Educational thanked wiper for keeping crew tanker operation/safety class at Director J. Badgett, Steward lounge neat and clean. �22 - FEBRUARY 1996 SEAFARERS LOG Lundeberg School Graduating Classes -··~- -=-· :..::.· _...... : .- Trainee Lifeboat Class 54~raduating from trainee lifeboat class 544 are (from left, kneeling) Candido Molina, Erik Leibold, Ricardo Casaine, Davon Brown, Third Mate-completing the third mate course on December 11 are (from left, William Michael Ill, George Burgos, (second row) Jeff Swanson (instructor), Dale kneeling) Donald McGraw, Char1es Booher, Scott Costello, Royce Kauffman, (second row) Gomes, Johanny Gonzalez, Edward Maymo Jr., Edward Maciejko Jr., Thomas Jim Brown (instructor), Richard Gordon, Gavina Octaviano, Oliver Babajko, Mark Blom and Scott Kreger. Scheider Ill, Michael Jones, Joseph Butasek Jr. and Lee Holbert. Fireman, Oiler, W atertender-Working their way up the engine department ratings on December 15 are (from left, kneeling) Roy Scott, Brian Lu, Lawrence Brown, Daren Nash, (second row) Alexis Frederick, Sean Adkins, James Donohue, Stephen Basic Inland-Upgrading graduates of the December 11 basic inland class are (from Stepanski, Carlos Perez, Steven Cortez, (third row) Jeffrey Spradlin, Christopher Duffy left, kneeling) William Cornwall, Wallace Duffield, Dennis McGeady, Tom Gilfila 1 Jr., Brian Hulstrom, Thomas White, Lloyd Marsh, Castel Blunt and Mark Roman. Not tor), (second row) J.B. Harris, Mike Hom, Josh Eckert, Brian McDermott, Gheorghe Popa pictured are Jason Bonefont and Rafael Comesana. and Paul Stepien. Cook and Baker-SIU members completing the cook and baker class on January Celestial Navigation-Graduating from the celestial navigation course on 26 are (from left) Brian Schmeer, Thomas Cyrus Jr., Dorothy Pizzuto, Michael Briscoe, December 8 are (from left) Stanley Williams, John McClinton, Andre Skevnick, Edward Simone Solomon and Willie Crear (instructor). Brooks Jr., Cari Moor and Jake Karaczynski (instructor). Tanker Operation/ Safety-Designed for members who sail on tankers, this course provides instruction to prevent potential problems aboard the ships. Seafarers completing the tanker operation/safety course on December 11 are (from left, kneeling) Andrew Vanbourg , ldowu Jonathan, Terry Smith, Pedro Santiago, Willie Marsh Jr., Robert Santos, (second row) Miguel Guity, • Lee Laffitte, Thomas Keenan Jr., Mato Anzulovich, Robert Hines Jr., Milton Israel, Raymond Leak, Troy Wood, Fred Winder, (third row) Nelson Lazo, Daniel Mitchell, Paul Dormes, James Rush, Calvin Miles, Donal Swanner, Joseph Laine and Raul Guerra Jr. �SEAFARERS LOG FEBRUARY 1996 LUNDEBERG SCHOOL 1996 UPSRADlllG COURSE SCHEDULE The following is the schedule for classes beginning between March and August 1996 at the Seafarers Harry Lundeberg School of Seamanship located at the Paul Hall Centerfor Maritime Training and Education in Piney Point, Md. All programs are geared to improve the job skills of Seafarers and to promote the American Steward Upgrading Courses Course Start Date Date of Completion Assistant Cook/Cook and Baker, Chief Cook, Chief Steward March2S June3 August 12 June 14 August23 Novemberl maritime industry. ' , Please note that this schedule may change to reflectthe needs of the membership, the matitime industry and-in times of conflict-the nation's security. . Students attending any of these classes should check in the Saturday before their course's start date. The courses listed here will begin promptly on the morning of the start dates. Safety Specialty Courses Course Start Date Date of Completion Tanker Operation/Safety March4 April 1 April29 May27 June24 July 22 August 19 March29 April 26 May24 June21 July 19 August16 September 13 Tankerman Recertification August 19 August30 Advanced Firefighting April 29 MaylO Deck Upgrading Courses Course Start Date Date of Completion Bridge Management May6 August19 May17 August30 Limited License July 1 August 9 Able Seaman April 29 June28 Radar March 18 April29 June24 August12 March22 May3 June28 August 16 Lifeboatman March25 April 5 Third Mate August26 December 13 Inland Courses Engine Upgrading Courses Date of Completion Course Start Date Radar Observer/Inland (see radar courses listed under deck department) Engineroom Troubleshooting & Casualty Control March4 March 15 DDFJLicense Prep April22 May31 Course Start Date Date of Com~letion QMED ·Any Rating June 17 September6 Fireman/Watertender & Oiler April29 June28 Refrigeration Systems Maintenance & Operations April29 June7 Course Start Date Date of Completion Engine Technology March 18 August12 April 26 September 20 Bosun Recertification Marine Electrical Maintenance I March18 July 15 April 26 August23 March4 Augusts April 5 September6 Steward Recertification July 1 August2 Marine Electrical Maintenance Il August26 October4 Basic Electronics April22 May17 Marine Electronics Technician I June3 July 12 Course Start Date Date of Completion Marine Electronics Technician Il July 15 August23 GED Preparation April29 June7 April 22 July 22 July 13 October 12 Di / 23 geration Systems Recertification Programs Additional Courses & Maintenance English as a Second Language (ESL) April 1 MaylO Marchll March22 Refrigerated Containers JunelO Julys Lifeboat Preparation Welding July 15 August9 Introduction to Computers to be announced Pumproom Maintenance April 1 August19 May 20 April 12 August30 June 28 Developmental Math - 098 June3 July 1 July26 August3 Developmental Math - 099 July 1 August 3 Power Plant Maintenance ~--------------------------------------------------------------------------------------------------------------------------------------------------------- UPGRADING APPLICATION Name _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ (Last) (Middle) (First) Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ (Street) (City) (State) (Zip Code) Date of Birth _ _ _ _ _ _ _ __ Telephone___.__ ___.__ _ _ _ __ (Arca Code) (Month/Day/Year) Deep Sea Member D With this application, COPIES of your discharges must be submitted showing sufficient time to qua.lify yourselffor the course(s) requested. You also must submit a COPY of each of the following: the first page ofyour union book indicating your department and seniority, your clinic card and the front and back of your z-card as well as your Lundeberg School identification card listing the course(s) you have taken and completed. The admissions office WILL NOT schedule you until all of the above are received. Lakes Member D COURSE BEGIN DATE END DATE Inland Waters Member D If the following information is not filled out completely, your application will not be processed. Social Security# Book# _ _ _ _ _ _ __ Seniority Department _ _ _ _ _ __ U.S. Citizen: DYes D No HomePort _ _ _ _ _ _ _ _ _ __ Endorsement(s) or License(s) now h e l d - - - - - - - - - - - - - - Are you a graduate of the SHLSS trainee program? DYes DNo LAST VESSEL: _ _ _ _ _ _ _ _ _ _ _ _ _ Rating: _ _ _ __ Date On: _ _ _ _ _ _ _ _ __ Date Off: _ _ _ _ _ _ _ _ __ If yes, class# - - - - - - - - - - - - - - - - - - - - - Have you attended any SHLSS upgrading courses? DNo DYes If yes, course(s) taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold the U.S. Coast Guard Lifeboatman Endorsement? D Yes D No Firefighting: D Yes D No CPR: D Yes D No Primary language spoken - - - - - - - - - - - - - - - - - - SIGNATURE.~-------------DATE _ _ _ _ _ __ NOTE: Transportation will be paid in accordance with the scheduling letter only if you present original receipts and successfully complete the course. If you have any questions, contact your port agent before departing for Piney Point. RETURN COMPLETED APPLICATION TO: Lundeberg School of Seamanship, Admissions Office, P.O. Box 75, Piney Point, MD 20674-0075. 2196 �SUMMARY ANNUAL REPORT The summary of the annual report for the Seafarers Pension Trust may be found on page 20 in this issue of the LOG. Volume 58, Number 2 February 1996 Boa Constricts Life Aboard LNG Libra In the early morning hours of Wednesday, September 20, the Libra dropped the hook in the waters off the LNG port of Bontang (Indonesia), on the east coast of Kalimantan (Borneo). No one aboard knew just how exciting these several days at anchor were going to be. Later in the day, the tug Sea Puli came alongside and deposited the usual cadre of customs and immigration officials. In about one hour, when all the formalities had been completed, the tug returned to take the officials off the vessel. The sea had picked up a little, and so the tug, in order to maintain stability for the boarders, made up to the side of the Libra with more than usual force. As the powerful engines pressed the Sea Puli against the side of the Libra, the space inside one of the large tires, which make up the bumpers on the tugboat, apparently became a little too cramped for a large boa constrictor which had taken up residence inside the tire. As the tug moved away from the ship, the snake slithered out of the tire and into the sea. On the Libra's deck, Bosun Bert Gillis spotted the snake dangling by its tail from the Sea Puli and dropping into the water. He Around 1700, the Sea Puli returned in her role as the ship's liberty launch. As she rounded the stern, the snake was seen in the water once again. This time the snake was swimming toward the Sea Puli and seemed to be intent upon reboarding the tugboat! After the tug left, however, the snake was seen swimming around the Libra as before. That night it was seen on several occasions where the ship's lights illuminated the waters. Thursday, the bosun and AB Tom Grose spent every spare moment trying to capture the snake. They devised poles with rope loops on them, several baskets and buckets, etc. Nothing worked to lure the snake into their clutches. At one point, Gillis observed the snake attempting to climb the anchor chain. It soon failed and fell back into the water. He described the serpent as being eight to 10 feet in length and perhaps four inches in diameter at its thickest point, with a large head which was wide and tapered down to a flat nose. The bosun has had some experience with snakes, being a diver and veteran of the Army's Special Forces, which make it their business to know snakes. His opinion was that it was indeed a boa constrictor or something very similar and NOT a sea snake. Late on Thursday, the snake was no longer seen swimming around the ship. Speculation about the snake's fate varied. Some thought it couldn't stand the salt water and had drowned. Others thought it had swum ashore, in spite of the fact that tried to signal the tugboat, but they misinterpreted the gestures and grinned and waved back, unaware that they had just lost a passenger. For the remainder of Wednesday, the reptilian visitor was seen swimming in the waters around the Libra. Much speculation ensued as to whether it actually was a boa constrictor, as the bosun insisted, or some sea snake, which seemed much more likely. By midaftemoon, the snake was no longer seen and was thought to have drowned or perhaps was clinging to the rudder post. we were anchored seven to 10 l• miles from the nearest land. A few insisted that a barracuda ;::· i; !'j. .: had eaten it. Several days went by with no sightings of the snake being reported. The crew of the tug Sea Puli was informed that the boat had brought the boa (Indonesian: san'cha) to the Libra. They were adamant that it was not possible, could not have happened, etc. No snake had ever been spotted on the tugboat and none had been seen in the port area. We were advised that it Snake expert and bosun Bert Gillis displays the surprise stowaway found aboard the LNG Libra last could possibly be a sea snake September. Looking at the 9-foot boa constrictor from a safe distance is AB John Lefavour. but could not possibly be more by Jerry Hale Editor's note: Radio Officer Jerry Hale offers the following eyewitness account of a most unusual visitor aboard the SIUcrewed LNG Libra, which is operated by Energy Transportation Corp. What follows is his letter to the Seafarers LOG. He also provided the photograph. than about one meter in length or bigger in diameter than oneand-a-half inches or maybe two. I had missed the early sighting but put out the word that whenever the snake was again spotted to please let me know IMMEDIATELY so that pictures could be taken of what was looking like a very unusual incident. Days went by with everyone checking the water for the snake. John Hartono, the first engineer, and Keith Larson, the second mate, even lowered the lifeboats (for in-water maintenance) so they could check out the rudder post. People were snake's reaction to the prodding. ABs Ralph Neal and Norman Armstrong were standing WAY back. Ralph had had a real scare when he started the winch and saw a REALLY BIG snake start to come out of it! The fan hit the snake when the winch was started. The blade cut him rather severely and he decided to get out of there. Soon all the noise and horrified screams changed the snake's mind and he retreated back inside the winch. As the crowd gathered, various implements were inserted into the winch in an attempt to dislodge the snake but nothing seemed to be working. Gillis send AB Gene Aruta to the bosun's locker for some solvent. When a little of the solvent was poured onto the snake, he decided the had to make his getaway and dropped down onto the deck under the winch. As the snake started to make its getaway, Gillis placed the big stick on him and stopped his walking all around the ship look- progress. He then turned the ing down over the rail every stick over the Grose, who held several feet, hoping to see the the snake in place. The bosun snake again, but no one saw any- put a deck scraper on the thing after Thursday. snake's head and then grabbed On Wednesday, September the snake right behind the head 27, exactly one week after the and picked him up. first sighting, the phone rang in Gillis paraded the snake the radio room. An excited around so that everyone could voice informed me that the get a good look at it. Of course, snake was aboard the ship and he had everyone's attention and was presently between cargo had no problem with crowding! After the captain, the mate, SA tanks 1 and 2 ! The snake had finally learned to climb the Tom Williams and others had anchor chain! their chance to handle the snake I grabbed my video and still and everyone had a chance to cameras, stopped long enough take pictures, the bosun marto make a quick call to Captain ched off to the fantail for the Legnos and one to EOS (engine end game. He had the snake firmly behind the head, and the office space) before I dashed snake had Gillis even more firmdown the ladder. I called to everyone I saw and urged them ly by the right arm, clutching so to pass the word; this was some- tightly that he was cutting off thing not to be missed. the bosun's circulation. By then, When I arrived on the scene, though, the snake's options I found the bosun armed with a were few and his chances of surlarge stick and Grose armed vival only two: slim and none. with a hatchet. They were cirThere was some discussion cling the winch and prodding at as to what should be done with the snake. The people who capan unseen snake which had tured him were adamant that the crawled inside it. AB John Lefavour was perched atop the snake be taken out of his misery and his skin used for some pracwinch, keeping an eye on the tical purpose. Actually, Grose was enthusiastic about the prospect and can be heard on the videotape exclaiming, "Let's cut off his head" over and over! He kept swiping at the snake's head, scaring the bosun, who seemed much more afraid of being chopped by the AB than of being bitten by the snake! Some said the snake should be spared and just returned to the water. That idea was not enthusiastically received since he wouldn't stay in the water, and if he did, he would not survive because of the injuries he received in the winch. Since nobody was very forceful in the snake's defense, Grose finally had his way and the snake's head was chopped off (quickly and mercifully, I assure you) and his skin was removed. The captain of the Sea Puli insisted that snake meat was delicious. That idea did not get a majority vote, however, and so the meat was disposed of. The curing and tanning process is under way, and Gillis informs us that the skin will make approximately 10 men's wallets, souvenirs of the great snake caper LNG Libra. In the final analysis, the snake was exactly 9V4 feet (2.82 meters) long. He was 7V4 inches (18.42 cm) in diameter at the largest point. Although no official weight was taken, he was estimated at 101/z pounds. And so ends our tale of adventure. I've always maintained that a sailor's life is anything but boring, but this has to be the most unusual sea story I've ever encountered. Hopefully, this is the final chapter, although the natives assure me that these snakes always trav~l in pairs, which means that his mate is sure to be nearby. We don't really believe that, but there seems to be an extraordinary delay in getting the winches serviced, and flashlight batteries have become a commodity! Watch where you step on the LNG Libra, and use the buddy system if you go on deck at night! � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1990-1999 Description An account of the resource Volumes LII-LXI Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1996 Description An account of the resource HEADLINES SIU-CREWED RRF SHIPS RETURN FROM BOSNIA CREWS BRAVE BRUTAL WEATHER TO DELIVER MATERIAL TO NATO FORCES SENATE READY TO CONSIDER U.S. SHIP BILL NEW TERMINAL PLANNED FOR NY FERRY SERVICE SEAFARERS LET SENATORS KNOW IMPORTANCE OF U.S.-FLAG FLEET CONGRESSMAN CALLS FOR STREAMLINING FEDERAL DREDGING PERMIT PROCESS SEVERE ICING CLOGS SHIPPING ON LAKES WATERWAY CREWS COMBAT WINTER NJ COMMUTER TERMINAL TO BOOST FERRY SYSTEM BOOK RECOUNTS MARINERS’ ROLE IN WORLD WAR II JOURNALISTIC AND SEAFARING CAREERS AID BUNKER IN WRITING MARINERS’ WAR HISTORY MARINERS NEED ADDITIONAL ID BY OCT. 1; USCG TO ISSUE DOCUMENT AT NO COST ‘SANTA’ STRESSES NEED FOR STRONG U.S. FLEET SAFETY REMAINS TOP CONCERN FOR ITB BALTIMORE TANKERMEN SIU SAFETY TRAINING CONTINUES ABOARD DELTA QUEEN RIVERBOATS SHIPBOARD BAND BOOSTS MORALE ON SEA WOLF SEA-LAND CREW ACCEPTS CHALLENGE OF TRANSFERRING SHIP TO WEST COAST BOA CONSTRICTS LIFE ABOARD LNG LIBRA Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 02/01/1996 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 58, No. 2 1996 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/94bad56a6e657d7e95698f81a4665187.pdf 8f552c79e7463f13d183d3ba895d78f1 PDF Text Text AB/Bosun Bart Ron'l~ro helps deliver fresh s1ores and bottled wat@r to the n@@dy crew of o runaw~y-tlag snip In Oetrolt la1e last year. Seafarers Provide Humanitarian Aid For Foreign Great Lakes Seafarers assisted the multinational crew of a runaway-flag freighter detained in the port of Detroit late last year. Many of the foreign mariners were ill because of contaminated stores and other unsanitary conditions aboard the Greek-owned, Panamanian-flag Blue Lagoon. Rust and corrosion also were prevalent on the ship, which the U.S. Coast Guard deemed unsafe and uninhabitable. However, SIU members helped secure fresh stores, back pay and repatriation for the crewmembers, while repairs were made to the ship pursuant to Coast Guard direction. ~~~~~~~~~~~~~~~~~~~~ Page7 Jones Act Must Be Maintained Sen. Inouye: Cabotage Law Is Fair and El fective for America Senator Daniel Inouye {D-Hawaii) recently reaffirmed his support of the Jones Act, America's freight cabotage law. The ranking minority party member of the Senate Surface Transportation and Merchant Marine Subcommittee described the fight to maintain the integrity of the Jones Act as "a battle about national security and _about economic security. It is fundamentally a battle about fairness." Page 4 SIU Tallying Committee Announces Election Results The s1u~s rank-and-file tallying committee recently released its calculation of the ballots cast by Seafarers. Voting for national ()fficers of the union took place November 1 through December 31, 1996. The committee certified the reelection of Michael Sacco as president of the SIU, along with other results. The tallying committee's report will be submitted for approval by the .. .. '" . membership at uoion meetings next month. SIU members were on hand to help provide security and crowd control at the presidential inauguration last month in Washington, D.C. Once finished with their work, Seafarers enthusiastically observed the ceremonies. Above, awaiting their assignments on January 20, are Nathan Anderson (left) and Trinity Ippolito. Page 2 �' I I President's Report Hall Center: Progress, Opportunity Later this year, the Paul Hall Center will mark its 30th anniversary of providing vocational training for deep sea, inland and Great Lakes Seafarers. Without question, the center with its Seafarers Harry Lundeberg School of Seamanship, located in Piney Point, Md., has come a long way since Michael Sacco first opening its gates in 1967. In those days, while the school definitely had enormous potential, the fact is the facilities were raw and the curriculum limited. The only courses initially available were lifeboat and basic seamanship, and a single building comprised the school. But from the beginning, the Paul Hall Center has steamly progressed. Working closely with representatives from the industry, the school has evolved into a comprehensive facility offering an array of cop-notch upgrading ~curses and academic classes. The expansion of the Piney Point complex reflects that advancement, gained through foresight of changes in shipboard technology, along with plain hard work. Look around the picturesque campus, and you'll see an operation dedicated to perfecting its education agenda and turning out the best-trained merchant mariners in the world. You Will see well-kept class· rooms staffed by knowledgeable, effective inmucton:. You will see state-of-the-art facilities like the lecture/demonstration galley and the computer lab: valuable training vessels such as the Empress II, a fully outfitted, two-level barge loaded with choice systems and equipment; bene- ficial instructional tools like the shiphandling simulator; well-equipped engine department workshops and much, much more. Similarly, a glance at this year's course schedule reveals the school's thorough nature. For deck department Seafarers, the Paul Hall Center offers seven different classes, including bridge management and, for those wanting to go up the hawsepipe, third mate. Engine department Seafarers may choose from more than a dozen courses, such as pumproom maintenance or hydraulics. And, steward department members may utilize an extensive culinary curriculum that includes chief steward, chief cook and assistant cook/certified cook/baker classes. The school also offers numerous courses for boatmen, including radar observer and engineroom familiarization, and a number of upgrading and specialty courses available to Seafarers from all divisions and departments. The latter curriculum includes oil spill prevention and containment, firefighting, first aid and many others. Of course, the center also provides specialty courses. both at Piney Point and in rhe field, designed to meet the unique needs of SIU-contracted companies. Finally, the Paul Hall Center features a thorough curriculum for entry-level mariners and adult education classes designed to serve as a springboard to vocational training. SIU members from all divisions and from all three shipboard departments uti· lize those classes to become better at their jobs. advance their ratings and increase their earning power. That translates into job security, which is exactly what the late SIU President Paul Hall had in mind for Seafarers when he engineered the school's beginning. An indispensable part of the center's success has been meeting and, in many cases, staying a step ahead of the industry's training needs. This isn't just a catchphrase. Helping Seafarers keep up with the frequent, often complex, changes in their field is a staple of the school's operations. Many Examples One recent example is the tanker assistant DL course, formerly known as tanker operation/safety. The center began offering this very detai1ed class in January 1995-two full years before an international maritime treaty known as STCW would require such training of tanker personnel. In 1994, Lundeberg School instructors traveled to SIU halls throughout the country to conduct courses in refrigerant handling. The training helped enable engine department Seafarers to secure government-mandated certification before the Coast Guard deadline for such endorsements. This is nothing new. In the 1970s, while the LNG carriers were being built. the school established a training program in the handling of liquefied natural gas. This ensured the companies (including Energy Transportation Corporation) would have available crews of Seafarers schooled in the properties. characteristics and waterborne transport of LNG. Around that same time, before American Hawaii Cruises' first voyages (which began in the early 1980s), the Lundeberg School trained union members in many aspects of passenger ship work. It also collaborated with Sea-Land to prepare crewmembers for work aboard what then were the company's new SL-7s. In the 1980s, the U.S. military steadily increased the subcontracting of its sealift operations to the private sector. So, the school created courses to prepare SIU members for work aboard such vessels. As a result, in the past dozen years, thousands of Seafarers have trained on the school's Hagglund crane and participated in forklift maneuvers, unrep exercises and other sealift-specific drills. These examples highlight how the Seafarers' training programs are geared to assist the U.S.-flag ship operator. Likewise, the curriculum long has been marked by America's security and defense interests. (In fact, the union's original training programs were spurred by a shortage of marine personnel during the Korean conflict, 16 years before the center opened.) While Seafarers justifiably should be proud of the school's history, our main focus, naturally, is on the future. Between changing technology and a wave of new regulations, I honestly believe that training for American merchant mariners, now and in the near future, will be at least as vital as during any other time in the history of the U.S . merchant marine. With that in mind, the Paul Hall Center will continue honing its courses and upgrading its facilities. As is its tradition, the school will not stop in its efforts to stay ahead. To those Seafarers who have upgraded at Piney Point, I congratulate you and encourage you to continue your studies at the school. As you already have discovered, education is and will remain a key to your job security. To those who have not taken advantage of this opportunity, I only can remind you that everything about the school is designed to help you advance your career. I hope you will check out the course schedule and apply for a class as soon as possible. Seafarers Assist with Security, Crowd Control During 'Once in a Lifetime' Inaugural Detail The Seafarers' white caps were very visible in and around Lafayette Park to spectators taking their seats for the Presidential Inaugural Parade on January 20. More than 40 union members attending classes at the Paul Hall Center and officials volunteered for a sunrise-to-sundown detail providing crowd control in the park directly across the street from the White House. "It was a chance of a lifetime," recalled Michael Jones of Norfolk, Va. "I never thought I would do that in a million years. "It's something I can tell my kids and grandkids that I worked with the president." Seafarers arrived in Washington, D.C. at daybreak to receive their credentials and to be briefed on what was expected of them before and during the parade. From the volunteers' tent, they marched a mile-and-a-half to their station in Lafayette Park, where they were teamed with Volume 59, Number 2 Secret Service agents, local policemen and Boy Scouts and Girl Scouts to help with security and crowd control. Some Seafarers were positioned by metal detectors to make sure lines stayed orderly as the Secret Service agents scanned the spectators. Others worked with police to keep unwanted visitors from entering press trailers where television, radio and print reporters were working. Still others assisted elected officials, actors, singers and other VIPs to their seats in stands erected along Pennsylvania Avenue. "My union has always been there to back me, so I wanted to do what I could to help," noted QMED Jason Bonefont. "It was an exciting experience." Despite temperatures just above freezing, the Seafarers managed to keep warm once crowds started moving toward the park from the Capitol after President Clinton was sworn in for a second term in office. February 1997 The Seafarers WG (ISSN 1086-4636) is published monthly by the Seafarers International Union; Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO; 520 I Auth Way; Camp Springs, MD 20746. Telephone (301) 8990675. Periodicals postage paid at Southern Maryland 20790-9998 and at additional offices. POSTMASTER: Send address changes to the Seafarers WG, 5201 Auth Way Camp Springs, MD 20746. Communications Director, Daniel Duncan; Managing Editor, Jordan Biscardo: Associate Editor/Production, Deborah A. Hines; Associate Editor, Corrina Christensen Gutierrez: Art, Bill Brower; Administrative Support, Jeanne Textor. Copyright© 1997 Seafarers International Union, AGLIWD All Rights Reserved. 2 Seafarers LOG The payoff for the SIU members came after the park was secured by the Secret Service. The Seafarers were dismissed from their security positions and allowed to find a space a1ong Pennsylvania Avenue to see President Clinton and Vice President Gore with their families walk to the presidential reviewing stand . "I was surprised the president was walking," said deck department member Tanya Solomon. "I expected him to go by in a limousine and wave. That was very exciting." Following the parade, the SIU contingent marched back to a warm bus where they got comfortable and ta1ked about the day's adventure. "It was an important event for the union and a good experience for me," stated QMED Conrado Martinez. "I liked it very much because I got to deal with a lot of people." The effort demonstrated by the Seafarers was not lost on the parade organizers. In a letter to SIU President Michael Sacco, the parade's volunteer coordinator, Corinne Sebesta, thanked the union for its participation. "Without your involvement and dedication to the president and the parade, we wou1d never have been able to create such a spectacular event. The outstanding effort that your organization put forth made this celebration possible. We couldn't have done it without you!" she wrote Other Seafarers who participated as inaugural parade volunteers were David Davis, Brian After completing their crowd control duties, Seafarers Mark Dyer (lett) and Mark Ciciulla (located between the sailor and policeman) watch the Presidential Inaugural Parade in Washington, D.C. Rumsby, Lynch Verne, Sprague · parade route were Harry Ryan, Harold Roger, Marvell Williams, Jefferson Helstad, Davis, Joshua Morris and Mark Anna Alexander, Rachel Ciciulla. Vandergeest, Victor Frazier, Among those helping were Jay Thomas, Byron Elliott, Nathan Anderson, Hizam Tyler Harder and Edgar Young. Ahmed, David Ayou, Larry Also taking part were Lezel Jackson, Trinity Ippolito, Lomengay, Trent Sterling, Joseph Riccio, Aaron Lutzky, Samuel Garrett, Rick Lee Mark Gaffney and Ryan James, Joseph Boevnik, Mark Kitchen. Stabler, Scott Seiler and Mark Joining the others on the Dyer. qin f "3 ll''li~il' President Bill Clinton, joined by his wife, Hillary, and daughter, Chelsea, wave to the crowd as they make their way to the White House. February 1997 �Committee Announces SIU Election Results Michael Sacco Is Reelected As President The SIU's tallying committee recently released its tabulation of the ballots cast by union members in the voting for national officers of the Atlantic, Gulf, Lakes and Inland Waters District, which took place November 1 through December 31, 1996. Composed of 20 Seafarers (two members elected from each of the SIU's 10 constitutional ha1ls), the rank-and-file committee certified the reelection of Michael Sacco as president of the SIU; reelection of John Fay as the union's secretary-treasurer; and reelection of Joseph Sacco as executive vice president. In its report, the committee noted that Joseph Sacco, who passed away in October, ran unopposed for the position of ex.ecucive vice president. Th~r~­ fore, in accordance with Article XIII of the union's constitution, Joseph Sacco was con~idered elected to that position once nominations closed and the member:ihip approved the report of the credentials committee (Which took place in September). Recertified Bosun John Cain, chairman of the tallying committee. begins counting ballots. The subsequent vacancy created by Joseph Sacco's death will be filled in accordance with Article X of the union's constitution. Meanwhile, Michael Sacco and Fay were elected to four-year terms slated to begin immediately. The tallying committee's report will be submitted for approval by the membership at union meetings next month. Additiona11y, the committee reported the election of the following officers, who also will serve four-year terms: • Augie Tellez, contracts and contract enforcement vice president; • Jack ·Caffey, Atlantic Coast vice president; • Dean Corgey, Gulf Coast vice president; • George McCartney, West Coast vice president; • Byron Kelley, Southern Region, Great Lakes and inland waters vice president; • Roy "Buck" Mercer, government services and fishing industries vke president; • Kermett Mangram, contracts and contract enforcement assistant vice president • Robert Pomerlane. Atlantic Coast assistant vice president • David Heindel, Gulf Coast a~sistant vice president; • Don Anderson, West Coast a~~istant vice president; • Jim McGee, Southern Region, Great Lakes and inland waters assistant vice president; • Bob Hall, government services and fishing industries vice president; • Leo Bonser, headquarters representative; • Carl Peth, headquarters representative; • Edward "Edd" Morris, Piney Point port agent; • Robert Selzer, New York port agent; • Joe Soresi, Philadelphia port agent; More SIU-Crewed Vessels Join Maritime Security Program Nine more SIU-contracted vessels have become part of the new Maritime Security Program. American President Lines (APL) signed contracts with the Maritime Administration (MarAd) on January 21 to place nine containerships into the 10year program, which came into existence in October when President Clinton signed the Maritime Security Act of 1996. (The legislation received strong bipartisan support in both the House of Representatives and Senate as it made its way through the 104th Congress.) With the addition of the APL ships, a total of 47 vessels now have contracts in the program. All the ships must fly the American flag to be included. All that have been selected by MarAd are useful to the U.S. military. Among the types of vessels within the program are roll-on/roll-offs, car carriers, LASH and containerships. Companies whose vessels are included in the Maritime Security Program agree to make the ships as well as their land-based infrastructure available to the U.S. armed forces in times of national emergency or war. The ships also are available to move military cargo in times of peace. In return, February 1997 MarAd, through money approved by Congress, helps fund the operations of the vessels. Included by Oakland, Calif.based APL to be part of the program are five vessels that already sail under the U.S. flag. The unlicensed crews for these ships are composed of Seafarers in the galley, as well as SIUNA-affiliates Sailors' Union of the Pacific (SUP) in the deck department and Marine Firemen's Union (MFOW) in the engineroom. The other four APL ships contracted to be a part of the program will have to be registered under the U.S. flag. Presently the C-11 containerships are registered in the Marshall Islands and carry foreign crews. When they are brought under the American flag, the unlicensed crews will be made up of SIU, SUP and MFOW members. In a ceremony at the Department of Transportation on December 20, MarAd announced the implementation of the Maritime Security Program. SIUcontracted companies Crowley Maritime, Maersk Lines, OSG Car Carriers, Sea-Land Service and Waterman Steamship were among those signing agreements to have their vessels included in the program. Serving on the tallying committee after their election by fellow Seafarers are {seated, from left) Alexander Reyer, Robert Hamil, Lawrence Zepeda, Charlie Clausen, John Cain, Ernest Hoitt, John Joyce, Oscar Wiiey, Michael Rawlins (standing, from left) James Stiller, Tim McKenna, Nelson Poe, Ray Smith, Robert Scott, Dock McGuire, Calvin James, Tim Burns, Timothy Van Pelt, Laura Cates and Alfred Varona. • Mike Paladino, Baltimore port agent; • Dave Carter, Mobile port agent; • Jose "Joe" Perez, New Orleans port agent; • Ambrose Cucinotta, Houston port agent; • Nick Celona, San Francisco port agent; • Tom Orzechowski Jr., St. Louis port agent; • Tim Kelley. Algonac port agent. The committee met during the week of January 5 at the union's headquarters in Camp Springs, Md. to receive the ballots from the bank where they were kept, ·count the votes in the contested races and determine the status of void or challenged ballots. The report issued by the committee will be submitted for a vote by the membership at union meetings in March. (The committee itself unanimously approved the report.) In concluding the report, the committee congratulated the newly elected officers and offered "best wishes for the next four years. We hope that you will carry on the tradition of our union and advance the strength of the maritime industry." The committee elected Recertified Bosun John Cain as its chairman. Brother Cain and fellow Recertified Bosun Lawrence Zepeda were elected from the port of Houston to serve on the tallying panel. Also serving on the committee from the Gulf Coast were Recertified Steward Robert Scott and AB Dock McGuire from Mobile and Recertified Steward Ernest Hoitt and AB James Stiller from New Orleans. Representing constitutional ports on the Atlantic Coast were QMED-Pumpman Charlie Clausen and Recertified Steward Alexander Reyer from Piney Point, QMED Robert Hamil and Recertified Bosun Calvin James from New York, Mechanic Tun Burns and Mate John Joyce from Philadelphia. and AB Nelson Poe and QMED Timothy Van Pelt from Baltimore. Elected to the committee from Algonac were AB Tim McKenna and AB Ray Smith. Attending from St. Louis were Recertified Steward Laura Cates and AB Michael Rawlins. Recertified Bosun Oscar Wiley and AB Alfred Varona served on the committee after being elected from the port of San Francisco. u.s.-Flag Fleet Vital for Security, DOT's Slater Tells Senate Committee Transportation Secretary-designate Rodney E. Slater told members of the Senate Commerce, Science and Transportation Committee that he will continue the two goals the cabinet-level department has set for maritime: "making our maritime transportation system the most modern, competitive and efficient in the world and providing strategically critical sealift capacity to support our national security needs." Slater's remarks came during his confirmation hearing January 29. President Clinton selected Slater, who served as the Federal Highway Administrator during the previous four years, to replace Federico Pefia, who is leaving Transportation to become the Secretary of Energy. While most of Slater's testimony to the senators covered surface transportation, he did deal with maritime issues both in his opening statement and in written answers to previously submitted questions. Several times in his oral and written comments to the committee, the secretary-designate emphasized the value of the U.S.flag fleet to the nation's economy and defense. 'The maritime programs have at their center the strengthening of our national and economic security," Slater said during his opening remarks. "They accomplish this through genuine partnership with other government agencies and absolute reliance on the private sector." He provided more support for Rodney E. Slater has been nominated as the new secretary of transpor_ta_t_io_n_._ _ __ the U.S.-flag fleet in response to a question that asked if the size of the fleet covered by the new Maritime Security Program could be adjusted for American-owned, foreign-flag ships. "Foreign-flag vessels, irrespective of ownership, do not provide U.S.-citizen crews to the American labor base required to mobilize the Ready Reserve Force and other government sealift ships," Slater said. "The He then wrote, American-owned/flagged Maritime Security Program fleet maintains nearly 3,000 jobs in the U.S.-citizen seafaring pool. Reliance on anything other than U.S.-owned, U.S.-flagged and U.S.-crewed ships increases the risk of delayed delivery to U.S. troops on the battlefield." To back up his point, Slater recalled some of the problems experienced during the Persian Gulf War when foreign-flag ships were used to transport materiel to American forces stationed in Saudi Arabia. ''The Department of Defense (DoD) has documented that approximately 10 percent of foreign-flag ships chartered by DoD during the Gulf War balked at going into that relatively lowthreat shipping environment. "In contrast, the American maritime industry and seafarers have never hesitated to go into harm's way to get the job done for our nation, no matter what the cost," Slater informed the committee. In response to a question on the difference in operating costs between a foreign-flag vessels and a U.S.-flag ship, Slater noted, "Foreign-flag vessel owners do not pay U.S. taxes, and their crews frequently do not pay income tax to any country. "Likewise, foreign seafarers are frequently denied even the most rudimentary training in professional competencies and seafaring skills." Slater went on the say, "Congress and the American public support higher standards of safety, decent wages. retirement benefits, health insurance and skilled workers, all of which result in higher operating costs." According to press reports, the Senate Commerce, Science and Transportation Committee is expected to vote on Slater's appointment in early February. If the committee approves him, the full Senate would consider his nomination a few days later. Once Slater clears the Senate, he would begin serving as the new secretary of transportation. Sealare1S LOG 3 �Hawaii Senator Vows to Keep Up Fight for Jones Act Inouye States America's Cabotage Law Vital for National and Economic Security The ranking minority party member of the Senate Surface Transportation and Merchant Marine Subcommittee reaffirmed his strong support for the nation's freight cabotage law-the Jones Act-during a speech before maritime interests in Hawaii. "The Jones Act has served Hawaii well," Senator Daniel Inouye (D-Hawaii) told the members of the Hawaii chapter of the Maritime Cabotage Task Force during its December meeting. "We enjoy high-quality, regularly scheduled service. I am convinced that foreign shipping interests would not be interested in providing dedicated service to Hawaii," the senator added. The Maritime Cabotage Task Force is a pro-Jones Act and Passenger Vessel Services Act coalition of more than 400 maritime and transportation-related organizations. The SIU is a member of the national group, which has chapters along the Atlantic, Pacific and Caribbean coastlines. Usts Requirement1 In his address. Inouye outlined the three requirements that make up the Jones Act. which was enacted in 1920 to ensure cargo carried from one domestic port to another moved aboard a U.S.-flag Lakers Home For Winter; Fitout Begins In lfllarch Recently the Midwestern states have experienced recordbreaking, brutal winter conditions. However, the ice, winds and snow crippling the region have left SIU-crewed vessels unscathed as most of them were safely tied up in their winter port by mid-January. The Seafarers-crewed cement carriers Medusa Challenger and Medusa Conquest were the last SIU-contracted Great Lakes vessels to come in for the seasonal layup. On January 13, the Challenger sailed into the port of Chicago and the Conquest into Sturgeon Bay, Wis., where they will remain until spring fitout. "Just about everyone who sails on the Lakes has come through the hall within the last few months to fiII out vacation forms and the necessary annual paperwork," recalled Algonac, Mich. Representative Don Thornton. "Even though we don't have tentative fitout dates for the spring, many of the guys are ready to go right back out on the Lakes and start working," said Thornton. He advised Seafarers to keep in touch with the union hall in Algonac, Mich. for spring fitout dates. Thick ice has formed on lakes Michigan, Superior and Huron. Coast Guard ice breakers had to help several lakers into and out of ports during the final weeks of the season. 4 Seafarers LOG vessel. Such a vessel "must be U.S.-owned, U.S.-built and U.S.registered. 'Sweatshop factory operations in Third- World nations are subject to more government obligations and oversight than a [runaway] fln,g vessel.' - Sen. Daniel Inouye maintain a strong merchant fleet for times of crisis. The world's only remaining superpower cannot be put in the position of sending young men and women into war with the promise that we wiII supply them, if we can charter foreign vessels." Need for U.S. Buitt Inouye, who has long been a strong supporter of the U.S.-flag merchant fleet, said the Jones Act keeps domestic shipyards active. He reminded the audience that ships involved in the domestic trades must be built in America. "This requirement is part of a larger U.S. shipbuilding policy, which is also tied directly to national security. This 'build requirement' helps counterbalance the practices of many of our trading partners who heavily subsidize their shipyards," he added. ·Most Important• "The U.S. ownership requirement is similar to the requirements for many other U.S. industries-like aviation, defense, public utilities, radio/television and local telephone companies. This is simply a public policy matter of national security." The senator then stated, ..It is in our national security interest to Inouye stated his belief that the U.S.-registered requirement is the "most important." "Simply put, it requires that vessels operating in the domestic trade comply fully with U.S. law-pay U.S. taxes, abide by U.S. labor laws, meet Coast Guard vessel standards and follow all other American requirements." However, Glen Nekvasil of the Lake· Carriers' Association, which monitors the action of Americanflag shipping on the Great Lakes, stated there is no reason to believe that the 1997 season wiII not begin on time. "Typical startup dates for the cement boats are around March 12, and steel boats sail out of their winter ports not long after. In any case, the Lakes won't be quiet for very long," the communications director stated. The Soo Locks in Sault Ste. Marie, Mich. are set to open on March 25. The opening of the Soo Locks traditionally begins the sailing season across the Lakes since they are the only entrance into Lake Superior from the lower four lakes. Engine and steward department members normally are the first to sign on the vessels as fitout begins. While the engine crew executes any needed repairs and refills pipes that were emptied during layup, the galley gang orders stores and makes other preparations for the season. Members of the deck department usuaIIy join the ships within a few days after their feIIow crewmembers, and the vessels typically begin sailing two or three days later. During the 1995 navigational season (March 1995 - February 1996) SIU-crewed lakers experienced "normal" sailing conditions. The final months of the 1994 season (March 1994 February 1995), however, saw the onset of a severe winter that brought shipping on the Great Lakes to a standstill. Through the end of January, U.S.-flag carriers transported approximately 116 miIIion tons, a new record for Great Lakes vessels. Gulf Marine Boatmen Ratify New Pact Wage increases and improved medical and dental benefits for Seafarers and their dependents highlight a new five-year contract recently approved by SIU boatmen who sail aboard Gulf Marine tugboats and barges. Seafarers working aboard the Gulf Marine tugs Marlin and Prevail also secured an improved pension benefit program. Contract negotiations took place in Norfolk, Va. Delegates to the negotiating team included Mate Allen Thomas, AB Gary Parks and SIU Norfolk Port Agent Mike Paladino. "The improved pension and medical benefits really were key elements of the contract, as far as the members were concerned," recalled Paladino. "Working out on a tug is hard work and as much as most of these guys love their jobs, they want to make sure that they won't have to work forever. This contract gives them that guarantee plus five new years with excellent benefits," Paladino added. Gulf Marine Seafarers overwhelmingly approved the pact on November 8. The agreement is retroactive to October l and runs through September 30, 2001. Gulf Marine boats shuttle asphalt and various liquid cargoes throughout the Gulf of Mexico and Caribbean regions. The senator pointed out that the opponents of the Jones Act would permit runaway-flag vessels to operate between U.S. ports. (Runaway-flag vessels are those owned by a citizen of one nation, registered in another country, managed by a representative from a third nation and crewed by citizens of yet other nations. The shipowners use this process to avoid paying the taxes and wages as well as meeting the safety and labor laws required of their home country. Non-traditional maritime countries use the registration fees as a means to raise money while turning their backs to the abuses of the ships and crews.) Unfair Competition Inouye noted, "Sweatshop factory operations in Third-World nations are subject to more government obligations and oversight than a [runaway] flag vessel. "Under these circumstances, opponents of cabotage would allow foreign operators to compete for all U.S. cargo without the responsibility of complying with aII U.S. laws and requirements. That is fundamentally unfair. No other U.S. industry is expected to-or could-compete under those circumstances in our own Sen. Daniel Inouye domestic economy." The senator added that even during these times of deregulating industries, such actions have only been undertaken within the domestic markets. "We have never opened our domestic markets, in the name of deregulation, to foreign operators. "The battle to maintain the integrity of the Jones Act is a battle about national security and about economic security. It is fundamentally a battle about fairness." He told the members of the task force that the U.S.-flag maritime industry has "enormous support on Capitol Hill." He vowed he would continue to fight for the U.S.-tlag fleet and asked the audience to remain vigilant to any attacks aimed at the industry. Gilchrest, Hutchison and Snowe Head Maritime-Related Subcommittees As expected, Rep. Wayne Gilchrest (R-Md.) last month was selected chairman of the Coast Guard and Maritime Transportation Subcommittee of the House Transportation and Infrastructure Committee. He replaced Rep. Howard Coble (R-N.C.), who became chairman of a Judiciary subcommittee. Also as anticipated, Rep. Bob Clement (D-Tenn.) returned as the ranking minority party member of the subcommittee. Similarly, it came as no surprise that Senator Kay Bailey Hutchison (R-Texas) was confirmed to return as chair of the Surface Transportation and Merchant Marine Subcommittee of the Senate Commerce, Science and Transportation Committee in the l05th Congress. Senator Daniel Inouye (D-Hawaii) will remain the ranking minority party member on the subCOf!lmittee. Additionally, Senator Olympia Snowe (R-Maine) will chair the Oceans and Fisheries Subcommittee of the Commerce Committee, which has jurisdiction over U.S. Coast Guard issues. As Congress reported to Capitol Hill on January 7, neither the House nor the Senate announced any changes in the number of committees that wiII study and address maritime legislation during the next two years. Japan Still Cleaning Oil From Capsized Tanker Fishermen, teachers and many other residents were still busy trying to clean crude oil from 560 miles of beaches along Japan's northwestern coast after a Russian tanker split and sank in the Sea of Japan on January 1. Nearly a month after the accident, the Japanese government issued a worldwide call for vessels to help deal with the disaster. Besides the beaches, the oil has contaminated bountiful fishing grounds. The Nakhodka, loaded with 19,000 tons of crude oil, was sailing from China to Russia when it broke up in the Sea of Japan during a storm. All crewmembers, except the captain, were rescued during a search operation hampered by the storm and fog. The vessel went down approximately 80 miles from the Shimane Prefecture. What has become the worst spill in Japan's history start reaching the nation's mainland a week later. February 1997 �SIU-Crewed Tugs Move Crippled Freighter Investigation into New Orleans Accident Reveals History of Engine Problems SIU-crewed Crescent tugboats were called out last month to again assist a damaged Liberian-flag freighter that smashed into a crowded New Orleans riverfront shopping complex on December 14. On January 6, six tugs moved the crippled Bright Field from the accident location to a repair yard 18 miles downriver. The tow took two hours to complete. No traffic was allowed in that portion of the Mississippi River as the tugboats proceeded with the move. "It went without any problems," noted SIU Patrolman Steve Judd. "The guys knew their assignments and did the job as they were asked." Agencies Seek Causes Meanwhile, the U.S. Coast Guard and the National Tran~portation Safety Board (NTSB) are continuing their investigation into the accident in which more than 100 people were injured. The Bright Field was sailing downriver when it lost power under the Crescent City Connection (a series of bridges spanning the Mississippi River in the heart of New Orleans). Pilot Ted Davisson requested emergency assistance on the ship's radio and began sounding the ship's alarms as the vessel was being drawn by the river's currents toward an area where two cruise ships, the shopping center and a casino boat were located. The 735-foot freighter struck the shopping center and ran aground less than 100 feet from the casino boat where hundreds of passengers were trying to flee. Part of the shopping complex collapsed. AP Photo/Dan Loh Investigators inspect the damage caused when the Liberian-flag Bright Field struck a riverside shopping complex in the heart of New Orleans on December 14. SIU-crewed Crescent tugs secured the vessel to the dock after the accident, then moved the freighter to a repair yard last month. Tugs, including several SIUcrewed Crescent boats, raced to the scene to secure the Bright Field against the dock. Tugs stayed with the Bright Field until the complex was made secure, the ship's load of com was removed and the ves~el was inspected and readied for the move to the repair yard. Third Outage That Dar Within a few days of the acci· dent, reports in the New Orleans Times-Picayune noted the Chinese-crewed ship had experienced engine problems earlier in the day. In fact, the accident actually was the third time the Bright Field experienced a power loss that day. The first occurred as Crescent boats were turning the vessel for sea after it had been loaded in Reserve, La. The Bright Field went into anchorage while repairs were made. Shortly, the freighter was underway. But, it had another power outage near the Huey P. Long Bridge. about one hour by river upstream from its eventual accident site. Again, it quickly regained power and proceeded downriver toward the Crescent City Connection, where it would have begun preparing to make the Algiers Point tum. As reported by the TimesPicayune, the investigation has been hampered by the need for questions and answers to be translated. The asking of a simple question and its response has taken as long as 15 minutes because the Chinese crewmembers of the Bright Field do not understand English. During the investigation, representatives for the Coast Guard and NTSB discovered numerous repairs had been performed on the freighter, including work on its turbocharger the day before the accident. Other Troubles The paper added that nine times in the previous four months either the main engine cylinder or pistons had been removed so that repairs could be made. This contradicted earlier testimony by the ship's captain who had told investigators that during the four months before the accident he had been sailing on the Bright Field, it had not experienced such a power outage. Neither federal agency has announced when it plans to release its findings into the accident. AB Frankiewicz Scoffs at Attacks on Union Philadelphia Member Sets Record Straight on Financial Committee Winter deck work seems to be easier to take when it is performed during a sunny day in Port Everglades, Fla., as evidenced by the smile on AB David Sumner's face. The deck department member is photographed flushing a line aboard the Maritrans barge Ocean 250. Lott Stresses Weight of Amendment Ta International Shipbuilding Pact Senate Majority Leader Trent Lott (R-Miss.) recently urged the administration to "fully consider the amendments passed by the House last year" if they want to ensure congressional approval of the Organization for Economic Cooperation and Development (OECD) Shipbuilding Agreement. Lott described the original OECD pact as inadequate, and indicated the 1osth Congress would be unlikely to sign off on the agreement unless the U.S. trade representative reopens international negotiations to address last year's amendment passed by the House of Representatives. (The agreement would cover the U.S., the European Union (EU), Japan, Korea, Norway, Sweden and Finland.) In June, the House voted to implement the international agreement to end shipbuilding subsidies. Before adopting that measure, the House added an amendment to provide transitional benefits to U.S. shipyards while awaiting full international implementation of the pact February 1997 Among other things, the amendment clarified that the Jones Act (America's freight cabotage law) would not be affected by the OECD agreement. The Senate, however, did not take up the bill. Senator Olympia Snowe (RMaine), who chairs the Senate Oceans and Fisheries Subcommittee, voiced support for the House amendment reinforcing the Jones Act. She stated that "the very shipyards that build and repair Jones Act vessels were called upon to activate military reserve ships during Operation Desert Storm/Desert Shield, and it was the trained mariners who operate Jones Act vessels in peacetime who were called upon to crew these military ships." Similarly, in endorsing the House-passed legislation, Lott noted that without the House amendment, the OECD "falls abysmally short of the objectives established by the very industry which sought an international agreement." One deck department member has decided to let his fellow Seafarers know what he thinks about a series of falsehoods being printed by a gossip sheet located in the same county as the Paul Hall Center for Maritime Training and Education. "I'm sick of this union-bashing and all these ~!!" AB Kenneth Frankiewicz stated in a recent letter to SIU President Michael Sacco. In November, the deck department member was upgrading at the Lundeberg School, situated on the grounds of the Paul Hall Center, when he read an article Calling a story about the union's financial committee "lies," AB Kenneth challenging a union procedure of Frankiewicz urges his fellow Seafarers to be leery of attacks on the union. which he has firsthand knowl~! ! The paper was talking committee members served their edge. fellow Seafarers. Frankiewicz, who sails from the about our finance committee. "It said you hand pick the peo"Back in 1994, I was part of port of Philadelphia, served as a rank-and-file member of the 1994 ple on this committee, put us up this committee. I was voted in by union financial review committee. in a luxurious hotel, wine and my union brothers and sisters. I The story dine us plus stayed at Piney Point for the duraclaimed the 'I'm sick oif this give us an committee was rental cars. tion. I was driven to Camp The article Springs daily by bus. And I was "a sham." To said you tell paid a union 'standard rate' for union-bashing and set the record us to sign doc- services rendered." straight, the uments which Frankiewicz stated he was all these lies!!' 1983 graduate we have no concerned for his fellow union of the trainee - AB Kenneth Frankiewicz idea what members who might see the story program at the Member of the 1994 we 're signing. and believe the falsehoods as Lundeberg fi ·tt For our ser_ _ _ _ _n_a_nc_e commi ee vices, we are being the truth. He felt the article School wrote given hundreds of dollars," the wrongly made him and the other that nothing he AB wrote. committee members look bad and read in the gossip sheet was true. Frankiewicz then said this was warned Seafarers to be skeptical ''There was one part of that article which made me Yen. not the way he or any of the other of such attacks by outsiders. Seafarers LOG 5 �------------------------------------ - - - -- · -- - - - - ------ -- - - --- Union Challenges Method to Calculate User Fees Claims New Coast Guard Figures Do Not Reflect Other Jobs Performed at Exam Centers The SIU is questioning the way the U.S. Coast Guard recalculated its fee structure for merchant mariner's documents, licenses and certificates as listed in the Federal Register of October 31, 1996. As a result of a lawsuit filed in April 1993 by the SIU, six other maritime unions and five individual mariners to block the Coast Guard from charging a user fee for those papers, the Department of Transportation agency was ordered by U.S. District Court Judge Louis Oberdorfer to take another look at how it computes its fees. (The district court judge, however, ruled the agency did have the right to charge a user fee for the documents, licenses and certificates. The SIU appealed that decision, but the Appeals Court backed Judge Oberdorfer's ruling.) \Vhen the agency announced its recalculated fees, it reduced the amount it planned to charge in six categories dealing with licenses and certificates . However, all charges related to merchant mariner's document~ remained the same as when the original fees were put into place in April 1993. (The new figures do not take affect until the Coast Guard has reviewed the comments it received and publishes the amounts as a proposed rule in the Federal Register.) Reviewed Agency Data The SIU studied the Coast Guard's data used to compute the newly published fees before issuing its response on December 30, 1996. In its comments to the agency, the SIU challenged the method used by the Coast Guard for deriving the new figures as too perfect (because the time taken by each center was within minutes of each other) when compared with the original figures submitted by the federal agency in 1988 and 1989. Taking the data provided by the Coa:Jt Guard from the original studies, the union demonstrated that processing a document in the Charleston, S.C. Regional Examination Center (REC) took nine times a:J long as processing the same document in the Houston REC. However, the new Coast Guard figures revealed almost identical amounts of time spent in each REC to process the documents, licenses and certificates, which the union stated as being "too good to be true." In order to reach these figures, the union said it appears that the Coast Guard did not conduct any study of the time needed to process the papers but used a mathematical analysis based on the number of employees at each REC, their salaries and other factors. Other Concerns Another way the SIU said the figures are flawed is that the Coast Guard calculated that its REC employees worked full time on processing documents rather than spending any time answering telephone calls, dealing with people in the office or handling other unrelated matters. The union challenged new overhead costs that did not appear in the original computation of the fees. It pointed out the Coast Guard did not consider the reduction in work it now faces because recent rulemakings allow training facilities like the Seafarers Harry Lundeberg School of Seamanship to provide self-certification pro· 6 Seafarers LOG grams, freeing agency officials from conducting tests. Finally, the union demonstrated, again by using the information supplied by the Coast Guard at the court's request, that the costs applied to acquiring a merchant mariner's document are disproportionately higher than those applied to acquiring a license or certificate. In its letter, the SIU asked the Coast Guard to respond to each of its concerns. Awaiting Decision In another matter related to the original April 1993 court case, Judge Oberdorfer still has not ruled whether the Coast Guard can resume charging applicants $17 for an FBI background check for a document, license or certificate. The SIU filed a memorandum with the judge in November 1996 opposing the Coast Guard's request to resume the fee. The union pointed out that such a check is not necessary because of the paperwork an applicant muse fill out. Included on the applications arc six questions dealing with substance-abuse addiction~ and convictions as well as traffic violations that must be answered truthfully or the applicant could face federal prosecution. In his original November 1994 ruling, Judge Oberdorfer claimed the background check did not provide any private benefit to mariners, and the federal agency should not include the charge in its fees for documents, licenses or certificates. The Coast Guard had successfully challenged this portion of Judge Oberdorfer's ruling: the U.S. Appeals Court in its April 1996 decision ordered Judge Oberdorfer to investigate what portion-if any--0f the $17 fee should be applied to the overall costs to the mariners. Fees Began In '93 The Coast Guard implemented its user fees on April 19, 1993. The fees range from $35 for the issuance of an entry-level merchant mariner's document to $250 to acquire an upper level license. Gildersleeve's Golden Touch Action toward assessing a user fee began when the 1990 Omnibus Budget Reconciliation Act removed longstanding restnct10ns against charging mariners for their documents. Joining the SIU in the original April 1993 lawsuit against the user fees aie the Sailors' Union of the Pacific, Marine Firemen's Union, District 4-National Maritime Union/MEBA, District No. I-Marine Engineers' Beneficial Association, American Maritime Officers, International Organization of Masters, Mates and Pilots as well as five individual mariners. Seafarers who have upgraded at the Paul Hall Center in the last eight years may recognize Steve Gildersleeve, pictured left in the center's fitness room. A member of the SIU-affiliated United Industrial Workers, Gildersleeve is a cafeteria worker at the school, known for his outgoing personality. He recently won two weightlifting gold medals at a Special Olympics meet in Maryland-his first lifting competition. Gilder· sleeve, who has Down's syndrome, has his sights set on the national Special Olympics this summer. Dynachem Deck Department 'lioes Extra Mile' 'This is a hard-working ship with an outstanding crew. We all work together to make sure she stays in excellent condition both inside and out," Bosun Larry Kunc said of the HM/ Dynachem, when the ship docked in Port Everglades, Fla. late last year. The recertified bosun added that while he enjoys working and sailing with all his SIU brothers and sisters aboard the Interocean GSU Marton Manuelestide helps keep a clean kitchen aboard the HM/ Dynachem. Ugland Management (IUM) tanker, he is particularly proud of the deck department. "This is one of the best deck gangs around. From cleaning the tanks to taking samples of the gasoline cargo to make sure it is not contaminated-these guys go the extra mile," said the Houston native, who joined the SIU in 1971. The HM/ Dynachem, formerly owned by OMI Corp. and known as the OM/ Dynachem, was bought by Hvide Marine Inc. late last year and renamed. The HM/ Dynachem and her sister ships (also former OMI vessels bought and renamed by Hvide Marine), the HM/ Petrochem and HM/ Astrachem, are operated by SIUcontracted IUM. According to Kunc, when the name of the vessel changed to the HM/ Dynachem, deck department members spent many hours repainting the new name throughout the ship. One such job required the former name on the bow of the ship to be painted over so that the name HM/ Dynachem could be stenciled on. "\Ve also had to repaint the stack and put the new emblem on. It took some time and it was hard work but everyone did a superb Deck department members repainted the tanker and stenciled the new name-HM/ DyntJchem-on the bow of the ship. job," stated the bosun, who in 1987 graduated from the Lundeberg School's highest form of training for deck department members. Members of the deck department whom Kunc cited as instrumental in converting the OM/ Dynachem to the HM/ Dynachem include ABs Joseph Sauzek, M. Russo, Terrence Boney, Robert Coleman, Paul Lucky and Donald Hudson. The tanker transports petroleum products, mostly gasoline, between Texas City, Texas and _ Port Everglades, Fla. i ,; Chief Cook Ngoc Allen (left) and Chief Steward Charles Scott (right) prepare lunch for crewmembers aboard the tanker. February 1997 �'Brotherhood of the Sea' Comes Through with Food, Clothing, Assistance Great Lakes Seafarers Help Runaway-Flag Crew Disease, contaminated water, rotten meats and overflowing sewage tanks were only a few of the atrocities illustrated for Great Lakes Towing Seafarers by the crew of a runaway-flag freighter detained in the port of Detroit late last year. The Blue Lagoon, a Panamanian-flag, Greek-owned cargo ship with a crew of 24 multinational seamen, was towed by the SIU-crewed Colorado and Pennsylvania November 11 after the ship's engines failed in the Detroit River. SIU hawspiper Joe Heaney was aboard the Colorado when it was ordered to pull the dead ship into port. 'Towing them in was a nightmare. Their engines wouldn't even turn over and they had no control whatsoever over the ship," recalled the engineer, who joined the SIU in 1989. "It was obvious even from the just another story of corporate greed. The fat cats hauling it in while the working man suffers," said Heaney. "They were very upset and angry as they tried desperately to explain what life aboard the Blue La.goon had been like for them. Because they did not speak English, we really had a hard time understanding what they said. But it doesn't take much to recognize human suffering," Nicholson said. "Several of them were crying as they told us of the illnesses many of them were suffering from because of the filthy conditions, lack of food and water," recalled Nicholson, who had been aboard the Colorado when the Blue Lagoon was towed in. According to Nicholson, Heany- who was also in the office when the Blue Lagoon crew arrived-led the way to getting help for the 24 men. After patiently interpreting their story, Heany called the Apostleship of the Sea in Detroit to get the mariners immediate medical attention, food and water. Coincidentally. Sue Romero, the director of the Apostleship of the Sea, is married to SIU member Ban Romero. The AB/bosun is a native of the Philippines and was instrumental in helping the Blue Lagoon crewmembers communicate. The crewmembers were citizens of Syria, Egypt, Estonia, Philippines and several other countries. The second call Heany made was to the Algonac, Mich. SIU hall to ask if the union could assist the foreign crew. Crew Reaches Out Unspeakable Horrors deck of the Colorado that sanitary conditions aboard this foreignflag ship just didn't exist. When we first came alongside the ship, we saw crewmembers retrieving water from the river to drink. The bilges were up over the deck plates. The ship was not fit for even a dog," stated the Michigan nativ~. uUnfortunately, ships like the Blue Lagoon are not unusual. It is The dilapidated condition of "The crew looked like characthe Blue La.goon drew immediate ters out of a film about the conattention from the U.S. Coast centration camps of World War Guard, which inspected the ship II," recalled Algonac Port when it arrived in port. After list- Representative Don Thornton, ing numerous violations of safety · who met with the Blue La.goon and living conditions, the Coast crew that evening. Guard restricted the Blue La.goon "The cook had a skin infection to the dock until it was made sea- from drinking bad water, and worthy by its owner, Blue Marine after being looked at by a doctor, Shipping. he was deemed not fit for duty. Several of the Blue La.goon Thai he wasn't fit didn't really crewmembers got off the ship to matter because there was no food inquire where they might find to serve and the water was scumhelp and an American maritime my right out of the tap and unsuitunion hall. They were directed to able for drinking or cooking," he the Great Lakes Towing office on continued. the docks, where they found SIU "The ship had no heat and members who operate the compa- crewmembers had no clean linens ny's towboats. or warm blankets, winter clothes, Deckhand Mark Nicholson boots, hats or gloves in the middle was one of the crew's first con- of a Michigan winter. I had never tacts at the Great Lakes Towing before encountered people you office. could tell were hungry and deprived of all humane treatment just by looking at them." said the SIU representative. Thornton also learned that the crew was owed four months in back pay. The only food on board AB/Bosun Bart Romero unload$ a van filled with fresh stores and bottled water for the hungry crew of the Blue Lagoon. February I 997 Blue Lagoon crewmembers were forced to bathe in filthy conditions with water that was so unsanitary it caused skin infections. J.. 1.-S. ,~ I When the Blue Lagoon was arrested in the port of Detroit, corrosion and rust on the hull were evident. consisted of rice and rotten meat stored in broken refrigerators. The crew had not had clean laundry or working toilets for more than 60 days. The Coast Guard inspection further revealed that the Blue La.goon was so heavily rusted that the fantail was nearly eaten through. The electrical wiring was insufficient and unsafe and most of the ship's emergency lights were inoperable. Inspectors also found an excessive amount of oil in the engineroom bilge. "For 31 days, these guys survived by drinking rainwater out of lifeboats. When I met them, they had resorted to retrieving water from the Detroit River. Their food supply was non-existent except for the rice which they ate with grape jelly in order to keep their energy levels up. No one would believe', nor would I repeat, some of the other things they ate just to stay alive. However, such details of life aboard this ship I will never forget," recalled Thornton. Realizing that the seamen were on the brink of starvation, Thornton bought eight large pizzas and three gallons of soda. 0 I am not exaggerating, the pizza was gone in the time it took me to get from the gangway to the galley," he said. The following day. Thornton returned to the vessel to bring the crewmembers winter clothes, hats, gloves and boots gathered from his home and provided by other Seafarers whom he called after his first meeting with the mariners. AB/Bosun In addition, Romero helped deliver food, water, medical supplies and other needed items. "I have a lot of friends who sail on the Lakes," noted Thornton, a former Great Lakes Towing deckhand. "So all I had to do was explain how bad things were for these guys. Everyone was quick to give me whatever they had. Seafarers really care about the lives of other seamen. Especially those like this crewwho are abused and exploited by corrupt runaway-flag companies." Although grateful for the help, the foreign mariners told Thornton they feared retribution by the company, now that their problems aboard the Blue Lagoon had been reported. They explained that before signing onto the Blue Lagoon in August, they were asked by the shipping agent to sign a blank piece of paper. After everyone had signed, crewmembers were informed that the blank sheet of paper was their "contract" in effect while they sailed aboard the freighter. The shipping agent allegedly warned the crew that if any of them caused trouble aboard the Blue Lagoon, the sheet of paper would be filled out and act as a confession by the crewmember for committing a serious crime, such as stealing from the ship's safe. The ship agent reportedly told the crew that they would be sent home to face severe punishment in their respective native countries. Justice Is Served Under Panamanian law, seafarers are entitled to leave their jobs and be paid for the remainder of their contract if the employer is not paying them full wages and if the working conditions are unsafe. Additionally, under U.S. law, seamen may leave the ship if they have a credible fear for their own safety. When the Coast Guard confirmed that the Blue La.goon was neither safe nor habitable, the crewmembers abandoned the vessel. On November 20, U.S. marshals arrested the Blue Lagoon, and the 24 crewmembers filed a lawsuit against the vessel's owner, Blue Marine Shipping. The detainment of the 360foot freighter in Detroit and the departure of its crewmembers presumably got the shipowner's attention, because the necessary repairs were made pursuant to the Coast Guard's direction. "After the ship was arrested, conditions onboard the Blue Lagoon improved rapidly," recalled Thornton. "The crew was served three good meals a day and as much bottled water as they wanted. The heat and the refrigerators were repaired and the steward was replaced with a steward who was physically fit." In documents submitted on behalf of the crew by their lawyers, the plight of the foreign seamen was summarized. "With torture and cruelty the likes of which have not been seen since the days of the slave trade plying the high seas, the owners of the Blue Lagoon treated the seamen with horrible disdain and other various and sundry acts of atrocity and cruelty," stated the lawsuit filed in the U.S. District Court of Michigan. Blue Marine Shipping was ordered to pay $250,000 in back and penalty wages plus interest. The ship owner also repatriated the men back to their home countries. According to Thornton, lawyers for the case went to the dock and watched the captain pay each of the seamen their wages in cash. After the men received their wages and repatriation arrangements were confirmed for each crewmember. the arrest warrant was lifted. "Everyone who became involved in this sad situation went an extra mile to bring these men some comfort. In short, I have learned a great deal about humanity and good will," concluded Thornton. The Blue Lagoon's refrigerators were inoperable and bare except for moldy vegetables and rotten meat. The 24 seamen subsisted on rice and grape jelly for more than a month. Seafarers LOG 7 �Seafarers Worldwide Make Most of Christmas at Sea Galley Gangs Prepare Outstanding Feasts to Cheer Crews During Holidays Holidays are happy occasions often marked by family traditions, generosity, spending time with loved ones and taking part in festive celebrations that usually feature food. For SIU members at sea during the holidays, however, work means missing the holiday comforts of home. But that did not stop a number of SIU galley gangs from making an extra effort recently to provide special holiday spirit for their fellow crewmembers at sea_ Grateful Seafarers from four ships recently contacted the Seafarers LOG to describe the exertion put forth throughout the holiday season by the steward department members on their vessels_ Aboard the LNG Taurus Captain Ed Carr of the LNG Taurus sent the LOG a letter of praise for the galley gang aboard the Entrgy Transportation Corporation (ETC) tanker, along with several photos _ ..What a fanumic job this steward department did on Christmas dinner_ They even wem ashore and bought small gifts for each crewmember and put stockings in the passageways. ETC and SIU can be proud to have such people on their team!" Carr wrote. LNG Taurus steward department members included Chief Steward Francis Ostendarp, Chief Cook Cindy Winter and SAs Henry Hayes, Bill Smalley and Chris Guglielmi. It was a warm and sunny Christmas for Seafarers aboard the Maersk Lines ship Cpl. Louis J. Hauge, stationed in Diego Garcia. Aboard the Cpl. Louis J. Hauge Bosun George Jordanides sent photos to the LOG and in a letter expressed the pride of the Hauge's crew for the wonderful holiday fare prepared by galley gang members. "The steward department put out outstanding holiday meals and took extra special care of us alL On behalf of the crew I thank the galley gang for the continued extra effort in preparing wonderful meals on a daily basis/' wrote Jordan ides_ Chief Steward William Bunch, Chief Cook Michael Watts, Cook/Baker Steve Osovitz, Third Cook M. AbouAbdou and Utilities Richard Toth, Nicholas Lopez and Saleh Harnied make up the steward department aboard the Hauge . Aboard tho Humacau Galley gang members went all out aboard NPR, Inc.\ Humacao And prepared everything from mushrooms stuffed with crab meat to broiled twin South African lobster tails_ Chief Steward Edward Dunn, Chief Cook Mike Hammoch, SA Americo Garoyue and SA Catalino Di:1z served a five-course Christmas luncheon featuring shrimp cocktail, pigs in a blanket, stuffed mushroom caps, deviled eggs, pepperoni, cheese and crackers, sausage and mozzarella platter. A large mixed salad was prepared and accompanied by a celery and olive tray. For the main course the galley gang members served roasted Vermont turkey with sage dressing and giblet gravy, prime rib (cooked to order) and baked Virginia ham with black cherry sauce. Seven different side dishes were also available to crewmembers. Finally, the steward department had a special dessert table featuring fresh-baked Christmas fruit cake as well as apple, mince and pumpkin pies. Crewmembers returned hours later to the dining area for another outstanding feast. Christmas dinner began with Caesar salad, jumbo shrimp cocktail and cream of chicken soup_ For entrees, crewmembers were served their choice of filet mignon wrapped in bacon with bernaise sauce or two lobster tales with drawn butter. For dessert, the Humacao crew was tempted with "Chef Michael's Homemade Ice Cream Cake." ~. Steward department members aboard the LNG Taurus put forth special efforts to ensure Christmas Day was a happy time for every crewmember. They are (back row, from left} SA Henry Hayes, SA Bill Smalley, (front, from left) SA Chris Guglielmi, Chief Cook Cindy Winter and Chief Steward Francis Ostendarp. ,, ' "'"' \1 ~' Aboard tbe sea-Land SplrH Chief Sleward Ed Ombac, Chief Cook Lito Acosta and Utility Donald Irvine pre- pared an extensive spread featuring many different types of appetizers, main courses and freshly baked desserts. In a letter to the LOG, crewmembers thanked the galley gang members for the outstanding Christmas and New Year's menus. "Thank you all for a fine job done on excellent food preparation and presentation of our Christmas and New Year's menu," the Sea-Land Spirit crew wrote. Chief Cook Lito Acosta prepares fried jumbo shrimp for Sea-Land Spirit crewmembers. Chief Steward Ed Ombac puts yet another item out on the Christmas appetizer bar aboard the Sea-Land Spirit. B Seafarers LOG Chief Cook Mike Hammock (left), SA Americo Garoyue and Chief Steward Edward Dunn (right) arranged a Christmas feast with more than 20 items for crewmembers aboard the Humacao. February 1997 �Labor l\Te"Ws Tanker Saves Stranded Fishermen Rescued Pair Benefits from Alert Crew, Mild Weather Striker-Produced Paper Soars As Detroit Dispute Continues While 2,600 workers of the Detroit Free Press and the Detroit News remain on strike, a new newspaper has taken the place of the once-preferred periodicals in homes throughout Michigan-the Detroit Sunday Journal. The Journal was created by the striking workers and is now the largest circulation weekly newspaper in the state. . . With financial support from the AFL-CIO and affihated umons, strikers created the paper in late 1995. The Journal currently has $2.5 million in advertising and subscription revenues and has been financially independent since last spring. . . . Robert Musial, feature editor for the Journal and a stnking wnter, notes the success of the paper has surprised many people. "They said we couldn't get the paper started. They said we wouldn't last. Well it's a year later, and we're still here," stated Musial. The Journal has some of the top journalists in the U.S. writing, editing and producing the weekly volumes. Additionally, .the paper has beaten the scab produced News and Free Press to pnnt on several major stories, including indictm~nts o~ ?rganized c~~e figure~ and the local professional football team s decmon to remain m D~trmt. . Recently the striking newspaper workers stepped up their campaign against Gannett Corp. and Knight-Ridder, the union-busting ~wners of the two Detroit papers. Called "Shut Down Motown '.97", stnkers.an,d community supporters began the New Year by taking to the city s streets and airport. . First, hundreds of people created a street blockade m front of the Detroit newspapers' printing plant. While the protest caused the ai;ests of 33 people for civil disobedience, it successfully delayed scab d~vers from entering or departing the plant gates . Four days later, smk~rs leafleted passengers at the Detroit Metro airport. Additionally, 30 strikers protested in front of an airpon Budget car rental office over the company 1 s continued advenising in the scab newspapers. The local Budgd manager informed the strikers that the office had ~topped all business with the two papers. however. the company's national headquarten had not. . Fund-raising events. rallies and marches conunue to be conducted by supporters throughout the labor movem~nt. ~e A~-CIO has pledged its backini to the striking workers unttl the dispute 1s resolv?d. The employees of the News and Free Press have been on m1lce since July 13. 1995, after negotiations failed to produce a new contract. The workers. wbo struck only after management refused to bargain in good faith over its demands for job, wage _a nd benefit_cuts, come from six unions represented by the Metropohtan Counctl of Newspaper Unions. They include drivers, circulation employees, reporters, photographers, mailers, copy e~itors, artists, graphic workers, press operators, printers and engravers. Newsletter Stresses Importance Of' 'Buying American' Buying American-made products is not just economically smart, it . That is the key message delivered by the non-~ro~t Buy A!11enca Foundation in its free, quarterly newsletter and on its internet site. Based in Abington, Pa. and chaired by retired auto company e~ec­ utive Bill Lynott, the foundation has published its newsl~tter smce 1991 . It recently added a web site to utilize the ever-expandmg global . . . network of computers. Many of the products promoted by the orgamzat10n are umonmade. "It is critically important for Americans to understand that the United States is actively engaged in a titanic struggle, ~ conte~t th~t will eventually determine whether or not our country will survive m the form that we know it today," the foundation says on its web site. Describing America as being engage~ in "an ec?no,m~c war,': the group explains the grave dangers of allowmg the nat10n s mdustnal base to continue eroding. It points out the harmful effects of so-called free trade laws embraced by some government offic~als and describ~s the U.S. as "fast becoming a nation of consumers, mstead of a nat10n of producers ... America is g~vin,g away its j?bs." . . Although the organization s message is alarming, the ~o~ndat1on firmly declares that its aim is not to appeal to people's patnotls~, ~ut rather to their survival instincts. It chides both the "person who ms1sts that it's unpatriotic to buy imported goods, no matter what" along with "the chap who says, 'Nobody can tell me how to, spend my money... I couldn't care less where [an item] comes from . Both of those viewpoints are rooted in ignorance of the subject." Indeed, the group's "statement of purpose," as published in each issue of the newsletter, hardly seems extremist: "To educate and inform the American public of the harmful impact on our economy, our citizens, our workers and our society in general by the purchase of foreign-made products in those cases where American-made products of equal or better value are readily available. To. seek out and identify American-made products of equal or better quahty and value than foreign-made products with whi1;h they are in direct competition; to publicize those products, and to encourage their purchase." To this end, the Buy America Foundation spells out the lon~-tenn effects of buying foreign goods. Those include the loss of U.S. JObs, a lower standard of living for workers and a gradual transfer of wealth from this country to our trading partners. The publication features feedback from readers, trade data from the U.S. government, news items, book reviews, a "hall of .fame" sp?tlighting various U.S.-made products. and more. The internet site (http://www.libertynet.org/-buyam) shows the latest issues of the newsletter and related features. Anyone who wants a free subscription to the print edition may conta1;t the Buy America Foundation, P.O. Box 82, Abington, PA 19001, telephone (215) 886-3646, fax (215) 886-6601. is a matter of working-class survival. February 1997 Thanks to quick, effective action by the SIU-crewed Overseas Ohio, two Oregon men made it home for Christmas after spending five days in a life raft drifting off the West Coast. En route from Valdez, Alaska to Long Beach, Calif., the crew of the Overseas Ohio rescued the men December 19, approximately 50 miles southwest of Crescent City, Calif. The stranded pair had been adrift since their 54-foot fishing vessel quickly sank after its dragging net became snagged on or near the ocean floor. AB Lonnie Evans and Second Mate Paul Arsenault spotted an SOS that the fisherman signaled using a flashlight. With a searchlight, the Overseas Ohio acknowledged the signal, then promptly executed the rescue around 7:30 p.m. A third fisherman never made it aboard the raft and did not survive. He reportedly had attempted to don a survival suit even as the other two people urged him to flee with them aboard the raft, because M how quickly the boat was sinking. For th~ir efforts 1 the Overseas Ohio crew received a certificate of merit from the U.S. Coast Guard noting their "unselfish actions and dedication" that are "in keeping with the maritime tradition of providing assistance to those in distress, distinguishing them as true humanitarian heroes." But Bosun Clifford Perriera said the crew simply "acted natural, one human being to another. We did what anybody in that situation would do. It was no big deal." The survivors, Fred Fisher and John Burgess (both from the Portland area), doubtless would disagree with Perriera's modest assessment. When they climbed the pilot ladder aboard the SIUcrewed tanker, "they were two of the happiest guys I've ever seen," AB Evans wrote in a letter to the Seafarers LOG. "The flashlight saved them, and they were very lucky the seas weren't bad," added Perriera. "They were in pretty good shape for having been in a life raft all that time. They had provisions that were already in the raft." Fisher and Burgess are experienced fishermen, but their pro- SA Thomas Curley (left) and Steward/Baker Earl Gray happily react to the rescue of two men by the overseas Ohio. Captain Bill Gillespie of the Overseas Ohio (far right) ~xamines the flashlight used by the fishermen to send an SOS. Also pictured on the deck of the SIU-crewed tanker are (from left) Coast Guard Captain Ed Page (who presented a certificate of merit to the captain and crew); survivor Fred Fisher and Second Mate Paul Arsenault. ficiency did not help them avoid the sudden accident. Unexpected Trouble '"They told us their vessel, the Pescador, was dragging a trawling net, like they've done a thousand times before," wrote Evans. "Suddenly, it caught on the bottom, and the vessel lurched violently upon its side." Fisher, the captain, gave an order and abandon-ship launched the life raft, Evans noted. While he and Burgess climbed into the raft. the other crewmember, 20-year-old Jason Cox. tried to put on a survival suit, Fisher told Evans. "Fred said the boat sank in about 40 seconds," said Evans. '"They saw the third man of their crew standing on the stern (partially) in his survival suit when the vessel went under. That was the last they saw of their friend." Burgess and Fisher determined they would greatly enhance their chances of being rescued by nearing the shipping lanes. They laboriously paddled in that direction, but were disheartened when a ship and an airplane passed nearby without · seeing them. Eventually, they spotted the Overseas Ohio's masthead light on the horizon and sent their sos. Bill Gillespie, captain of the tanker, "did not hesitate," reported Evans. "He immediately called for maneuvering speed and prepared to launch a rescue operation. He then flawlessly 861-foot maneuvered the Overseas Ohio within paddling distance of the life raft." "Everyone stayed very calm and did their jobs," recalled Bosun Perriera. Brotherhood of the Sea For Evans, the final moments of the rescue evoked strong emotions. "As the crew of the life raft paddled slowly and with heartfelt labor, we all reflected on how close this situation hits home with all of us," the AB wrote. "No matter if you're a captain, a fishermen or an ablebodied seaman, we are all brothers and sisters of the sea. And when we pull together to come to the aid of our fellow seamen in trouble, it fills me with pride and confidence in knowing that if I'm ever in that life raft-which we all take for granted as (merely) a piece of safety equipment-I may be as lucky as these guys were." Once aboard the tanker, Fisher and Burgess-mildly dehydrated and suffering from saltwater exposure, but overall in fairly good health-enthusiastically expressed their gratitude to the entire crew. Meanwhile, the galley gang prepared a nourishing meal for the fishermen, while other crewmembers provided clean, dry clothes. After the survivors were wellrested and fed, they volunteered to participate in, of all things, a lifeboat drill. "We took advantage of the opportunity," explained Evans. We all went out to the raft on deck and discussed the advantages and weaknesses of the life raft." Burgess and Fisher also recounted their experience aboard the survival craft, in hopes of providing potentially useful information to the crewmembers. A few days later, the fishermen's family members gleefully greeted them when the Overseas Ohio arrived in port in Long Beach. "Fred and John thanked us for an exceptional job well-done and assured us that Christmas would be extra special this year," Evans concluded. "We were happy to be there for them." Before they departed, Perriera asked if they would continue fishing. "They said they would go back because it's the only (job] they know how to do," the bosun recalled. Seafarers aboard the Overseas Ohio during the rescue were Perriera, Evans, ABs Eddie 0 Ponteras, George Relojo, Kevin Kellum and Christopher Kicey, QMED/Pumpman David Bautista, Pumpman Thomas Woerner, QMEDs Robert Dehlbom, Steven Rollins and Richard Williams, DEU Qasem Saeed, Steward/Baker Earl Gray, Chief Cook C. Griffin and SA Thomas Curley. Helping prepare a meal for the unexpected guests is Chief Cook C. Griffin. Seafarers LOG 9 �Wright, certified Bosun Michael Proveaux describes ROS work as "general maintenance. We check lines, splice, run winches and the anchor windlass, chip and paint, make sure stores are ordered .... You just make sure everything is running right." Proveaux, who joined the SIU _ . ~ 20 years ago, adds that sailing side in Baltimore, the · SIU-crewed Cape Johnson and Wright are at once similar yet divergent. Both ships are about 30 years old and are operated by Amsea to form part of the United States Military Sealift Command's ··....·1 ,·.· ··.····· :. ·. .. :"'"'"''. (MSC) Ready Reserve Force. Both feature helicopter-landing pads and have similar mainte- mmce schedules. ABOVE : The cavernous interior of the Wright can hold as many. as 150 lndlVidual aviation repair shops built into containers. (!) Docked alongside each other in Baltimore, the SIU- Currently carrying crewed Wright and Cape Johnson are part of the crews because of their reduced operating status (ROS) the vessels also have five-day activation periods- meaning they must be fully crewed and ready to sail within five days of being called on by MSC. While the ships are tied together, the ROS crews even dine with one another in order to conserve resources. But when the ships are activated, their missions are quite different. The Wright is known as a U.S. Marine Corps aviation logistics support ship. It carries as many as 320 Marines and 150 individual repair shops built into containers. 1 Those shops are used to repair every type of aircraft utilized by the Marines. The Cape Johnson, meanwhile, is an underway replenishment (unrep) ship-one that supports the U.S. Navy. Bosun John Toomey notes that the Cape Johnson "handles mainly ammo, but also cargo and stores. We can pull right alongside a ~avy ship at sea and make the transfer," including the shift of Navy crews. He describes the Cape Johnson as "a real tribute to U.S. shipbuilding. The ship is 30 years old. but it has real rugged construction." ® Military Sealift Command's Ready Reserve Force. qME:D Charles Wharten reports to the Wright's engineroom ... @ ... and gives the RRF vessel a fresh coat of paint. ®Bosun John Johnson. Toom@y keeps an eye on the Cape aboard a military-contracted ship leads to crewmembers "being more tuned in to what's happen·~ ing around the world, because we could be going there. Plus, being [docked], we have easy access to the news." Electrician William MacCulloch observes that maintainthe Wright keeps him extremely busy. "It's almost a full-time job just keeping the ship ' 'lamped up,'" he says. "I work on motors and anything else electrical-control circuits, refrigeration equipment, air-conditioning equipment. The work always is very varied." Each vessel participates in biennial exercises at sea with the military. QMED Charles Wharten has taken part in such drills aboard the Wright. He describes them as fast-paced and finely detailed. "Besides our regular work during those drills, we provide whatever support we can to the Marines," he notes. Wright Captain Richard Malloy states that he has wit'· nessed a consistently good working relationship between the Marines and the civilian mariners-which is fortunate, considering the Wright's importance to large-scale Marine flight operations. "Basically, if the Marines go overseas in force, they can't go without us," says Malloy. Along those lines, Electrician John Fichter knows that the Cape Johnson represents a valuable asset to the Navy. "It's vital · that we keep this ship ready to go within the activation period," he says. "When we're needed, we'll ' @ In ROS status, ·vou make sure everything is running right," says Bosun Michael Proveaux aboard the Wright. Similar Work Much of the work perfonned by the ROS crews aboard both @ (/) Electrician William MacCulloch says his ships essentially is the same. work aboard the Wright ·is always varied.~ "We keep these ships up and @ : running. All you have to do is add people and go," explains Toomey, 10 Seafarers LOG DEU Bobby Bess tackles the next assignment on the Cape Johnson. ® Keeping fellow crewmembers well fed is Chief Steward Ron Lupinacci. a seven-year Seafarer who has upgradec;I at the Paul Hall Center. Checking gauges aboard the Cape Johnson 1s Electrician John Fichter. ~!!fii-.111!1!!!111!1~111 © Chief Cook Rachel Cutler concentrates on seving lunch. February 1997 �Bent Reports on Latest Trip A broom was at the yardarm of the SIU-crewed USNS Silas Bent last December 20 as the oceanographic survey ship returned to her operating base of Sasebo, Japan. It was a signal that the crew had completed all its objectives in an important survey in the Sea of Japan despite a timeframe shortened by bad weather and the late arrival of specialized equipment. In a dispatch from the ship's crew, it was noted that the survey, the third one during late 1996, was initially designed to be accomplished in 22 days, but a four-day delay in the arrival of supplies and an additional two days lost to inclement weather made it necessary to compress the operation into 16 days with no decrease in required actions. Originally scheduled to sail from Sasebo on November 29, the vessel was delayed until December 3 awaiting critical survey instrumentation belonging to the oceanographic detachment onboard. Almost immediately upon c1earing its berth late on I LDO·A·RHYmM the evening of December 3, the ship received a weather diversion recommendation from the Navy's Optimum Track Srup Routing (OTSR) Division in Guam wruch called for 16-foot seas and 50-knot winds in the eastern Sea of Japan. The advisory recommended that the Silas Bent seek what shelter was available on the lee side of Ullung Do Island, off the coast of South Korea. The ship did so, but the small island offered limited protection from the heavy seas. The ship rolled 30 to 40 degrees throughout December 5 and 6 and was not able to resume her transit to the first survey point until early December 7. Tills brief encounter with heavy weather provided a graphic "welcome aboard" for some of the new operations members, and several were seen "feeding the fish." This particular survey required the deployment of eight large "EARS" arrays and the recovery and redeployment of four smaller ones as well. To Joe by Robert L. Sc()tt Sr. Recertified Steward Robert L Scott Sr. penned the following poem in memory of SIU Executive Vice President Joseph Sacco, who passed away October 19 . Brother Scott sails from the port of Mobile, Ala. ("EARS" is an acronym for the "Environmental Acoustic Recording System" which uses a series of buoys tethered several hundred meters above the sea floor to periodically record ambient noise. The data is recorded · onto computer disk drives in the buoys which must be recovered later for the data to be read.) The arrays were planted over a wide area of the Sea of Japan. The crew would deploy an array at one location and begin assembly of the next one as the ship ran at full speed to the next location, sometimes as far as 200 miles away. The deck crew quickly learned how low the wind chill factor can be in brisk winds at northern latitudes! Although tills survey was an all-hands effort, as are all surveys of this nature, the deck department aboard the Silas Bent played a key role in the topside operations. Chief Mate Gerry Hood spearheaded the effort with help on the bridge and on deck from Second Mate Eric Rounds and Third Mate Alex Hightower. Doing the "down and dirty work" of array assembly, deployment and recovery were Lead AB Rob Martz, ABs "Crab" Orr, Felix Suralta, King Scott, Mike Ahearn and Johnathan Wagner and OSs Leo Sullivan, Glen Liddle and Steve Roell. In his report on the operation, Senior Naval Oceanographic Office Representative Rob Lorens characterized the work done by the Silas Bent's crew as follows: "The ship's crew v{as very supportive and helpful ... we couldn't have asked for a more cooperative and helpful group." The Silas Bent is operated by Dyn Marine Services of Reston, Va. in support of objectives of the Naval Oceanographic Office at the Stennis Space Center in Mississippi. The ship is a unit of the Navy's Military Sealift Command and has been in the Western Pacific since December 1995. First Log Entry for the Silas Bent Ships traditionally write their first deck log of the new year in verse. Here is the entry from the USNS Silas Bent, written by Second Mate Eric Rounds. Secure ID the pier on her starboard side, mooring lines all set, Akasaki #3 in Sasebo welcomes the Silas Bent. Four lines forward, two lines aft, don't want to be a bore, Two bow and two spring. one stem and a spring, don't need any more. The water comes from a foreign place, like the phone, both from ashore, And down below in the engine space, both main engines snore. The gangway's rigged on starboard side, lighted and quite secure, While the net below waits strong and wide should footsteps fall unsure. Second Mate Rounds has the watch and frequently walks the deck, All's secure, lines are tight or the captain's a nervous wreck. At the gangway OS Roell stands with wary and watchful eye, So intruders, polluters and whiskey shooters can't go sneaking by. The ship's resting easy at berth as Jog begins to clear, From her crew: Bless you all and a Happy New Year. Positive Attitudes Surge Aboard SL Atlantic Morale is good aboard the Sea-Land Atlantic, according to SIU Representative Ambrose Cucinotta, who Jound crewmembers hard at work when the containership docked in Port Everglades, Fla. recently. Seafarers naturally were happy to discuss what the passage of the Maritime Security Act would mean to them and all U.S. merchant mariners. "Crewmembers aboard the Sea-Land Atlantic are excited about the future of the maritime industry. I answered a lot of questions about legislation passed during this session of Congress that will help ensure the American flag continues flying high on the seas of the world. This crew has a very positive, broad outlook on their future," he stated. Cucinotta also answered questions posed to him on everything from benefits coverage to how a Lundeberg School education can improve job security for all members. · Robert L. Scott. who wrote the poem in memory of Joseph Sacco, recently completed the Tanker Assistant DL course at Piney Point. I want you to know, what you said to me, what you were, I shall never forget you. You taught me how to forgive. how to stand tall and that I should always love SIU. AB Oscar Osmund secures the locking pin on the gangway. You were there for all of us. You made us proud to be a union man or woman. I remember the days in New York, New Orleans and Mobile. You always stood tall. Your feet, no matter where you went, would alway stay on the ground for all of us. From the White House to California to anywhere, you were always the same. JOE, I JUST LOOKED AROUND AND YOU WAS GONE. If you see Paul, Martin or Bobby or John or X, let them know we shall carry on. Your family is staying strong-Mike is fine and the family. Ir's time for me to go. My final word to you today is something that I believe in very truly. I shall always be the best that I can be. ln saying this to you, my friend, I only wish I had two lives! would give for my family, my union and this great country, the USA. I would like to say goodnight to you. our big brother. I'll write again soon. ABOVE Recertified Steward Stephanie Torres (left) and Chief Cook Angel ~ Correa pre· pare the galley for lunch. RIGHT JOE, I JUST LOOKED AROUND AND YOU WAS GONE. Painting and restoring hatchway dogs is AB Love is in need of love today. Thompson. Frank February f 997 QMED Reid Langford plugs in cables for refrigeration units. Seafarers LOG 11 �HOW TO PREPARE A TAX RETURN Step 1. Get all records together. • Income Records. These include any Forms W-2, W-2G and 1099, • Itemized deductions and tax credits. • Medical and dental payment records. • Real estate and personal property tax receipts. • Interest payment records for items such as a home mortgage or home equity loan. • Records of payments for child care so an individual could work. Step 2. Get any forms, schedules or publications necessary to assist in filing the return. IRS Publication 17 entitled "Your Federal Income Tax for Use in Preparing 1996 Returns" is the most comprehensive guide the agency has issued this year. Most IRS offices and many local banks, post offices and libraries have publications designed to provide individuals with inform~tion on correctly filing tax returns_ Step 3. Fi11 in the return. Fast Refund: Step 4. Check the return to make sure it is correct. Step 5. Sign and date the return. Form 1040 is not considered a valid return unless signed. A spouse must also sign if it is a joint return. Step 6. Attach all required forms and schedules. Attach the first copy of Copy B of Forms W-2, W-2G and 1099R to the front of the Form 1040. Attach all other schedules and forms behind Form 1040 in order of the attachment sequence number. If tax is owed, attach the payment to the front of Form 1040 along with Form 1040-V (original only) . Write name, address, phone number, social security number and form number on your check or money order. Rounding Off to Whole Dollars: Cents may be rounded off to the nearest whole dollar on the tax return and schedules. To do so 1 raise amounts from 50 to 99 cents to the next dollar. For example, $1.39 becomes $1 and $2.50 becomes $3. In 1995, taxpayers were able to request direct deposit of their tax refunds by completing Form 8888. For 1996, this form is no longer required. Taxpayers must fill out lines 60b, 60c and 60d on their Form I 040. Line 60b is for the bank's routing number. Line 60c indicates the type of account, and line 60d is the taxpayer's account number at the bank. When tax returns are filed electronically, a refund will be received in about 3 weeks, or in 2 weeks if it is deposited directly into a savings or checking account For a charge, many professional tax return preparers offer electronic filing addition to their return preparation services_ If an individual prepared his or her own return, a preparer or transmitter in their area can file the return electronically. For a list of who can file a tax return electronically in any given area, call the IRS toll-free number, 1-800-829-1040, and ask for the Electronic Filing Office. WHAT ARE CONSIDERED DEDUCTIONS AND CREDITS Personal Exemption Amount~ The deduction for each exemption-for the individual, his or her spouse and dependents has increased to $2,550 per person. In 1996, the exemption deduction for high income taxpayers may be reduced or eliminated if their adjusted gross income exceeds certain threshold amounts. Standard Deducation Has Increased: The standard deduction, or dollar amount that reduces the amount that is taxed, has increased for most people (see box below to the right)_ Because of this increase, it mny be to an individual's benefit to take the standard deduction this year even if that person has itemized deductions in the past. Personal Interest De· ductions: For 1996, personal interest cannot be deducted. Personal interest includes interest on car loans, credit cards and personal loans. Interest on Secured Loans Deductible: Interest paid on mortgages or investments is 100 percent deductible_ Union . Dues Deduction: Union dues, including working dues, are deductible only if they exceed 2 percent of adjusted gross income. If they do, only the portion over the 2 percent is deductible. SPAD contributions have never been deductible. Deducting Wark-Related Expenses: Expenses associated with a seaman's work may be considered tax deductible. However1 no expense can be deducted for which a seaman has been reimbursed by the employer. Travel to the union hall to register or travel to the union's designated medical facility to take the required physical and drug tests are examples of expenses which are work-related but not reimbursed by the company. 12 Seafarers LOG Members of the galley crew may deduct the costs of knives and other equipment they personally own but use when on a ship per· forming their work duties. The purchase of work-related cloth· ing and other gear, as long as it is truly for work and not paid for by the employer, are likely to be considered tax-deductible. Deducting Work-Related Car Expenses: Use of a personally-owned automobile in work-related travel can result in deductible expenses. Two methods can be used to compute automobile expenses-either listing a standard mileage rate or determining actual cost. On the tax return due April 15 of this year, the IRS is accepting a standard mileage rate of 31 .5 cents per mile. Parking fees and tolls can be added when using the standard mileage rate. If using actual expenses, information must be available on all operating-related costs for the vehicle, including interest, insurance, taxes, licenses, maintenance, repairs, depreciation, gas, oil, tolls and parking. In either the standard mileage rate or the actual cost method of determining car expenses, accurate records should be kept The IRS recommends keeping a log book or diary listing alJ expenses related to travel. Only work-related expenses not reimbursed by an employer can be claimed. Deducting Work-Related Meals When Traveling: Workers in transportation are allowed a special rate on the meal allowance of $36 per day in the continental u_s_ and $40 per day outside the continential U.S. Otherwise the IRS standard meal allowance is generally $32. In some locations it is $40, and in Hawaii and Alaska it is computed differently. Travel expenses, including meals, can only be deducted if dire.ctly related to one's work and if they have not been reimbursed from any other source. Limit on Itemized Deductions: In 1996, itemized deductions may be limited for individuals earning more than $117 ,950 of federal adjusted gross income (or $59,875 if married and filing separately). WHERE TO GET INFORMATION General Information: 1-800-829-1040 can be called for general information. IRS staff answer questions from 7:30 a.m. to 5:30 p.m. Monday through Friday (local time). Publications: 1-800-829-3676 operators will take orders for publications. ''#17 Your Fe.deral Income Tax" and "#552 Record Keeping for Individuals" are two publications that many people find especially useful. Walk-In Help: IRS representatives are available in many IRS offices around the country to help with tax questions that cannot be answered easily by telephone. To find the location of an IRS office, look in the phone book under "United States Government, Internal Revenue Service." Telephone Help: The IRS is prepared to answer questions by phone. Through the agency's taxpayer information service, publications covering all aspects of tax-filing can be ordered. The federal Tele-Tax system has recorded tax information covering about 150 topics. 1-800-829-4477 is the IRS's automated Tele- Tax system_ When calling from a touch tone phone, the letter "R" or number "7" will repeat the topic and the letter ..C,, or number "2" will cancel the message. To listen to a directory of topics after the introductory message finishes, dial 123. This telephone service is available from 7:00 a.m. until 11 :30 p.m. (local time). Send IRS Written Questions: Written questions regarding the tax returns can be sent directly to an IRS District Director (listed on the tax form). Include a social security number with the letter_ Earned Income Credit; A refundable earned income credit (EiC) is available to certain low income individuals who have earned income and meet certain adjusted gross income thresholds. Effective for tax year 1996, an individual does not have to have a qualifying child to be eligible for this credit if cer· tain conditions are met Different credit percentages and phase-out percentages are provided based on the taxpayer's income level and the number of qualifying children eligible, if any. The maximum credit allowed is as follows: Taxpayers with income less than $9,500 and no qualifying children - $323 maximum credit; taxpayers with income less than $25,078 and with 1 qualifying child - $2,152 maximum credit; taxpayers with income less than $28,495 and with 2 or more qualifying children· $3,556 maximum credit. If the earned income credit reduces the income tax liability below zero, a refund will be granted by the IRS. Taxpayers should use form 1040, schedule EiC to see if they are eligible for the credit Dependent's S~eurity Social Number: Each dependent must have a social security number (SSN) unless the dependent was born on or before November 30, 1996. Individuals may get an SSN for their dependent by filing Form SS-5 with their local Social Security Administration office. It usually takes about two weeks to receive an SSN. Keep records of income (such as receipts), deductions (for example, canceled checks) and credits shown on the tax return, as well as any worksheets used to figure them, until the statute of limitations runs out for that return, usually 3 years from the date the return was due or filed, or 2 years from the date the tax was paid, whichever is later. However, it is recommended that all records be kept for about 6 years. Change of Address: If an individual has changed his or STANDARD DEDUCTION This is the standard deduction chart for most people. If a taxpayer is 65 or older or blind, there are additional standard deductions. (Note that the personal exemption deduction is $2,550.) Filing Standard Status Deduction Single ···-·····------------··$4,000 Married filing joint return or Qualifying widow(er) with dependent children .................. $6,700 Married filing separate return ........ $3,350 Head of household ... $5,900 her address from the one listed on that person's last tax return, IRS Form 8822 should be filled out and filed with the agency. Death of a Taxpayer: If a taxpayer died before filing a required return for 1996, the taxpayer's personal representative (and spouse, in the case of a joint return) must file and sign the return for that person. A personal representative can be an executor, administrator or anyone who is in charge of the taxpayer's property. OVERSEAS AT TAX TIME Should a seaman find himself ·o r herself overseas and seeking IRS forms or assistance, U.S. embassies and consulates are equipped to provide some taxpayer-related services. At a minimum, IRS forms are available at all U.S. embassies and consulates located in Bonn, Germany; Caracas, Venezuela; London, England; Mexico City, Mexico; Nassau, Bahamas; Ottawa, Canada; Paris, France; Riyadh, Saudi Arabia; Rome, Italy; Sao Paulo, Brazil; Sydney, Australia; and Tokyo, Japan. February 1997 �Presented on these two pages of the Seafarers LOG are handy tax tips that have been prepared especially for mariners. Included are updated telephone numbers and new deduction amounts for 1996 as well as a form for filing extensions and where to get additional information. state if such withholding is pursuant to a voluntary agreement between such seaman and his employer." The law, however, does not exempt seamen from paying state and local taxes. A seaman, just like any other citizen of any given state, must meet his or her obligations to the govenment of the area in which he or she lives. Each state has a set of criteria to determine whether an individual is a resident of that state. A seaman should check with a state tax office if he or she is unsure as to his residency status. For example, in California during the early 1970s, a case before the California State Board of Equalization stated that a mer- The law prohibits employers from withholding state and local taxes from the wages of seamen working aboard U.S.-flag ships. Specifially, the law [46 USCA 11108(11)] provides that "no part of the wages due or accruing to a master, officer or any other seaman who is a member of the crew on a vessel engaged in the foreign, coastwise, intercoastal, interstate or non-contiguous trade shall be withheld pursuant to the provisions of the tax laws of any state, territory, possession or commonwealth, or a subdivision of any of them, but nothing in this section shall prohibit any such withholding of the wages of any seaman who is employed in the coastwise trade between ports in the same WHICH INCOME TO REPORT In addition to wages, salaries, tips, unemployment compensation, capital gains, dividend payments and other income listed on the federal tax return, the following kinds of income must be reported. • Jones Act settlements for lost wages. •Amounts received in place of wages from accident and health plans including sick pay and disability pensions) if employer paid for the policy. • Life insurance proceeds from a policy cashed in if the proceeds are more than the pre mi um paid. • Profits from corporations, partnerships, estates and trusts. • Endowments. • Original Issue Discount. • Distributions from self-employed plans. Idaho ............ (208) *(800) Illinois ........... (217) (800) Indiana .......... (317) Iowa ............. (515) (800) Kansas .......... (913) Kentucky ........ _ (502) Louisiana ......... (504) Maine ........... (207) STATE •••.•..• LOCAUTOLL·FREE # Alabama ......... (334) 242-2677 Alaska ........... (907) 465-2320 Arizona .......... (602) 255-3381 Phoenix (520) 628-6421 Tuoson -(800) 352-4090 Arkansas ___ __ ____ (501) (800) California . _______ ""(916) (800) Colorado ......... (3M) Connecticut ....... (860) '(800) Delaware . __ . _. __ . (302) in return for services). • Tier 2 and supplemental annuities under the Railroad Retirement Act • Lump-sum distributions. • Gains from the sale or exchange (including barter) of real estate, securities, coins, gold, silver, gems or other property (capital gains). 682-1100 882-9275 *(800) 773-7895 852-5711 Mary1ano ......... (410) 974-3981 '(800) 638-2937 Massachusetts ..... (617) 887-6367 '(800) 392-6089 Michigan __ . ___. __ (800) 487·7000 (800) 827-4000 Minnesota ........ (612) 296-3781 (800) 652-9094 Mississippi' ....... (601) 923-7000 Missouri. ......... (573) 751-7191 Montana . .... .... (406) 444·2837 Nebraska ......... (402) 471-5729 (800) 742-7474 Nevada .......... (702) 687-4892 New Hampshire •••• (603) 271-2186 New Jersey ....... (609) 588-2200 232-2446 566-8520 382-9463 577·3300 District of Columbia _(202) 727·6103 (202) 727-6104 • Prizes and awards (contests, raffles, lottery and gambling winnings). •Earned income from sources outside the United States. Florida . ...... , .• , (904) 488-6800 •(800) 352-3671 Georgia _. __. _. __ . (404) 656·4071 ·c000} 338-2389 • l:>irector 1s fees. Hawaii .. .... . . . .. (808) 587-6515 •Fees received as an executor or administrator of an estate. • Embezzled or other illegal income. Jan·Apr 20 (800) 587-4242 After Apr 20 WHICH INCOME NEED NOT IRS Form 4868 can be used to ask for a four-month extension to file needed. Filing of the form gives an individual until August 15, 1997 to file his or her 1996 federal tax return. The IRS will contact the individual directly only if the request for an extension is denied. To extend the period of time in which one can file his or her tax return, that individual must correctly fill out Form 4868 and pay all of the tax monies due (as noted on line 6c of the form). If the filing of Form 4868 and the subsequent four-month extension to file does not provide the individual with enough time, he or she can then file Form 2688, known as "Application for Additional Extension of Time to File U.S . Individual Income Tax Return." Another option open • Benefits from government welfare programs. • Jones Act settlements for injuries, pain, suffering, medical costs. •Maintenance and Cure. • Workers' compensation benefits, insurance damages, etc. ·for injury or sickness. • Disability rytirement payments (and other benefits) paid by the Veterans' IRS Form 1040A or Form 1040. An individual requesting an extension is under no obligation to explain why the additional time is The following kinds of income do not need to be reported on the federal tax return: Form 4868 Department of the Treasury Internal Revenue Service received because of a person's death. • Amounts received from insurance because of loss of the use of a home due to fire or other casualty to the extent the amounts were more than the cost of normal expenses while living in the home. •Certain amounts received as a scholarship. oo residents to pay state income taxes. OMB No. 1545-0188 Application for Automatic Extension of Time To File U.S. Individual Income Tax Return ~®96 Your name(s) (see instructions) Add lines 6e, d, City. town or post offic11. srat11. and ZIP code 3 Your isoGiol iscGurity number 4 Spouse· s social security no. and 9 • ....$________ b Amount you are a in .....$ 5 I reque$t an automatic 4-month extension of time to August 15. 1997. to file my individual tax return for the calendar year 6 Individual Income Tax· S8@ instructions. . 19 1996 or to . for the fiscal tax year ending . 19 Gifts or GST Tax Raturn(s)- See instructions. a Total tax liabilityfor 1996 , , , , •• Check here ONLY if filing a gift or GST Yourself tax return Spouse b Total payments for 1996 • , •• , , , $ d Amount of gift or GST tax you are paying $ e Your spouse·s gift/GST tax payment c Balance due. Subtract 6b from 6a •• :a $ Under ponaltioa of perjury, I d0<:lare that I have examined thi:> form, including accompanying scheduleli and litatements. and to the be:>t of my knowledge and belief. It i:> true. corr9Ct. completo; and, if preparod by comeone other than the taxpayer, that I am authorized to prepare this form. ~ ~ Yo1.1r ;ignahlro Preparer':; :signature (other than taxpayer) 6A6500 1.0CX> February 1997 "(800) 323-4400 New Mexico ....... (505) 827-0945 New York ......... (518) 485-6800 *(800) 225-5829 North Carolina ...•. (919) 733-4682 North Dakota ...... (701) 328-3450 (800) 638-2901 Ohio ............ (614) 846-6712 *(BOO) 282-1780 Oklahoma .... ... . (405) 521-3146 *(800) 522-8165 Oregon .•••.••.•• (503) 378-4988 "(800) 356-4222 Pennsylvania ...... (717) 783-1405 Rhode Island ...... (401) 277-2905 South Carolina ..... (800) 763-1295 south Dakota ...... (605) 773-5141 Tennessee ........ (615) 741-2594 "(800) 342·1003 Texas . ........•.. (800) 252-5555 Utah ............ (801) 297-2200 (800) 662-4335 Vermont .......... (802) 828-2865 Virginia .. ____ . ___ (804) 367-8031 Washington ....... (360) 786-61 West Virginia ...... (304) 558-3333 "(800) 982-8297 Wisconsin ..•..... (608) 266-2486 Wyoming ......... (307) 777-7962 *within state only **outside of U.S. Note: States listed in italics do not require to the person seeking more time in which to file is to write a letter to the IRS stating the reason the extension is necessary. An individual seeking an extension is advised by the IRS to file Form 4868 before filing Form 2688. Below is Form 4868 which may be used by Seafarers to file for an extension. This form will be recognized by the IRS. Additional copies of Form 4868 are available by calling the agency's toll-free number which is dedicated to tax form requests. That number is 1-800-829-3676. Also, Form 4868 is available from all main IRS branch offices. And if a Seafarer finds himself or herself overseas, he or she can obtain the form from any U.S. embassy or consulate. It is important to bear in mind that the filing of Form 4868 requesting an extension does not get one off the hook from having to pay any taxes due. Form 4868, when sent in, must be accompanied by all tax monies due the U.S. government from the individual filing the extension. The deadline for filing the form and any taxes due is April 15. Administration. • Child support. • Gifts, money or other property inherited or willed. • Dividends on veterans' life msurancc. • Life insurance proceeds Additionally, each state has established conditions under which non-residents of that state must pay a portion of state tax if such an individual earned income from a source based in that state. Many states allow a credit in the amount an individual must pay the state if that person has already paid taxes in another state. If any questions arise regarding residency and state tax issues, seamen should telephone the office in the state in which they reside (see chart below). 334-3660 972-7660 782-3336 732-8866 232-2240 281-3114 367-3388 296-0222 564-4581 925-4611 626-8475 854·6500 •(800) 292-7826 • Accumulation distributions from trusts. BE REPORTED bank. WHERE TO GET ADDITIONAL STATE TAX INFORMATION • Bartering income (fair-market value of goods or services received L&i2~~ chant seaman-despite the fact that he was on a ship for 210 days of the year-was a resident of the state for tax purposes. The board took into consideration the fact that the seaman owned a home in California and maintained a bank account in a California-based WHY SEAFARERS MUST PAY STATE INCOME TAX Date ~ Spou:;e':; signature. if filing jointly Date Date JSA Seafarers LOG 13 �Don't Let Father Time Steal Your Chance For a Scholarship HE DEADLllNE FOR receipt of Seafarers Welfare - Plan Scholarship applications is April 15, 1997. That is only two months away, so don't p~t it off any longer. There are many items an applicant will need in order to complete the full application, and they may take a little time to collect-an autobi· ographical statement, photograph, certified copy of birth certificate, high school transcripts, letters of reference and ACT or SAT results. The costs of higher education are continuing to increase each year. The seven scholarships offered by the Seafarers Welfare Plan will help three SIU members and four dependents of Seafarers attend vocational school, community college or a four-year college or university. April 15 is rapidly approaching. If you haven't received a copy of the 1997 SIU scholarship program booklet (which contains eligibility infor· mation, procedures for applying and a copy of the application form), use the coupon at right and send for it now. r: ---------------,I I I I 1 COMPLETE THIS FORM TO RECEIVE A COPY OF THE 1997 SIU SCHOLARSHIP PROGRAM BOOKLET (AND APPLICATION) AND MAIL TO: Seafarers Welfare Plan Seafarers LOii ·1 I Name Social Security Number _ _ _ __ Book Number I Street Address I I Telephone Number This application is L State City Zip Code --------------for: 14 I 5201 Auth War camp Springs, MD 20746 [ ] Self [ ] Dependent I I I 2197.J February 1997 �Dispatchers' Report for Deep Sea DECEMBER 16, 1996 - JANUARY 15, 1997 *TOTAL REGISTERED All Groups Class A Class B Class C Port New York Philadelphia Baltimore Norfolk Mobile 31 6 10 IO 7 27 40 14 19 New Orleans .Jacksonville .. San Francisco Wi hn~l'lgt9n Seattle Puerto Rico 27 16 Honolulu 16 16 10 6 9 15 0 20 4 10 27 247 0 13 3 4 26 8 3 0 0 3 0 191 ] 41 Port New York Philadelphia Baltimore Norfolk Mobile 16 . 12 3 3 2 0 New Orleans 4 7 9 7 16 4 5 5 4 14 0 0 l 2 'Irip Reliefs DECK DEPARTMENT 16 0 13 1 4 0 2 1 6 7 4 7 3 7 0 4 8 19 26 18 15 7 ·20 :·:~~~~~fs:.: .: :· : .· : ,. :.:·: '.·: :. . : 2 I 5 TOTAL SIDPPED All Groups Class A Class B Class C 13 22 9 7 17 0 4 0 164 15 14 IO 5 8 l 1 6 20 0 0 3 4 14 2 13 17 3 1 0 0 I 145 27 I 6 13 9 20 0 **REGISTERED ON BEACH All Groups Class A Class B Class C Piney Point... ............ Monday: March 3, April 7 59 5 9 23 14 47 51 32 4 33 9 10 4 0 14 17 5 0 3 9 2 7 26 29 27 20 36 50 24 25 4 4 15 25 6 '46""'"' 31.. .·... · · : .••. J . . O· . . · ...... o. . ····: o. · 3 2 1 1 2 120 415 274 ENGINE DEPARTMENT t2 g:.: ...::....... 0 . ' (} '' 2 1 3 0 I 1 2 2 0 5 5 7 IO March &April 1997 Membership Meetings Deep Sea, Lakes, Inland Waters 0 48 New York .................Tuesday: March 4, April 8 Philadelphia ............. Wednesday: March 5, April 9 Baltimore .................Thursday: March 6, April 10 Norfolk.....................Thursday: March 6, April 10 Jacksonville ..............Thursday: March 6, April 10 Algonac .................... Friday: March 7, April 11 Houston .................... Monday: March 10, April 14 New Orleans ............Tuesday: March 11, April 15 Mobile ...................... Wednesday: March 12, April 16 San Francisco .. ., ........Thursday: March 13, April 17 - Wilmington .............. fyto~day: March 17, April 21 Tacoma ................... ~.F~~ay;March 21, April 25 7 I 1 0 3 4 34 5 9 22............ , ,.............,,.. ,,....... . 5 5 .. 4 19 15 12 15 9 3 ...• Sall,}uan ;;: ...:.. ;.........Thursday: March 6, April IO St. Ll:>uis ...................Friday: March 14, April 18 J-Ionolulu .................. Friday: March 14, April 18 Duluth ...................... Wednesday: March 12, April 16 : :Jacksonville : J~ys~y .<;ity ............... Wednesday: March 19, April 23 '. . W.i lriii.ilgton Seattle Puerto Rico Honolulu J'ip~y Algonac Totals 118 0 0 121 19 1 81 0 0 43 0 10 9~ STEWARD DEPARTMENT Port .......... :.::. (} " . N~~Y.Qr.k . . Phi Iadelphi~:.:::·::.:::·:.: .... . . :. 3. . Baltimore 3 Norfolk 11 Mobile 8 :6 1 1 0 l ". 0 5 l 0 ... ;·;:,7 ... ;.... . 2.. o .0 .w·· ;· . o. "l 1 0 0 1 1 6 43 5 0 1 0 19 3 0 9 4 ·Houston 10 :r o 3 8 8 5. St. Louis 0 0 0 7 2 0 60 l 0 12 2 0 1 0 0 0 0 45 0 0 12 78 . Piney Point Algonac Totals 0 178 Port New York Philadelphia Baltimore Norfolk Mobile New Orleans Jacksonville San Francis~~ Wilmington Seattle Puerto Rico Honolulu Houston St. Louis "Piney PDint Algonac Totals Totals All Departments 9 33 0 2 3 4 10 7 6 6 7 0 0 0 5 0 1 4 I 8 7 8 13 I 6 21 4 15 o. 20 I· 19 4 0 42 8 I 15 0 6 0 93 I 4 2 8 3 3 6 6 9 7 13 l 8 3 9 0 4 0 22 0 12 0 311 14 1 .... 1 1 4 10 5 4 . 0 0 0 5 1 0 0 15 99 54 2 · 8 12 15 22 0 0 97 403 124 241 1,026 882 0 36 374 159 0 4 0 0 584 0 0 0 4 11 4 1 120 0 Q 599 0 0 0 0 0 11 1 0 1 0 75 27 6 212 0 55 1 26 36 25 20 24 11 52 24 3 22 1 331 4 0 0 56 7 ENTRY DEPARTMENT 8 18 1 0 0 0 2 1 2 7 2 51 3 0 2 0 87 2 16 1 18 8 0 0 2 58 28 28 10 11 2 2 3 0 9 2 4 1 0 0 4 7 0 Seattle Puerto Rico 5 0 8 4 6 4 11 9 5 4 J. 0 . . 3 .. '' . ·1 .. 28 18 14 10 9 .".1'4" 10 Wilming~on 2 5 6 0 31 7 9 19 27 5 .... 24 . 0 178 19 14 15 New Orleans 1acksonville San Francisco Honolulu 1 203 16 0 0 0 0 8 11 9 0 0 5 0 11 0 +uTotal Registered" means the number of Seafarers who actually registered for shipping at the port. ""Registered on Beach" means the total number of Seafarers registered at the port. 17 3 3 20 2 11 18 6 6 4 13 46 7 1 3 161 255 Personals DONALD CLIFFORD Please contact Sally Keeling regarding a reunion for the Class of '52. She may be reached at 1404 East 35th Street, Davenport, IA 52807; telephone (319) 386-4163. HARRY GALDEIRA (from Hawaii) Please contact Kathryn (Katja) Stewart. You may write her c!o 1201 Larchwood Road, Charleston, WV 25314. JUAN ORTIZ Please call Joe Espaiza at 1(800) 580-1477. STEPHEN TREECE Josie Alvarado would like you_.to phone him at (281) 859-2621 as soon as possible. CARL WOODWARD Phyllis Thomas would like to renew contact with you. Please write her at P. 0. Box 692, East Jordan, MI 49727. Notice HAMPTON ROADS VETERANS HOLD REGULAR MEETINGS The Hampton Roads Virginia Chapter of the American Merchant Marine Veterans, Wives, Orphans and Survivors hold their official one-hour business meetings on the fourth Thursday of January, April, July and October in the Veterans' Room of the War Memorial Museum of Virginia, 9285 Warwick Boulevard at Huntington Park in Newport News, Va; telephone (757) 247-8523. The next meeting will be held at 7 p.m. on April 24. Yearly dues are $35 and are used to operate the chapter and other related functions. For more information, contact AMMV-HRC, P.O. Box 5721, Newport News, VA 23605-0721; telephone (757) 247-1656. 11<•1 February J997 Seafarers LOG 15 �Dispatchers' Report for Great Lakes Seafarers International Union ~ Directory Michael Sacco President John Fay Secretary-Treasurer Augustin Tellez Vice President Contracts George McCartney Vice President West Coast CL - DECEMBER 16, 1996 - JANUARY 15, 1997 Company/Lakes L-Lakes NP-Non Priority *TOTAL REGISTERED All Groups Class CL Class L Class NP Roy A. "Buck" Mercer Vice President Government Services Jack Caffey Vice President Atlantic Coast Byron KeJJey Vice President Lakes and Inland Waters Port Algonac Port Algonac Port Algonac Port Algonac 0 29 0 8 0 8 3 0 25 17 0 70 30 TOTAL SHIPPED All Groups Class CL Class L Class NP **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT 0 12 5 ENGINE DEPARTMENT 0 1 4 STEWARD DEPARTMENT 0 2 1 ENTRY DEPARTMENT 13 0 8 9 0 17 4 0 4 0 0 4 2 0 12 9 0 37 15 Totals All Departments 31 0 15 *"Total Registered" means the number of Seafarers who actually registered for shipping at the port. **"Registered on Beach" means the total number of Seafarers registered at the port. BALTIMORE . Dispatchers' Report for Inland Waters 1216 E. Baltimore St. . ..'. Baltimore. MD 21202 DECEMBER 16, 1996 - JANUARY 15, 1997 {410) 327..4900 DULUTH 705 Medical Arts Building *TOTAL REGISTERED All Groups Class A Class B Class C Duluth, MN 55802 (218) 722-4 I 10 HONOLULU : ... 606 Kalihi St. .......,................. . . .,,'°'...,.. .. ... . . . Ho11olul,u. Hl . 96B l 9 · Region ~~tJ~vtif .:. CQ~.S,! :~·:"''.'";;;,,: .. :........: : : : :.:.: .:.:.: : .: · ::::·(~08) "845:::;5222 TOTAL SIDPPED All Groups Class A Class B Class C 4 Gulf Coast 11 :fues, hi1filld Waters 24 West Coast Totals Region 32 0 6 9 20 1 0 2 0 9 11 3 DECK DEPARTMENT 0 0 I 0 6 **REGISTERED ON BEACH All Groups Class A Class B Class C .·::6 ·: 2 0 0 4 0 0 0 20 3 28 1 8 ENGINE DEPARTMENT 7 1 7 52 ·:;A.;tlantic Coast Gulf Coast Lakes. Inland Waters West Coast Totals Region At1amic Coast . ..,..:: .... "'.NEW YORK 635 Fourth Ave. 6 0 3 11 0 0 2 20 17 0 0 9 11 Totals All Departments 60 6 42 7' 3 0 0 0 0 I er1 . ,. 7 3 3 21 22 0 STEWARD DEPARTMENT 2 0 0 0 0 0 0 1 0 0 ff -1. 20 0 3 20 11 3 0 I 6 Gulf Coast ~es~ "Iriliind Waters West Coast Totals 0 0 70 1 14 84 ,,,,c..m.... 0 0 1 2 2 f6 18 "'b ~.- 4 10 67 Brooklyn, NY 11232 (718) 499-6600 "" +"Total Registered" means the number of Seafarers who actually registered for shipping at the port. **"Registered on Beach" means the total number of Seafarers registered at the port. NORFOLK · 115 Third SL ··· ' '' Norfolk, YA 23510 (804) 622-1892 PIC-FROM-THE-PAST .. PHILADELPHIA 2604 S. 4 St. It was the summer of 1959 aboard the passenger ship Atlantic (American Banner Lines), running between New York and Northern Europe .... It was a time when the Atlantic was the SIU's only cruise ship and when the Phil:idelphiu, PA 19148 {215) ~~6-:'1818 PlNEYPOlNT P.O. Box 75 . ' Piney Point, MD 20674 (301) 994-()()10 PORT EVERGLADES 1221 S. Andrews Ave. Ft. LauderiJale, FL 333 t 6 ' ' •. '(954).,522-7984 '' SAN FRANCISCO . :\50 Fremont St. ·:· ..................... Sim· Francisco CA 9410~ . "'" (4lj) ~i.585~ Oovernmelif S:er'.\i'ices Division ' '' (~1~~:: ~§.l;..J4.9Q.. " ·.· .. ·.. .'. .. ·:.. SANTURCE .. precursor to the Lundeberg School started in a barracks behind the Brooklyn hall .. .. William (Bill) F. Palmer (far ..............:· · ....... . ... . ·.··...::::. f057 "Fernandez Juncos Ave., Stop tQ~ . santurce,·PR ·00901 ' ' "' "":·":·::. ' (187) 12 f'.40JJ ' "" .' ·: " right), who sent this photo to the LOG, was only i 6 at the time, sailing as a porter aboard his first vessel. Now 54, Brother Palmer has been married 35 years, is the father of three daughters and the grandfather of seven, has his master's license-and continues to sail with the SIU from the port of Port Arthur, Texas, presently as a chief mate on the Doris Mcran. If any SIU members recog· ~ nize themselves or a friend in the group shot, Palmer certainly would love to hear from them and find out what the old gang is up to. His address is 14200 Horseshoe Bend, Conroe, TX 77384-3507. J& seafarers LOB . ' ' ' ~ If anyone has a vintage union-related photograph he or she would like to share with the LOG readership, it should be sent to the Seafarers LOG, 5201 Auth Way, Camp Springs, MD 20746. Photographs will be returned, if so requested. February J997 �Welcome Ashore Each month, the Seafarers LOG pays tribute to the SIU members who have devoted their working lives to sailing aboard U.S. -flag vessels on the deep seas, inland waterways or Great Lakes. Listed below are brief biographical sketches of those members who recently retired from the union. The brothers and sisters of the SIU thank those members for a.job well done and wish them happiness and good health in the days ahead. T wo recertified stewards and one recertified bosun are among the 24 Seafarers announcing their retirements this month. Representing more than 100 years of active union membership, Recertified Stewards Herbert L. Scypes and Bobbie W. Steams and Recertified Bosun Jones M. Ard are graduates of the highest level of training available to members in the deck and steward departments at the Lundeberg School in Piney Point, Md. Including the three recertified graduates, 17 of those signing off sailed in the deep sea division; six navigated the inland waterways; and one worked aboard Great Lakes vessels. The most common area of retirement for this months's retiring Seafarers is the East Coast, where seven make their homes. Six are retiring to the Gulf states; fivo oach have chosen the West Coast and Midwest. and one resides in Puerto Rico. Thirteen of the pensioners served in the U.S. military- five in the Army, four in the Navy, two in the Air Force and one each in the Coast Guard and National Guard. On this page, the Seafarers LOG presents brief biographical accounts of the retiring seafarers. DEEP SEA JONESM. ARD, 56, originally sailed with the Seafarers in 1962 from the port of New Orleans. His first ship was the Del Mundo, operated by Delta Steamship Co. Brother Ard sailed in the deck department and upgrad&t at the Lundeberg School in Piney Point, Md., where he completed the bosun recertification course in 1981. From 1958 to 1961. he served in the U.S. Navy. Born in Michigan, he makes his home in Nancy. Ky. GEORGER. EVANS, 59, graduated from the Lundeberg School in 1961 and joined the SIU . in the port of New York. His fuse ship was the Transyork, operated by Tramwestern. A native of New Jersey, he sailed in the engine department and upgraded at the Lundcberg School. From 1956 to 1963, he served in the National Guatd. Brother Evans calls Cliffwood Beach, N.J. home. ENRIQUE GONZALEZ, 65, began sailing with the Seafarers in 1973 from the port of New ~ York. Born in "---'..:__--===-= Spain, Brother Gonzalez sailed in the engine department and upgraded his skills at the Lundeberg School. February 1997 DONALDD. HOWARD, 65, started his career with the SIU in 1967 in the port of Seattle aboard the Steel Flyer, operated by Isthmian Lines, Inc. The Washington native worked as a member of the deck department, last sailing aboard the Sea-Land Express. From 1952 to 1956, he served in the U.S. Navy. Brother Howard has retired to Chehalis, Wash. GEORGE H. PADON, 69, graduated from the Andrew Furuseth Training School in 1961 and joined the Seafarers in the port of New York. Sailing in the deck department, his first ship was the Seatrain Georgia. Born in Mississippi, Brother Padon sailed in the deck department. t'rom 1945 to 1946, he served in the U.S. Coast Guard. Prior to retiring to Portland. Ore., Brother Padon sailed aboard the Newark Bay. operated by Sea-Land Service, Inc. DONALD A ROTHMAN, 70, started his · career with the Seafarers in 1977 in the port of Wilmington, Calif. His first vessel was the Aquila. A native of California, he sailed in both the deck and steward departments. Brother Rothman last worked aboard the Sea-Land Explorer and has retired to Kingman, Ariz. From 1944 to 1946, he served in the U.S. Navy. BERNARD SACHS, 65, began sailing with the SIU in 1951 from the port of Baltimore. Brother Sachs upgraded at the Lundeberg School, last sailing as a chief electrician. The Maryland native also sailed in the inland division in 1972. From 1948 to 1950, he served in the U.S. Army. Brother Sachs has retired to Baltimore. VINCENT SANCHEZ JR,, 61, first sailed with the Seafarers aboard the Fairland, operated by Waterman Steamship Corp. in 1956 from the port of New Orleans. A member of the steward department, the Louisiana native served in the U.S. Navy from 1952 to 1956. Brother Sanchez makes his home in Chalmette, La. WALTER E. SARGENT, 59, began sailing with the SIU in 1959 from the port of Philadelphia aboard the SS Oremar. The Pennsylvania native sailed in the engine department and upgraded at the Lundeberg School. He last sailed in 1995 aboard che SP5 Eric G. Gibson, operated by Maersk Lines Ltd. From 1955 to 1956, he served in the U.S. Navy. Brother Sargent has retired to Philadelphia. LEON SCOTT, 62, joined the Marine Cooks and Stewards (MC&S) in 1964, before that union merged with the SIU's Atlantic, Gulf, Lakes and Inland Waters District (AGLIWD). Brother Scott last sailed aboard the President Roosevelt, operated by American President Lines. He makes his home in Oakland, Calif. HERBERT L. SCYPES, 65, started his career with the Seafarers in 1956 in the port of Mobile, Ala. His first ship was the Raphael Semmes, operated by Waterman Steamship Corp. Brother Scypes sailed in the steward department and upgraded at the Lundeberg School, where he completed the steward recertification course in 1979. The Louisiana native served in the U.S . Anny from 1949 to 1952. Brother Scypes calls Mobile, Ala. home. STEVE A. SOOFI, 65, began sailing with the SIU in 1976 in the port of Seattle. His first ship was the ==-___:=-----:= Newark Bay, operated by Sea-Land Service, Inc. Brother Soofi sailed in the steward department and upgraded at the Lundeberg School. He last sailed aboard the President Jefferson. Born in Yemen, Brother Soofi became a U.S. citizen and resides in Detroit. BOBBIE W. STEARNS JR .• 6.5, began sailing with the SIU in 1966 from the port of Wilmington, Calif aboard the Loma Victory. B.rother Stearns sailed in the steward department and upgraded at the Lundeberg School where he graduated from the steward recertification program in January 1980. He last sailed in 1991 aboard the USNS Audacious, operated by U.S. Marine Management, Inc. A native of California, he served in the U.S. Army from 1947 to 1951. Brother Stearns has retired to South San Francisco. DOLLY TALAGA, 65, joined the ~L-rl~u~i MC&S in 1968 in the port of San Francisco, before that '---=-'-------'-'---'~union merged with the SIU's AGLIWD. Her first ship was the Monterey, operated by Oceanic Steamship Co. Sister Talaga last sailed aboard the Matsonia, operated by Matson Navigation Co. Born in Canada, Sister Talaga makes her home in San Francisco. BERNARD TAPIA, 65, began his career with the Seafarers in 1956 in the port of Seattle. He first sailed aboard the Choctaw, operated by Waterman Steamship Corp. Starting out in the steward department, he later transferred to the engine department and upgraded at the Lundeberg School. Born in Arizona, Brother Tapia has retired to Norcross, Ga. FREDERICK \ C. THIELE, 65, first sailed with the SIU in 1960 from the port of New Orleans aboard the ........__ _; Alcoa Runner. The Louisiana native sailed in the steward department ~nd upgraded at the Lundeberg School. Brother Thiele's last ship was the Sam Houston, a Waterman Steamship Corp. vessel. From t 950 to 1953, he served in the U.S. Air Force. Brother Thiele makes his home in New Orleans. WILLIAMT. TUCKER, 65, began sailing with the Seafarers in 1951 from the port of New York. Brother Tucker sailed as a member of the deck department and upgraded at the Andrew Furuseth Training School. A native of Mississippi, he last sailed in 1994 aboard the Inspiration, operated by Sea-Land Service, Inc. Brother Tucker has retired to Padre Island, Texas. upgraded his skills at the Lundeberg School and attended an educational conference there in 1978. The North Carolina native last worked as a captain aboard che Schuylkill, operated by Maritrans. Boatman Daniels calls Atlantic, N.C. home. NORMANR. ERLIN, 63, joined the Seafarers in 1967 in the port of Norfolk, Va. Born in the British West Indies, he sailed in the engine department and upgraded at the Paul Hall Center for Maritime Training and Education. Boatman Erlin makes his home in Land 0 Lakes, Fla. BENJAMIN GONZALEZ, 66, began sailing with the SIU in 1987 from his native Puerto Rico.He sailed as a member of the deck department. From 1951 to 1954, he served in the U.S. Army. Prior to retiring to Bayamon, P.R., Boatman Gonzalez sailed primarily on vessels operated by Crowley Towing & Transportation. JAMESD. GRIGGS, 59, started his career with the Seafarers in 1963 in the port of Port Arthur, Texas. He sailed as a member of the deck department. The Texas native served in the U.S. Air Force from 1955 to 1958. Boatman Griggs calls Beaumont, Texas home. ALGEEN SARANTHUS, 62, joined the SIU in 1952 in the port of Mobile, Ala. Starting out in '--__.;;..."-- - ----_,· the deep sea division, he later transferred to inland vessels. A native of Alabama, he worked in both the deck and steward departments, last sailing as a cook. Boatman Saranthus has retired to Semmes, Ala. INLAND DANIELL. BRISTER, 65, began sailing with the Seafarers in 1956 from the port of New Orleans. A ..____ _ _ ____, native of Mississippi, the deck department member last worked as a captain. Boatman Brister has retired to Jayess, Miss. HAROLD R. DANIELS, 64, started his career with the SIU in 1956 in the port of Philadelphia. Sailing in the deck department, he GREAT LAKES JOHNV. CAIRNS, 62, began sailing with the Seafarers in 1961 from the port of Detroit. A member of the deck department, the Michigan native started out on inland vessels and later transferred to the Great Lakes division. Brother Cairns makes his home in Sault Ste. Marie, Mich. Seafarers LOS 17 �l'inal Departures DEEP SEA PAULAUBAIN Pensioner Paul Aubain 68, died January 10. Born in the Virgin Islands, he began sailing with the Seafarers in 1947 from the port of New Orleans as a member of the engine department. He began receiving his pension in September 1985. RONALD B. BARNES Pensioner Ronald B. Barnes, 73, passed away December 15, 1996. Brother Barnes started his career with the SIU in 1949 '----=------===--' in the port of New York. Born in Maine, he sailed in the steward department and upgraded at the Lundeberg School in Piney Point, Md., where he comple~­ ed the steward recertification program 1981. Brother Barnes retired in February 1986. DESAL W. BARRY Pensioner Desai W. Barry 67, oiecl January 5. A native of Texas. he first sailed with the Seafarers in 1947 from the port of New York. From 19:U to 1954, he ~erved in the U.S. Army. Brother Barry rejoined the union in 1969 in the port of Wilmington, Calif. and sailed in the deck department. He began receiving his pension in April 1995. FRANK D. BARTOLON Pensioner Frank D. Bartolon, 64, passed away January 14. He began his career with the Marine Cooks and Stewards --.. " (MC&S) in ' ~ 1968, before that union merged with the SIU 's Atlililtic. Gulf. Lakes and Inland Waters District (AGLIWD). Born in Ohio, he served in the U.S . Navy from 19.:;o to 1954. Brother Bartolon retirect in May 1995. WILLIAM J. BEARD Pensioner William J. Beard, 87, died November 4, 1996. Born in London, he joined the MC&S in 1959 in the port of San Francisco, before that union merged with the SIU's AGLIWD. Brothe~ Beard began receiving his pension in July 1972. JERRY L. BROADDUS Pensioner Jerry L. Broaddus. 72, passed away December 29, 1996. Brother Broaddus started his career with ~. the Seafarers in 1943 in the port of Norfolk, Va. A native of Missouri, he sailed in the engine department. Brother Broaddus retired in January 1986. GEORGE CAMPBELL Pensioner George Campbell, 94, died December 7, 1996. A native of North Carolina, he joined the MC&S before that union merged with the SIU's AGLIWD. Brother Campbell 'fB Seafarers LOG last sailed as a chief cook. A resident of Brooklyn , N.Y, he began receiving his pension in June 1975 . Brother Campbell was a veteran of World War II. VINCENT CIPRIANO Pensioner Vincent Cipriano, 87, passed away November 5, 1996. He started his career with the Seafarers in =""'---"=--""---..., 1940 in the port of Baltimore. Brother Cipriano sailed in the engine department and upgraded at the Lundeberg School. Born in the Philippines, he retired in October 1972. WALTER M. COUSINS Pensioner .~: Walter M. · Cousins, 79, died December 11. 1996. Born in South Carolina, he began sailing with the SIU in 1,.;::;__......_ . . ._ _,;;;;;;..i 1941 in the port of New York. The deck department member upgraded at the Lundeberg School. where he graduated from the bosun recertification program in 1975. Brother Cousins began receiv· ing his pension in November 1982. r------:==---, REMBERTO DUO Pensioner Remberto Duo, 88, passed away ,.,;.-~--.-,.,,.i December 3, ,, 1996. He first shipped with the SIU in 1952 from the port of Tampa, Fla. As a member of the steward department, Brother Duo last sailed aboard the Buckeye Victory. He began receiving his pension in November 1970. ROBERT W. ELLIOTT Pensioner Robert W. Elliott, 86, died December 8, 1996. Brother ' Elliott began sailing with the Seafare£"s in : 1946 from the .___ _ _ _ _.,,__,·: port of Mobile, Ala. He last shipped as a chief steward. Born in Alabama, Brother Elliott made his home in Pensacola, Fla., where he retired in June 1974. EDDIE EVIL Pensioner Eddie Evil, 94, passed away December 3, 1996. A native of Jackson, Miss., he joined the MC&S in 1946 before that union merged with the SIU's AGLIWD. Brother Evil, who lived in Seattle, began receiving his pension in August 1969. ANTONIO A. DACOSTA JOHN O. FRAZIER Pem:ioner Antonio A. Dacosta, 85. passed away December 10, 1996. Brother Dacosta started his career with the Seafarers in 1946 in the port of New York. Starting out in the engine department, his first ship was the Joseph H2w2s. He later rransferred to the deck department. Brother Dacosta lived in Brooklyn, N.Y. ana retired in Augmt 1976_ Pensioner John 0. Frazier, 69, died January 5. Born in Louisiana, he started his career with the Seafarers in , ~ 1966 in the port " · ' of Houston, sailing aboard the Sacramento . As a member of the deck department, he upgradeo at the Lundeberg School and completed the bosun recertification course there in 1976. A veteran of World War II, he served in the U.S. Navy from 1943 to 1950. Brother Frazier retired in April 1991. ANDREW DANILUK Andrew Daniluk, 68, died March 6, 1994. A native of New York, he began sailing with the SIU in 1951 in the port of Wilmington, Calif. Brother Daniluk sailed several years with the union in the deck department before upgrading to second mate. From 1943 to 1950, he served in the U.S. Navy. Brother Daniluk resided in Port Orange, Fla. ELMO J. DAVIS Pensioner Elmo J. Davis, 81, passed away November 8, 1996. Brother Davis joined the MC&S before that union merged with the SIU's AGLIWD. Born in South Carolina, Brother Davis retired in August 1976 and resided in Wilmington, Calif. GERALD R. DRANEY Gerald R. Draney, 64, died January 5. Born in Missouri, he started his career with the Seafarers in 1962 in the port of San Francisco. Brother Draney sailed as a member of the deck department. From 1950 to 1956, he served in the U.S . Coast Guard. ROBERT F. FRAZIER Robert F. Frazier, 60, passed away August 24, 1996. He first sailed with the SIU in 1969 in the port of Boston, aboard =--...=...c.----_, the Alcoa Master. Born in New Hampshire, he shipped in the steward department and upgraded at the Lundeberg School, where he completed the steward recertification course in 1981 . Brother Frazier last sailed aboard the LNG Virgo. His ashes were scattered at sea near Bontang, Indonesia. GUILLERMO GARCIA Pensioner Guillermo Garcia, 74, died January 4. Brother Garcia began shipping with the Seafarers in 1946 in the port of Philadelphia. Born in Puerto Rico, he sailed in the engine department and began receiving his pension in September 1979. Born in Puerto Rico, he sailed in the steward department. Brother Rosado, a resident of Rio Piedras, P.R., began receiving his pension in July 1971. ADAM A. HAUKE liliiiiiiLl Pensioner Adam A. Hauke, 74, passed away January 8. A native of Minnesota, he started his career with the SIU in 1942 in the port of New York. Brother Hauke sailed as a member of the deck department. He retired in January 1985. GEORGE H. HIERS CLARENCE P. WILSON Pensioner Clarence P. Wilson, 74, passed away November 29, 1996. Born in Alabama, he began sailing with the SIU in ___,""""""...., 1942 from the port of New Orleans. Brother Wilson sailed in the deck department and retired in November 1977. Pensioner George H. Hiers, 89, died December 19, 1996. He began sailing with the Seafarers in 1947 from the port of Tampa, L.._--====:.....:.._J Fla. The Florida native worked in the steward department. He began receiving his pension in October 1972. INLAND CHARLES M. HILL CLARENCE W. BENOIT Pensioner Charles M. Hill, 78, passed away August 6, 1996. After a 20-year career in the U.S. Navy, he started shipping with the SIU in ==:.....;====- 1963 from the port of Norfolk, Va. His first ship was the Cities Service Norfolk. Born in Nebraska, he sailed as a member of the deck department. Brother Hill, who lived in Virginia Beach, Va., retired in November 1985. Pensioner Clarence W. Benoit, 73, passed away December 26, 1996. A native of Texas, he started his career with the Seafarers in 1956 in the port of Houston. Boatman Benoit last sailed as a captain and began receiving his pension in June 1995. A veteran of World War II, he served in the U.S. Marine Corps from 1943 to 1945. JOSE LLORENTE GEORGE A. CREEF Pensioner Jose Llorente, 84, passed away November 16, 1996. Born in the Philippines, he began shipping with the MC&S in the = = = mid 1930s, before that union merged with the SIU's AGLIWD. During World War II, he served in the U.S. Coast Guard. Brother Llorente lived in Long Beach, Calif. He retired in June 1970. Pensioner George A. Creef, 88, died December 7, 1996. He joined the SIU in 1961 in the port of Norfolk, Va. A native of North Carolina, he sailed primarily on vessels operated by Curtis Bay Towing Co. as a captain. Boatman Creef retired in May 1973 and resided in Virginia Beach, Va. ROBERT MYERS CARL M. GOLDYS Pensioner Robert Myers, 62, died October 18, 1996. He joined the Seafarers in 1951 in the port of Savannah, Ga., sailing aboard the South Wind. Born in Georgia, Brother Myers made his home in Montgomery, Ala. He began receiving his pension in December 1985. Carl M. Goldys, 49, died July 13, 1995. He started his career with the SIU in 1973 in the port of Baltimore. Boatman Goldys sailed as a tankerman and participated in an educational conference at the Lundeberg School in 1978. From 1963 to 1969, he served first in the U.S. Navy and then in the Coast Guard . ._____ _ _ _ __J GUILLERMO C. REYES Pensioner Guillermo C. ~ Reyes, 74, passed away December 11. 1996. A native of the Philippines, he started his career with :!....----.!:~'---..!~ the SIU in 1953 in the port of New York. Brother Reyes sailed in the steward department. He retired in February 1977. GUILLERMO O'NEILL ROSADO Pensioner Guillermo O' Neill Rosado, 82, died October 14, 1996. Brother Rosado joined the Seafarers in 1945 in the port of New York. MARTIN A. GRUMBLES Martin A. Grumbles, 60, passed away November 8, 1996. A native of Texas, he began sailing with the Seafarers in 1972 from the port of Houston. Boatman Grumbles worked primarily on vessels operated by Dixie Carriers as a towboat operator, last sailing in 1983. From 1954 to 1957 he served in the U.S. Marine Corps. GREAT LAKES GERALD J. FIZELL Gerald J. Fizell, 59, passed away December 27, 1996. Brother Fizell started his career with the Seafarers in 1967 in the pori of Duluth, Minn. Born in Wisconsin, he sailed in the deck department and also in the deep sea division. February 1997 �------------- ------ - -- -- - -- - Digest of Ship-b oard Union Meetings , The Seafarers LOG attempts to print as many digests of.union shipboard minutes as possible. On occasion, because of space limitations. some will be omitted. " Ships minutes first are reviewed by the union's contract department. Those Issues requiring attention or resolution are addressed by the union upon receipt ol the ships minutes. The minutes are then forwarded to the Seafarers LOG for publication. MAJ. STEPHEN W. PLESS (Waterman Steamship), November 24-Chairman Robert Hagood, Secretary Susan Sanderson, Educational Director Robert Bell, Deck Delegate Thomas Bray, Engine Delegate William Smith, Steward Delegate Andelair Betties. Chairman announced December 4 as day of departure. No beefs or disputed OT reported. Crew requested new mattresses and pillows for quarters. Crew reminded to keep noise down in house. CPL. LOUIS J. HAUGE (Maersk Lines, LTD), December 27Chairman George Jordanides, Secretary William Bunch, Educational Director James Atwell, Deck Delegate Stephen Blanchard, Engine Delegate Brad Wenthery, Stewan1 Delegate Michael Watts. E<lucational director urged members to donate to SPAD and uo~ra<1e at Lunaeberg SohML No beefs or disputed OT reported. Entire crew extemled sympathy wishes to family or sru Executive VP Jos:eph Sacco and noted he will be missed by all. Crow thanked galley gang for outstanding daily menus and extended special thanks for superb holiday feasts. Next port: Diego Garcia. lJUCHESS (Occan Duchess, Inc.), December 30-Chairman Robert Allen, Secretary Pablo Alvarez. Chairman advised crew of year-end payoff and reminded members to keep passpons, clinic cards, STCW certificates updated and with them at all times. Secretary stressed importance of upgrading at Paul Hall Center. No beefs or disputed OT reported. Crew noted SIU Christmas card and Seafarers LOGs received. Crew asked char family memben be provided with an SIU depen· dent card to use when visiting hospital, doctor or dentist. Crew inquired as to length of time for pensions. Crew also asked several questions for vacations department. FRANCES HAMMER (Ocean Chemical Carriers), December 15-Chairman Richard Wilson, Secretary Marvin St. George, Educational Director Terry Jacobsen, Deck Delegate Albert Ellis, Steward Delegate Dadang Rashidi. Chairman infonned crewmembers new contract will be retroactive. Educational director reminded members to attend tanker operation/safety course at Piney Point to ensure continued Galley Sangs Commended For Halldar Meals Many SIU crews applauded the extra efforts shown by galley gang members to produce special holiday meals. Among those list- ed in the minuies &his month Sea-Land Spirit sailing aboard tankers. Treasurer announced $200 in ship's fund. Deck, engine and steward delegates reported disputed OT and beefs. Crew thanked steward department for job well done. FRANCES HAMMER (Ocean Chemical Carriers), December 30-- Chairman Richard Wilson, Secretary Marvin St. George, Educational Director Terry Ashes Scattered at Sea r, · .. ~· The ashes of Steward Robert F. Frazier, who died August 24, 1996 at the age of 60, were scattered recently in the Sulu Sea from aboard the LNG Virgo. Capt. George Overstreet and Chief Cook Glenn Williams presided at the shipboard memorial service. February 1997 Jacobsen, Deck Delegate Albert Ellis, Steward Delegate Dadang Rashidi. Educational director reminded all members to upgrade at Lundeberg School whenever possible. Deck, engine and steward delegates reported disputed OT. No beefs reported. Crew noted mail is not being received. Crewmembers extended vote of thanks to steward department. Next port: Port Suez,. Egypt. LEADER (Kirby Tank.ships), December 5-Chairman Patrick Rankin, Secretary Eva Myers. Chairman announced payoff on December 7. He advised all crewmembers to attend Paul Hall Center's oil spill and hazmat courses. He added there is still no word of a new charter for ship. Educational director reminded crew to get STCW identification certificate. No beefs or disputed OT reported. OOCL INSPIRATION (Sea-Land Service), December 15-Chairman William Byrne, Secretary Larry Ewing, Educational Director Pete Kanavos, Deck Delegate Ronald Mena, Steward Delegate Gina Lightfoot. Educational director reminded crewmembers of importance of upgrading at Piney Point. Treasurer noted $15 in movie fund. No beefs or disputed OT reported. Crew thanked steward department members Ewing, Lightfoot and GSU E. Verveniotis for job well done. Crew requested new lounge chairs and recliner for crew lounge. offered moment of silence in memory of SIU Executive VP Joseph Sacco. Chairman commended galley gang for excellent Thanksgiving day menu. Next port: Honolulu and Valdez, Alaska. SEA-LAND HAWAII (Sea-Land Service), December 25-Chairman James Carter. Chairman reminded all crewmembers to separate plastics from regular garbage. He reported locks on crew quarters not working properly, laundry room drain plugged and TV needs new antenna. He noted it is still unknown if the ship is to go into Stewards Sightsee in Spain LNG GEMINI (ETC), December 15-Chairman Ramli Mohamed, Secretary Dana Cunningham, Educational Director Kevin Conklin. Chairman announced new Seafarers LOGs received. Secretary asked crewmembers to respect quiet time when others are sleeping. Educational director urged all members to upgrade at Paul Hall Center and apply for SIU college scholarship. Treasurer announced that 12 new TV sets have been purchased and installed using money from crew fund. No beefs or disputed OT reponed. Crew thanked galley gang for wonderful ThanksgiVing meal. Next port: Tobata, Japan. MOUNT WASHINGTON (Bay Ship Management), December 10---Chairman Mark Blom, Secretary Randy Stephens, Educational Director Harold McAllister, Steward Delegate Victor Cameron. Chairman reported ship in ROS status at dock 48 in port of Houston with no plans of activation for remainder of 1996. He urged all members to vote at Houston union hall between 9 a.m. and 12 noon, Monday through Saturday. Bosun also reminded crewmembers to make sure their union books are stamped showing they have voted. Educational director encouraged members to upgrade at Lundeberg School whenever on the beach to ensure all Seafarers are up-to-date in the ever-changing maritime industry. No beefs or disputed OT reported. Crewmembers thanked galley gang for job well done. A special moment of silence in memory of departed SIU Executive VP was observed by crew. NUEVO SAN JUAN (NPR, Inc.), December 28-Chairman David ·Murray, Secretary Jose Coils, Educational Director James Williams, Deck Delegate Robert Grubbs, Engine Delegate Joe Harris, Steward Delegate George Vorise. Chairman reported ship scheduled to go into layup for eight to 10 days beginning December 29. He noted crew is expected to be called back January 5-6 but advised dates are subject to change. Secretary asked crew to replace linen in rooms. He reminded crewmembers laundryroom trash container is to be used for plastics only. Deck delegate reponed disputed OT. No beefs or disputed OT reported by engine or steward delegates. Crew requested new TV and recliner chairs for crew lounge. Bosun advised crewmembers to use designated laundry machines for work clothes. Crew extended vote of thanks to steward department for excellent holiday meals. Next port: Jacksonville, Fla. Chief Steward L. McElroy and AB Darryl Bryce enjoy time off the Richard G. Matthiesen when the ship docked in Algeciras, Spain. OVERSEAS ARCTIC (Maritime Overseas), December 24Chairman Cesar Gutierrez, Secretary Jose Rivera, Educational Director Herman Bergeron, Deck Delegate Joel Lechel. Chairman announced payoff upon arrival in port of New York and wished entire crew a Merry Christmas and Happy New Year. Secretary urged members to upgrade at Paul Hall Center. No beefs or disputed OT reported. Crew thanked galley gang for job well done preparing holiday menus. Next port: New York. OVERSEAS JUNEAU (Maritime Overseas). December 29Chairman Steve Copeland, Secretary HuMan Ali, Educational Director Angel Mercado. Chairman reported smooth sailing. No beefs or disputed OT reported. Crew noted shortage of various stores and night lunch items. Chair man and crew thanked steward department for good Christmas dinner. OVERSEAS VALDEZ (Maritime Overseas), December 31Chainnan Billy Eastwood, Educational Director Earl Macom, Deck Delegate Rodney Pence, Engine Delegate Andrew Lopez, Steward Delegate B.T. McEleney. No beefs or disputed OT reported. Crew extended vote of thanks to galley gang for providing good meals. OVERSEAS WASHINGTON (Maritime Overseas), December 22-Chairman John Nichols, Secretary George Maranos, Educational Director Clyde Smith, Deck Delegate Marvin Chester, Engine Delegate Mike Brown, Steward Delegate Mohammed Mofleni. Crew shipyard. Disputed ar and beefs reponed in deck department No beefs or disputed reported in engine or steward departments. Crew thanked galley gang for good Christmas meals. Next port: Jacksonville, Fla. ar USNS LOYAL (U.S. Marine Management), December ?Chairman Christopher Brady, Secretary Richard King, Deck Delegate Steven Westfall, Steward Delegate Marvin Brooks. Crewmembers reviewed importance of having STCW identification certificate. Educational director urged members to read Sea/are rs .LOG to find answers to many questions concerning industry changes and new requirements for Seafarers. He stressed importance of upgrading at Paul Hall Center. He added his recent trip to Piney Point was an excellent experience. No beefs or disputed OT reported. Bosun thanked entire crew for help during recent voyage. SEA-LAND SPIRIT (Sea-Land Service), January 4 - Chairman Howard Gibbs, Secretary Ed Ombac, Deck Delegate Henry Scott, Engine Delegate Jeff Willis. Steward Delegate Lito G. Acosta. Chairman thanked crew for cooperation during voyage. He advised members to attend tanker operation/safety course at Piney Point. No beefs or disputed ar reported. Both unlicensed and licensed crewmembers commended Chief Steward Ombac for healthy salad bar. delicious homemade desserts and outstanding daily menus. Crew gave special thanks to Ombac, Chief Cook Acosta and Utility Donald Irvine for excellent preparation and presentation of Christmas and New Year's dinners. Seafarers LOS 19 �[ (Editor's Note: The Seafarers LOG resetves the right to edit letters for grammar as well as space provisions without changing the writer's intent. The LOG welcomes letters from members, pensioners and their families and will publish them on a timely basis.) Pensioner Enjoys Rewards of SIU On Christmas of 1945, I was sent to the SIU hall in New York City just before my 1gth birthday. Now, after 51 years, I find this was the best thing that could happen to a dumb 18-year-old! The SIU took me and gave me a job and, like a lot of other boys, a home. The pension of the SIU helps make life a beuer one. The Christmas bonus is holiday happiness. Horace A. Wiltshire Norfolk, Va. Thanks to SIU for Maintaining U.S.·Flag Presence After reading a recent Seafarers LOG concerning new LNG contracts, I was surprised to read about the pay raise and five-year commitment to the contract. As former employees of Energy Transportation Corporation, my current coworkers and I were extremely impressed with the improvements made to an already excellent contract. The SIU has made great progress in promoting the U.S. fleet. Recently, our efforts resulted in direct legislation maintaining the U.S. flag in international trade. If all of our members directed their efforts to promoting the U.S. fleet, we would all have more bargaining power. We must all remember that each ship is a temporary assignment and that our strength as a union is the only thing permanent in this industry. On beha1f of my follow Seafarers, I appreciate your efforts in maintaining our presence in world trade under the increasing threat of international competition. Robert D. Woodson Bosun, Cape L!lmbl!rt . New Contract Is Source Of Pride and Gratitude . I am writing to express my gratitude and appreci· ation to you and those SIU officials who played a very important role in obtaining the union contract for the new term. I understand some of the issues that were of risk to the union, and was particularly concerned about the vessels considering foreignflag options jma to avoid the increasing operating costs associated with using the best trained and experienced crewmembers in the United States. I am pleased to see that by your increased efforts, the union and its members were of paramount concern in closing another five-year contractual agreement with the shipping industry. With the newly effective contract comes hope to me and the brothers and sisters who now have increased dental care and medical coverage. Not only is this a victory for the members, but for our dependents as well. Just to let you know, I am also elated to hear about the Money Purchase Pension Plan. Hopefully, this will assist the members by providing those who participate in this innovative benefit with motivation and the ability to plan more efficiently for the future, as well as seek to invest in different retirement opportunities. James E. Harper Perris, CaUt. .. 4~--------~~~~~ Pension Bonus Helps Celebrate Christ ma• I want to thank you for your bonus check. It was a very big surprise indeed. Since my dear husband's (Donovan Hughes) death, things have been real tough. He really loved working for your union. And I miss him so much. I was just saying to my sons this morning that I guess we will not have a Christmas again. But, thanks to your check, we will have one-the first one since Donovan died three years ago. Anyone should be proud and happy to belong to the SIU. It's very rare that someone thinks of the little people and not just themselves. I hope each and everyone has a very Merry Christmas and a very happy New Year. Dorothy Hughes and sons San Rafael, Calif, 20 Know Your Rights Letters to the Editor Seafarers LOii Lundeberg School Reaches Out In Successful Fund-Raising Effort It is our pleasure to write this letter of appreciation to the staff and management of the Harry Lundeberg School of Seamanship. On October 26, the St. Mary's Hospital Foundation held its annual dinner-dance on the property. Not only was the event a huge success in terms of fund-raising for the hospital, it also was a successful community-oriented endeavor. A special thank you to all the students who lent their talents, time and creativity to our function, and our deepest gratitude to Andrea Conklin, Chef Allen Sherwin and Howard Thompson for their care and consideration. The staff at the school has a long history of graciously donating their many talents to our community. We especially acknowledge their hospitality in light of the sudden loss of their executive vice president, Joseph Sacco. The St. Mary's Hospital Foundation is pleased to have had the opportunity to utilize the resources of the Harry Lundeberg School, and we are looking forward to our continued association. Anne H. Marum and Kate B. Meatyard St. Mary's Hospital Foundation .. In Response to Letters Regard ing VFW In response to last month's letters to the editor about the VFW, I would like to share my perspective. During my Navy career, I had the opportunity to serve my country by being stationed aboard an air· craft carrier off the coast of Iran during the Iranian hostage crisis. In fact, we set a peacetime record for being at sea for nine consecutive months without a port call. Afterwards 1 I served offshore for six months with the peacekeeping force in Beirut. Since I've been sailing with the SIU, I took part in the military sealift during Desert Shield and Desert Storm and also delivered cargo to Somalia during the famine relief effort there. Currently, I'm sailing on a military prepositioning ship chartered to the Military Sealift Command. All these deeds are without merit in the eyes of the VFW. as I have tried to join their ranks several times. My uncle belongs to the VFW, although he was recruited to join. His only qualification is that he is an influential and popular member of the community. He has never served his country anywhere. Based on these facts, I find it disheartening that anyone would want to join this organization. Scott Heginbotham Baltimore, Md. Retired Seafarer Comments on Life, the SIU and Being an American I have been receiving the Seafarers LOG since I was forced to retire in 1969. It's been a long time, and the last three years in a wheelchair. My. wife passed away in '82, so I've been alone for a long time. I'm in good spirits and turned 80 this summer. I can't find any Seafarers up here, but I belong to the VFW After having put three years in the Battle of the Atlantic, I stayed in New York. Of course, I registered for the draft and in 1944 I was in the infantry, got out in '46, and in '48 I'm back to sea again. So, all together, I have 47 years with the SIU and proud [of it]. I was reading about those guys on that Liberian ship [see August 1996 LOG, pp. 12-13]. There should be an international law against things like that. We are lucky to be Americans! I was going to ask you about the nuclear powered freighter named Savannah. She was in New Orleans in 1950, had some trouble getting cargo. I have not heard whether they scrapped her or not. There is not much I can tell you about this town; it's growing-almost V2 million friendly people, but I do miss being around Seafarers. Thanks for the good work. Torolf Kismul Spokane, Wash. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and union finances. The constitution requires a detailed audit by certified public accountants every year, which is to be submitted to the membership by the secretary-treasurer. A yearly finance committee of rank-and-file members, elected by the membership, each year examines the finances of the union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SIDPPING RIGHTS. A member's shipping rights and seniority are protected exclusively by contracts between the union and the employers. Members should get to know their shipping rights. Copies of these contracts are posted and available in all union halls. If members believe there have been violations of their shipping or seniority rights as contained in the contracts between the union and the employers, they should notify the Seafarers Appeals Board by certified mail. return receipt requested. The proper address for this is: Augustin Tellez, Chairman Seafarers Appeals Board 5201 Auth Way Camp Springs, MD 20746 Full copies of contracts as referred to are available to members at all times, either by writing directly to the union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which an SIU member works and lives aboard a ship or boat. Members should know their contract rights. as well as their obligations, such as filing for overtime (OT) on the proper sheets and in the proper manner. If, at any ti me, a member believes that an SIU patrolman or other union official fails to protect their contractual rights properly, he or she should contact the nearest SIU port agent EDITORIAL POLICY - THE SEAFARERS LOG. The Seafarers LOG traditionally has refrained from publishing any article serving the political purposes of any individual in the union, officer or member. It also has refrained from publishing articles deemed harmful to the union or its collective membership. This established policy has been reaffirmed by membership action at the September 1960 meetings in all constitutional ports. The responsibility for Seafarers LOG policy is vested in an editorial board which consists of the executive board of the union. The executive board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he or she should not have been required to make such payment, this should immediately be reported to union headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time a member feels any other member or officer is attempting to deprive him or her of any constitutional right or obligation by any methods, such as dealing with charges, trials, etc., as weJI as all other details, the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the union has negotiated with the employers. Consequently, no member may be discriminated against because of race. creed. color, sex, national or geographic origin. If any member feels that he or she is denied the equal rights to which he or she is entitled, the member should notify union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including, but not limited to, furthering the political, social and economic interescs of maritime workers, the preservation and furthering of the American merchant marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of for.ce, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the union or of employment. If a contribution is made by reason of the above improper conduct, the member should notify the Seafarers International Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. A member should support SPAD to protect and further his or her economic, political and social interests, and American trade union concepts. NOTIFYING THE UNION-If at any time a member feels that any of the above rights have been violated, or that he or she has been denied the constitutional right of access to union records or infonnation, the member should immediately notify SIU President Michael Sacco at headquarters by certified mail, return receipt requested. The address is: Michael Sacco, President Seafarers International Union 5201 Auth Way Camp Springs, MD 207 46. February 1997 �Gemini Crew Emphasizes Safety on Ships For Seafarers aboard the LNG Gemini, safeguarding potentially dangerous cargo is as routine as standing watch or climbing ladders between decks. Because of the combustible makeup of liquefied natural gas - plus the fact that the Gemini can transport 125,000 cubic meters of the vaporous mixture--crewmembers always emphasize safety. The SIU members' focus on secure operations can be seen during regular safety meetings and drills as well as in their work. "There's no doubt that safety is the top priority, especially on the LNG ships," stated SIU Assistant Vice President Bob Hall, who recently met with crewmembers aboard the ship in Japan. Secure transportation of the cargo is facilitated by the Gemini's construction and equipment. Built in the late 1970s in Massachusetts, the ship has a double-bottom hull and a comprehensive firefighting system featuring automatic sprinklers and eight dry-chemical firefighting stations. The Gemini is one of eight SIU-crewed LNG vessels operated by Energy Transportation Corporation (ETC), which is based in New York. All of those ships-the Aries, Aquarius, Libra, Virgo, Capricorn, Leo, Taurus as well as the Gemini--call on the ports of Aron and Bontang in Indonesia and Himeji, Osaka, Tobata and Nagoya in Japan. Each vessel is greater than 900 feet long. Seafarers sailing aboard ETC's ships are covered by a five-year contract that extends into the year 2001 . Each of the Energy Transportation Corporation's eight SIU-crewed LNG ships, including the Gemini, features five spherical cargo tanks that can hold 125,000 cubic meters of liquefied natural gas, stored at 265 degrees below zero (Fahrenheit). Awaiting the start of a shipboard safety meeting are Gemini crewmembers (clockwise from top left) Bosun Phil Parisi, AB Bobby Branham. AB John Bellinger, SA Richard Crutchfiled, and DEU Dale Gomes (standing) and QMED Tom Flynn . Members of the galley gang keep their fellow crewmembers well-fed. Pictured in the four photos above are (clockwise from top left) Chief Cook Patricia Ballance, SA Thalis Ealy, SA William Coston and Chief Steward John Gibbons. • • : FOOD & "EVERAGES ••• •• •• CALIFORNIA TABLE GRAPES Table grapes that do not bear the UFW label on their carton or crate .., Farm Workers DIAMOND WALNUT CO . Diamond brand canned and bagged walnuts and walnut pieces .., Teamsters FARMLAND DAIRY Milk sold under the Farmland Dairy label in stores in Connecticut, New Jersey and New York. .,... Teamsters MOHAWK LIQUEUR CORP. Mohawk label gin, rum, peppermint schnapps, and cordials • Distillery, Wine & Allied Workers (UFCW) N 0 V ~ M B E R I D E C E M B E R 1 9 9 6 • •• TYSON/HOLLY FARMS CHICKEN Chicken and processed poultry products .., Teamsters • TRANSPORTATION & TRAVEL ••••••••••••••••••••••••••••••••••! APPAREL & ACC~SSORIES • • ACME BOOT CO. • Western-style boots: Acme, Dan Post, Dingo brands •• • SteDIWDrkarg •• DECKERS CORP. •• Sandals: Deckers. Sensi, Teva brands .,... Machinists F. L. THORPE & CO. • "Ori9imtl Black Hills Gold Jewelry" .,... Steelworl<ers ALITALIAAIRLINES Air transport for passengers and freight .,... Machinists CROWN CENTRAL PETROLEUM Gasoline sold at Crown, Fast Fare and Zippy Mart stations and convenience stores "" Oil, Chemical & Atomic Workers FOUR POINTS BY SHERATON Hotel in Waterbury, Conn. •Half~/ EmployBBs & Restaurant finployees HOWE K. SIPES CO. Athlotic app:ugl (chiefly baseball and softball uniforms, satin and wool jackets}. Label; Howe Athletic ApparGI ~ £1ectronic Workers GO-MART GAS Gasoline sold at Go-Mart convenience stores and trucll stops ..,.. Oil, Chemical & Atomic Workers MASTER APPAREL FRONTIER HOTEL &·GAMBLING HALL Men's and boys' pants. Labels include Botany 500, Hills and Archer, and Blair • Electronic Workers Casino hotel in Las Vegas ..,.. Hotel Employees & Restaurant Employees BUILDING MATERIALS & TOOLS ACE DRILL CORP. Wire, jobber & letter drills. routers and steel bars ... Auto Workers •• •• • • Wheeling, W.Va., park/resorVrecreation complex .., Hotel Employees & Restaurant Employees Brand name wood products: L·P Wolmanized, Cedartone, Waferwood. Fiberpine. Oro-Bond, Rede><, Sidex, Ketchikan, Pabco, Xonolite .,.. Carpenters and Woodworkers (/AM) ROME CABLE CORP. • Cables used in construction and mining • Machinists • SOUTHWIRI:; CO. ! Commercial ana industrial wire and cable; Do-It-Yourself brand • homewire ""Electrical Workers : TELESCOPE CASUAL FURNITURE CO. Lawn, patio, other casual furniture. Brand name: Telescope ..,.. Electronic Workers Safety procedures are never far from the minds of the Gemini crew as the sign behind AB Nicholas Marcantonio's head attests. February 11117 UNION LA8EL AND SERVICE Railroad cars "" Transport Worksrs OGLEBAY PARK LOUISIANA-PACIFIC CORP. Retailers of appliances and el8Ctronics .,... Teamsters KAWASAKI ROLLING STOCK, U.S.A . Michelin brand tires "" Steelworkers Measuring, cutting & machine tools & pumps • Machinists SILO, INC. Hotel in Kapaa, Hawaii .,... Longshoremen & Warehousemen MICHELIN BROWN & SHARPE MFG. CO. APPLIANCES & FURNITURE KAUAI RESORT •• •• • • • •• • MISCELLANEOUS BELL ATLANTIC NYNEX MOBILE Cellular telephone system .,... Communications Workers and Electrical Workers BLACK ENTERTAINMENT TELEVISION BET cable television, Action pay-per-view, Bet on Jazz ..,.. Electrical Workers R.J. REYNOLDS TOBACCO CO . Cigarettes: Best Value, Camel, Century, Doral, Eclipse, Magna, Monarch, More, Now, Salem, Sterling, Vantage, and Winston; plus all Moonlight Tobacco products .,... Bakery, Confectionery & Tobacco Workers TRADES DEPARTMENT, AFL - CIO Seafarers LOS 21 �Lundeberg School Graduating Classes SEAFARERS HARRY £ ~~. ·1~i!llJ' .. r;l..J.....X.:;1f/.,.. LUNDEBERG M l LIFEBOAT CLASS 5 58 ·==--·····#--~~:: .. 1~~·- ~ '.:,~~. }· ~-"' ~ &·. ..... Trainee Lifeboat Class 558-Graduating from trainee lifeboat class 558 are (from left, kneeling) Mark A. Kelly, Brian Rumsley, David Davis Jr., Antonio Perez, Jaime E. Baretty, Roger Harold, (second row) Ryan Sprague, Michael Hurst, James Connolly, Curtis Ladner, Jimmie Moffett, Verne Lynch Jr. and Tom Gilliland (instructor). Third Assistant Engineer-The following Seafarers attended the third assistant engineer course in December. They are (from left, kneeling) Tony Albright, Troy D. Williams, Frederick Gibson, Daniel Boutin, (second row) Brien Collins, Benjamin Magliano, Chris Earhart, Jon Beard, Christopher Beaton and Andre Carriere. Crane Maintenance-Completing the crane maintenance course on December 5 are {from left. kneeling) Justin LoDico, Ray Prim, Rudy Grassia, William Christopher. (second row) Eric Malzkuhn (instructor). Frank Monteiro, George Caragunopolos and Greg Blasquez. Third Mate Class-Attending the December third mate course are (from left, front row) Nick Marcantonio, Gary Vargas, Charles Fincher, Lynn Melin (instructor), (second row) Darren Collins, Shawn T. Orr and Chris Conway. Not pictured is Jamie Hall. Power Plant Maintenance -Seafarers completing the upgrading course in power plant mainenance on December 5 are (from left, kneeling) Douglas Felton, Faustino Pereira, Jose Quinones, Michael Martykan, (second row) Eric Malzl<uhn (instructor). Stanley Golden, Brian Wilder, David Vega, Charles Donley and Jim Shaffer (instructor) . Upgraders Lifeboat - Certificates of training were received by the December 10 class of upgraders. They are (from left, kneeling) Abdulrahmen Al-Okaish, Angelo Wilcox Sr. , Cleveland West Jr., Rotilio Alvarez, Terreni;e Dumas, Tom Gilliland (instructor), (sei;;ond row) Mario Arzu, Mark Davis, Juan Sanchez, Paul Nathan, Jason Lord. Michael Earhart, (third row) Juan Helices, Mervin Bourne, Matthew Alexander and Terrence Rorie. 22 Seafarers LOG February 1997 �LUNDEBERG SCHOOL 1997 UPGRADING COURSE SCHEDULE Recettlfloatloa Programs · ·.The followi.~gi~i th~scl:ie4U;JJtff?t:~l4S$ff.§peginning between March through Jl}ly 1997 ~tthe S¢ar~rsHarry Lqndeberg School of Seamanship located at the P.~ul Hall tenter for:t\aaritime Training and Education in Piney Point, Md. All programs are geared improve the job skills of Seafarers and to promote the Course Start'Date Date of Completion Boson Recertification March3 April 3 Steward Recertification June30 July 31 to A!llerican maritim~· industry. 'Please note that this schedule may change to reflect the needs of the membership, ~he m~iti!Ue industry and-in times of conflict-the nation's security. i'.::>: $t\tpeD.~::ai~nding any of these classes should check in the Saturday before ,,·:th~~~Qµf~e;~ date. The courses listed here will begin promptly on the morn- ;tart '::-~9j. oftb~ -~~?ft'Oates. ~---------------------------------------------Deck Upgrading Courses Start Date Date of Compl~tiQn April 7 May JO June 16 June 27 Marth24 April 21 July 14 April 4 May2 May30 June 27 July 25 July28 September 19 May19 June 16 Steward Upgrading Courses Course Start Date Date of Completion ASsistant Cook/Certified Cook March 22 June2 June 13 August22 and Baker/Certified Chief Cook/ Chief Steward ·· · :· Safe.tY::,SpecJ11ttv Caursfs St.art Date Date of Completion July 14 July 25 March 10 April 7 Mays June2 March28 April 25 May23 June 20 July 18 J:yne30 ·::~ LNG Familiarization ,'. June 20 JuneZ . May16 June 13 July 10 Tankerman Barge PIC · · · Marth 3 . April 21 June2 July 14 July 24 July 24 June 30 Marine Eledronic1':/feth u~. . :. · · Power Plant Maintenance Refrige~a~~...G9~ml•1.ers "::·: . . . . July ls . . · March 10 March 21 Mays April 7 Mays April 18 March 31 June6 June 16 Self-study .:.: . :.:.;~ : :.: :· : . · A1Jgust 2Z. .. UPGRADING APPLICATION Address _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ __ _ _ __ May16 June 13 With this application, COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) requested. You also must submit a COPY of each of the following : the first page of your union book indicating your department and seniority, your clinic card and the front and back of your. z-card as well as your Lundeberg School identification card listing the course( s) you have taken and completed. The admissions office WILL NOT schedule you until all of the above are received. COURSE BEGIN DATE END DATE Telephone---------- Date of Birth _ _ _ _ __ _ _ _ Deep Sea Member [ Lakes Member [ ] Inland Waters Member [ If the following. information is not filled out completely, your application will not be processed. Social Security # Book # - - - - - - - - - - - - S e n i o r i t y - - - - - - - -- - - - Department _ _ _ __ __ _ _ U.S. Citizen: [ ] Yes [ ] No Home Port~---------- Endorsement(s) or License(s) now held - - - - - - - - - - -- -- Are you a graduate ·of the SHLSS trainee program? [ ] Yes Date On: _ _ __ _ _ _ __ _ _ [ ] No If yes, class#--- - - -- - -- - - - -- - - - - - - - - - Have you attended any SHLSS upgrading courses? [ ] Yes [ ] No Firefighting: [ ] Yes Primary language spoken Febmary I 997 [ ] No Date Off: SIGNATURE _ _ _ _ _ _ _ __ __ _ _ DATE [ ] No If yes, course(s) taken - - -- - - - - - - - - - - - - - - - - Do you hold the U .S. Coast Guard Lifeboatman Endorsement? [ ] Yes LAST VESSEL--- -- - - - - - - - - - - - - Rating: _ _ __ CPR: [ ] Yes [ ] No NOTE: Transponation will be paid in accordance with the scheduling letter only if you present original receipts and successfully complete the course. If you have any questions, contact your port agent before departing for Piney Point. RETURN COMPLETED APPLICATION TO: Lundeberg School of Seamanship, Admissions Office, P.O. Box 75, Piney Point, MD 20674-0075. 1191 Seafarers LOG 23 �SIU Scholarship Program April 15 is the deadline for scholarship applications for Seafarers and members of their families. See page 14 to .learn more about the scholarship-and how to apply. Motlier-Daughter Upgraders Rate Hall Center A+ Seafaring Careers Agree With Steward Members Alexander and Vandergeest Anna Alexander and her daughter, Rachel Vandergeest, were not sure what to expect when they recently started their first upgrading courses at the Paul Hall Center for Maritime Training and Education. They quickly discovered that the Hall Center and its Lundeberg School of Seamanship, Jocated in Piney Point, Md., have much to offer Seafarers intent on advancing their careers. "Upgrading has been the best experience. I'm sorry I put it off, because what I've learned in three months is unbelievable," says Alexander. "It's alJ here for you, and it's silly not to talce advantage of it. The opportunities truly are limit1ess_77 "The whole experience is an eye-opener, in a positive way." adds Vandergeest. "We've learned so much." Alexander, a Seafarer since 1985, recently completed the chief cook course. Vandergeest, who joined the union in 1993, finished the cook/baker class. When those courses ended, mother and daughter remained at the school and passed the tanker assistant DL class (formerly tanker c,peration/safety). "You can only better yourself here," declares Alexander. "The teachers have great patience and knowledge .... For example. when I first got here, I noticed the computers_ Well, I didn•t even know how to tum one on. Now I know how to use it !11 started an Cruise Shlu1 To date, Anna's and Rachel's Seafaring careers have consisted of sailing aboard passenger vessels operated by American Hawaii Cruises. (Their home port is Honolulu.) They have worked as waiters; assistant waiters and cabin attendants-often sailing together and living as roommates _ ..Ollr relationship. and I mean this in the best way, is like sisters." says Rachel, 23. uAt the same time, it's nice to run to your mom when you have a problem. She's my best friend and my mom, too, so I've been spoiled that way.' Such ccmmunication is a two-way street, however_ Anna, 40, describes herself and her daughter as "best friends_ People mistake us for sisters. Rachel is the one person I can talk to about anything_ I respect her opinion." 1 the Paul Hall Center, mother and daughter say they attained not only an appreciation for the school, but also new insight into the union. 'Better Understanding' For Anna Alexander (left) and her daughter, Rachel Vandergeest, upgrading at the Paul Hall Center proved a valuable experience. Both Seafarers say they benefited from the training and also learned a lot about the SIU's commitment to providing jobs and job security for the membership. Notwithstanding some physical similarities, Anna and Rachel have very distinct personalities. Both agree that Anna's outgo in~ nature and Rachel's more conservative approach balance one another and make the Seafarers a good fit. But despite the great value they place on sailing together and generally spending time together, both are ready to try sailing aboard deep-sea cargo ships or tankers. In most, if not all cases, that will mean sacrificing their concurrent job schedules. ..We 're both ready for a change, but we wanted to keep sailing," explains Rachel_ Asked about not working together (at least not in the near future), both simultaneously respond, laughing but with a touch of seriousness, ult' S killing us! 77 ..Truly, we ·re both excited about going deep sea, Anna states. "We want to sail and see other pons and different countries." Such travel would mark an extension of one of their favorite off-time activities. Anna and Rachel already have traveled together to Thailand, Costa Rica and Fiji, and have planned a trip to Europe later this year_ "I didn't have much interest in travel, but since my work with the SIU, I've really broadened my horizons," Rachel recalls. "The SIU has allowed me to see places and grow_·· As with upgrading, both initially had reservations about swit<;hing from passenger ships to containerships or tankers. "But, like Mike [SIU President Michael Sacco] said [at the January membership 11 meeting], 'Get the facts for yourself.' We did, and now we're looking forward to sailing deep sea," notes Anna. Found a Home These days, both Alexander and Vandergeest say they have found their niche in the SIU. When they began their respective careers, though, neither might have believed they would achieve such success. "When I first joined. I thought, 'Okay, I'm getting a job on a cruise ship! I only was supposed to stay 10 weeks," recalls Vandergeest, who visited her mother on the American Hawaii vessels during the 1980s. "But I slowly realized the importance of the flexibility (that sailing offers). I'm not a 9-to-5 person. Where could I find another job that offers this much freedom?" Vandergeest also praised the job security and medical benefits she enjoys through the SIU. . Similarly, Alexander initially didn't envision sailing as a long-term job. "I stopped sailing for four years, but the SIU welcomed me back.' she says. "The union has always worked with me and always supported me. "This career sits well with me, continues Alexander. "I love the schedule, including the time off that allows for enjoyable vacations. I live a lifestyle that's not for everyone, but it fits me." She adds that she appreciates "the fact that shipping has really opened up for women, especially the last 10 to 15 years." During their recent stay at 1 11 "I only recently gained a better understanding of what the union stands for, what they've done for the membership," Rachel observes. "I had no idea the full extent of the union until I came here. You get the truth here." She describes "the officials, agents and patrolmen" as "very helpful. The SIU seems like a close-knit family. You belong to this union, you don't just work through it." "Plus there are so many options available," points out Alex " ' ot like any other place." For now, as they embark on the next phase of their careers, both Seafarers say they will miss moments like those they shared on the cruise ships, when they would sip coffee on deck at sunrise, before their shifts began. But they plan to upgrade together again and also hope to sail together again sometime. In any case, they appear to have settled into rewarding occupations. "There's nothing like looking out from the deck and seeing the sunrise, and hearing the sound that the water makes," explains Vandergeest. "Only someone who's done it can appreciate it." Paul Hall Center Celebrates 30 Years Of Top-Notch Maritime Training This year marks the 30th anniversary of the Seafarers Harry Lundeberg School of Seamanship, located at the Paul Hall Center in Piney Point, Md _ Since it opened its gates in Southern Maryland in 1967, the Lundeberg School continually has prepared American citizens for the operation of U.S.flag vessels for deep sea, Great Lakes, inland waterways and coastal use. It has done so by providing the most up-to-date instruction and by staying a step ahead of the industry's constantly changing regulations and training needs_ In the 1990s alone, the school has been a leader in offering such classes as oil spill prevention and contain- ment, refrigeration technician, tanker assistant and steward department sanitation certification. among others. Jointly operated by the SIU and the union s contracted shipping companies, the non-profit training center has been acclaimed by academic, business, union and government professionals as a model of labor-management cooperation. More than 40,000 mariners have completed vocational upgrading classes at the center, which offers training for Seafarers in all three departments (deck, engine and steward). Additionally, 20,000 young men and women have graduated from the school's trainee program, for those just beginning their maritime 1 careers. For information about the school or any of its coursesmost of which blend practical training with classroom instruction-contact the Admissions Office, Paul Hall Center for Maritime Training and Education P.O. Box 75, Piney Point, MD 20674-0075, or call (301) 994-0010. 1 The Seafarers Harry Lundeberg School opened its gates in Southern Maryland in 1967. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1990-1999 Description An account of the resource Volumes LII-LXI Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1997 Description An account of the resource HEADLINES SEAFARERS ASSIST WITH SECURITY, CROWD CONTROL DURING ‘ONCE IN A LIFETIME’ INAUGURAL DETAIL COMMITTEE ANNOUNCES SIU ELECTION RESULTS U.S.-FLAG FLEET VITAL FOR SECURITY, DOT’S SLATER TELLS SENATE COMMITTEE MORE SIU-CREWED VESSELS JOIN MARITIME SECURITY PROGRAM HAWAII SENATOR VOWS TO KEEP UP FIGHT FOR JONES ACT SIU-CREWED TUGS MOVE CRIPPLED FREIGHTER AB FRANKIEWICZ SCOFFS AT ATTACKS ON UNION UNION CHALLENGES METHOD TO CALCULATE USER FEES DYNACHEM DECK DEPARTMENT ‘GOES EXTRA MILE’ GREAT LAKES SEAFARERS HELP RUNAWAY-FLAG CREW SEAFARERS WORLDWIDE MAKE THE MOST OF CHRISTMAS AT SEA TANKER SAVES STRANDED FISHERMEN CREWS KEEP BALTIMORE-BASED MSC SHIPS READY TO SUPPORT U.S. NAVY, MARINE CORPS GEMINI CREW EMPHASIZES SAFETY ON SHIPS MOTHER-DAUGHTER UPGRADERS RATE HALL CENTER A+ Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 02/01/1997 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 59, No. 2 1997 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/704aa1ad45defd068d085ebc1dc87e21.pdf f68bdbf499eb4b1027f1a5d17b11d9bc PDF Text Text Important Z-Card Reminder for All Seal arers _ Volume 60 Page 20 Number 2 U.S. Needs 'Well-Trained Citizen Seafarers,' Says TRANSCOM's Kross General Declares Strang Sealift Capacity Vital New Jobs for Sealarers 3 More A l Rellag; Join Maritime Security p,, The APL Thailand, APL Philippines and APL Korea recently became part of the U.S. Maritime Security Program. Crewed by Seafarers in the steward department (including ACU Greg Rice, left, and Steward/Baker Don Dwyer, pictured aboard the APL Philippines) and operated by American Ship Management, the containerships are the newest vessels in the U.S.-flag merchant fleet. Page 3 Seafarers Remember The Constitution In Farewell Tribute The SS Constitution's seagoing career officially ended late last year, prompting reminiscences by SIU members who sailed aboard the former cruise ship. At left, the "Connie," as she was known by many, docks in Hawaii. Page 8 �President's Report Fighting the Runaway Scam This year marks the 50th anniversary of the International Transport Workers Federation's (ITF) campaign against runaway-flag shipping. It is a fight in which the SIU actively and proudly participates through our own ITF inspectors and by other activities with the London-based federation. It is a fight in which much progress has been made during the past five years, as thousands of runaway- and foreign-flag ships have been brought Michael Sacco under ITF contract. As the ITF itself has stated, however, this is a time for quiet recognition and "re-launching our activities," rather than celebration. That's because this battle is a marathon, and it is far from finished. Figuratively (and in some cases, literally) speaking, thousands of runaway-flag vessels litter the oceans. They typically fly the ensigns of Panama, the Bahamas, Liberia, Cyprus, Malta or any of a number of other open registries. Most of these ships have multinational crews, many of whom are unqualified to work aboard merchant vessels. And many of them are grossly unsafe, as evidenced by the U.S. Coast Guard's monthly reports of ship detentions, which include details of widespread ineptitude aboard such vessels. In a cruel irony, the U.S. helped start today's trouble. During the 1920s, American businessmen created the Honduran and Panamanian registries-the former to save money, the latter to dodge prohibition. But it was during and after World War II that these flags-for-sale scams really took off. There has been no turning back, as shipowners and governments leap at the chance to turn a quick buck by participating in this modem piracy. In a nutshell, all the operator wants is a flag to nail to the mast so that he can sail his ships with little or no interference from civilized standards and conditions. He wants relief from meeting the rigid but appropriate standards of the legitimate maritime nations. Most of all, he wants the freedom to cut costs by exploiting desperate, untrained, hungry Third World pseudo-mariners. Countries like Belize, Liberia and others eagerly aid the cause, and in return they rake in relatively big money-in some cases, as much as 15 percent of their respective national budgets. The results include job losses in the true maritime states, and appalling conditions aboard many so-called flag-of-convenience ships. One ITF official recently described runaway flags as "real-life horror stories." Perhaps you have read about a few of them in the Seafarers LOG. In recent years, we have reported on dozens of such cases, many of which had sadly common threads like unpaid wages, rampant safety deficiencies, malnutrition, unsanitary conditions, untreated injuries and illnesses, and other problems. In fact, this issue of the LOG includes recent news about incidents involving runaway-flag ships, including an article on page 3 about the Bright Field disaster. Keep in mind, these ships-many of them American-owned-are all over the world. We only hear about a small portion of the abuse and mistreatment suffered by crew members just trying to earn a living. Clearly, though, there is hope in this fight. The ITF has 100 inspectors based in 40 countries dedicated to raising standards aboard runaways while working toward the long-range goal of eliminating these fraudulent operations. They, in turn, are backed by the more than 470 transport-related unions, including the SIU, which belong to the ITF. Plus, with the onset of new, tougher international regulations designed to increase shipboard safety and beef up port state control, the rule-breakers may have a harder time hiding from their responsibilities. From a U.S. perspective, the runaway situation has another notable aspect. I was reminded of it while watching President Clinton's State of the Union address last month. The president talked about America taking a leading role in international trade and other global issues. How can we have a say, how can we be a leader, he asked, if we don't participate? The same argument applies to runaways. How can America have one set of standards for promoting human rights, peace and prosperity here and around the world, while at the same time allowing runaway operations to flourish? By mostly ignoring this dilemma, the U.S. actually strengthens the grip of oppressive nations which rely on the registration fees paid to them by runaway-flag ship operators. I wonder how long we can live with this contradiction. In any case, I pledge that the Seafarers will do our part to continue this very worthwhile, very necessary fight well into the next century -and however long it takes to win. Volume 60, Number 2 lbe SIU on line: www.seafarers.org ~71 February 1998 The Seafarers WG (ISSN I 086-4636) is published monthly by the Seafarers International Union; Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO; 5201 Auth Way; Camp Springs, MD 20746. Telephone (301) 8990675. Periodicals postage paid at Southern Maryland 20790-9998 and at additional offices. POSTMASTER: Send address changes to the Seafarers WG, 5201 Auth Way Camp Springs, MD 20746. Communications Director, Daniel Duncan; Managing Editor, Jordan Biscardo; Associate Editor/Production, Deborah A. Hirtes; Associate Editor, Corrina Christensen Gutierrez; Art, Bill Brower; Administrative Support, Jeanne Textor. Copyright © 1998 Seafarers International Union, AGLIWD All Rights Reserved. 2 Seafarers LOG America Must Maintain Pool of 'Well-Trained, Citizen' Mariners TRANSCOM's Gen. Kross Touts Industry Cohesion Citing the importance of maintaining a strong sealift capability, the head of the U.S. Transportation Command (TRANSCOM) said America must be able to call upon "well-trained, professional, U.S. citizen seafarers" in times of crisis, rather than being forced to rely on foreign crews. "I lived up close and personal with [use of] foreign-flag ships at critical times. And we don't ever want to visit that again," stated U.S. Air Force General Walter Kross, speaking last month at a meeting of the Washington, D.C. chapter of the Propeller Club. 'The mariners sailing in the U.S.flag commercial fleet are our best, most cost-effective resource." "I lived up close and personal with [use of] foreignflag ships at critical times. And we don't ever want to visit that again. " -General Walter Kross Head of the U.S. Transportation Command Kross also noted the unprecedented level of cooperation between the U.S. government and the maritime industry. That cohesion, he said, has helped build a powerful and efficient American sealift capacity. Additionally, the head of the Department of Defense agency which oversees the worldwide movement of supplies for U.S. armed forces expressed strong support for the Jones Act and the Maritime Security Program (MSP). Teamwork Benefits Nation "Together, we form a very remarkable team," Kross told the audience, which included representatives of maritime labor, the U.S. Military Sealift Command, Capitol Hill, ship operators and others. "A strong public-private partnership is being forged in peacetime and in war. There is no other country that does this and no other country that achieves the results we achieve. "And, consequently, we are preeminent in the world when it comes to deploying and getting to the fight .... Sealift is the bedrock and underpinning of all that." He further noted that America's sealift efficiency rating, determined partly through annual "no notice" exercises which began in 1992, "has never been any better than it is right now." Kross said that since those drills started, 60 ships (including SIU-crewed Ready Reserve Force vessels) have been test-activated. Fifty-eight were ready on time, while the other two barely missed the deadline and were ready within 10 hours of the cutoff, the general reported. Sealift Is 'Vital' U.S. history is replete with examples of why the nation needs a viable sealift operation, including the Persian Gulf War, noted Kross, who assumed TRANSCOM's leadership in 1996. "Sealift is absolutely vital to our nation's national security. Consider that at the height of Desert Shield and Desert Storm, there were 217 ships on the high seas-132 en route, 57 returning, 28 on-loading and off-loading. We virtually had a steel br!dge across the Atlantic Ocean during Desert Shield, with one ship every 50 miles between here, the Persian Gulf and the ports on the other end," he said. "Sealift provides 90 percent of the total strategic lift capability for our country," he continued. "When we do our work, whether it is plane loads or ship loads, passengers or cargoes, we cannot supply the total need on the air side. Decisive long-term unit deployment, supplies, sustenance and re-deployment relies on the capabilities provided by a viable and vital American sealift program." Backs Jones Act, MSP Making key contributions to America's sealift strength are the MSP and the Jones Act, said the General Walter Kross says the Jones Act, MSP, a strong sealift capability and U.S. citizen mariners all are important to U.S. security. general. "MSP is important to TRANSCOM because it ensures that we'll be able to meet our sealift requirements without relying on foreign-flag ships or crews," he explained. "It ensures that we'll be able to project an American presence anywhere in the world. "And relying on the U.S.-flag fleet, the Defense Department receives, at no additional cost, access to total, global, intermodal transportation networks, which is very important to us. Thi's includes not only the vessels but also logistics management services, infrastructure, tenttinals, equipment, communications, cargo tracking networks-and, above aJI else, wen-trained, professional, U.S. citizen seafarers." Regarding the nation's freight cabotage law, Kross declared, "Our bottom line is this: The Jones Act is a proven performer that supports both our nation's military security and its economic soundness." Correction: Page 14 of the December 1997 issue of the Seafarers LOG erroneously listed the Paul Hall Center's radar observer inland course as a one-week class. The course, in fact, Jasts eight (8) days. The LOG regrets the error. Aquarius Captain Praises Reunited Rescuers Conversation aboard the LNG Aquarius recently turned to a dramatic rescue involving the Energy Transportation Corp. vessel that took place about two years ago. When Seafarers (from left) QMED James Perez, AB Cara Stinson, QMED Mark Francois and AB Scott Snodgrass signed on the tanker, it marked a reuniting of four crew members who played pivotal roles in the successful rescue of two Filipino fishermen approximately seven miles off the Philippine island of Mindanao. They and their fellow Aquarius shipmates overcame 20-knot winds, debris-filled waters and giant swells to save the fishermen. (See Seafarers LOG, March 1996.) In a recent letter to the Seafarers LOG, Aquarius Captain John Donahue noted, "These crew members are to be, and have been, acclaimed on board and publicly." He pointed out the crew received a plaque from the Propeller Club, which is displayed in this photo. February 1998 �3 More APL Ships Hoist U.S. Flag SIU Jobs Boosted as Vessels Enter Maritime Security Program Seafarers recently climbed the gangways to three APL containerships as the vessels were reflagged under the Stars and Stripes. The APL Korea and APL Thailand changed ensigns in late December in San Pedro, Calif. The APL Philippines reflagged January 3 in Wilmington, Calif. Along with last November's reflagging of the APL Singapore, this completes the process of bringing four more APL ships into the U.S. Maritime Security Program. All four vessels are crewed in the unlicensed departments by members of the SIU (steward), Sailors' Union of the Pacific (deck) and Marine Firemen's Union (engine). SIU President Michael Sacco said the ships "first and foremost represent new jobs for SIU members. That is wonderful news. "However, these vessels benefit not only Seafarers, but also the entire nation. The Maritime Security Program builds up national security, as its name indicates. America now has four more ships committed to that goal." All four were constructed within the last three years and formerly flew the flag of the Marshall Islands. Additionally, each of the ships is approximately 900 feet long and can carry about 4,800 20-foot containers. The Singapore, Thailand, and Philippines will in 42-day round trips between the U.S. West Coast and the Pacific. Scheduled ports include Los Angeles, Seattle, Hong Kong, Singapore and others. The Thailand was built in Germany, while the other three vessels were built in Korea. Each has a single screw powered by a Bermeister and Wain diesel Crew members aboard the APL Thailand prepare for a fire and boat drill. Bright Field's Owner Blamed tar Accident Runaway-Flag Freighter Had Chronic Engine Trouble Before New Orleans Crash One year after the runawaytlag freighter Bright Field crashed into a crowded New Orleans riverfront shopping complex, the U.S. Coast Guard and the National Transportation Safety Board (NTSB) have issued reports citing the shipowner for lax oversight which contributed to the accident. The detailed conclusions raise more concerns about the safety of runaway-flag vessels. (See related story on page 7.) In this case, the Liberian-flag Bright Field, owned by Cosco Shipping of Hong Kong, slammed into the Riverwalk Marketplace pier on December 14, 1996 after losing engine power. The impact resulted in more than $20 million in shoreside damage and injured approximately 100 people. (None of the crew was injured.) By most, if not all accounts, the mishap just as easily could have been far more catastrophic. The 735-foot Bright Field narrowly avoided two cruise ships docked nearby and then ran aground only 70 feet from a much smaller gambling boat with more than 600 patrons aboard. The cargo ship caused major damage to 10 stores, 40 hotel rooms and a parking garage, yet there were no fatalities. SIU-crewed Crescent tugboats were the first to arrive at the accident scene and provide assis- tance, which they did by pinning the Bright Field against the wharf, thereby preventing it from drifting into the casino boat. Days later, Captain William Wattigney, who had been sailing aboard the tug Louisiana, described the scene. The people on the gambling vessel were "running in hysterics on a walkway 12 feet wide .... All I could imagine was that big freighter hitting that little casino boat. It would have been like a person stepping on a roach. It would have gone right over it." 'Recurring Problems' Both the Coast Guard and the NTSB found that the Bright Field had significant maintenance problems for a full year before the New Orleans crash. Those reportedly included two other engine failures the day of the New Orleans incident and a similar breakdown that left the vessel adrift in the Indian Ocean for several days. The Coast Guard report contains a five-page appendix detailing the various engine failures and repairs that took place in the six months prior to the accident. The New Orleans incident occurred when "the Bright Field experienced an automatic trip of the main engine due to loss of main engine lubricating oil pressure," notes the Coast Guard summary. Please be advised that SIU headquarters and all SIU hiring halls will be closed on Monday, February 16, 1998 for the Presidents' Day holiday (unless an emergency arises). Normal business hours will resume the following workday. February f 998 AP Photo/Dan Loh The runaway-flag Bright Field, owned by Cosco Shipping of Hong Kong, crashed into the Riverwalk Marketplace pier in December 1996 after losing engine power. Investigations into the accident-which resulted in more than $20 million in shoreside damage and injured approximately 100 people-concluded that Cosco is primarily to blame. ~~~~~~~~~~~~~~~~~~~~~~~~~~~ Ship's records "indicate that many main engine components were failing at a rate greater than expected for this model of engine,'' states the agency's report. Built in Japan in 1988, the Bright Field had a direct drive diesel engine with 9,800-horsepower. "The root cause of this casualty was ineffective management and oversight of the vessel's machinery condition and operational and maintenance practices," continues the account. "Longstanding and recurrent problems with the main engine were not adequately diagnosed or remedied. . . . Shoreside managers failed to pay sufficient attention to the machinery performance and maintenance reports to assure that problems were corrected and that the vessel would perform safely." Similarly, the NTSB report concludes, "The Bright Field showed evidence of recurring engineering problems that affected vessel main engine reliability, and had all engineering systems been kept in good repair and regularly tested, the vessel may not have unexpectedly lost power during its voyage down the Mississippi River. ''The Bright Field's owners' oversight of testing and maintenance of the vessel's engineering systems was inadequate and led to unreliable performance of the engineering plant and contributed to the shutdown of the main propulsion engine on the day of the accident." Both reports contain numerous recommendations of actions by federal, state and local government agencies, in addition to private businesses, to prevent a similar occurrence. Among other proposals, the Coast Guard advised the International Maritime Organization to require vessels possessing automation equipment for periodically unattended machinery spaces to have on board integrated automation test procedures. The agency further recommended that the port of New Orleans remain on schedule to establish a vessel traffic system (a shipboard electronic system that transmits a ship's location) by the end of 1999. The NTSB investigators also found that the Coast Guard itself, as well as New Orleans port officials, did not "adequately assess, manage, or mitigate the risks associated with locating unprotected commercial enterprises in areas vulnerable to vessel strikes." According to news reports, the Coast Guard said that no criminal charges will be pursued in the U.S. because of the complexity of prosecuting non-residents. Seafarers LOii 3 �r - - - - - - - - - - - - -- -- - - - -- -- --- ---- - --- --~- - - --- Record Season Ends; Lakers Await Spring A hush has descended over the Great Lakes as SIU members from Oswego, N.Y. to Duluth, Minn. sign off their respective vessels following another banner year of transporting iron ore, coal, stone and other commodities throughout the Great Lakes region. One of the busiest SIU-contracted lakers this season was American Steamship Company's Indiana Harbor, which delivered a record-breaking 3.6 million tons of cargo before laying up in the port of Duluth for the winter. "It was an extremely good year," recalled Daryl Overby, a conveyorman aboard the Indiana Harbor. "We broke our own record. We were blessed with an exceptionally mild fall and early winter which contributed to our overall tonnage. We had no reason to delay our shipments. We just kept moving," said Overby, who joined the union in 1972. Floyd Larson, a gateman aboard the Indiana Harbor, noted, "It was non-stop from the time we fit out this spring until we brought her in for layup on January 7. We had a really good season. We had deep water and good weather and lots of cargo to deliver," said Larson, a 1979 graduate of the Paul Hall Center's trainee program. The Seafarers-crewed American Republic, American Mariner and Presque Isle were the last SIU-contracted Great Lakes ves- sels to come in for the seasonal layup. On January 15, the date the Soo Locks in Sault Ste. Marie, Mich. closed, the American Republic and American Mariner sailed into the port of Toledo for the winter while the Presque Isle sailed into Sturgeon Bay, Wis. The closure of the Soo Locks brings an end to most shipping in the region since the locks are the only entrance into Lake Superior from the lower four Lakes. The locks are scheduled to open for the 1998 sailing season on March 25. The Indiana Harbor was not the only Seafarers-crewed laker to have a busy year. According to figures released by the Lake Carriers' Association which monitors the action of U.S.-flag shipping on the Lakes, shipments of limestone and gypsum on the Great Lakes totaled 39,017,818 net tons in 1997-a new record for that trade. The previous peak, 35.1 million tons, was set in 1996. The 1997 total also represents the fourth consecutive year in which the Great Lakes stone trade has broken the previous mark. According to Algonac, Mich. SIU Representative Don Thornton, Great Lakes Seafarers are looking forward to the seasonal break. "After a busy season like this one, the time off gives them a chance to catch their breath. However, time passes quickly and before they know it, spring is here and fitout begins," said Thornton. Wiper Mike Kelly pulls inspection covers off one of the St. Clair's main engines. Securing the St. Clair's lifeboat for winter are Deckhand John Logan (left) and Gateman Scott Hoose. Before signing off the American Republic for the winter, crew members pose for a photo. They are (from left) Gateman lssam Hani, Watchman Eugene Repko, Deckhand Salah Ahmed, Deckhand Darren Lahaie and Deckhand Dan Grant. Conveyorman Marvin Schmitz communicates with crew members in the tunnel during layup procedures aboard the St. Clair. Delta Queen Crew Focuses on Safety Training Helps Advance Daily Shipboard Skills Moving a crane into place to lift a piece of machinery from the American Republic's engine room is Wiper Yahya Nasser. Before signing off in Toledo, Ohio, QMED Tracy Ribble cleans air boxes in the engineroom aboard the St. Clair. Smooth Sailing Aboard Bennett Seafarers are off to a good start aboard the Capt. Steven L. Bennett, which joined the U.S. Military Sealift Command's Afloat Prepositioning Force last November. The Bennett, which is nearly 700 feet long and has a top speed of 18 knots, carries ammunition and other materiel for the Air Force. Operated by Sealift, Inc., it is the first strategic sealift ship named after an Air Force war hero. Pictured on the Bennett's deck are (from left, kneeling) DEU Charlie Bibbs, Bosun Sam Bunch, OS Norman Williams, (standing) Steward/Baker Neville Johnson, OS Darryl Coale, Chief Cook Landa Bunch, QMED Gabriel Williams and SIU Representative George Tricker. 4 Seafarers LOG The SIU-crewed Delta Queen does not transport what most Seafarers would consider typical cargo: freight. Instead, each yeart thousands of passengers board the steamboat for cruises along the Mississippi River and its tributaries. But Seafarers working aboard the Delta Queen Steamboat Co. paddlewheeler have the same objective as fellow members who sail aboard containerships, tankers, towboats and all other SIU-crewed vessels. That ongoing goal is to transport its contents safely from one port to another. Whether it is the weekly lifeboat drill involving all the passengers and crew, a nightly fire watch detail or assisting passengers as they embark or disembark from the riverboat, Seafarers maintain a constant patrol for the well-being of their vessel and guests. Over the years, the Paul Hall Center has provided on-site lifeboat and first aid/CPR training for crewmembers aboard the Delta Queen and her sister ships the Mississippi Queen and American Queen. These classes always are scheduled while the steamboats are under way. They allow crew members to become more aware of the procedures to follow if an emergency takes place during a cruise. "Delta Queen crew members are very profi- Deck department members prepare for a lifeboat drill aboard the Delta Queen. Pictured from left are ABs Rick Welch, Steve Hetherington, Charles Meeks and Joe Collins. cient in their safety skills," stated Hall Center instructor Stormie Combs, who con- Paul HaJI Center instructor Stormie Combs (standing) instructs Delta Queen crew members on the proper use of fire extinguishers. ducted a number of training sessions aboard Delta Queen Co. steamboats last year. 'They are always very receptive to the training we offer and are always eager to Ieam more." SIU members aboard the Delta Queen perform a variety of tasks, from the cleaning of decks to keeping the engines running smoothly, and from preparing delicious meals to tidying the guests' quarters. Based in New Orleans, the Delta Queen Steamboat Co. passenger vessels travel the inland waterways throughout most of the year. Febmary 19911 �USCG Praises Swift Action ·an St. Clair Seafarers Quickly Conquer Potentially Lethal Shipboard Fire Thanks to quick reactions and professional seamanship skills, Seafarers aboard the Great Lakes self-unloader St. Clair escaped injury on August 14, 1997 when a fire ignited as the laker was offloading in a Lake Erie port. In a recent letter to the Seafarers LOG, QMED Rick Metcalf detailed the incident that earned the crew of the American Steamship Company (ASC) vessel high praise from the U.S. Coast Guard. "While unloading coal in Monroe, Michigan, St. Clair Wheelsman John Church spotted smoke issuing from the fantail scuttle hatch. Immediately, Conveyorman Marvin Schmitz and Gatemen Scott "Red" Coristine and Craig Fitzhugh secured the boat's unloading system," stated Metcalf. The source of the smoke, wrote Metcalf, was the conveyor belt and mechanism's motor Seafarers aboard American Steamship's St. Clair successfully extinguished a potentially lethal fire in less than 10 minutes. Pictured above, from the left, are Deckhand Mohammed Saadi, Wheelsman John Church, Gateman Scott "Red" Coristine, Conveyorman Marvin Schmitz, QMED Rick Metcalf and Watchman Tom Romero. which caught fire. "Extinguishing and cooling the fire was crucial since the coal could ignite and spread to the boat's remaining cargo. There was also the possibility of detonation of the coal dust, with catastrophic results." According to Metcalf, the fire alarm was sounded and Captain Ferris "J.R." Parsons ordered the crew into fire squads. "While one group doused the area from the cargo boom, another donned firefighting gear and advanced into Rep. Sanchez Commends Unions For Advancing Workers' Rights The political activities of trade unions, which greatly have benefited America's working families, must continue unimpeded by proposed legislation designed to obstruct labor organizations. U.S. Rep. Loretta Sanchez (DCalif.) delivered that message during a recent hearing of the House Education and the Workforce Committee. During the December 11 session, the committee signed off on the so- Rep. Loretta Sanchez called Worker Paycheck Fairness Act (H.R. 1625), despite the strenuous objections of Sanchez and other pro-worker representatives. The full House has yet to act on the measure, which essentially would paralyze trade unions by imposing a multifaceted scheme whereby even the most rudimentary operations would require membership votes. Before addressing the bill, Sanchez noted the many positive, wide-reaching accomplishments of America's unions. "Unless you grew up in a union household, as I did, many Americans may not understand the huge advances in the workplace secured for all workers as a result of unions. If you have a pension, thank unions. Thank them also for the minimum wage. Thank them again for the eighthour day, the 40-hour work week, overtime pay, and compensatory time off. Thank unions for workplace safety, grievance procedures, and perhaps most impor- tant, health benefits. "Before unions, we did not have maternity leave, let alone paid leave and prenatal care, or even paternity leave,'' Sanchez continued. "These are just some of the improvements all working families enjoy because of the struggles by union families on their behalf. "Understand also that unions are one of the most democratic organizations known in our free society. Union leaders are selected by elections from the membership. Bylaws and policies are approved by majority vote by representatives elected to their posts through democratic elections." Turning her attention to H.R. 1625, Sanchez explained how the bill, among other drawbacks, would prevent union members from fully participating in the political process. "This bill makes no sense. It is an administrative nightmare,'' she stated. ''To illustrate my point, I have drafted a companion bill, virtually identical to the language U.S.-Flag Grain Carriers Available on Great Lakes Jones Act Supporters Respond to Remarks Made in House In response to a charge leveled during a congressional hearing, the Maritime Cabotage Task Force listed 11 SIU-contracted vessels within the U.S.-flag Great Lakes fleet as being certified and capable of carrying Midwestern grain from one port to another. The purpose of the task force is to support the Jones Act (the nation's freight cabotage law) and the Passenger Vessel Services Act (which deals with the movement of people from one domestic port to another). It is composed of more than 400 maritime and transportation-related organizations, including the SIU. During a November hearing conducted by the House General Farm Commodities Subcommittee, U.S. Rep. Nick Smith (RMich.) called for a waiver of the Jones Act on the Great Lakes February 1998 because of a shortage of U.S.-flag vessels to move grain. However, in a letter to the congressman, who is the sponsor of legislation designed to gut the freight cabotage law (H.R. 1991), the task force pointed out the Lakes fleet contains plenty of ships able to handle the job. Among the vessels listed were those sailing for American Steamship Company and Kinsman Lines, both of which are crewed by Seafarers. The letter to Smith also noted U.S.-flag companies whose ships can transport grain have made this availability known on several occasions. The battle over the Jones Act will remain an issue before Congress as it returns to work following its winter recess. H.R. 1991, known as the Coastal Shipping Competition Act, has acquired 15 cosponsors since it was introduced last summer. The House has not scheduled a hearing date for the bill. Meanwhile, House Concurrent Resolution 65, which calls for no changes in the Jones Act has 239 cosponsors-more than half of the members of the House. The SIU along with the Maritime Cabotage Task Force supports the resolution. According to the rules of Congress, a concurrent resolution is used to deliver a formal statement or opinion of the body. With bipartisan support for HCR 65 by a majority of House members, it is highly unlikely that any legislation designed to alter or eliminate the Jones Act would pass in the House of Representatives. belt machinery and compartment ventilation, deployed fully outfitted fire teams and applied cooling water to the conveyor space. These actions prevented full ignition of the jammed and severely overheated starboard conveyor belt and its cargo of coal. Proper compartment entry technique, atmospheric testing and setting of a reflash watch rounded out a textbook response to the crisis, all without loss of life, injury or environmental damage. "Frequent, realistic shipboard training coupled with a cool headed response enabled this potentially disastrous situation to be brought under control in less than 10 minutes. Your efforts are exemplary and set the standard for others to follow. Well done to all!" concluded McGowan. In addition to Metcalf, Church, Schmitz, Coristine and Fitzhugh, other Seafarers who helped extinguish the blaze include Deckhand Mohammed Saadi, Watchmen Tom Romero and Jeff Davis, Wheelsman Brian Waggoner, QMED Tracy Ribble and Wiper the conveyor spaces that were being cooled by the third group near the fantail scuttle hatch. Within minutes the fire was extinguished and the area cooled. ''There were no injuries and most of the crew was dismissed by the time the local fire department arrived," said Metcalf. Captain Parsons, an SIU hawsepiper, stated, "We had teamwork. All our training and dedicated work paid off." Following the fire, U.S. Coast Rear Admiral J.F. Guard McGowan wrote a letter praising the captain and crew of the laker. "I want to commend you for swift, effective action to prevent a major fire aboard the MIV St. Clair on the afternoon of 14 August, 1997 while discharging coal at Monroe, Michigan," McGowan stated. "Upon seeing smoke arise from the conveyor space, the crew immediately secured the cargo Mike Williams. in the bill before us. The only difference is that when [H.R. 1625] talks about unions, my bill substitutes the words Internal Revenue Service. ''The practical effect of my bill is to require the IRS to seek the permission of every taxpayer before spending any federal tax dollar on any policy or program of the government which that taxpayer does not support," Sanchez told the committee. "If you oppose the B-2 bomber, you can tell the IRS to refund you that portion of your taxes that would go to fund production of the B-2. "If you oppose AIDS research at the Center for Disease Control, order up your refund check from the IRS.. . . I hear some laughter. Of course you immediately understand this draft bill is unworkable. It is bad public policy. It would grind government to a halt." Sanchez concluded her remarks by stating it would be unfair to exclude unions from the political process. "I hope everyone understands that without unions representing American workers . . . the voice of workers in Congress will not be heard above the din of corporate lobbyists and cocktail receptions for business PAC directors. All sectors of our society deserve the chance to be heard." Boatmen Prep for Penn Contract Talks Seafarers aboard Penn Maritime tugs and barges are readying for contract negotiations. Last month, SIU members aboard the tug Lucia and barge Caribbean met with SIU Vice Presidents Jack Caffey and Dean Corgey in Corpus Christi, Texas. The boatmen received contract suggestion forms, nominated members for the negotiating committee and reviewed the latest union news. Pictured above with Caffey and Corgey are Seafarers Robert Kirk, Henry Gamp, Clifford Arnold, Donald Bond, Earl Isenhart and Gregory Lebel. Penn Maritime vessels transport oil and asphalt all over the world. The company in recent years has expanded from two tugs and two barges to seven tugs and nine barges, with two additional barges expected to join the fleet this spring. ~ -~ • •::,:,;_:; • ~- ·- ' . •M~: ' • - ---- ;;,< ;. ·:::::- JI Seafarers LOG 5 �... Aboard Allegiance Steward department members aboard the Allegiance took extra care to ensure that their shipmates enjoyed a special Thanksgiving Day at sea. From jumbo shrimp cocktail and Creole gumbo soup du jour, to lobster, prime rib, broiled flank steak and the traditional roasted turkey, Chief Steward Tyler Laffitte, Chief Cook Sherman Harper and Steward Assistant John Noel created a superb Thanksgiving feast that will not soon be forgotten. According to DEU Angel Figueroa, who sent a letter and photos of the holiday meal to the Seafare rs LOG, the steward department spent several days preparing for Thanksgiving. Other culinary delights served by the galley gang included shrimp salad, crab meat salad, baked smoked sausage in jackets, crackers and egg dip, sausage cheese balls, stuffed deviled eggs, tuna stuffed deviled eggs, baked mushroom turnovers, a watermelon fruit basket and a full salad bar. Additional entrees prepared by the galley gang included London broil, Texas smoked ham with fruit sauce, roast prime ribs of beef au jus, baked lobster tails and filet mignon. Vegetables included baked potatoes, Mexican style corn, stuffed potatoes, steamed broccoli, yams and more. Homemade pies like sweet potato, pecan, apple, pumpkin, blueberry and mincemeat, as well as assorted cookies and cakes and other desserts were enjoyed by the crew. "It was a nice day for the everyone," stated Figueroa. The Allegiance transports gasoline and diesel fuel among ports including Houston; Jacksonville, Aa.; Port Everglades, Fla.; Aruba and Panama. Formerly the New York Sun, the 34,000-ton tanker was purchased by SIU-contracted Maritirans, Inc. late last year. At right, steward department members Chief Cook Sherman Harper (left), Chief Steward Tyler Laffitte (center) and SA John Noel proudly display their dessert table. On Thanksgiving day, the Allegiance cre•:1 enjoyed a wide variety of culinary treats prepared by the galley gang. Posing for a photo following dinner are (from left, standing) SA John Noel, AB Dennis Zuniga, Chief Steward Tyler Laffitte, Chief Cook Sherman Harper, AB Arnold Neff, QMED Howard Allen, (seated) AB Omaha Redda, AB Matias Garcia, QMED Craig Perry, Bosun Samuel Porchea and AB Jennifer Averill. Chief Cook Sherman Harper shows off his appetizer table that included more than 12 selections. Homemade rolls were just one of the many baked goods prepared by Chief Steward Tyler Laffitte for the Allegience crew to enjoy on Thanksgiving Day. • • • Aboard Sea-land Challenger Signing in for the union meeting on Christmas day :.> AB John Emrich. Chief Cook Lloyd Lawrence begins preparations for Christmas dinner aboard the SeaLand Challenger. 6 Seafarers LOG Steward Baker James Harper cleans the grill after a special holiday brunch aboard the Sea-Land Challenger. OMU John Coleman reports to the galley for payoff on Christmas Day. In the Challenger's crew lounge, DEU Nasser Shaibi relaxes during the Christmas holiday. Active and retired Seafarers, along with their families, friends and other guests, recently shared the spirit of Christmas at the SIU hall in Mobile, Ala. Turkey, ham, sweet potatoes, stuffing, mashed potatoes and gravy, pumpkin pie and other traditional delicacies were enjoyed during the December 13, 1997 gathering. In the photo above, the children and grandchildren of Seafarers join Port Agent Dave Carter (standing) in a photo with Santa Claus, who made a surprise visit to the Mobile hall during the event. Below, Seafarers and their families enjoy the special meal prepared by active and retired SIU members. Posing for a Christmas photo aboard the SeaLand Challenger are (from left) SIU Wilmington Safety Director Frank Gill, Engine Utility Leonard Viles and Bosun Roy Williams. Donning a Santa hat, SIU Port Agent John Cox (left) brings Christmas cheer to crew members aboard the Sea-Land Challenger. With him are AB Jim Elbe (center) and AB Amin Hussein. A man somewhat resembling Santa Claus was spotted climbing the gangway of the Sea-Land Challenger during the early morning hours of December 25 following the containership's arrival in the port of Long Beach, Calif. However, the person sporting the seasonal red cap was not jolly old St. Nicholas, but Wilmington (Calif.) Port Agent John Cox, who boarded the vessel for a union meeting and crew payoff, "Safety Director Frank Gill and I met the Challenger when it docked on Christmas morning and spent part of our day with the crew," reported Cox, who captured the holiday visit on film for the LOG. During the union meeting, Cox answered questions from the crew members concerning the Seafarers Money Purchase Pension Plan, handled vacation and health paperwork and updated members on the latest maritime news. "Following payoff and the meeting, we enjoyed fresh kiwi, pineapple and bananas from Hawaii. Everyone was in good spirits, and the payoff certainly helped make the holiday a little brighter," he recalled. Cox commended the crew for being "hard workers and good SIU brothers." He added that the galley gang aboard the SeaLand ship is "top of the line. Chief Cook Lloyd Lawrence and Steward Baker James Harper are among the best." The 700-foot Sea-Land Challenger sails among the Pacific ports of Long Beach, Oakland, Calif. and Honolulu. It takes the vessel 24 hours to sail from the port of Oakland to Long Beach. The ship then takes about five days to sail to Hawaii, where cargo operations are completed in approximately two days. February 1998 �On the Cheap Runaway-Flag Balker's 'Routine' Deficiencies Reflect Dangers ITF Secures Back Wages, Brings Vessel Under Contract Opponents of extending fast"This case had a happy endtrack negotiating authority to ing in that progress was made," the president contend that such stated Thornton, based in a move would worsen the Algonac, Mich. "But what's disalready steady relocation of turbing about it is that the conUnited States manufacturing ditions these people faced are so plants overseas or south of the routine. This happens on hunborder. dreds, maybe thousands of runThe thinking-based largely away-flag ships around the on the massive job loss begin- world, every day." Before Thornton and Given ning in the early 1980s and continuing through the enactment demanded the signing of the of the so-called North American ITF contract, ABs aboard the Free Trade Agreement four Sea Pearl I/ (owned by Neo years ago-is that businesses Bulk Shipping) earned $11.16 eagerly will move to capitalize per day for 14 hours of work, on cheap foreign labor. which equals 79 cents per hour. For U.S. mariners, this may OSs earned around half that seem like a familiar fight. The amount. U.S.-flag maritime industry for The minimum daily rates decades has suffered from run- established by the ITF, includaway-flag (or flag-of-conve- ing overtime, are approximately nience) shipping, a sotm which $50 per day for an AB and $36 has drained American shipboard for an OS. employment opportunities Low wages and failure to pay while replacing them with low- crew members were not the only paying, often poverty-level jobs problems aboard the Sea Pearl I/. for foreigners. When the Filipino, Greek An example of the pitfalls of and Ukranian crew rode the vesrunaway-flag shipping recently sel into Canada, they contacted was uncovered in Windsor, the ITF and voiced concern Canada by the International regarding alleged mistreatment Transport Workers Federation by the captain. Thornton said he (11F). Don Thornton, an SIU later witnessed the captain verITF inspector, and Jim Given, bally abuse crew members, and an' ITF inspector from the SIU the company reportedly fired of Canada, in December assist- him. An inspection by Canada's ed the multinational crew of the Greek-owned, Malta-flagged Marine Safety Office pointed out another drawback of runbulk carrier Sea Pearl II. The inspectors secured more away-flag shipping. Namely, than $38,000 in back wages for that runaway-flag billets somethe mariners and also brought times are filled by unqualified the ship under ITF contract. The individuals desperate for any written agreement means a sig- employment. nificant boost in pay for crew Aboard the Sea Pearl II, members aboard the Sea Pearl Canadian officials discovered II, who had not been paid in sev- chemicals improperly stored in eral months. the engine room; improperly Another Perspective As the ITF assisted crew members aboard the Sta Pearl II, one of the mariners wrote a poem about life on the runaway-flag ship. Penned by wiper Ronald Jardeliza of the Philippines, and translated by Seafarer Bartolome Romero Jr., the missive reflects the desperation and difficulties undoubtedly felt by many mariners who sail on runaway-flag vessels. My House of Steel Voyages and adventures in the high seas are endlessly weary Sympathy and hard work throughout in hearts and minds Working harder for the fature of loved ones to prosper Offerings and sufferings are along with the waves Life in my house of steel is endlessly weary Body owed is sacrificed, sail to earn a living Oneness and togetherness upon command of divine Events and dangers are relied upon our God, the creator To journey the deepest and the widest of the oceans So the poor sailor could lift his living, which is his goal Left behind the loved ones, to find the richness so far to reach Everyone knows the loneliness and hardness of times at sea Solely praying of the destination anytime be reached Sailing unharmed, to the family be enlightened Oh, what difficulty of life at sea is explored The only appreciation to restore the hardship ls a little wages in the palm can be received Holy are you, oh Lord, your blessings on me are intent Like your well-founded sea when it's flowing You heard the prayers of a wanting son To be showed and be revealed toward a decent life Febmary 1998 secured fire extinguishers and life jackets; and potentially severe deficiencies in food storage and food handling. For example, galley personnel had kept cooked and uncooked meats together, failed to quickly dispose of rotten food, improperly stored leftovers, and did not use adequate sanitary practices. Other conditions cited by the government entity included an improperly stored forward life raft, a large quantity of paint stashed in the port side of the rope store, malfunctioning toilets, and various other equipment not stored properly. Those safety and health hazards were corrected before the ship was allowed to leave port. "Runaway-flag shipping is like a floating version of NAFTA or fast track. It's a valid comparison," Thornton observed. "I believe if a person spent time aboard one of these ships, then he or she would be leery of opening the gates for more and more companies to race to find the cheapest labor." As reported in previous issues of the Seafarers LOG, runaway-flag shipping is a scheme in which a shipowner insulates himself from liability and turns a quick profit at the expense of the crew, environment and customers, be they passengers or business entities. This scam is accomplished by involving multiple parties from different nations. For example, a vessel may be owned by a Greek company, registered in Liberia, use an Indonesian manning agent and hire crew members from any number of other countries, which usually do not have a traditional maritime background. The purpose of this practice is for greedy shipowners to escape the safety regulations, procedures, inspections, tax laws and higher wages of traditional maritime nations. Responding to this widespread problem, the Londonbased I1F is engaged in a worldwide campaign against runaway-flag shipping. The organization has I 00 inspectors in 40 nations assisting in this fight. Overall, 1he ITF comprises Plumbing problems (left photo), improperly stored equipment and general disrepair (right) were prevalent aboard the runaway-flag vessel. more than 470 transport-related unions, including the SIU and SIU of Canada, in more than 120 nations. SIU Executive Vice President John Fay is chairman of the.ITF's Seafarers . S~ction. Seafarers Pull Their Weight on Caribbean Run ' . Heavy loads are the norm for SIU members sailing Crowley tugs between Philadelphia, Jacksonville, Fla. and San Juan, P.R. The vessels tow 730-foot, three-deck barges loaded with trailers and automobiles. During one of the recent runs, Captain Noel Lopez (at right in left photo below) of the tug Seminole met with SIU Patrolman Victor Nunez. Meanwhile, fellow Seafarers from one of the Caribbean Protector's (a Crowley refueling vessel) launch boats assisted the Seminole with refueling operations. Pictured from left are Engineer Paul Wylemski, Bosun Angel Charriez (handling fuel hose) and Assistant Mechanic Miguel Rodriguez. Seafal'ers LOii 7 �Aloha, Constitution, Mahalo for the Memories On November 17, the SS Constitution ended her long and historic career of carrying passengers on the high seas. As the former SIU-crewed cruise ship was being towed from Portland, Ore. (where she had been in layup since 1995) to Asia for scrapping, the "Connie," as the ship was known by many, began to list in heavy seas about 700 miles north of Honolulu. As the list became more severe, the tug crew cut the cables to the 682-foot ship and let her sink. The Constitution began service in 1951. She was built in the Bethlehem Steel Shipyard in Quincy, Mass. along with her sister ship, the SS Independence. The two vessels joined the U.S.-flag fleet in trans-Atlantic passenger service for more than 20 years. In 1974, the Constitution was sold at bankruptcy to a Liberian corporation, transferred to the Panamanian flag and towed to Hong Kong where she remained tied up until 1981. Following the successful 1980 launching of Hawaiian Island cruises by the Independence, legislation was passed in Congress to bring the Connie back under the U.S.-flag to rejoin her sister ship. After being refurbished and reThe once majestic SS christened in Taiwan by Princess Grace of Monaco, the Constitution set sail on her maiden voyage for American Hawaii Cruises with Seafarers crewing the unlicensed departments on June 6, 1982. She sailed around the islands for more than a decade before officially going out of service in 1995. While the Connie no longer sails, many of her memories still live on within the SIU. The massive knot board that hung in the ship's deck lounge now adorns a wall in the SIU Honolulu hall. Port Agent Neil Dietz noted crewmembers saved the board when the ship laid up in Portland, Ore. 'They didn't want it to disappear, so they brought it here," Dietz said. "We still don't know who made the board and are trying to figure that out." Another item that lives on is an early mascot"Connie" the lion. Retired steward department member Lois Olson still is taking care of Connie after receiving the three-foot tall stuffed lion from the crew when she signed off the ship in 1986. "The Constitution was my last ship before I retired," Olson recalled. "I served as the ship's chairman because of my history with the Marine Cooks and Stewards, then the SIU. "I taught the kids what the union could mean to them. They learned to stick up for their rights." Also signing on the vessel in the summer of 1985 when Olson began her tour of duty as a waitress was her husband, Fred, a bosun. Constitution carried passengers on the high seas from 1951 The couple met years earlier aboard the Mercedes, which was operated by Prudential Grace Lines. The SIU represented the unlicensed deck and engine members, while the MC&S had the galley gang. The two served as delegates for their respective unions and began working together to settle various beefs aboard the ship. In a few months, they were married. "People said we'd never get along coming from the two different unions," Lois recalled. "That was 21 years ago." While the Olsons ended their sailing careers aboard the Connie, many other Seafarers used the passenger ship as a stepping stone into their new profession. One of those members is Patti Geras, who sailed as a cocktail waitress from October 1994 until the ship's last voyage in 1995. "My baby Connie. She had class and style," Geras stated. "When I walked down her, I felt I was at home." Joining her with special memories for the Constitution was Sarah Canon. Canon, who sailed aboard the ship for 11 years, met her husband on the Connie in 1984. She and Shawn, an assistant head waiter, "have been together ever since, and it has been wonderful." In speaking of the Connie, Sarah said the ship had a "feeling of ohana-of family. Everybody was very close." She recalled the aloha ceremony held by members of the Independence crew when word of the Constitution's sinking reached the sister ship. "We were sad to see her go." Another Seafarer whose first ship was the Connie is John Holtschlag, who is upgrading to become a recertified steward. "I was tending bar in Honolulu and saw when the waiters and waitresses came in that they tipped good," Holtschlag remembered. "I asked how to get on the ship and they directed me to the union." Holtschlag originally signed on as an assistant waiter in 1983. He later moved up to waiter, then began upgrading at the Lundeberg School. After earning his cook/baker endorsement, he returned to the until 1995. ship to sail as a BR, signing off in 1987 to upgrade to chief cook. Holtschlag then started sailing aboard other SIU-contracted vessels. He considered the Princess Grace Room of the Connie as his favorite part of the ship. As noted earlier, Grace Kelley had a special connection with the Constitution. Not only did she re-christen the ship in 1982, she had sailed aboard the vessel to Monaco in 1956 to marry Prince Reiner. A writing room aboard the vessel was dedicated to her. It included a portrait of the late American movie star and photographs of her famous trip to Europe. Princess Grace was not the only famous person to walk the ship's decks. During the 1950s, the vessel hosted the crew from the "I Love Lucy" television show for their staged trip to Europe. The Constitution was featured in "An Affair to Remember" starring Cary Grant and Deborah Kerr. In the 1980s, she was a setting for an episode of television's "Magnum P.I." And, of course, the hundreds upon hundreds of Seafarers who made each voyage special for the passengers. Memories from the SS Constitution include (clockwise from top left) lifeboat training drills, communications with the engine department, buffet dinner on the upper deck, preparing to depart from Kawiliwili harbor, and the deck department scrubbing the area for holiday sunbathers. B Seafarers LOG FebftlBl'J 1998 �PaW Hall Center Helps Q,MED Reach Career, Academic Goals Seafarer Praises Instructors, Curriculum at Piney Point QMED Samuel Garrett has sharpened his academic and vocational skills on shore as well as at sea. Above, Garrett waves from the deck of the OM/ Columbia. Editor's note: The following article was submitted to the Seafarers LOG by QMED Samuel Garrett of San Francisco. Garrett received his General Education Development (GED) degree from the Paul Hall Center for Maritime Training and Education in Piney Point, Md. in 1995. He also has completed numerous other academic department courses at the school, including several college preparatory classes. The GED program as well as the other academic courses at the Hall Center's Lundeberg School are available to all Seafarers. Since the high school equivalency course was developed by the school, thousands of Seafarers between the ages of 18 and 80 have passed the GED examination that earned them a Maryland State high school diploma. I came to Piney Point in 1992 to upgrade my skills in the engine department. While at the Lundeberg School, I decided to apply for the General Education Development (GED) course. With the help of the academic department instructors, my reading, math, social studies and English skills greatly improved. I am grateful for the dedication of the school's staff in preparing me for the GED examination. Unfortunately, I did not pass the entire exam the first time I sat II Thousands of Workers March To Reclaim Frontier Hotel On January 31, some 8,000 trade unionists and their families marched down the Las Vegas Strip to the doors of the Frontier Hotel, marking the end to the longest strike in recent history. For six years, four months and 10 days, the Frontier's 550 employees struck, without one worker crossing the picket line. Last fall the hotel was sold to Phillip Ruffin, an investor who quickly agreed to collective bargaining agreements with the workers. The sale became final at 12:01 a.m. on February 1. Frontier workers walked off the job when the hotel eliminated worker pension plans, slashed wages, cut health benefits and gutted job security protections. The strikers returned to the New Frontier Hotel with improvements in each of the respective areas. AFL-CIO Secretary-Treasurer Richard L. Trumka, who led last month's march, stated, "We're not just celebrating a win at the Frontier, we're pointing to what can be the future of working families in cities around the country. 'The Frontier shows that when workers and communities fight together, the fight is easier and the wins are bigger," Trumka said. Book Sellers at Borders Approve First Contract Workers at the Borders Books and Music store in Chicago's Lincoln Park ratified the first-ever union contract with Borders in October, one year after voting for representation by Local 881 of the United Food and Commercial Workers (UFCW). The Chicago-based store is the first chain retail book and music store in the U.S. to organize as well as the first to negotiate a collective bargaining agreement. Book sellers at the store voted by a 3-1 ratio to ratify the pact, which calls for an increase in the starting wage along with standard pay raises, a formal grievance procedure, and more. Following that contract ratification, workers at a Borders store in Des Moines, Iowa also approved their first union contract with UFCW Local 431. Workers at Borders stores in Bryn Mawr, Pa. and New York City's World Trade Center are in the process of hammering out similar agreements. Meanwhile, the UFCW has launched a national drive to get Borders to sign an "Employer Fair Campaign Practices Pledge." This agreement calls for Borders to discontinue use of its union-busting consultants and honor the right of employees to vote for or against joining a union. While the nationwide effort does not call for a Borders boycott, the UFCW is asking consumers to urge the chain not to interfere with the workers' right to organize. A group of renowned authors, scholars and artists initiated a national petition drive in October to build public support for the pledge. Writers involved in the drive include Michael Moore, Margaret Atwood and Norman Mailer. Febmary 1998 enrolled in English 099 with instructor Peggy Densford and in Math 099 with Rick Prucha. Both of the classes are college preparation courses. Rick also tutored me in general computer skills. Lynn Mack gave me special reading and writing assignments to help increase my reading speed and improve my understanding of what I had read. These skills have helped me pass my vocational and Coast Guard examinations. On my last ship, I took the refrigeration engineer and junior engineer exams. I have received many letters of recommendation from my superiors who encourage me to continue upgrading my skills. I got to know each of my instructors and they got to know me. Saying "thank you" does not seem enough for what they have given me. I went to the After successfully completing LNG Familiarization and a computer course, QMED Samuel Garrett displays his pleasure outside one of the Lundeberg School's academic buildings. Lundeberg School with a sixthor seventh-grade reading and math level. Now I have an 11thor 12th-grade reading and math level, and I am nowhere near finished! I recently completed the LNG course and I am currently taking the seven-day computer course. As long as there are instructors like those found in the academic program, I believe any Seafarer can achieve their goals here at the Seafarers Harry Lundeberg School of Seamanship. Settlement May Clear Path for Terminal in Long Beach Labor Briefs II for it. However, I did pass some of the test. In 1995, I returned to the Lundeberg School to attend a welding class. After completing my vocational course, I met with an academic department instructor, Betty Montgomery, who convinced me to retake the GED exam. Marge DiPreta, the heart of the academic department and the school's simulator operator, also encouraged me to continue my education. I began to prepare for the test again, this time with Betty, who devoted a lot of time to helping me. Thanks to Betty, my confidence really improved, which helped me get through the second GED examination. This time, I passed the entire test and got my high school diploma. In mid-1997, I returned to the Paul Hall Center to take the QMED exam. After academic counseling with Ed Fitzgerald, I As the Seafarers LOG went to press, newspapers in Long Beach, Calif. were reporting an imminent agreement between the city and preservationists regarding the future of the closed Navy station there. Such a settlement would end a lengthy dispute between Long Beach officials, who are anxious to replace the inoperative base with a large container terminal, and preservationists, who favor protecting Navy buildings that will be eligible for the National Register of Historic Places. According to a report in the Long Beach PressTelegram, a negotiator representing the preservation group Long Beach Heritage said following negotiations on January 27, "We made a lot of progress. I believe that within the next few days we'll have a public announcement." Earlier in I anuary, following a public hearing on the issue, the Navy indicated it would announce in May its intentions for the station, which includes the base and an adjacent Navy shipyard. Their plan is unknown. The Navy could give the land to Long Beach with or without conditions for use, or could retain it. Last month, Navy officers heard from two sides with distinctly opposite ideas regarding the best possible use of the base's more than 500 acres. Port and city representatives want to build a terminal on the property, located in the middle of the nation's busiest container port. They say such a move is critical to the ongoing development and economic recovery of the region, which has suffered from base closures and layoffs since the mid- l 990s. Environmental and preservationist groups, on the other hand, suggest reusing the buildings as headquarters for local police and firefighting squads. They also have proposed a museum. The Press-Telegram reported that federal law dictates the Navy seek-though not necessarily achieve-a settlement between the city and preservationists summarizing how the loss of historic buildings would be offset. Hence, the negotiations. In fact, Long Beach port officials in 1997 had signed a lease with China Ocean Shipping Co. (Cosco) for the construction of a new terminal. However, a Los Angeles Superior Court judge, who stated the city and port did not consider other uses for the area that would save the historic naval structures, halted the endeavor and voided the contract. Attention Seatarers: Our flag at sea is good for America ... and important to you. *'" Contribute to SPAD Seafarers LOG 9 �The family plays an important part in the lives of SIU members, who often are away from home for several months at a time. Pictured on this page are Seafarers who are getting married, showing off new family members or spending time with fellow mariners. As always, the LOG welcomes your photos and will publish them on a periodic basis. 10 Seafarers LOG February 1998 �Reiner Publishes New Novel Persian Gulf War Is Setting for AB's Fast-Paced Book Captain AJ Stacey rides the seas again in AB Larry Reiner's new action-packed novel, The Other Sha re. Scheduled for formal publication in May, Reiner's newest book is a fictionalized account of the crew aboard a U.S.-flag prepositioning vessel, dubbed the Tripoli Shores, as it heads for the Persian Gulf War. About 275 pages in length, the book is very difficult to put down. Settings for the intrigue and While serving aboard the SeaLand Producer in 1996, AB Larry Reiner gained new experiences and met new crew members-all of which may some day be incorporated in a new novel. drama include not only the Middle East, but also Germany and Stacey's hometown of Taos, New Mexico. Because of Reiner's writing style, this book will hold the interest of not just merchant mariners and those who are familiar with the industry, but also any other reader attracted to a top-rate action story. Reiner takes the time in his novel to explain various situations and conditions for the casual reader that merchant mariners take for granted. However, the way he offers the explanations do not take away from the pace of the book. An example found early in the book is the use of a conversation to explain what a military prepositioning vessel is. While many Seafarers already know from personal experience, Reiner has a character remind Captain Stacey that the ships are "'chartered to the Military Sealift Command. Privately owned and we operate them with civilian crews. There are three ships to a squadron, and each squadron can deliver and supply the needs of a full combatready Marine amphibious brigade for 30 days."' The author also provides the reader with a layout of the ship and possible means of escape from various locations. But Reiner is quick to point out the description is not entirely accurate. "I don't want someone to read the book and be able to sabotage a vessel," he noted. "So I took some liberties with the ship's layout and escape routes." Draws on Own Ufe Stacey is the only major returning character from Reiner's earlier work, Minute of Silence, which was published in 1990. The action in that novel took place aboard tankers, and Stacey was introduced as a 19-year-old ordinary seaman in the late 1940s aboard a vessel in the midst of a union organizing drive. He then climbed the hawsepipe to become a captain in the 1980s when that novel ended. Reiner, whose SIU career began as an organizer during the Cities Service tanker drive of the late 1940s, draws freely from his own experiences at sea to create his work. During the Persian Gulf War, he served as an AB aboard the 1st Lt. Baldomero Lopez, which is a prepositioning ship that carried equipment and arms to U.S. forces in the war. However, the coincidences between the real Lopez and the fictional Tripoli Shores end there. "I want to make sure everyone knows the crew members in the book and their actions are not based on the people I sailed with aboard the Lopez. They were a very good crew in the finest tradition of the SIU and the U.S. merchant marine. "My characters are based on the many, many people I've met throughout my life and from my imagination." Enjoys Writing about Maritime In 1991, Larry Reiner served as an AB aboard the 1st Lt. Baldomero Lopez, a U.S.-flag prepositioning vessel similar to the fictional Tripoli Shores in his latest novel. Reiner explained that he always has enjoyed reading and writing. In fact, the Seafarers LOG has published several of his journals and short stories over the years. His idea to write The Other Shore, Minute of Silence and the final part to Captain Stacey's trilogy (which is in the planning stages) came about because he could not find any books available that accurately describe the AB Larry Reiner's second novel, The Other Shore, is due out in May. state of today's merchant marine. "I want to tell something about what I've seen," Reiner explained. "Nobody gives a damn about us-the merchant marine. The good books like Moby Dick are about seafaring in the past. But somebody has to tell the story of the modem merchant mariner." And tell it he does. Many a mariner worries about his family when he or she returns to work. Reiner expresses those concerns through Captain Stacey throughout The Other Shore. The reader is a witness to the captain's anguish over leaving a loved one, his regard for his crew and his anxiety for the welfare of his ship. The reader also gets to know fellow crew members including the grandson of a character from Reiner's first novel and a naturalized American born in Palestine who sails in the engine room. Also involved in storytelling are Stacey's girlfriend, · who is left behind in New Mexico, as well as a variety of other people who cross their paths. This adds to the suspense created by the possible sabotage of the heavily laden munitions supply ship sailing into a war zone. Seafarers may order The Other Shore by sending a check or money order to Integra Press at 1702 West Camelback Road, Suite 119, Phoenix, AZ 85015. The pre-publication discounted cost is $20 (or $36 for the new novel and a copy of Minute of Silence). Reiner will autograph copies of the novel to SIU members and retirees who identify themselves as such when requesting the book. Deck Crew Displays Teamwork at Sea Aboard Liberty Spirit Bosun Terry Cowans gives the thumbs up sign following the refurbishment of the Liberty Spirit's bow. Seafarers completed the project while the bulk carrier was en route to Africa with a load of wheat. February 1998 Thanks to the hard work and dedication of deck department members aboard the Liberty Spirit, the bow of the Liberty Maritime Corp. bulk carrier has a new look. According to AB/Dayman Ronald Owens (who sent photos of the crew to the Seafarers LOG), deck department members brightened the bow of the 32meter-wide ship while sailing from Houston to the port of Maputo, Mozambique to deliver a load of wheat. "Under the leadership of Bosun Terry Cowans, the deck department turned a once oilyJooking bow into a brand-new looking bow," stated Owens. "It took a Jot of hard work from everyone, but with the bosun staying on top of the job and keeping everyone moving forward each day, the bow of the Liberty Spirit looks as it must have when she was first built," noted Owens. "As the pictures show, the deck crew was very proud of completing the task set before them during this Jong voyage," he added. In addition to Cowans and Owens, other deck department members who helped refurbish the ship's bow were ABs Doug Parman, Michael Riley and Michael Jackson as well as AB/Dayman Reginald Watkins. Deck department members (from left) AB Doug Parman, AB/Dayman Reginald Watkins, AB Michael Riley and AB/Dayman Ronald Owens proudly pose for a photo on the freshly painted bow of the Liberty Spirit. Seafarers LOG 11 �Presented on fhese two pages of the Seafarers LOG are handy tax lips that have been prepared especially tor mariners. Included are the new deduction amounts tor f 997, updated telephone numbers, a form for filing extensions and where ta get additional Information. STANDA• DEDUCTIO This is the standard deduction ' Chart for most people~ Ifa taxpay""' , , ~ is 65 or older or blind, there afe· · additional standard deductions. (Note that·tbe personal exemption deduction is $2,650~) HOW TO PREPARE A TAX RETURN Step 1. Get all records together. • Income Records. These include any Forms W-2, W-2G and 1099. • Itemized deductions and tax credits. • Medical and dental payment records. • Real estate and personal property tax receipts. • Interest payment records for items such as a home mortgage or home equity loan. • Records of payments for child care so an individual could work. Step 2. Get any forms, schedules or publications necessary to assist in filing the return. IRS Publication 17 entitled "Your Federal Income Tax for Use in Preparing 1997 Returns" is the most comprehensive guide the agency has issued this year. Most IRS offices and many local banks, post offices and libraries have publications designed to provide individuals with information on correctly filing tax returns. Step 3. Fill in the return. Step 4. Check the return to make sure it is correct. Step 5. Sign and date the return. Form 1040 is not considered a valid return unless signed. A spouse must also sign if it is a joint return. Step 6. Attach all required forms and schedules. Attach the first copy of Copy B of Forms W-2, W-2G and 1099R to the front of the Form 1040. Attach all other schedules and forms behind Form I 040 in order of the attachment sequence number. If tax is owed, attach the payment to the front of Form 1040 along with Form 1040-V (original only). Write name, address, phone number, social security number and form number on your check or money order. Rounding Off to Whole Dollars: Cents may be rounded off to the nearest whole dollar on the tax return and schedules. To do so, raise amounts from 50 to 99 cents to the next dollar. For example, $1.39 becomes $1 and $2.50 becomes $3. Fast Refund: Taxpayers are able to request direct deposit of their tax refunds by filling out lines 62b, 62c and 62d on their Form 1040. Line 62b is for the bank's routing number. Line 62c indicates the type of account, and line 62d is the taxpayer's account number at the bank. When tax returns are filed electronially, a refund will be received in about weeks, or in 2 weeks if it is deposited irectly into a savings or checking ccount. For a charge, many professiontax return preparers offer electronic ling in addition to their return preparaon services. If an individual prepared is or her own return, a preparer or smitter in their area can file the tum electronically. For a list of who an file a tax return electronically in any ·ven area, call the IRS toll-free numr, 1-800-829-1040, and ask for the lectronic Filing Office. WHAT ARE CONSIDERED DEDUCTIONS AND CREDITS ersonal Exemption Amount: e deduction for each exemptionr the individual, his or her spouse nd dependents has increased to 2,650 per person. In 1997, the xemption deduction for high income payers may be reduced or eliminat- f2 Seafarers LOG ed if their adjusted gross income exceeds certain threshold amounts. Standard Deduction Has Increased: The standard deduction, or dollar amount that reduces the amount that is taxed, has increased for most people (see box below to the right). Because of this increase, it may be to an individual's benefit to take the standard deduction this year even if that person has itemized deductions in the past. Personal Interest Deductions: For 1997, personal interest cannot be deducted. Personal interest includes interest on car loans, credit cards and personal loans. Interest on Secured Loans Deductible: Interest paid on mortgages or investments is 100 percent deductible. Union Dues Deduction: Union dues, including working dues, are deductible only if they exceed 2 percent of adjusted gross income. If they do, only the portion over the 2 percent is deductible. SPAD contributions have never been deductible. Deducting Work-Related Expenses: Expenses associated with a seaman's work may be considered tax deductible. However, no expense can be deducted for which a seaman has been reimbursed by the employer. Travel to the union hall to register or travel to the union's designated medical facility to take the required physical and drug tests are examples of expenses which are work-related but not reimbursed by the company. Members of the galley crew may deduct the costs of knives and other equipment they personally own but use when on a ship performing their work duties. The purchase of work-related clothing and other gear, as long as it is truly for work and not paid for by the employer, are likely to be considered tax-deductible. Deducting Work-Related Car expenses: Use of a personally-owned automobile in work-related travel can result in deductible expenses. Two methods can be used to compute automobile expenses-either listing a standard mileage rate or determining actual cost. On the tax return due April 15 of this year, the IRS is accepting a standard mileage rate of 31.5 cents per mile. Parking fees and tolls can be added when using the standard mileage rate. If using actual expenses, information must be available on all operating-related costs for the vehicle, including interest, insurance, taxes, licenses, maintenance, repairs, depreciation, gas, oil, tolls and parking. In either the standard mileage rate or the actual cost method of determining car expenses, accurate records should be kept. The IRS recommends keeping a log book or diary listing all expenses related to travel. Only work-related expenses not reimbursed by an employer can be claimed. Filing Standard Status Deduction Single .......................$4~150 Married filing joint return or Qualifying widow(er) with dependent children .............,... ...$6,900 Married filing Deducting Work-Related Meals When Traveling: Work- separate retum ........$lA50 Head of household ...$6f050 ers in transportation are allowed a special rate on the meal allowance of $36 per day in the continental U.S. and $40 per day outside the continential U.S. Otherwise the IRS standard meal allowance is generally $32. In some locations it is $40, and in Hawaii and Alaska it is computed differently. Travel expenses, including meals, can only be deducted if directly related to one's work and if they have not been reimbursed from any other source. a social security number (SSN) unless the dependent was born on or after November 30, 1997. Individuals may get an SSN for their dependent by filing Form SS-5 with their local Social Security Administration office. It usually takes about two weeks to receive an SSN. Limit on Itemized Deductions: In 1997, itemized deductions WHICH RECORDS TO KEEP may be limited for individuals earning more than $121,200 of federal adjusted gross income (or $60,600 if married and filing separately). Earned Income Credit: A refundable earned income credit (EiC) is available to certain low income individuals who have earned income and meet certain adjusted gross income thresholds. For tax year 1997, an individual does not have to have a qualifying child to be eligible for this credit if certain conditions are met. Different credit percentages and phase-out percentages are provided based on the taxpayer's income level and the number of qualifying children eligible, if any. The maximum credit allowed is as follows: Taxpayers with income less than $9,770 and no qualifying children - $332 maximum credit; taxpayers with income less than $25,760 and with 1 qualifying child - $2,210 maximum credit; taxpayers with income less than $29,290 and with 2 or more qualifying children $3,656 maximum credit. If the earned income credit reduces the income tax liability below zero, a refund will be granted by the IRS. Taxpayers should use form 1040, schedule EiC to see if they are eligible for the credit. Dependent's Social Security Number: Each dependent must have WHERE TO GET INFORMATION General Information; 1-800-829-1040 can be called for general information. IRS staff answer questions from 7:30 a.m. to 5:30 p.m. Monday through Friday (JocaJ time). PubllcatJons: 1-800-829-3676 operators will take ordeJS fot publications. "#17 Your Federal Income Tax'~ and '~S2 Record Keeping for Indivi<lualsh are two publications that many people find especially useful. Walk-In Help: IRS representatives are available in many IRS offices around the country to help with tax questions that cannot be answered easily by telephone. To find the location of an IRS office~ look in the phone book under "United States Government, Internal Revenue Service:• Telephone Help; The IRS is prepared to answer questions by phone. Through the agency•s taxpayer information service, publications covering all aspects of tax-filing can be ordered. The federal Tele..Tax system has recorded tax information covering about 150 topics. 1-800-829~4477 is the IRS's automated Tele-Tax system. When calling from a touch tone phonet the letter <'R'' or number "7" will repeat the topic and the letter ·~en or number "2" will cancel the message. T-0 listen to a directory of topics after the introductory message finishes1 dial 123. This telephone service is available from 7:00 a.m. until 11 :30 p.m. (local time). Send IRS Written Questions: Written questions regarding the tax returns can be sent directly to an IRS District Director (listed on the tax form). Include a social security number with the letter. Keep records of income (such as receipts), deductions (for example, canceled checks) and credits shown on the tax return, as well as any worksheets used to figure them, until the statute of limitations runs out for that return, usually 3 years from the date the return was due or filed, or 2 years from the date the tax was paid, whichever is later. However, it is recommended that all records be kept for about 6 years. Change of Address: If an individual has changed his or her address from the one listed on that person's last tax return, IRS Form 8822 should be filled out and filed with the agency. Death of a Taxpayer: If a taxpayer died before filing a required return for 1997, the taxpayer's personal representative (and spouse, in the case of a joint return) must file and sign the return for that person. A personal representative can be an executor, administrator or anyone who is in charge of the taxpayer's property. WHICH INCOME NEED NOT BE REPORTED The following kinds of income do not need to be reported on the federal tax return: • Benefits from government welfare programs. • Jones Act settlements for injuries, pain, suffering, medical costs. • Maintenance and Cure. • Workers' compensation benefits, insurance damages, etc. for injury or sickness. • Disability retirement payments (and other benefits) paid by the Veterans' Administration. • Child support. • Gifts, money or other property inherited or willed. • Dividends on veterans' life insurance. • Life insurance proceeds received because of a person's death. • Amounts received from insurance because of loss of the use of a home due to fire or other casualty to the extent the amounts were more than the cost of normal expenses while living in the home. • Certain amounts received as a scholarship. Febmary 1998 �WHICH INCOME TO REPORT In addition to wages, salaries, tips, unemployment compensation. capital gains. dividend payments and other income listed on the federal tax return, the following kinds of income must be reported. • Jones Act settlements for lost wages. • Amounts received in place of wages from accident and health plans (including sick pay and disability pensions) if employer paid for the policy. • Life insurance proceeds from a policy cashed in if the proceeds are more than the premium paid. • Profits from corporations, partnerships, estates and trusts. • Endowments. • Original Issue Discount. • Distributions from self-employed plans. • Bartering income (fair-market value of goods or services received in return for services). • Tier 2 and supplemental annuities under the Railroad Retirement Act. • Lump-sum distributions. • Gains from the sale or exchange (including barter) of real estate, securities. coins, gold, silver, gems or other property (capital gains). • Accumulation distributions from trusts. • Prizes and awards (contests, raffles, lottery and gambling winnings). • Earned income from sources outside the United States. • Director's fees. • Fees received as an executor or administrator of an estate. • Embezzled or other illegal income. )OVERSEAS AT " TJIX Tlll!f~ ,·<5 0 s1l0utu a seaman · tirt\t ' fi~iniself , or her~tf oyerse~s and seeking IRS forms or assistance~ :c.t·S;'eriF ., ba§sies an'd consullites '¥ ate. ' equipped to provide some taxpayer-related services. At a minimum, IRS forms are available at all U.S. embassies and consulates located in: Bonn, Germany • c:aracas, \lenezuela • London. England Mexico City, Mexico Nassau. Bahamas Ottawa. Canada Paris, France • • • • • • • • Riyadh. Saudi Arabi Rome, Italy Sao Paulo, Brazi Sydney, Australia Tokyo, Japan. Form I Part I I 1 U.SAlag ships. Specifially, the law [46 USCA 11108(11)] provides that "no part of the wages due or accruing to a master, offi~ ', oor or aiiy, 6th~rs¢@.i~ ~ho is'' a member of the crew on a ',:Vessel<erigage'(:L it} ,, d1e',:,t:fi)teigtk ,', ¢Oastwis~\ . ·interc.oastal, . interstate : or : nbfi-,contlguous~', tra<te shall re withbeld pursuant to the provisions of the Ul:x Jaws.of any state, territory, possession or commonwealth, <>r a subdivision of any of them, but nothing in this section shall prohibit any such withholding of the wages of any seaman who is employed in lhe coastwise trade between ports in the same state if such withholding is pursuant to a voluntary agreement between such seaman and his employer:· The law, however, does not exempt seamen from paying state and locaJ taxes. Mariners, just like any other citizens of any given state, must meet their obligations to the government of the area in which they live. Each state bas a set of criteria to determine whether an case before the California State Board of Equalization stat- ·ed tbata me.rchant:seaman-despite the fact that he was on .a sh~p;f9E~,~;f~~a~~ <>f the y~ar-was a resident of the state , Jo~,., t?~ : ppfflPsrs· the ooard took into consideration the fact that tbe~eaman owned a home in California and main- tained a bank account in a California-based bank. Additionally, each state has established conditions under which non-residents of that state must pay a portion of state tax if such an individual earned income from a source based in that state. Many states altow a credit in the amount an individual must pay the state if that person has already paid taxes in another state. If any questions arise regarding residency and state tax issues, mariners should telephone the offi<re in the state in which, the) ~ide (see chart below). Louisiana ...... (504) 925-7418 Alabama ...... (334) 242-1055 Maine ......... (207) 626-8475 Alaska ........ (907) 465-2320 Maryland ...... (800) 638-2937 Arizona ........ (602) 255-3381 Arkansas ...... (501) 682-7751 California ...... (916) 854-6500 (800) 852-5711 Massachusetts .. (617) 887-6367 In State....... (800) 392-6089 Colorado ....... (303) 866-5565 Connecticut. .... (860) 297-5962 Delaware ...... (302) 577-3300 D.C........... (202) 727-6104 Florida ........ (800) 352-3671 Georgia ....... (404) 656-6286 Hawaii. ........ (800) 222-3229 Idaho ......... (208) 334-7660 Illinois ......... (800) 732-8866 Springfield Area (217) 782-3336 Indiana ........ (317) 232-2240 North Dakota ... (701) 328-2770 Ohio .......... (614) 466-2166 Residents Only . (800) 282-1780 Oklahoma ...... (405) 521-4321 Oregon ........ (503) 378-4988 Pennsylvania .... (717) 787-8201 Michigan ....... (800) 487-7000 Minnesota ...... (612) 296-3781 (800) 652-9094 South Carolina .. (800) 763-1295 Mississippi ..... (601) 923-7001 South Dakota ... (605) 773-3311 Missouri ....... (573) 751-4450 Montana ....... (406) 444-6700 Tennessee ..... (615) 741-2594 Texas ......... (512) 463-4600 Nebraska ...... (402) 471-5729 (800) 742-7474 Utah .... . ..... (801) 297-2200 Vermont ....... (802) 828-2501 Nevada . ....... (702) 687-4892 Virginia ........ (804) 367-2062 Rhode Island ... (401) 277-3050 New Hampshire . (603) 271-2191 Washington . .... (360) 786-6100 New Jersey Out of State ... (609) 588-2200 In State ....... (800) 323-4400 West Virginia .... (304) 558-2500 Wisconsin ...... (608) 266-1911 New Mexico . ... (505) 841-6200 Iowa .......... (515) 281-3114 Kansas ........ (913) 296-3909 New York ....... (800) 225-5829 Kentucky ....... (502) 564-4581 North Carolina .. (919) 733-3991 Wyoming. ...... (307) 777-5287 Note: States listed in italics do not require residents to pay state income taxes. HOW TO FILE AN EXTENSION IRS Form 4868 can be used to ask for a four-month extension to file IRS Form 1040A or Form 1040. An individual requesting an extension is under no obligation to explain why the additional time is needed. Filing of the form gives an individual until August 15, 1998 to file his or her 1997 federal tax return. The IRS will contact the individual directly only if the request for an extension is denied. To extend the period of time in which one can file his or her tax return, that individual must correctly fill out Form 4868 and pay all of the tax monies due (as noted on line 6 of the form below) . If the filing of Form 4868 and the subsequent four-month extension to file does not provide the individual with enough time, he or she can then file Form 2688, known as ·~pplication for Additional Extension of Time to File U.S. Individual Income Tax Return." Another option open to the person seeking more time in which to file is to write a Jetter to the IRS stating the reason the extension is necessary. An individual seeking an extension is advised by the IRS to file Form 4868 before filing Form 2688. Below is Form 4868 which may be used by Seafarers to file for an extension. This form will be recognized by the IRS. Additional copies of Form 4868 are available by calling the agency's toll-free number which is dedicated to tax form requests. That number is 1-800-829-3676 . Also, Form 4868 is available from all main IRS branch offices. And if a Seafarer finds himself or herself overseas, he or she can obtain the form from any U.S. embassy or consulate. It is important to bear in mind that the filing of Form 4868 requesting an extension does not get one off the hook from having to pay any taxes due. Form 4868, when sent in, must be accompanied by all tax monies due the U.S. govemmentfrom the individualfiling the extension. The deadline for filing the form and any taxes due is April 15. , 1997, ending For calendar vear 1997, or other tax year beginning Part 11 I Identification Your social security number OMB No. 1545-0188 1997 '19 Individual Taxes 4 Total tax liability for 1997 .. . ...... $ 5 Total 1997 payments ............. 6 Balance. Subtract 5 from 4 ........ Part 111 I Gift/GST Tax - If you are not filing a gift or GST tax return, go to Part IV now. See the instructions. City, town or post office, state, and ZIP code I3 Spouse's social security no. This form also extends the time for filing a gift or generationskipping transfer (GST) tax return if you file a calendar (not fiscal) year income tax return . Check below if requesting a gift or GST tax return extension, and enter your tax payment(s) in Part Ill: D residency status. , For example, in California during the early 1970s, a STATE ...... LOCAL/TOLL-FREE # Your name(s) (see instructions) Yourself ..... a resident of that state. A& stare· tax office jf he or she is unsure';; atii>1'~ WHERE TO GET ADDITIONAL STATE TAX INFORMATION Address (see instructions) 2 individual is check with a Application for Automatic Extension of Time To File U.S. Individual Income Tax Return 4868 Department of the Treasury Internal Revenue Service Federal law prohibitS employers from withholding state and local taxes from the wages of seamen working aboard Spouse ..... 0 7 Your gift or GST tax payment ...... $ 8 Your spouse,s gift/GST tax payment . Part IV I Total 9 Total liability. Add lines 6, 7, and 8 10 Amount you are paying ... . . .... $ ..... If line 1O is less than line 9, you may be liable for interest and penalties. See page 3. ISA STF FED5325F, 1 February 1998 Seafarers LOG 13 �~REEL IN A BETTER FUTURE Have your New Year's resolutions already been broken and forgotten? Do you feel stuck in a rut? Are you eager to move onward and upward? Well, there is still time to make this year a positive one... by applying for an SIU scholarship. The April 15 deadline is rapidly approaching, but with a little organization, enough time remains to fill out an application form, gather the necessary paperwork and mail in the complete application package. Since the SIU began its scholar- _ship program in 1952, many Seafarers and their family members have been awarded higher education grants and gone on to realize their educa~ tional goals. This year, as in the past, the Seafarers >, · Welfare Plan will present seven scholarships. · Three of the awards will go directly to Seafarers. \ One of these grants is for $15,000 for use at a four-year institution of higher learning. The other two awards designated specifically for SIU members are $6,000 each for use toward two years of study at a community college or vocational school. The remaining four grants will be presented to spouses and dependent children of Seafarers. Each may be found in the 1998 SIU scholarof these scholarships is for $15,000 to study at a ship program booklet. Just fill out the four-year college or university. coupon below and mail it to the address listed. Program booklets also are availWho Is Eligible? able at all SIU halls. Scholarships are available to Seafarers, their spouses and dependent children (pensioners are Materials Needed not eligible). Additional eligibility information In addition to the application form itself, other items are required of all applicants in order to be considered for a SLifm~HSHJP fl[ADl/Nf /S: ~U scholarship. These include transcripts and certificates of graduation; letters of recomendation from individuals who have knowledge of the applicant's character, personality and career goals; scores from the College Entrance Examination Board (SAT) or American College Test (ACT) exams; a photograph of the applicant; and a certified copy of the applicant's birth certificate. Deadline Nears The completed applications MUST be mailed ·~md postmarked ON or BEFORE April 15. Those who have applied for an SIU scholarship in the past and were not selected are encouraged to apply again this year, provided they still meet all the requirements. Good luck in 1998 ! r---------------------------------------, : P~r~e~::s~~::~~?J~gs!~ds~~~~a;:;~!r~~~~~a~~~k~~t;;hich contains eligibility information, APRIL 15!b. COMPLETE THIS COUPON AND MAIL TO: Scholarship Program Seafarers Welfare Plan 5201 Auth Way Camp Springs, MD 20746 Street Address - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - City, State, Zip Code _ _ _ _ _ _ _ _ _ _ _ _ __ __ _ _ __ _ _ _ __ Telephone Number _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ This application is for: D Self D Dependent Mail this completedform to Scholarship Program, Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, MD 20746. 2198 14 Seafarers LOG ·1 I L---------------------------------------~ February 1998 �Dispatchers' Report for Deep Sea March & April 1998 Membership lfeeflags DECEMBER 16, 1997 - JANUARY 15, 1998 •TOTAL REGISTERED All Groups Class A Class B Class C . 19'". ', 7 Norfolk Mobile New Orleans :.Jacks~nv1ii¢''" 11 13 17 36 J~~~:~:~ . ~~ TOTAL SlllPPED All Groups Class A Class B Class C Trip Reliefs DECK DEPARTMENT 23 9 ... 3 5 4 5 5 13 4 5 2 9 l 18 8 14 3 7 3 13 21 12 15 9 4 6 21 20 13 I 8 6 9 4 8 14 11 13 12 lO Seattle Puerto Rico Honolulu 29 11 15 17 2 21 3 11 3 3 11 1 9 8 11 2 ·Houston · 33 20 7 7 21 3 0 1 2 2 0 266 I 174 14 2 3 8 10 3 5 4 1 0 9 3 7 11 23 11 8 11 6 5 20 7 13 15 0 3 St. Louis .Piney Point Algonac Totals Port New York Philadelphia Baltimore Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Honolulu Houston s~ Loujs Piney Point Algonac Totals 20 14 7 0 2 3 1 0 0 I 14 0 0 I 60 171 119 43 90 7 3 2 5 4 4 3 6 4 5 10 3 10 15 8 3'.· 11 10 5';\, 6 4 1 8 1~ <f ' 1~ 0 4 0 0 4 1 ,Q 0 0 134 135 39 0 87 NeW:. Yotk 16 t1 Philadelphia 3 1 10 2 0 8 6 25 0 6 5 5 4 3 1 9 17 1 6 Piney Point. .............. Monday: March 2, April 6 : Algonac ....................Friday: March 6. April 18 23 33 61 43 37 51 15 18 48 426 3 2 0 o 9 7 1 23 7 28 15 4 7 21 14 23 3 238 Jersey City ..... ,......... Wednesday: March 18, Apri t 22 1 73 2 1 11 11 0 3 4 3 18 4 2 San Juan ............. 5 2 Jacksonville 23 San Francisco 39 18 Wilmington Seattle Puerto Rico Honolulu Houston St. Louis Piney Point Algonac Totals 1 2 5 24 9 2 6 0 5 5 3 2 7 7 1 0 26 0 52 209 160 52 Port New York Philadelphia Jacksonville San Francisco 16 33 9 8 3 1 0 0 22 19 7 7 0 0 12 2 0 9 49 25 46 1 0 1 1 0 2 4 5 8 2 2 7 9 23 6 8 4 0 0 2 0 108 0 3 0 50 0 0 0 9 6 0 0 0 5 0 1 0 80 279 81 21 20 3 44 0 2 14 30 4 20 3 9 22 16 5 15 8 0 I 59 15 0 1 9 18 5 2 20 6 2 6 5 6 7 7 0 2 0 0 1 1 0 ENTRY DEPARTMENT 3 0 2 3 6 4 10 27 l 2 12 5 13 16 16 6 9 Seattle Puerto Rico Honolulu 13 13 5 9 3 4 49 Piney Point Algonac Totals 2 0 4 0 Wilmington Houston St Louis 1 8 0 3 2 Baltimore Norfolk Mobile New Orleans 1 14 13 14 0 0 l 178 0 7 3 0 1 0 7 I 2 3 22 3 0 12 0 2 1 3 0 3 0 0 0 0 1 11 6 7 11 2 8 3 5 0 0 0 0 0 0 19 2 10 9 2 3 3 7 71 2 1 3 3 11 2 5 1 4 l 0 0 12 0 2 16 13 0 11 1 3 0 9 25 0 0 12 0 44 1 1 0 5 0 36 31 21 21 10 53 18 2 9 3 2 14 3 6 92 0 0 6 I 1 6 0 8 15 0 0 5 11 0 0 1 0 1 0 0 65 175 146 37 116 98 0 0 99 2 301 233 643 543 260 403 372 176 222 1013 780 379 4 11 0 I Totals All Departments *''Total Registered" means the number of Seafarers who actually registered for shipping at the port. **"Registered on Beach" means the total number of Seafarers registered at the port. February 1998 Personals l Q 5 3 3 0 2 Thursday: March 5, April 9 Wilmington ..............Monday: March 16, April 20 2 4 4 1 3 .... Tacoma ..................... Friday: March 20, April 24 0 3 H St. Louis ...................Friday: March 13, April 17 1 8 - Norfolk ..................... Thursday: March 5, April 9 San Francisco ........~ ..Thursday: March 12, April 16 ·''18 3 0 1 0 Ne'Y York .................Tuesday: March 3, April 7 3 1 Port Baltimore Norfolk Mobile New Orleans ~ Phiiadelp~ia ............. Wednesday: March 4, April 8 o' 87 Jacksonville ..............Thursday: March 5, April 9 New Orleans ....•- .....Tuesday: March 10, April 14 >W f"' ~ _, Houston ....................Monday: March 9, April 13 New Bedford ............ Tuesday: March 17, April 21 3 l Honolulu .................. Friday: March 13, April 17 Mobile ........•............. ~y: March 1 t, April 15 1 4 Duluth ...................... Wednesday: March l 1, April 15 18 6 19 3 3 0 JO Baltimore .................Thursday: March 5,April 9 ENGINE DEPARTMENT - - - 26 5 9 l 4 6 6 8 14 Deep Sea, Lakes, Inland Waters **REGISTERED ON BEACH All Groups Class A Class B Class C JAMES (RED) BRADY Anyone with information about James Brady, a seaman during WWII, is asked to write to G. Nicolich, 464 45th Street, Brooklyn, NY 112201202. GENE LATILERE The Pinto family is searching for Gene La.tile re, a merchant seaman who also served in the U.S. Coast Guard. Please contact Judy Pinto Ingram, 1151 Bay Ridge Parkway, Brooklyn, NY; phone (718) 7455791or(718)748-8484. NICK MOCERI Ill Please contact Jesse Canales Jr. at P.O. Box 74513, Metairie, LA 70033; or call (504) 737-1141. WILLIAM HOWARD RILEY Please contact your daughter, Patricia A. Swayne, 1105 W Chase Ave., #27, El Cajon, CA 92020-5701. INFORMATION REQUESTED Anyone with information about any seamen or longshoremen who lived at 342, 344, 346, 348 or 350 West 28 Street, NY during WWII is asked to contact G. Nicolich at (718) 853-4419. (Ms. Nicolich's parents, Flo and Nick Lucchesi, owned a small hotel at 346 West 28 Street from 1938-1959.) THOSE WHO SAILED ON THE EDWARD ROWLAND SILL Lawton 0. Cahvert would like to hear from anyone who sailed on the Liberty ship Edward Roland Sill from January 18, 1943 to November 7, 1943. Please contact Cahvert at 359 Santa Fe Ave., Sp. 196, umg Beach, CA 90810; phone (562) 595-1524. THOSE WHO SAILED ON THE SS HALLEY Anyone who sailed on the SS Halley between October 21, 1943 and February 24, 1944 is asked to write to Erwin W. Wright, I 1273 San Juan Range Rd., Littletown, CO 80127. MEMBERS OF CLASS OF 3403E AT FORT TRUMBALL Joseph C. McDole would like to get in touch with anyone in the Class of 3403£ at Fort Trumball, a merchant mariner training facility in New London, Conn. Please contact him at 1315 La.wrence Steet, Rosenberg, TX 77471; phone (281) 342-3676. Seafarers LOii 15 �Dispatchers' Report for Great Lakes DECEMBER 16, 1997 - JANUARY 15, 1998 CL - Company/Lakes *TOTAL REGISTERED All Groups Class CL Class L Class NP '· , t Jack Caffey · Vice President Atlantic Coast ' Byron Kettey Nite' Ptesident Lakes and Inland Waters Dean Corgey .. · Vi~ President Gulf Coast ... HEADQUARl'ERS 5201 Auth Way Camp Springs. MD 20746 (301) 899-0675 ALGONAC 520 St Clair River Dr. Algonac, MI 4800 l (8 l-0) 794-4988 ANCHORAGE 721 Sesame St., #IC Anchorage. AK 99503 {907) 561-4988 Port Algonac Port Algonac Port Algonac Port Algonac 0 23 ./7 0 9 6 0 7 0 0 27 19 (713) 659-5152 (904) 353-0987 JERSEY CITY 99 Mpntgotn~tY St. , Jersey City, NJ -07302~ (201) 435-9424 MOBILE 1640 Dauphin Island Pkwy. Mobile. AL 36605 (334) 478-0916 NEW BEDFORD 48 Union St. New Bedford, MA 0274-0 {508) 997.5404 ' NEW ORLEANS 630 Jackson Ave. New Orleans, LA 70130 (504) 529-7546 NEW YORK 635 FourthAve. Brooklyn, NY 112.12 (718) 499-6600 NORFOLK 115 Third St. Norfolk, VA 23510 (7S7) 622-1892 0 *TillAL REGISTERED AU Groups Class A Class B Class C DULUTH 705 Medical Arts Building Duluth, MN 55802 (218) 722-4110 JACKSONVILLE 3315 Liberty St. Jacksonville, FL 32206 **REGISTERED ON BEACH AU Groups Class CL Class L Class NP DECK DEPARTMENT 0 3 3 ENGINE DEPARTMENT ()~ 7 2 STEWARD DEPARTMENT 4 0 0 ENTRY DEPARTMENT DECEMBER 16, 1997 - 1216 E. Baltimore St. Houston, TX 77002 TOTAL SHIPPED All Groups Class CL Class L Class NP 18 0 0 20 4 0 2 4 0 3 0 0 9 19 27 Dispatchers' Report for Inland Waters Baltimore, MD 21202 (410) 327-4900 HOUSTON 122 l Pierce St. NP-Non Priority Totals All Depts 0 32 66 0 32 5 0 34 *"Total Registered" means the number of Seafarers who actually registered for shipping at the port. **"Registered on Beach" means the total number of Seafarers registered at the port. BALTIMORE HONOLULU 606 Kalihi St. Honolulu, HI 96819 (808) 845-5222 L-Lakes JANUARY 15, 1998 TOTAL smPPED All Groups Class A Class B Class C **REGISTERED ON BEACH AU Groups Class A Class B Class C Region DECK DEPARTMENT Atlantic Coast 0 0 0 0 0 0 0 Gulf Coast 3 I p 4 14 6 0 0 *'µde~§~ ~!~d~Wa~ll,x~l to""'%& '~2 ==·~ q. ""''.;\,, ~l ,{~~~ g~* West Coast 3 0 3 0 5 1 11 9 Totals 27 1 12 14 0 9 46 1 25 Region ENGINE DEPARTMENT 0 0 () Atlantic Coast 0 0 0 O;, Gulf Coast 0 0 2 0 0 0 0 Q;k,;;\,"',;i"L, JJY&, . ~1l~\<§iln~::~!t~mm11~i,K~w1\::;,k;,;l14t!!, ~s1*111\'. &\t~,, ...;;''"""''·"'"'·'''""'''V''h-'·''''. West Coast 0 0 0 0 0 0 0 0 Totals 14 0 2 1 0 0 0 6 Region STEWARD DEPARTMENT ·*-.;\lll ' •' 'H'WW' ""'-''Q'W'f'' 't~~f&W"" ""'*~~'ifi;{J)R""'(J"°'*FW Atlantfo Coa8t ~ ""''*.. ···'( f <> ·.~~ 0 Gulf Coast Lakes, Inland Waters l 0 West Coast Totals 0 10 0 0 0 ;- :. . ,:o o 1 0 0 0 0 9 0 2 0 0 9 0 ~ o ·s %;" o 0 1 1 Totals All Depts 51 1 14 17 0 9 64 2 *"Total Registered" means the number of Seafarers who actually registered for shipping at the port. **"Registered on Beach" means the total number of Seafarers registered at the port. 0 0 1 1 32 Pl C-FROM-THE-PAST PIULADELPHIA 2604S. 4 St Philadelphia, PA 19148 (215) 336-Jgl8 PINEY POINT P.O. Box 75 Piney Point, MD 20674 (301) 994-00 I0 PORT EVERGLADES 1221 S. Andrews Ave. Ft Lauderdale, FL 33316 (954) 522-7984 SAN FRANCISCO 350 Fremont St San Francisco, CA 94105 (415) 543-5855 Government Services Division (415) 861-3400 SANTURCE 1057 Fernandez Juncos Ave., Stop 16~ Santurce, PR 00907 (787) 721-4033 ST. LOUIS 4581 Gravois Ave. St Louis, MO 63116 (314) 752·6500 TACOMA 3411 South Union Ave. Tacoma, WA 98409 (253) 272-7774 WILMINGTON 510 N. Broad Ave. Wilmington, CA 90744 (310) 549-4000 16 Seafarers LOG These two photographs, sent to the Seafarers LOG by Pensioner Troy D. Smith of Summerville, S.C., were taken of and aboard the S.S. Steel Vendor (Isthmian Lines) in 1950 on an around-the-world run. (Smith does not appear in the crew photo above.) Brother Smith, who sailed as an FOWT/OMU, began his maritime career on December 12, 1945 and started receiving his pension in February 1989. During his sailing career, he made 24 trips on 12 different vessels operated by Isthmian. In a note to the Seafarers LOG, Pensioner Smith said he enjoyed looking back on old shipmates in the "Pie-from-the-Past" section. February 1998 �Welcome Ashore Each month, the Seafarers LOG pays tribute to the SIU members who have devoted their working lives to sailing aboard U.S. -flag vessels on the deep seas, inla.ml waterways or Great Lakes. Listed below are brief biographical sketches of those members who recently retired from the union. The brothers and sisters of the SIU thank those members for a job well done and wish them happiness and good health in the days ahead. oining the growing number of SIU pensioners this month are seven Seafarers who have retired to the beach after many voyages on the world's oceans and waterways. Five of those signing off sailed in the deep sea division; the other two navigated the inland waterways. Three of the retiring merchant mariners sailed in the U.S. military-all in the U.S. Army. Paul L. Painter, at age 69, is the oldest member retiring this month. This month's favorite area for retirement is the East Coast, where six of the pensioners reside. One makes his home in the Midwest. On this page, the Seafarers LOG presents brief biographical accounts of the retiring Seafarers. J DEEP SEA BOBBYE. HARRIS, 65, joined the Seafarers in 1951 in the port of Norfolk, Va. A native of North Carolina, he sailed in the engine department and upgraded at the Lundeberg School in Piney Point, Md. Brother Harris last sailed aboard the Stonewall Jackson, operated by Waterman Steamship Corp. He makes his home in Moycock, N.C. From 1953 to 1956, he served in the U.S. Army. EVERETT D.HUNTLEY, 58, first sailed with the SIU in 1963. Brother Huntley worked in the engine department, last sailing aboard SeaLand Service vessels. Born in North Carolina, he has retired to Teaneck, N .J. JOHNE. MARTELLO, 61, began sailing with the Seafarers in 1953 from the port of New Orleans. A native of Louisiana, he sailed in the deck department. His first ship was the Del Sud, and he last sailed aboard the Sea-Land Spirit in 1995. Brother Martello calls Gardnerville, Nev. home. PAULL. PAINTER, 69, started his career with the SIU in 1946 in the port of New Orleans. Born in North Carolina, he sailed in the engine department and No Bones About It Retired Seafarer Creates Clipper Models With Recycled Turkey Bones While it is not what most would consider a typical hobby, creating models of clipper ships from turkey bones has been an important part of life for SIU Pensioner Jacinto Guilles. Sailing aboard an Isthmian Lines vessel nearly 44 years ago, Guilles, who retired as a recertified steward, took up the unusual hobby to temporarily take his mind away from missing his wife and children. In a letter describing his unique talent, R.W. Odum, Guilles's daughter, wrote, "My dad says that every seaman should have a hobby to keep them from missing their families. He told us that making his turkey bone ships kept him from trouble and from missing us too much. Even though he retired in 1988, his heart is still on the ocean, and he continues making his special ships." "Every seafarer should have something to occupy their mind while away at sea," noted Guilles. "Some crew members took up reading, writing and painting. I just decided to make ships out of turkey bones. It was something to bide my time until I could return home." Guilles began crafting the ships in 1955. "I made my first model out of balsa wood; then a February 1998 shipmate suggested I try using turkey bones. I thought it was a pretty neat idea," he recalled. As a chief steward, Guilles began saving the bones from turkey dinners he made for the ship's crew. "It takes seven big turkeyslike 24- or 25-pound birds-and about four months to make one ship," stated Guilles, who joined the union in 1954 in the port of New York. "The first thing I do is boil the bones," he told a reporter for the Seafarers LOG. "Then I soak them in bleach and let them dry until they turn white." Guilles designs the keel using seven breast bones. Next he ere- upgraded at the Lundeberg School. During his career, he was active in union organizing drives and beefs. In 1994, Brother Painter signed off the Jeff Davis, a Waterman Steamship Corp. vessel. He resides in Laurinburg, N.C. YO NUS YAFAI, 65, joined the Seafarers in 1970. He sailed in all three departments: deck engine and steward. Born in Arabia, he makes his home in Brooklyn, N.Y. Brother Yafai last sailed on the Mayaguez, operated by NPR, Inc. School. He last sailed as a captain. From 1953 to 1955, he served in the U.S. Army. Boatman Foltz signed off the Teresa, operated by McAllister Towing. He has retired to Clarksboro, N.J. WALTERG. POPPERWILLSR., 71, began sailing with the SIU in 1969 from the port of Norfolk, Va. A native of North Carolina, he served in the U.S. Army. Boatman Popperwill sailed as a captain and has retired to Lowland, N.C. Correction: The December 1997 issue, of the Seafare rs LOG (page 19) contained incorrect informatiion about Pensioner Michael J. Carlin. Brother Carlin joined the SIU in 1949. On the Job With Higman Boatmen INLAND ROBERTW. FOLTZ, 65, began his career with the Seafarers in 1961 in the port of Philadelphia. Starting as a deckhand, the Pennsylvania native upgraded at the Lundeberg ates the body of the vessel from 13 turkey ribs and 17 wings. He uses the wishbone to make an anchor and crafts two lifeboats out of thigh bones. Guilles even carves a mermaid for the front of the ship. Once the body of the vessel is completed, he applies a clear coat of shellac to preserve it. Nylon fishing line is used to make the rigging, and sails are fashioned from white handkerchiefs. Guilles even inserts tiny lights into the ship's body for illumination. Because he completes each vessel from memory, Guilles doesn't follow a structured pattern or written instructions. "I have it all in my head," he explained. Guilles estimates that he has made about 12 ships. Each of his six children has one of the creations to remind them "of the love in his heart when he was sailing away from home," stated his daughter. His other ships went to fellow crew members and captains. For Seafarers aboard Higman Towing's tugboats and barges, work means transporting petroleum products primarily between Corpus Christi, Texas and Mobile, Ala. SIU members crew the company's 19 tugboats, which ordinarily operate on the lower Mississippi River. Pictured above, Relief Captain Joe Fabacher (left) reviews notes with fellow SIU boatman Floyd Bertrand, who is a pilot. In center photo, Tankermen Ellis Beshea (left) and Tankerman Roy Lafosse focus on the task at hand. Directly below that, Lafosse (seated) shares a laugh with Tankerman David Carriere. All three photos were taken aboard the vessel Mark Flynn. Seafarers LOG 17 �i- ---- t RUBEN AGUILAR Pensioner Ruben Aguilar, 65, passed away December 20, 1997. Born in Texas, he graduated from the Marine Cooks & Stewards (MC&S) training school in Santa Rosa, Calif. in 1967 and joined the MC&S, before that union merged with the SIU's Atlantic, Gulf, Lakes and Inland Waters District (AGLIWD). Brother Aguilar last sailed as a chief steward aboard Matson Navigation's Lurline. He served in the U.S. Navy from 1952 to 1954. A resident of Las Vegas, Nev., Brother Aguilar retired in 1997. LESLIE BURNETT Pensioner Leslie Burnett, 81, died November 28, 1997. Brother Burnett joined the Seafarers in 1947 in the port of Mobile, Ala. Born in Jamaica, he sailed in the steward department. Prior to his retirement in July 1980, he signed off the 'Zapata Patriot. Brother Burnett was a resident of New Orleans. DEMETRIOS CALOGEROS Pensioner Demetrios Calogeros, 79, passed away December 30, 1997. He began sailing with the SIU in 1951 from the port of Seattle. A native of Greece, he sailed in the deck department and upgraded at the.Lundeberg School in Piney Point, Md., where be graduated from the bosun recertification program in 1975. Brother Calogeros began receiving his pension in December 1982. LORENZO CARRASQUILLO Pensioner Lorenzo Carrasquillo, 74, died December 25, 1997. A native of Puerto Rico, he started his career with the Seafarers in 1952 in the port of New York. Brother Carrasquillo sailed in the steward department. Prior to his retirement in June 1979, he signed off the Del Sud, operated by Delta Steamship Lines, Inc. He was a resident of Chalmette, La. SIMON CHABAN Pensioner Simon Chaban, 85, passed away November 29, 1997. Born in Poland and a resident of l Houston, he ..._. joined the SIU '------"'----~--_,,in 1953. Prior to his retirement in July 1981, Brother Chaban sailed in the steward department aboard the Williamsburg. EDDIE CHENG Pensioner Eddie Cheng, 81, died October 25, 1997. He started his career with the Seafarers in 1949 in the port of San Francisco. 1B Seafarers LOii JOHN F. DICKERSON Pensioner John E Dickerson, 81, passed away August 4, 1997. Brother Dickerson joined the Seafarers in 1952 in the port of Galveston, Texas. Born in West Virginia, he sailed in the deck department His last ship was the Williamsburg. During the war years of 1942 to 1945, he served in the U.S. Navy. Brother Dickerson was a resident of Houston and began receiving his pension in August 1981. ,...........~~~~-..,-, LONNIE S. DUKES SR. Pensioner Lonnie S. Dukes Sr., 73, died October 24, 1997. Born in South Carolina, he joined the Seafarers in 1968 in the port of Norfolk, Va. Brother Dukes last sailed in the steward department as a chief cook. A veteran of World War II, he served in the U.S. Army from 1943 to 1946. He was a resident of China Grove, N.C. and began receiving his pension in February 1990. ELBERT J. HOGGE Pensioner Elbert J. Hogge, 79, died January 5. A charter member of the Seafarers, he joined the union in 1938. The native Virginian sailed in the deck department and upgraded at the Lundeberg School, where he graduated from the bosun recertification program in 1973. During his sailing career, Brother Hogge was active in organizing drives and beefs. He retired from the SIU in April 1980. JULIO M. LAZU --~ Pensioner Julio M. Lazu, 74, passed away December 11, 1997. A native of Puerto Rico and a resident of San Juan, he joined the SIU in 1956 in the port of Baltimore, sailing as a member of the steward department. From 1944 to 1946, he served in the U.S. Army. Brother Lazu last sailed aboard the Bayamon, operated by Puerto Rico Marine Management, Inc. He retired in November 1985. NORMAN R. LEE Pensioner Norman R. Lee, 82, died October 15, 1997. He began his career with the Seafarers in 1957 in the port of Houston. A native of Louisiana, he sailed in the engine department. Brother Lee began receiving his pension in July 1980. FANNIE C. MAIRE Pensioner Fannie C. Maire, 87, passed away December I 0, 1997. Sister Maire joined the SIU in 1952 in the port of New Orleans. Born in signed off the Del Oro, operated by Delta Steamship Lines, Inc. A resident of Mobile, Ala., he began receiving his pension in June 1982. Louisiana, she sailed in the steward department and started receiving her pension in April 1968. She was a resident of Knoxville, Tenn. Born in China, Brother Cheng sailed in the deck department and began receiving his pension in May 1978. CLETUS P. McHUGH LUIS L. RIVERA Cletus P. McHugh, 72, passed away April 2, 1996. Brother McHugh joined the SIU in the early 1940s in the port of Philadelphia. Born in Pennsylvania, he sailed in the engine department. Brother McHugh was a resident of Philadelphia. Pensioner Luis L. Rivera, 82, " passed away December 27, 1997. Born in Puerto Rico, he joined the SIU in 1941 in the port of New York. He sailed as a member of the engine department and started receiving his pension in May 1983. JOHN R. McINTYRE THOMAS E. SMITH Pensioner John R. Mcintyre, 70, died December4, 1997. Born in Alabama, he started his career with the Seafarers in 1955 in the port of Houston. Brother Mcintyre sailed in the deck department. Prior to his retirement in December 1991, he signed off the Spirit of Texas, a Seahawk Management vessel. From 1945 to 1947, he served in the U.S. Army. Brother Mcintyre was a resident of LaPort, Texas. Pensioner Thomas E. Smith, 87, died November 30, 1997. Brother Smith first sailed with the SIU in 1950 as a member of the engine department. A native of Ohio, he retired in February 1975. PEDRO MORENO Pensioner Pedro Moreno, 90, died December 25, 1997. A native of Texas, he started his career with the Seafarers in J 1951 in the port of Houston, sailing in the steward department. Brother Moreno lived in Hitchcock, Texas. He retired in May 1968. JOSE ORTIGUERRA ' Pensioner Jose Ortiguerra, 87, died July 31, 1997. He was a charter member of the Seafarers, having joined the union in 1938 in the port 1 of New York. Born in the Philippines, he sailed in the deck department. From 1928 to 1929, he served in the U.S. Navy. Brother Ortiguerra, who made his home in Bataan, P.I., began receiving his pension in October 1973. LOUIS C. PUGH Louis C. Pugh, 92, died October 20, 1997. A charter member of the SIU, Brother Pugh joined the union in 1938 in the port of Boston. ; He sailed in the deck department and was active in union organizing drives and beefs. A resident of Mobile, Ala., he began receiving his pension in July 1980. GRANT L. SAYLOR Pensioner Grant L. Saylor, 78, passed away November 4, 1997. Born in Iowa, he started his career with the Seafarers in 1951 from the port of New York. Brother Saylor sailed in the engine department and JOHN E. WELLS Pensioner John E. We1ls, 95, passed away November 12, 1997. A charter member of the Seafarers, he joined the union in 1939 in the ~-.L-J port of Jacksonville, Fla. Born in Rhode Isfand, he sailed in the steward department and began receiving his pension in May l 969!'prother We1ls was resident of Catonsvil1e, Md. a INLAND MARKL.GRAY Pensioner Mark L. Gray, 64, passed away December 9, 1997. He began sailing with the Seafarers in 1961 from the port of Baltimore. A native of North Carolina, he worked as a tugboat captain. From 1953 to 1955, he served in the U.S. Army. Boatman Gray began receiving his pension in April 1995. ALLIE L. GUIDRY Pensioner Allie L. Guidry, 91, died November 14, 1997. Born in Louisiana, he joined the SIU in 1957 in the port of Houston. Boatman Guidry sailed primarily aboard G&H Towing vessels as a member of the steward department. He was a resident of Nederland, Texas and retired in 1971. GEORGE M. WHITE Pensioner George M. White, 87, passed away November 14, 1997. Boatman White started his career with the Seafarers in 1966 in the port of Norfolk, Va. A native of Virginia, he worked in the engine department, last sailing as a chief engineer. Boatman White was a resident of New Point, Va. and retired in May 1984. CARL E. WILKINS Pensioner Carl E. Wilkins, 75, died October 20, 1997. A native of North Carolina, he joined the SIU in 1960 in the port of Norfolk, '-"""-----' Va. Boatman Wilkins worked in the deck department, 1ast sailing as a captain. A resident of Belhaven, N.C., he began receiving his pension in February 1984. During World War II, he served in the U.S. Navy from 1940 to 1946. GREAT LAKES HUSAYN S.ALI Pensioner Husayn S. Ali, 66, passed away March 12, 1997. Born in Arabia, he started his career with the Sea, farers in 1970 in the port of Detroit. Brother Ali sailed primarily on vessels operated by Inland Lakes Management as a member of the engine department. He signed off the Paul Townsend and began receiving his pension in May 1996. Brother Ali was a resident of Sana'a, Yemen. WESLEY H. FOSTER Pensioner , Wesley H. Poster, 75, passed away December 1, 1997. A native of Georgia, he joined the Seafarers in 1969 in the port of Detroit. Brother Foster sailed as a member of the deck department. A resident of Alto, Ga., he began receiving his pension in September 1987. ROBERT L. POWELL Pensioner Robert L. Powell, 68, died November 13, 1997. Born in West Virginia, he began sailing with the SIU in 1960 from the ._______........__ _--!port of Detroit. From 1946 to 1950, he served in the U.S. Air Force. Brother Powell sailed as a member of the engine department and retired in January 1990. He was a resident of Mannington, W.Va. RAILROAD MARINE HARRY T. REYNOLDS Pensioner Harry T. Reynolds, 81, died August 11, 1997. Brother Reynolds started his career with the SIU in 1960 in his native New '----=:.....==~'-----' York. Brother Reynolds last sailed in the deck department as a mate. He was a veteran of World War II, having served in the U.S. Army from 1940 to 1945. The Lindenhurst, N.Y. resident began receiving his pension in January 1976. February 1998 �or disputed OT reported. Engine delegate commended crew for good trip and asked contracts department to clarify OT rates for DEU. Crew requested new VCR or VCR!fV. Next port: Oakland, Calif. ·:, $.P.~~;fuWqi.!¥tiist are reviewed by the union~ contract department. .es requiring attention or resolution are addressed by the union ijcelpt,otthe ships' minutes. The minutes are then forwarded ,,,.... ····· to the Seafarers LOG for publication, COAST RANGE (Crowley Petroleum), September 21-Chairman John Mossbarger, Secretary Joan Fehling, Educational Director Alex Resendez, Deck Delegate Gilbert Costello, Engine Delegate Casey Barber, Steward Delegate Frank Martin. Chairman reported union and Crowley Petroleum Transport still negotiating memorandum of understanding. No beefs or disputed OT reported. Crew members discussed vacation checks and job calls. Next port: Long Beach, Calif. SEA-LAND CHALLENGER (Sea-Land Service), September 29 -Chairman Mickey Noble, Secretary Donna Jean Clemons, Educational Director Brian Connell, Deck Delegate Amin Hussein, Engine Delegate Nasser Shaibi, Steward Delegate Mario Firme. Chairman announced captain will conduct room inspections and advised crew to consult sailing board for sailing time changes. Secretary asked crew members to return movies as soon as possible after viewing. No beefs or disputed OT reported. Chairman announced copies of Seafarers LOG may be found in crew lounge. Crew members thanked galley gang for barbecues during last voyage. Crew also noted need for insect fumigation aboard ship. Steward delegate informed crew new linens available. Next port: Oakland, Calif. SEA-LAND PATRIOT (Sea-Land Service), September 14-Chairman K.C. McGregor, Secretary James E. Harper, Educational Director Mark Serlis, Deck Delegate Raymond Vicari, Engine Delegate Steve Rollins, Steward Delegate Wilfredo DeLeon. Educational director stressed importance of upgrading at Paul Hall Center. Treasurer urged members to continue writing Congress asking elected officials to support Jones Act. No beefs or disputed OT reported. Chairman announced e-mail received from company allowing crew members time off while ship docks in Long Beach, Calif. Crew reported tiles in recreation room and DEU's room need to be replaced. Crew members discussed shipboard duties of wiper according to contract. Crew members thanked steward department and chief cook for "very good food and service with a smile." Next port: Long Beach. LNG TAURUS (ETC), October 19-Chairman Daniel Marcus, Secretary Francis Ostendarp, Educational Director Charles Pomraning, Deck Delegate John Ray, Engine Delegate Tim Van Pelt, Steward Delegate Brian McEleny. Chairman wished crew signing off a good vacation and urged those staying aboard vessel to keep up good safety practices. Treasurer announced $70 in ship's fund. No beefs or disputed OT reported. Steward delegate discussed using standard computer codes to validate overtime so that wording is changed in order to reflect payment for radio shack duties by steward assistant. Stew- February 1998 ard discussed setting up cleaning schedule so he is aware of those who want their rooms cleaned. Some crew members expressed displeasure with shipboard stores. Next port: Tobata, Japan. OM/ COLUMBIA (OM!), October 6-Chairman Greg Hamilton, Secretary Dana Zuls, Deck Delegate Paul Sbriglio, Educational Director R. Gordon, Engine Delegate Gregory Stone, Steward Delegate Musleh M. Musa. Chairman reported crew still awaiting word from contracts department concerning pay in lieu of day off. He urged members to read President Michael Sacco's report in Seafarers LOG. Educational director encouraged members to upgrade at Piney Point. No beefs or disputed OT reported. Steward reported new pillows and refrigerator are on order. Bosun extended vote of thanks to galley gang for "putting out good chow." He asked crew to fill out repair list. Next ports: Richmond, Calif.; San Francisco; Valdez, Alaska; El Segundo, Calif. SEA-LAND CHALLENGER (Sea-Land Service), October 27Chairman Monte Grimes, Secretary Donna Jean Clemons, Educational Director Henry Paquin, Deck Delegate John Emrich, Engine Delegate Ricky Wjlliams, Steward Delegate Lloyd Lawrence. Chairman announced estimated day and time of arrival in Oakland, Calif. and noted ship will depart port for Long Beach, Calif. on same day. He reported vessel will adhere to this new schedule during next few trips. He also announced upcoming military exercise involving members of U.S. Marine Corps and Navy Seals and advised crew to stay tuned for further details. Secretary noted new movies will be purchased in Long Beach or Honolulu with money from movie fund. Educational director discussed importance of upgrading at Lundeberg School. He reminded crew to check Seafarers LOG for upcoming courses. No beefs or disputed ar reported by engine or steward delegates. Deck delegate reported disputed ITT concerning pay for crew members during lashing and securing for sea. Crew discussed creating sign to remind everyone to return movies after viewing. Steward department was thanked for good food and keeping ship clean. SEA-LAND LIBERATOR (SeaLand Service), October 12Chairman Darrel Petersen, Secretary Guillermo Thomas, Educational Director Elwyn Ford, Engine Delegate Ronald J. Hutchison, Steward Delegate Mercy Abuan. Chairman thanked entire crew for job well done and galley gang for preparation of good meals. Secretary reminded members to rewind movies after each use. Educational director urged crew to take advantage of upgrading courses at Piney Point. He advised members to make sure their z-cards and other important documents are up to date. No beefs SEA-LAND PATRIOT (Sea-Land Service), October 26-Chairman Thomas Trehern, Secretary Adrian Delaney, Educational Director Mark Serlis. Bosun reported several crew members have not been permitted their contractual two days off during trip. Chairman reported smooth sailing and noted U.S. Coast Guard inspection scheduled in port of Long Beach, Calif. Deck delegate reported disputed OT. Engine and steward delegates reported beefs. Crew discussed licensed department members performing work of unlicensed crew. Bosun brought up letter from Vice President Contracts Augie Tellez concerning proper ar tracking when such incidences occur. Crew thanked galley gang for job well done. BLUE RIDGE (Crowley Petroleum), November 29-Chairman Abdulla Alwaseem, Secretary Ronald Malozi, Educational Director Jack Singletary, Deck Delegate Tom Arriola, Steward Delegate Chris Boronski. Chairman announced payoff at end of month and reported ship scheduled for voyages to San Francisco, Vancouver, Honolulu and Long Beach, Calif. Secretary advised crew members signing off vessel to pick up clean linens from steward assistant for relief. Educational director urged all members to apply for training record books (TRBs) as soon as possible. No beefs or disputed OT reported. Crew requested copies of new contract and being paid upon arrival in port rather than day after arrival. Steward department thanked for enjoyable Thanksgiving dinner-"a good time was had by all." COAST RANGE (Crowley Petroleum), November 8-Chairman John Mossbarger, Secretary Hans Schmuck, Educational Director Craig Croft, Deck Delegate Charles Gordon, Steward Delegate Abdulalah Mohamed. Chairman reported memorandum of understanding between company and union still in negotiation. Educational director stressed importance of upgrading at Paul Hall Center. No beefs or disputed OT reported. Crew members requested staterooms be cleaned once a week. Crew discussed having ship's agent provide transportation to and from vessel. Members also talked about purchasing ship's bicycle. Next port: Long Beach, Calif. OM/ COURIER (OMI), November 19-Chairrnan George Khan, Secretary Joseph Miller, Deck Delegate Dock McGuire, Steward Delegate Luis Martinez. Bosun noted patrolman scheduled to meet vessel upon arrival in port of Los Angeles. Crew asked bosun to see about obtaining new furniture and VCR for crew lounge. Secretary advised crew members signing off to clean rooms and replace linens for next person. Educational director discussed importance of upgrading at Piney Point. Deck delegate reported disputed OT. No beefs or disputed ar reported by engine or steward delegates. Engine delegate urged members to donate to SPAD and upgrade at Lundeberg School. Crew presented steward with retirement watch and thanked him for his many years with the SIU. LNG GEMINI (ETC), November 30--Chairman R. Mohamed, Secretary K. Hopkins, Educational Director S. Hoskins, Deck Delegate Paul Jagger, Engine Delegate Tom Flynn, Steward Delegate Amy Ripple. Bosun discussed duties of DEU on sanitary. Secretary reported crew members voted to dispose of old clothing and personal items left aboard vessel by former crew members. Crew noted some gear was several years old. Educational director encouraged crew members to upgrade at Lundeberg School. He noted all Hall Center. No beefs or disputed OT reported. Crew asked contracts department to look into improving pension plan in next contract. Bosun asked for clarification of SIU medical benefits. OVERSEAS NEW YORK (Maritime Overseas), November 3-Chairman J. Carlos Loureiro, Secretary Nancy Heyden, Educational Director John Fleming, Deck Delegate Amante Gumiran, On Watch Aboard the 0/S New Orleans SIU members who wish to continue sailing aboard LNG carriers must take LNG recertification course and get.their tanker endorsement at the school. No beefs or disputed OT reported. Crew reminded to keep noise down on first and second decks. Bosun announced hours for weight room will be posted by master. Crew thanked steward department for jobs well done. Next port: Tobata, Japan; Arnn, Indonesia; Nagoya, Japan. OM/ COLUMBIA (OM!), November 1-Chairman Greg Hamilton, Secretary Dana Zuls, Educational Director R. Gordon, Engine Delegate Gregory Stone, Steward Delegate Musleh M. Musa. Chairman noted response from headquarters not yet received concerning crew questions on trip rotation, days off and sanitary duties. He added Vice President Augie Tellez sent crew other requested contract information. No beefs or disputed OT reported. Engine delegate extended special vote of thanks to chief steward and galley gang for "good chow.'' Crew announced arrival of unlicensed apprentice. OM/ COLUMBIA (OM!), November 23- Chairman Greg Hamilton, Secretary Dana Zuls, Educational Director R. Gordon, Engine Delegate Gregory Stone, Steward Delegate Musleh M. Musa. Crew still awaiting response from headquarters concerning previous meeting notes and payment of overtime to deck department members. Bosun advised crew members to avoid accidents by wearing protective foot gear when working. Secretary mentioned problems with water system aboard ship. No beefs or disputed OT reported by deck or steward delegates. Engine delegate requested copy of memorandum of agreement between the SIU and OM! to clarify the duties of DEU. OVERSEAS MARILYN (Maritime Overseas), November 2-Chairman Marco Galliano, Secretary Joseph Brooks, Educational Director Billy Watson, Deck Delegate Raymond Leak, Engine Delegate Junious Williams, Steward Delegate James Jackson. Secretary and educational director discussed importance of upgrading at Paul Engine Delegate Dennis Cayan, Steward Delegate Jose Maglalang. Chairman reported captain has requested on/off vessel board located on main deck be used for fire and emergency material. He informed crew half of deck has been equipped with non-skid material and advised them to use caution on other half until completed. Chairman advised crew that beginning in 1998, those without Lundeberg School's tankerman operation/safety course will not be allowed to sail aboard tankers. He also reminded crew members to , apply for training record books (TRBs). Bosun extended special vote of thanks to crew members for helping keep crew lounge clean. Educational director encouraged members to upgrade at Piney Point. Treasurer thanked bosun for purchase of new movies. No beefs or disputed OT reported. Bosun asked fellow union brothers and sisters to help new members who may be interested in or qualified to become deck department members. Chairman advised crew he is working on list that breaks down medical benefits covered by different companies. Crew thanked steward ~epartment for job well done. Next ports: Honolulu and Valdez, Alaska. OVERSEAS VIVIAN (Maritime Overseas), November 16-Chairman Joel A. Lechel, Secretary Mark Flores, Educational Director Wilmer McCants, Engine Delegate Wilbert J. Miles. Chairman commended deck gang on good voyage. Secretary and educational director recommended all members upgrade at Lundeberg School and apply for training record books (TRBs). Deck delegate reported disputed OT. No beefs or disputed OT reported by engine or steward delegates. Chairman discussed importance of SPAD contributions and urged crew members to donate. Crew noted new washer and dryer received. Crew requested new chairs for lounge and microwave for mess hall. Crew also noted new antenna for TV is needed and galley range needs repair. Steward thanked crew members for help in separating plastics from paper and cans. Crew thanked steward department for job well done. Next ports: Jacksonville, Fla. and Baytown, Texas. Seafarers LOG 19 l j l �- ATTENTION ALL SEAFARERS Check Your Z-Card; Your Job May Be at Stake Merchant Mariner's Document Must Be Renewed \'2.34S oos: os/07/0S According to a law that took effect in 1995, the U.S. Coast Guard requires all merchant mariners to renew their merchant mariner's documents (z-cards) in order to continue sailing. All mariners MUST possess a renewed zcard in order to sail aboard U.S.-flag vessels by the end of 1999. That means as of January 1, 2000, all active z-cards must have been issued no earlier than January 1, 1995. You may renew your z-card beginning one year before its expiration date. No merchant mariner is allowed to ship with an expired document. (Mariners may renew their z-cards up to one year after the expiration date. However, mariners lose their endorsements if they renew beyond that one-year extension.) The expiration date is five years to the day after the card was issued. Z-cards list the expiration date in two different locations: ( 1) near the mariner's photo on the front and (2) near the mariner's fingerprint on the back. For those zcards without an expiration date, the date of issuance is located on the back of the document beside the fingerprint. If you have any questions concerning the status of your z-card, contact your port agent or patrolman. Renewal 1998 Date 1999 2000 2001 2002 1993 1988 1983 1978 1973 1968 1963 1958 1953 1948 1943 1938 1994 1989 1984 1979 1974 1969 1964 1959 1954 1949 1944 1939 1995 1996 1997 Date of Issue (*See Below) Per the U.S. Coast Guard and the Federal Register of September 27, 1994, z-cards with an issuance date ending in the years 0 and 5 should have been renewed in 1995; ending in the years 1 and 6 should have been renewed in 1996; ending in the years 2 and 7 should have been renewed in 1997. *All z-cards have to be renewed every 5 years to remain active. U.S. Coast Guard Regional Examination ,Centers t_)(p\res Ofifl9/94 SUMMARY ANNUAL REPORT FOR SEAFARERS VACATION FUND This is a summary of the annual report for the Seafarers Vacation Fund. EIN 13-55602047, Plan No. 503, for the period January 1, 1996 through December 31, 1996. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 {ERISA). Basic Financial Statement The value of plan assets, after subtracting liabilities of the plan, was $24,282,651 as of December 31, 1996, compared to $23,373,085 as of January 1, 1996. During the plan year, the plan experienced an increase in its net assets of $909,566. This increase includes unrealized appreciation and depreciation in the vafue of plan assets; that is, the difference between the value of the plan's assets at the end of the year and the value of the assets at the beginning of the year or the cost of assets acquired during the year. During the plan year, the plan had a total income of $38,344,438 including employer contributions of $37,285,8555, realized losses of $84, 195 from the sale of assets, and earnings from investments of $1, 142,nB. Plan expenses were $37,434,872. These expenses included $3,819,733 in administrative expenses and $33,615,139 in benefits paid to participants and beneficiaries. Your Rights To Additional Information You have the right to receive a copy of the full annual report, or any part thereof. on request. The items listed below are included in that report: 1. an accountant's report; 2. assets held for Investment; and 3. transactions in excess of 5 percent of plan assets. To obtain a copy of the full annual report, or any part thereof, write or call the Board of Trustees, Seafarers Vacation Fund, 5201 Auth Way, Camp Springs, MD 20746; telephone (301) 899-0675. The charge to cover copying costs will be $2.1 Ofor the full annual report, or 30 cents per page for any part thereof. You also have the right to receive from the plan administrator, on request and at no charge, a statement of the assets and liabilities of the plan and accompanying notes, or a statement of income and expenses of the plan and accompanying notes, or both. If you request a copy of the full annual report from the plan administrator, these two statements and accompanying notes will be included as part of that report. The charge to cover costs given above does not include a charge for the copying of these portions of the report because these portions are furnished without charge. You also have the legally protected right to examine the annuaf report at the main office of the plan (Board of Trustees, Seafarers Vacation Fund, 5201 Auth Way, Camp Springs, MD 20746) and at the U.S. Department of Labor (DOL) in Washington, D.C., or to obtain a copy from the U.S. Department of Labor upon payment of copying costs. Requests to the DOL should be addressed to: Public Disclosure Room, N-5638, Pension and Welfare Benefits Administration, U.S. Department of Labor, 200 Constitution Avenue, N.W., Washington, DC 20210. 20 Seafarers LOG 510 L. Street Suite 100 Anchorage, AK 99501-1946 (907) 271-6733 or 6735 Customhouse Baltimore, MD 21202-4022 (410) 962-5132 455 Commercial Street Boston, MA 02109-1045 (617) 223-3040 196 Tradd Street Charleston, SC 29401-1899 (803) 724-7693 433 Ala Moana Blvd. Room 1 Honolulu, HI 96813-4909 (808) 522-8258 8876 Gulf Freeway, Suite 210 Houston, TX 77017-6595 (713) 947-0044 2760 Sherwood Lane Suite 2A Juneau, AK 99801-5845 (907) 463-2450 Claude Pepper Building 51 S.W. First Avenue 6th floor Miami, FL 33130-1608 (305) 536-6548 1440 Canal Street Eighth Floor New Orleans, LA 70112-2711 (504) 589-6183 Battery Park Building New York, NY 10004-1466 (212) 668-6395 6767 N. Basin Avenue Portland, OR 97217-3992 (503) 240-9346 1222 Spruce Street Suite 211 St. Louis, MO 63103-2835 (314) 539-2657 Building 14 Coast Guard Island Alameda, CA 94501-5100 (510) 437-3092 or 3093 165 N. Pico Avenue Long Beach, CA 90802-1096 (310) 980-4483 or 4485 1519 Alaskan Way S. Building 1 Seattle, WA 98134-1192 (206) 217-6115 200 Jefferson Avenue Suite 1301 Memphis, TN 38103-2300 (901) 544-3297 Federal Building, Room 501 234 Summit Street Toledo, OH 43604-1590 (419) 259-6394 or 6395 February 'f 998 �(Editor's Note: the Seafarers LOG reserves the right to edit letters for grammar as well as space provisions without changing the writer's intent. The LOG welcomes letters from members, pensioners and their families and will publish them on a timely basis.) Union in Good Shape; But Faces Old Problems It is gratifying to learn that my beloved Seafarers International Union is alive and well after all these years $ince I was actively involved. I was drafted into the United States Army from my AB's berth aboard the Waterman Steamship Co.'s C-2 Yaka in 1953 in San Francisco. I notice many of the problems still exist for seafarers that were common in the '40s and '50s such as runaway-flag vessels and violations of the Jones Act. I hope new political champions like the late Senator Warren Magnuson (D-Wash.) are protecting our vital interests in the industry. America's future as a maritime nation depends on it. I often wonder what happened to my many friends and shipmates who sailed the world with me from 1946 to 1953. Our industry was such that good shipmates, faraway places and unbelievable experiences ended at the payoff only to be renewed on the next voyage-a truly unique life! It appears that the union is in good hands with President Michael Sacco and his staff what with training centers, upgrade programs, pension plans, scholarships and stewardship of the industry. I am proud of my involvement. You are protecting a hard-won heritage. Russell G. Hinkel Bensalem, PA .. .. Farewell to 1997 Best of Luck in 1998 Happy New Year to all at the LOG. We love your publication aboard the Sgt. William R. Button. I'm enclosing a snapshot taken in Guam on December 11, 1997 (see photo below). The relief steward, Tony Curran, treated his department (and the DEU) to a thank-you and farewell dinner. Mary-Lou Lopez, SA Sgt. William R. Button . Thanks Beget Thanks Aboard Ship at Sea A word of appreciation is due to the steward department on the Manulani (voyage 686) for their generous support of the International Maritime Center in Oakland (Calif.) and the Apostleship of the Sea. The hat was passed on Christmas Day at sea and $460 was raised in donations. On behalf of Father Alvin Gomer [executive director and En_joying the thank-you and farewell dinner hosted by Tony Curran, the chief steward aboard the Sgt. William R. Button, are (from left) Curran, SA Mary-Lou Lopez, SA Nathalie Norie, Cook/Baker Evelyn Tayag, DEU Adnan Nassar, SA Carlos Majao and SA Danielle Harvey. Computer Studies Lead to Certificates chaplain of the center] and all merchant seamen worldwide, thank you. Also, the Manulani galley, under the direction of Steward/ Baker Gerald Figg, put out a great spread on Christmas Day. The only complaint by anyone here is that they are gaining weight. Capt. J.W. Bert S.S. Manulani (Note: The crewmembers aboard Matson 's Manulani are members of the SIU as well as the International Organization of Masters, Mates & Pilots, Marine Engineers' Beneficial Association, Sailors' Union of the Pacific, Marine Firemen's Union and American Radio Association. They collected $460 as a thankyou for the thoughtful gifts provided to the vessel by the International Maritime Center, noting the many deeds and services the organizaion has provided to seafarers from all over the world.) FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and union finances. The constitution requires a detailed audit by certified public accountants every year, which is to be submitted to the membership by the secretary.-treasurer. A yearly finance committee of rank-and-file members, elected by the membership, each year examines the finances of the union and reports fully their findings and recommend.ations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. Augustin Tellez, Chairman Seafarers Appeals Board 5201 Au th Way Camp Springs, MD 20746 Febmary 1998 The seafaring Smiths made it a family event when they participated in the Labor Day parade in Philadelphia last September. Bert Smith (left) and his brother, Harry (right), have retired from the deck department. Their nephew, QMED John Smith (center), joined in on the festivities, bringing along his sons, Joseph and Allen, to round out three generations of Smiths. Know Your Rights SIUPPING RIGHTS. A member's shipping rights and seniority are protected exclusively by contracts between the union and the employers. Members should get to know their shipping rights. Copies of these contracts are posted and available in all union halls. If members believe there have been violations of their shipping or seniority rights as contained in the contracts between the union and the employers, they should notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: SIU member Leticia (Lee) Perales receives a certificate from Rick Prucha, academics instructor at the Harry Lundeberg School of Seamanship, for successfully completing the WordPerfect 5.1 course at the school's computer lab. She also was presented with a certificate for completion of the Introduction to Computer Basics course. Both computer programs are available to all students at the school. Labor Day Parade Is a Family Affair Full copies of contracts as referred to are available to members at all times, either by writing directly to the union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which an SIU member works and lives aboard a ship or boat. Members should know their contract rights, as well as their obligations, such as filing for overtime (OT) on the proper sheets and in the proper manner. If, at any time, a member believes that an SIU patrolman or other union official fails to protect their contractual rights properly, he or she should contact the nearest SIU port agent. EDITORIAL POLICY - THE SEAFARERS LOG. The Seafarers LOG traditionally has refrained from publishing any article serving the political purposes of any individual in the union, officer or member. It also has refrained from publishing articles deemed harmful to the union or its collec~ive membership. This established policy has been reaffirmed by membership action at the September 1960 meetings in all constitutional ports. The responsibility for Seafarers LOG · policy is vested in an editorial board which consists of the executive board of the union. The executive board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he or she should not have been required to make such payment, this should immediately be reported to union headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time a member feels any other member or officer is attempting to deprive him or her of any constitutional right or obligation by any methods, such as dealing with charges, trials, etc., as well as all other details, the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the union has negotiated with the employers. Consequently, no member may be discriminated against because of race, creed, color, sex, national or geographic origin. If any member feels that he or she is denied the equal rights to which he or she is entitled, the member should notify union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American merchant marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, jo~ discrimination, financial reprisal, ·or threat of such conduct, or as a condition of membership in the union or of employment. If a contribution is made by reason of the above improper conduct, the member should notify the Seafarers International Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. A member should support SPAD to protect and further his or her economic, political and social interests, and American trade union concepts. NOTIFYING THE UNION-If at any time a member feels that any of the above rights have been violated, or that he or she has been denied the constitutional right of access to union records or information, the member should immediately notify SIU President Michael Sacco at headquarters by certified mail, return receipt requested. The address is: Michael Sacco, President Seafarers International Union 5201 Auth Way Camp Springs, MD 20746. Seafarers LOG 21 �Lundeberg School Graduating Classes SEAFARERS HARRY LUNDEBERG SCHOOL LIFEB0:~ CLASS •• • 1 J Trainee Lifeboat Class 571-Graduating from trainee lifeboat class 571 are (from left, kneeling) Tawnia Stucker, Russell Shaw Jr., Carmus Peet, Lawrence Sherinski Ill, Ben Cusic (instructor), (second row) Damon Anderson, Al Greene, Jason Egleston, Eden Latta, Christian Andrews, Patrick Maldonado, Nathan Rippey and Teki Williams. Tanker Familiarization/Assistant Cargo (DL)-Upgrading graduates of the November 28 tanker familiarization/assistant cargo (DL) course are (from left, seated) Donley Johnson, Robert Gaudreau, William Horton, Jun Pogi Gimutao, (second row) Charles Donley, Pedro Ramos, Charles Dahlhaus, Edgardo Martinez, Kent Doctor, lsabelo Fernandez and Jim Shaffer (instructor) . Basic Firefighting-SIU members who graduated from the basic firefighting class on November 19 are (from left, front row) Rick Redman (instructor), Muhiddin Awale, Terry Allen, Ernie Gibson, (second row) Maurice Hetrick, Lara Evans, David Steinberg, David House, George Rofail and Faisal Alshaif. ~ ­ Upgraders Lifeboat-Marking their graduation from the upgraders lifeboat class on December 10 are (from left, kneeling) Linda McPhetridge, Terry Magno, Ben Cusic (instructor), (second row) Knolly Wiltshire, Faisal Alshaif and Mariana Carpinteyro. Third Mate--Completing the third mate course on December 8 are (from left, kneeling) Steven Chapin, Sidney Horton, James Anderson, Lynn Melin (instructor), (second row) Donnie Collins, Robert Kendrick, John Leiter, Walter Ritvalsky, Dale Kirsch Jr., John Dean and Rick James. Not pictured is Todd Hileman. LNG Familiarization-Receiving their endorsements from the LNG familiarization course on November 21 are SIU members (from left, kneeling) Charles Booker, Michael Brown, Nicholas Lopez, Daniel Miller, Carlos Boiser Jr., Victor Frazier, Gary Mitchell, (second row) Michael Willis, Nestor Agcaoili, Charles James, Fernando Mesa, William Fielding, Jeffrey Levie, (third row) Chris Conway, Chris Cotterman, John Stephens, Jerome Torrence, Dennis Goodwin, John Smith (instructor) and Samuel Garrett. Not pictured is Reynaldo Gonzales. 22 Seafarers LOG February 1998 �:~ Safety Specialty,Courses Start Date of Date ,~o.nt.>leti.on . April 27 Tanker Familiarization/ Assistant (DL) May25 Mayi6 June 13 LNG Familiarization April 20 April 24 Basic Firefighting March23 March 28 April 25 April 20 May18 May9 May23 Advanced Firefighting March2 April 6 · April 20 May18 March 14 April 18 Mays May30 Government Vessels March 9 March30 April 20 May18 April 17 Mays Junes Tank:erman (PIC) Barge Maytl May 15 Water Survival Marcb23 April 20 April 4 May2 May18 May30 May4 · Deck Upgrading Courses Date of Completion Start Date April 3 March9 April 6 Able Seaman MaylS April 3 March23 Radar @bserver/Unlimited Celestial Navigation April 10 March2 May4 Limited License June 26 Engl""' UJl1'4Jllnl(xCou~111 Course Start Date of Date Completion Recertification Programs Date of Completion Start Course ·Fireman/Watertender ~.Oiler , :}% ~.: :\::~: May8 Advanced Refrigerated Containers Mat'Ch..30 . April 24 Diesel Engine Technology March30 May8. Cr~e March27 (Sea-.Bandf Start Course Date Date of Completion General Education Courses March30 May8 Introduction to Computers Self-study ,t Maintenance Electrician :;.;.;: ~ Steward Upgrading Courses Course Start Dates Only Certified Chief Cook/Chief Steward/Galley Operations March 9, March 23, April 6, April 20, May 4,May 18 In addition, basic vocational support program courses are offered throughout the year, one week prior to the AB, QMED, FOWT, Third Mate, Tanker Assistant and Water Survival courses. - -~ - - - UPGRADING APPLICATION Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ With this application, COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) requested. You also must submit a COPY of each of the following: the first page of your union book indicating your department and seniority, your clinic card and the front and back of your ·z-card as well as your Lunde berg School identification card listing the course( s) you have taken and completed. The admissions office WILL NOT schedule you until all of the above are received. COURSE BEGIN DATE END DATE Date of Birth _ _ _ _ _ _ _ __ Telephone Deep Sea Member D Lakes Member D Inland Waters Member D If the following information is not filled out completely, your application will not be processed. Social Security# _ _ _ _ _ _ _ _ _ B o o k # - - - - - - - - - ...., S e n i o r i t y - - - - - - - - - - - - Department _ _ _ _ _ _ _ __ U.S. Citizen: Yes D No D Home Port Endorsement(s) or License(s) now held - - - - - - - - - - - - - - LAST V E S S E L : - - - - - - - - - - - - - - Rating: _ _ __ Are you a graduate of the SHLSS trainee program? D Yes D No If yes, c l a s s # - - - - - - - - - - - - - - - - - - - - - - - Have you attended any SHLSS upgrading courses? D Yes Do you hold the U.S. Coast Guard Lifeboatrnan Endorsement? Firefighting: Primary language spoken February 1998 D Yes D No CPR: Date Off: SIGNATURE _ _ _ _ _ _ _ _ _ _ _ _ _ DATE D No If yes, course(s) taken - - - - - - - - - - - - - - - - - - - - - D Yes D No Date On: _ _ _ _ _ _ _ _ _ __ D Yes D No NOTE: Transportation will be paid in accordance with the scheduling letter only if you present original receipts and successfully complete the course. If you have any questions, contact your port agent before departing for Piney Point. RETURN COMPLETED APPLICATION TO: Lundeberg School of Seamanship, Admissions Office, P.O. Box 75, Piney Point, MD 20674·0075. 2/98 Seafarers LOG 23 �SUMMARY ANNUAL REPORT Seafarers Vacation Fund -page 20 SW Boat1nen, Pilots Push Safety in Mobile Article Shows Many Risks Of Docking Operations A recent newspaper account pinpoints safety as a key aspect of the work performed by Seafarers at Crescent Towing and the Mobile (Ala.) Bar Pilots Association. "There is no such thing as a little mistake," observes the Mobile Register in a lengthy and complimentary on-thescenes chronicle of pilot and docking operations in the Mobile ship channel. As with most other occupations, inland mariners usually do not receive publicity for routine, safe work. But in maritime, as in other transportation fields, mishaps may be disastrous and typically generate scrutiny. Though unaccustomed to notoriety, the SIU boatmen, who have an excellent safety record, welcomed the accurate observations of the Register's Roy Hoffman. "Everybody was pleased," said tugboat Captain Mike Deckhands Otis Woods (left) and Gerald Beuk are part of the SIU crew aboard the Crescent tug Mardi Gras. Moving cargo ships, tankers, military vessels, oil rigs and other types of ships is part of the routine for Mobile-based Crescent crews, including Seafarers (from left) Engineer Ricky Shumock, Deckhand John Wint and Deckhand Benny Tucker. avoiding pleasure boats, to name a few. "It's never really the same job twice," notes Captain Ron Walker, who joined the union 12 years ago. "It's basically piloting, pushing and pulling, but so much is dependent on the weather. "Plus, you have to be ready at all times, in case something goes wrong. A ship could lose an engine or lose steering." "No doubt, docking avessel is very dangerous," says Mobile SIU Port Agent Dave Carter. "Our members-tugboat crews and pilots-do a .great job, as indicated by their continually safe operations." For pilots, starting a docking job usually means springing from a launch to a rope ladder extended from the incoming ship while both vessels are under way. Here again, the task is routine and normally without incident. But when something goes wrong, the consequences can be disastrous, as was the case two years ago when a Mobile pilot (who was not a member of the SIU) had a nearly fatal fall. The pilots deal with containerships, tankers, large tugs, Navy destroyers and frigates, oil rigs, "and anything else that needs a pilot," says Mark Collier, a member of the Seafarers for 24 years who is employed by the Mobile Bar Pilots Association. "Most of the captains (on the incoming ships) speak pretty good English, but when they don't, it's hard to communicate with them." The pilots and tugboatmen work in tandem, executing dozens of jobs daily. Vessels must be kept at proper speed-too slow means vulnerability to currents, too fast means a likely loss of control. For the four-man tugboat crews, preparation helps ensure smooth operations. Yarbrough points out that Crescent conducts quarterly safety meetings, and the crew members periodically do fire drills, man-overboard drills and other safety exercises on the boats. Safety meetings and exercises have helped enable SIU boatmen in Mobile, Ala. to maintain Yet, practice is not as vital as expe- an excellent safety record. Above, Engineer and Relief Captain Henry Tucker displays a life rience, believes ring on the Mardi Gras. Yarbrough. "The best way to learn is "Both the pilots and the tug hands-on experience which, crews understand the variof course, takes time. You ables and the potential danreally have to get out there gers," continues the veteran and feel it, because every job boatman. "Things can happen we do is different. That's why at the drop of a hat, which is you learn every day," he one more reason why everyasserts. body gives their best." Safety is the top priority in docking operations, say Alabama crew members (from left) Deckhand Steve Woods, Engineer Mike Hurst, Deckhand Dan Hanbury and Captain Mike Yarbrough. For many Seafarers, working the river channel in Mobile is a family tradition. Above, SIU pilots Mark Collier Sr. (left) and Tommy Wescovich (right) welcome Mark Collier Jr. for a brief visit aboard a pilot boat. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1990-1999 Description An account of the resource Volumes LII-LXI Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1998 Description An account of the resource HEADLINES AMERICA MUST MAINTAIN POOL OF ‘WELL-TRAINED, CITIZEN’ MARINERS TRANSCOM’S GEN. KROSS TOUTS INDUSTRY COHESION 3 MORE APL SHIPS HOIST U.S. FLAG BRIGHT FIELD’S OWNER BLAMED FOR ACCIDENT RUNAWAY-FLAF FREIGHTER HAD CHRONIC ENGINE TROUBLE BEFORE NEW ORLEANS CRASH RECORD SEASON ENDS; LAKERS AWAIT SPRING DELTA QUEEN CREW FOCUSES ON SAFETY USCG PRAISES SWIFT ACTION ON ST. CLAIR REP. SANCHEZ COMMENDS UNIONS FOR ADVANCING WORKERS’ RIGHTS U.S.-FLAG GRAIN CARRIERS AVAILABLE ON GREAT LAKES RUNAWAY-FLAG BULKER’S ‘ROUTINE’ DEFICIENCIES REFLECT DANGERS ALOHA, CONSTITUTION, MAHALO FOR THE MEMORIES SETTLEMENT MAY CLEAR PATH FOR TERMINAL IN LONG BEACH REINER PUBLISHES NEW NOVEL DECK CREW DISPLAYS TEAMWORK AT SEA ABOARD LIBERTY SPIRIT SIU BOATMEN, PILOTS PUSH SAFETY IN MOBILE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 02/01/1998 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 60, No. 2 1998 Periodicals Seafarers Log